Jeep GC WK2 2011-2013

2011 Jeep Grand Cherokee
2011 GENERAL INFORMATION Vehicle Data - Grand Cherokee
2011 GENERAL INFORMATION
Vehicle Data - Grand Cherokee
VEHICLE INFORMATION
INTERNATIONAL VEHICLE CONTROL AND DISPLAY SYMBOLS
DESCRIPTION
DESCRIPTION
Chrysler LLC uses international symbols to identify various systems on the vehicle.
The graphic symbols illustrated are used to identify various instrument controls, vehicle controls and service
information references. The symbols correspond to the controls and displays that are located on the instrument
panel and throughout the vehicle.
Fig. 1: Information Symbols

Courtesy of CHRYSLER LLC
INTERNATIONAL INFORMATION SYMBOL IDENTIFICATION

SYMBOL DESCRIPTION SYMBOL DESCRIPTION
1 115-Volt Power Inverter 11 Side Airbag
2 USB Connector 12 Seat Belt
3 Lighter 13 Airbag
4 Fuel Fill Side 14 Supplemental Restraint System
5 Spare Tire Winch 15 Power Steering Fluid
6 Fuse 16 See Owner's Manual
See Appropriate Service
7 Key Activate (Power Outlet) 17 Information
8 Warning 18 Emergency Release Handle
9 Child Seat Tether Anchor 19 Jack/Jack Tools Location
Lower Anchors and Tether for
10 Children (latch)
Fig. 2: Indicator Symbols

INTERNATIONAL INDICATOR SYMBOL IDENTIFICATION

SYMBOL DESCRIPTION SYMBOL DESCRIPTION
1 Electronic Speed Control 26 Front Fog Light
2 Hill Descent Control 27 Rear Fog Light
3 Traction Control 28 Cargo Lamp
Electronic Stability
Program/Brake System Assist
4 System 29 Exterior Bulb Failure
5 Security Indicator 30 Door Ajar
6 Turn Signals 31 Liftgate Open
Brake System Warning Parking
7 Water In Fuel 32 Brake
8 Low Fuel 33 All Wheel Drive
9 Side Airbag 34 Four Wheel Drive
10 Seat Belt Reminder 35 Four Wheel Drive Low
11 Airbag Warning Light 36 Tow/Haul
12 Passenger Airbag Off 37 Service Four Wheel Drive
Failure Of Anti-Lock Braking
13 System 38 Service Four Wheel Drive
14 HEV Brake Regenerative Light 39 Cruise Indicator
Brake System Warning Parking
15 Electronic Throttle Control 40 Brake
16 HEV Service Light 41 Tire Pressure Monitor
17 Engine Oil 42 Sway Bar Disconnect Indicator
18 Battery Charging 43 Front Axle Lock
19 Glow Plug/Intake Air Heated 44 Rear Axle Lock
20 Power Steering Fluid 45 Park Assist Indicator
21 Engine Coolant Temperature 46 Park Brake Indicator
22 Malfunction Indicator Light 47 Control/Traction Control Off
Transmission Oil Temperature
23 Light 48 Trailer Brake System Off
24 Diesel Exhaust Brake 49
25 High Beam 50
Fig. 3: Control Symbols

INTERNATIONAL CONTROL SYMBOL IDENTIFICATION

SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION
Passenger Air Bag
1 Rear Window Wiper 26 Off 51 Door Ajar
Rear Window Electronic Speed
2 Intermittent Wiper 27 Control 52 Liftgate Release
Rear Window
3 Washer 28 Cruise Indicator 53 Sliding Door
Rear Window
4 Defrost 29 Hill Descent Control 54 Sliding Door

Convertible Top
5 Heated Mirror 30 Park Assist Off 55 Down
Program/Brake
System Assist
6 Turn Signals 31 System 56 Convertible Top Up
7 Adjustable Pedals 32 Park Brake Release 57 Door Lock
Adjustable
8 Horn 33 Headlights 58 Window Lift
Windshield Wiper Convertible 4
9 Intermittent 34 Low Beam 59 Window Down
10 Windshield Washer 35 Front Fog Light 60 Window Lock
Windshield Washer
11 Fluid Level 36 Rear Fog Light 61 Power Rear Window
Windshield Voice Recognition
12 Electrically Heated 37 Cargo Lamp 62 Button
13 Windshield Defrost 38 Hazard Lights 63 Uconnect™ Button
Windshield Wiper 115-Volt Power
14 And Washer 39 Inverter 64 SwayBar Disconnect
Key Activate (Power
15 Ventilating Fan 40 Outlet) 65 All Wheel Drive
Exterior Bulb
16 Air Conditioning 41 Failure 66 Four Wheel Drive
Master Lighting
17 Upper Air Outlet 42 Switch 67 Two Wheel Drive
Upper And Lower Four Wheel Drive
18 Air Outlet 43 Dome Light 68 Low
Four Wheel Drive
19 Lower Air Outlet 44 Park Lights 69 Lock
Defrost And Lower Instrument Panel Four Wheel Drive
20 Air Outlet 45 Illumination 70 Auto
21 Heated Seat Low 46 Program Off 71 Front Axle Lock
Diesel Exhaust
22 Heated Seat High 47 Brake 72 Rear Axle Lock
23 Ventilated Seat 48 Overdrive Off 73 EVIC Menu
24 Recirculation 49 Hood Release 74 Navigation Button
Heated Steering
25 Wheel 50 Trunk/Deck Release 75 Step
76 Reset 77 Axle Lock Button 78 Traction Control Off
79 Control Off 80 Trailer Brakes
ENGINE COMPARTMENT
Fig. 4: International Symbols

The graphic symbols illustrated are used to identify engine compartment lubricant and fluid inspection and fill
locations. The symbols correspond to the caps located within the engine compartment.
LABEL, VEHICLE EMISSION CERTIFICATION INFORMATION (VECI)
DESCRIPTION
DESCRIPTION
Fig. 5: Veci Label Location

1 - VECI LABEL (CANADIAN)

2 - VECI LABEL
3 - HOOD
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.
All vehicles are equipped with a combined VECI label(s). The label is located in the engine compartment on the
vehicle hood. Two labels are used for vehicles built for sale in the country of Canada.
The VECI label(s) contain the following:
 Engine family and displacement

 Evaporative family
 Certification application
 Spark plug and gap
VEHICLE CERTIFICATION LABEL
DESCRIPTION
DESCRIPTION
Fig. 6: Vehicle Certification Label - Typical

A vehicle certification label is attached to every Chrysler LLC vehicle. The label certifies that the vehicle
conforms to all applicable Federal Motor Vehicle Standards. The label also lists:
 Month and year of vehicle manufacture.

 Gross Vehicle Weight Rating (GVWR). The gross front and rear axle weight ratings (GAWR's) are based
on a minimum rim size and maximum cold tire inflation pressure.
 Vehicle Identification Number (VIN).

 Type of vehicle.
 Type of rear wheels.
 Bar code.
 Month, Day and Hour (MDH) of final assembly.
 Paint and Trim codes.
 Country of origin.
The label is located on the driver-side door shut-face.
VEHICLE IDENTIFICATION NUMBER
DESCRIPTION
DESCRIPTION
Fig. 7: VIN
The Vehicle Identification Number (VIN) label (1) is attached to the top left side of the instrument panel. The
VIN contains 17 characters that provide data concerning the vehicle. Refer to the decoding chart below to
determine the identification of a vehicle.
To protect the consumer from theft and possible fraud the manufacturer is required to include a Check Digit at
the ninth position of the Vehicle Identification Number. The check digit is used by the manufacturer and
government agencies to verify the authenticity of the vehicle and official documentation. The formula to use the
check digit is not released to the general public.
VEHICLE IDENTIFICATION NUMBER DECODING CHART

POSITION INTERPRETATION CODE = DESCRIPTION

WMI (World Manufacturer
1, 2, 3 1J4 = Chrysler LLC
Identifier)
Active Belts (ASP) Front Air Bags
(OSP) Without Side Inflatable
Restraints
C = 2722 - 3175 kg (6001 - 7000
lbs)
4 Gross Vehicle Weight Rating Active Belts (ASP) Front Air Bags
(OSP) With Side Inflatable
Restraints All Rows
J = 2722 - 3175 kg (6001 - 7000 lbs)
R = 2722 - 3175 kg (6001 - 7000
lbs)
S = Grand Cherokee Left Hand
Drive (4x2)
R = Grand Cherokee Left Hand
5 Vehicle Line (WK)
Drive (4x4)
2 = Grand Cherokee Right Hand
Drive (4x4)
4 = Grand Cherokee Laredo
6 Series 5 = Grand Cherokee Limited
6 = Grand Cherokee Overland
7 Body Style G = Sport Utility 4 Door
G = 3.6L 6 CYL Gasoline Non -
Turbo (EZH)
8 Engine
T = 5.7L 8 CYL Gasoline Non -
Turbo (ERB)
9 Check Digit 0 through 9 or X
10 Model Year B = 2011
11 Assembly Plant C = Jefferson North Assembly
12 thru 17 Vehicle Build Sequence 6 Digit Number Assigned by
Assembly Plant
2011 GENERAL INFORMATION Vehicle Quick Reference - Grand Cherokee
Vehicle Quick Reference - Grand Cherokee
CAPACITIES AND RECOMMENDED FLUIDS

DESCRIPTION
FLUID TYPES
When service is required, Chrysler Group LLC recommends that only Mopar® brand parts, lubricants and
chemicals be used. Mopar® 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: Identifying American Petroleum Institute Certified Symbol

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 LLC.
GEAR LUBRICANTS
SAE ratings also apply to multigrade gear lubricants. In addition, API classification defines the lubricant's
usage, such as API GL-5 and SAE 75W-90.
LUBRICANT RECOMMENDATIONS
CHASSIS
COMPONENT FLUID, LUBRICANT, OR GENUINE PART

Steering Gear AND Linkage, Mopar® Multi-Purpose Lubricant NLGI Grade 2 EP, GC-LB
Ball Joints, Prop Shafts AND
Yokes, Wheel Bearings
BODY
COMPONENT FLUID, LUBRICANT, AND GENUINE PART

Hinges:
Door AND Hood Mopar® Engine Oil
Swing Gate Mopar® Multi-Purpose Lube NLGI Grade 2 EP, GC-LB
Latches: Door, Hood/Safety Mopar® Multi-Purpose Lube NLGI Grade 2 EP, GC-LB
Catch, Swing Gate
Seat Regulator AND Track Mopar® Multi-Purpose Lube NLGI Grade 2 EP, GC-LB
Lock Cylinders Mopar® Lock Cylinder Lube
A/C REFRIGERANT
The refrigerant used in this air conditioning system is a HydroFluoroCarbon (HFC), type R-134a. Unlike R-12,
which is a ChloroFluoroCarbon (CFC), R-134a refrigerant does not contain ozone-depleting chlorine. R-134a
refrigerant is a nontoxic, nonflammable, clear and colorless liquefied gas.
CAUTION: R-134a refrigerant is not compatible with R-12 refrigerant in an A/C

system. Even a small amount of R-12 refrigerant added to an R-134a
refrigerant system will cause A/C compressor failure.
The A/C refrigerant system is filled-for-life 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 DIAGNOSIS AND TESTING .
AUTOMATIC TRANSMISSION FLUID
NOTE: Refer to FLUID LEVEL CHECK for fluid level checking procedures.
Mopar® 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.
Mopar® 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.
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 petroleum-based 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.
BRAKE FLUID - EXPORT
The brake fluid used in this vehicle must conform to DOT 3 specifications and SAE J1703 standards. If DOT 3
brake fluid is not available, brake fluid conforming to DOT 4 specifications may be used in its place. The fluids
are compatible, but DOT 4 usage may require additional fluid maintenance. No other type of brake fluid is
recommended or approved for usage in the vehicle brake system. Use only Mopar® Brake Fluid DOT 3 Motor
Vehicle or equivalent from a tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid from an container which has been
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.
The use of aluminum cylinder blocks, cylinder heads, and water pumps requires special corrosion protection.
Mopar® Antifreeze/Coolant, 5 Year/100, 000 Mile Formula (MS-9769), 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 -37°C (-35°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: Mopar® Antifreeze/Coolant, 5 Year/100, 000 Mile Formula (MS-9769) 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 non-HOAT coolant is introduced into the cooling system in an
emergency, it should be replaced with the specified coolant as soon as
possible.
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.
When service is required, Chrysler Group LLC recommends that only Mopar® brand parts, lubricants and
chemicals be used. Mopar® provides the best engineered products for servicing Chrysler Group LLC vehicles.
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 Europ e ens d' Automobiles (European Automobile Manufacturers
Association) (ACEA)
API SERVICE GRADE CERTIFIED
Use an engine oil that is API Certified. MOPAR® provides engine oils, that meet or exceed this requirement.
SAE VISCOSITY
Fig. 2: Identifying Engine Oil Viscosity Label

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 cold-to-hot temperature
viscosity range. Refer to your engine oil filler cap for the recommended engine oil viscosity for your
vehicle.
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: Identifying American Petroleum Institute Certified Symbol

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 Group
LLC only recommends API Certified engine oils. Use Mopar® engine oil or equivalent.
SYNTHETIC ENGINE OILS
There are a number of engine oils being promoted as either synthetic or semi-synthetic. 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) GF-2 and GF-3 standards require that engine oil contain no more than 0.10%
phosphorus to protect the vehicles emissions performance. Addition of engine oil additives/supplements
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.
POWER STEERING FLUID
CAUTION: There is an Electro-Hydraulic Power Steering (EHPS) pump on some

vehicles requiring a different fluid. Do not mix power steering fluid types.
Damage may result to the power steering pump and system if any other
fluid is used. The mechanical power steering pump systems on this
vehicle require the use of Power Steering Fluid +4, which meets material
specification MS-9602 or equivalent. The EHPS system uses fluid which
meets material specification MS-11655 or equivalent. Do not overfill.
TRANSFER CASE
Recommended lubricant for the MP3023 transfer case is Mopar® ATF+4, Automatic Transmission Fluid. For
the MP2010 transfer case, Use ATF approved to MB 236.10, MB 236.12, such as Shell ATF 3403/M-115,
MOPAR® part number 05127382AA, Fuchs/Shell ATF 3353, or equivalent.
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
SPECIFICATIONS
ENGINE
Part Capacities
Description Type
Number U.S. Metric
Cooling System
? Engine
Coolant (3.0L MOPAR® Antifreeze/Coolant 5 Year/100, 000 Mile 1 Gallon - 14.0 13.2
Diesel Formula HOAT (Hybrid Organic Additive Technology) 05066386AA Quarts Liters
Engines)
? Engine
MOPAR® Antifreeze/Coolant 5 Year/100, 000 Mile 1 Gallon - 10.4 9.9
Coolant (3.6L
Formula HOAT (Hybrid Organic Additive Technology) 05066386AA Quarts Liters
Engines)
? Engine
MOPAR® Antifreeze/Coolant 5 Year/100, 000 Mile 1 Gallon - 15.4 14.6
Coolant (5.7L
Engines)
? Engine
Coolant (5.7L
MOPAR® Antifreeze/Coolant 5 Year/100, 000 Mile 1 Gallon - 16 15.2
Engines with
Trailer Tow
Package)
Engine Oil with Filter
Engine Oil
MOBIL 1® SAE 5W-30 Low Ash Fully Synthetic oil, 1 Quart - 9 8.4
(3.0L Diesel
meeting the requirements of ACEA C3 05166241AA Quarts Liters
Engine)
1 Quart -
MOPAR® API Certified SAE 5W-30 engine oil, meeting 04761838AB
Engine Oil 6 5.6
the requirements of Chrysler Group LLC Material Standard
(3.6L Engine) 4 Quarts - Quarts Liters
MS-6395.
04761844AB
Engine Oil 1 Quart -
MOPAR® API Certified SAE 5W-20 engine oil, meeting 04761872AC
(5.7L Engine) 7 6.6
the requirements of Chrysler Group LLC Material Standard
Domestic and 5 Quarts - Quarts Liters
MS-6395.
Export 04761851AD
Engine Oil
Filter (3.0L
MOPAR® Engine Oil Filter Kit 68109834AA N/A N/A
Diesel
Engine)
Engine Oil
Filter (3.6L MOPAR® Engine Oil Filter Kit 68079744AA N/A N/A
Engine)
Engine Oil
Filter (5.7L MOPAR® Engine Oil Filter 04884899AB N/A N/A
Engine)
Fuel (approximate)
Use good quality diesel fuel from a reputable supplier in
your vehicle. The manufacturer requires that you must fuel
this vehicle with Ultra Low Sulfur Highway Diesel fuel (15
ppm Sulfur maximum) and prohibits the use of Low Sulfur
Highway Diesel fuel (500 ppm Sulfur maximum) to avoid
damage to the emissions control system. For most year-
round service, No. 2 diesel fuel meeting ASTM
Fuel Selection
specification D-975 Grade S15 will provide good 24 91
(3.0L Diesel N/A
performance. If the vehicle is exposed to extreme cold Gallons Liters
Engine)
(below 20F or -7C), or is required to operate at colder-than-
normal conditions for prolonged periods, use climatized
No. 2 diesel fuel or dilute the No. 2 diesel fuel with 50%
No. 1 diesel fuel. This will provide better protection from
fuel gelling or wax-plugging of the fuel filters. This vehicle
is fully compatible with biodiesel blends up to 5%
biodiesel meeting ASTM specification D-975.
Fuel Selection 24 91
87 Octane N/A
(3.6L Engine) Gallons Liters
Fuel Selection
24 91
(3.6L Engine) Ethanol E85 (ASTM D5798) N/A
Gallons Liters
Flexible Fuel
Fuel Selection 24 91
87 Octane Acceptable - 89 Octane Recommended N/A
(5.7L Engine) Gallons Liters
A/C Refrigerant System
A/C 1.375 623.7
R-134a 82300101AB
Refrigerant Pounds Grams
? System fill capacity includes heater and coolant recovery bottle filled to MAX level.
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
Description Type Part Number
U.S. Metric
Spark Plugs (3.6L Engine) Champion® SP149125AD (RER8ZWYCB4) 0.040 in 01.0 mm
Spark Plugs (5.7L Engine) NGK® Yttrium 05149177AB (LZFR5C-11G) 0.040 in 01.0 mm
TRANSMISSION
Capacities
U.S. Metric
Automatic
1 Quart -
05013457AA 4X2 - 5.5 4X2 - 5.2
1 Gallon - Quarts Liters
545RFE - Service MOPAR® ATF+4 Automatic 05013458AA
Fill Transmission Fluid 1 Quart -
05013457AA 4X4 - 6.5 4X4 - 6.2
05013458AA
1 Quart -
05013457AA 4X2 - 14.8 4X2 - 14
? 545RFE - MOPAR® ATF+4 Automatic 05013458AA
Overhaul Fill Transmission Fluid 1 Quart -
05013457AA 4X4 - 16.9 4X4 - 16
05013458AA
1 Quart -
MOPAR® ATF+4 Automatic 05013457AA
NAG 1 - Service Fill 5.3 Quarts 5.0 Liters
Transmission Fluid
1 Gallon -
05013458AA
1 Quart -
? NAG 1 - Overhaul MOPAR® ATF+4 Automatic 05013457AA
8.1 Quarts 7.7 Liters
Fill Transmission Fluid 1 Gallon -
05013458AA
? 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.
CAUTION:
TRANSFER CASE
Capacities
U.S. Metric
1 Quart -
05013457AA 2.0 1.9
MP3023 MOPAR® ATF+4 Automatic Transmission Fluid
05013458AA
Use ATF approved to MB 236.10, MB 236.12, such as
1 Quart - 1.1 0.51
MP2010 Shell ATF 3403/M-115, Fuchs/Shell ATF 3353, or
05127382AA Pints Liters
equivalent.
CAUTION:
CHASSIS
Capacities
U.S. Metric
Axles (Front)
Mopar® Gear and Axle Lubricant 1 Quart - 1.2 1.1
195FIA - Front Axle
75W-85 05136035AA Quarts Liters
Mopar® Gear and Axle Lubricant 1 Quart - 0.9 0.8
195FIA FE - Front Axle
75W-85 05136035AA Quarts Liters
Axles (Rear)
195RIA - Rear Axle Mopar® Gear and Axle Lubricant 1 Quart - 1.0 0.9
(Aluminum) 75W-85 05136035AA Quarts Liters
215RII - Rear Axle (Cast Mopar® Gear and Axle Lubricant 1 Quart - 1.3 1.2
Iron) 75W-85 05136035AA Quarts Liters
225RII - Rear Axle (Cast Mopar® Gear and Axle Lubricant 1 Quart - 1.5 1.4
Iron) 75W-85 05136035AA Quarts Liters
230RIA With ELSD - Mopar® Gear and Axle Lubricant 1 Quart - 1.4 1.3
Rear Axle (Aluminum) with Modifier 75W-85 68083381AA Quarts Liters
230RIA Without ELSD - Mopar® Gear and Axle Lubricant 1 Quart - 1.2 1.1
Rear Axle (Aluminum) 75W-85 05136035AA Quarts Liters
Chassis Systems
12 oz. Bottle -
MOPAR® Brake Fluid DOT 3, SAE 04318080AB
? Brake Master Cylinder N/A N/A
J1703. 32 oz. Bottle -
04318081AB
?? Power Steering
1 Pint -
Reservoir (Belt Driven MOPAR® Power Steering Fluid +4 N/A N/A
05166226AA
Pump)
??? Power Steering MOPAR® Hydraulic Fluid meeting
68088485AA or
Reservoir (Electric the requirements of Chrysler Material N/A N/A
05127381AB
Pump) Standard MS-11665
? If MOPAR® Brake Fluid DOT 3 is not available, then MOPAR® Brake and Clutch Fluid DOT 4
(04549625AC), is acceptable.
?? If MOPAR® Power Steering Fluid +4 is not available, then MOPAR® ATF +4 Automatic
Transmission Fluid (05013457AA), is acceptable.
???
CAUTION:
There is an Electro-Hydraulic Power Steering (EHPS) pump on some vehicles requiring a different
fluid. Do not mix power steering fluid types. Damage may result to the power steering pump and
system if any other fluid is used. The mechanical power steering pump systems on this vehicle
require the use of Power Steering Fluid +4, which meets material specification MS-9602 or
equivalent. The EHPS system uses fluid which meets material specification MS-11655 or equivalent.
Do not overfill.
CAUTION:
FLUID FILL AND CHECK LOCATIONS

INSPECTION
INSPECTION
The fluid fill/check locations and lubrication points are located in each applicable article.
FUSE LOCATIONS AND TYPES

SPECIFICATIONS
FUSE LOCATIONS AND TYPES
TOTALLY INTEGRATED POWER MODULE

Fig. 4: Totally Integrated Power Module (TIPM)

The Totally Integrated Power Module (TIPM) is located in the engine compartment. This center contains
cartridge fuses and mini fuses. A description of each fuse and component may be stamped on the inside cover,
otherwise the cavity number of each fuse is stamped on the inside cover that corresponds to the following chart.
Cavity Cartridge Fuse Mini Fuse Description

25 Amp Circuit
CB1 - Ignition Off/Accessory Power Windows/Vents
Breaker
J1 40 Amp Green - Air Suspension
J2 30 Amp Pink - Power Liftgate Module
J3 30 Amp Pink - Trailer Tow
J4 25 Amp Natural - Driver Door Node
J5 25 Amp Natural - Passenger Door Node
Antilock Brakes Pump/Stability Control
J6 40 Amp Green -
System
Antilock Brakes Valve/Stability Control
J7 30 Amp Pink -
System
J8 40 Amp Green - Power Seat
J9 30 Amp Pink - E-Brake
J10 30 Amp Pink - Headlamp Wash Relay Contact
J11 30 Amp Pink - Drive Train Control Module
Streaming Video Module/ Video System 3
J13 60 Amp Yellow -
Module/Video System 2 Module/DISP/DVD
J14 20 Amp Blue - Trailer Tow Lamps/Park Lamps
J15 30 Amp Pink - Rear Window Defroster
J17 40 Amp Green - Starter Motor Solenoid
Powertrain Control Module/Powertrain
J18 20 Amp Blue -
Control Module Transmission Range
Radiator Fan Motor HI/Radiator Fan Motor

J19 60 Amp Yellow -
Low
J20 30 Amp Pink - Front Wiper Ground
J21 20 Amp Blue - Front Washer Control/Rear Washer Control
J22 25 Amp Natural - PWR Batt - Sunroof Module
M1 - 15 Amp Blue Sw Stop Switch Lamp
Electronic Limit Slip Differential/Air
M2 - 20 Amp Yellow
Suspension
M3 - 20 Amp Yellow Liftgate Unlock/DRL Relay
M5 - 25 Amp Natural 115V AC Power Inverter
M6 - 20 Amp Yellow Power Outlet #1 (Cigar Lighter)/Rain Snsr
M7 - 20 Amp Yellow Power Outlet #2 (Switchable)
M8 - 20 Amp Yellow Front Heated Seat & Steering Wheel
M9 - 20 Amp Yellow Rear Heated Seats
Hands Free Module/Vanity Lamp/Universal
M10 - 20 Amp Yellow
Garage Door Opener
Heating, Ventilation & Air Conditioning
M11 - 10 Amp Red
(Climate Control System)
M12 - 30 Amp Green Radio/Amplifier
Main #2 Instrument Cluster/Wireless Control
M13 - 20 Amp Yellow Module/ITM/Siren/Multifunction Switch
(Steering Control Module)
M14 - 20 Amp Yellow Back Up Camera
Power Seat Module(s)/Adaptive Cruise
Control/Audio Telematics/Daytime Running
M15 - 20 Amp Yellow
Lights Relay/Air Suspension
Module/Instrument Cluster
M16 - 10 Amp Red Occupant Restraint Controller
M19 - 25 Amp Natural Automatic Shutdown 1 and 2
Instrument Cluster Interior Lighting Feed/Sw
M20 - 15 Amp Blue Steering Wheel/ Sw Bank/Steering Control
Module (Temperature/Compass Display)
M21 - 20 Amp Yellow Automatic Shutdown 3
M22 - 10 Amp Red Horns (Low/High) - Right
M23 - 10 Amp Red Horns (Low/High) - Left
M24 - 25 Amp Natural Rear Wiper On
Fuel Pump Motor Output/Diesel Lift Pump
M25 - 20 Amp Yellow
(Export Only)
M26 - - Spare
Ignition Switch/Wireless Control
M27 - 10 Amp Red
Module/Keyless Entry Module
M28 - 15 Amp Blue Powertrain Controller/Transmission Controller
M29 - 10 Amp Red Tire Pressure Monitor
M30 - 15 Amp Blue J1962 Diag Connector

M32 - 10 Amp Red Occupant Restraint Controller
M33 - 10 Amp Red Powertrain Controller/Transmission Controller
Park Assist Module/Climate Control System
M34 - 10 Amp Red
Module/IR Sensor/Compass Module
M35 - 15 Amp Blue LH Rear Parklamps
M36 - 20 Amp Yellow Power Outlet
Antilock Brakes/Stability Control System
M37 - 10 Amp Red
Module/Stoplamp Switch Sensor
M38 - 25 Amp Natural All Door Lock & Unlock
Relays
Cavity Description
K1 Run/Accessory
K2 Run
K3 Starter Solenoid
K4 Run/Start
K5 Powertrain Control Module (PCM)
K6 Trailer Tow Lamps/Park Lamps
K7 Not Used
K8 Not Used
K9 Electrical Back Light (EBL)
K10 Automatic Shut Down (ASD)
K11 Radiator Fan Low
HOISTING
STANDARD PROCEDURE
JACKING AND HOISTING LIFT POINTS

Fig. 5: Jacking And Hoisting Lift Points

1 - FLOOR JACK, VEHICLE EMERGENCY JACK

1 - CHASSIS LIFT (DUAL POST)
1 - OUTBOARD LIFT (DUAL LIFT)
2 - DRIVE ON HOIST
Refer to Owner's Manual provided with vehicle for proper emergency jacking procedures.
WARNING: The hoisting and jack lifting points provided are for a complete vehicle.
When the engine or rear suspension 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.
Failure to follow these instructions may result in personal injury or death.
WARNING: Support the vehicle by supplemental means before performing any work
on the air suspension system to prevent the vehicle from changing
height. Before any given component is to be serviced it must be deflated.
Servicing the air suspension system without supplemental support, or
with pressure in the specific component, can cause personal injury or
death.
NOTE: The air suspension system will auto-disable when lifted on a frame hoist, or
when jacking one corner of the vehicle. The air suspension may attempt to
change height slightly prior to switching to auto-disable. A manual disable is

also available by pressing the "Up" and "Down" switches of the terrain select
switch simultaneously for more that 5 seconds. The air suspension system will
return to normal operation when the vehicle speed reaches 25 kph (15 mph).
When properly positioned, a floor jack can be used to lift the vehicle and support the raised vehicle with jack
stands.
A floor jack or any lifting device, must never be used on any part of the underbody other then the described
areas.
CAUTION: Do not attempt to lift a vehicle with a floor jack positioned under:
 Aluminum differential.
 A body side sill.
 A steering linkage component.
 A drive shaft.
 The engine or transmission oil pan.
 The fuel tank.
JUMP STARTING
STANDARD PROCEDURE
JUMP STARTING
WARNING: Review all safety precautions and warnings in the Battery System service
information.
 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 or death.
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:
Fig. 6: RED Jumper Cable Clamp & BLACK Jumper Cable Clamp
1. On the disabled vehicle, remove the battery compartment lid from under the passenger seat and inspect
the battery.
 Inspect the battery cable terminal clamps for damage. Replace any battery cable that has a damaged
or deformed terminal clamp.
 Inspect the battery tray and battery hold down hardware for damage. Replace any damaged parts.
 Slide the thermal guard off of the battery case, if equipped. Inspect the battery case for cracks or
other damage that could result in electrolyte leaks. Also, check the battery terminal posts for
looseness. Batteries with damaged cases or loose terminal posts must be replaced.
 Inspect the battery thermal guard for tears, cracks, deformation or other damage. Replace any
battery thermal guard that has been damaged.
 Inspect the battery built-in test indicator sight glass (if equipped) for an indication of the battery
condition. If the battery is discharged, charge as required. Refer to BATTERY, AGM ,
STANDARD PROCEDURE .
2. Raise hood on disabled vehicle and visually inspect engine compartment for:
 Generator drive belt condition and tension.
CAUTION: If the cause of starting problem on disabled vehicle is severe,

damage to booster vehicle charging system can result.
3. When using another vehicle as a booster source, park the booster vehicle within cable reach. Turn off all
accessories, set the parking brake, place the automatic transmission in PARK or the manual transmission
in NEUTRAL and turn the ignition OFF.
4. On disabled vehicle, place gear selector in park or neutral and set park brake. Turn off all accessories.
5. 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.
6. On disabled vehicle, connect RED jumper cable clamp (2) to positive (+) terminal (3). Connect BLACK
jumper cable clamp (1) to engine ground (1).
7. Start the engine in the vehicle which has the booster battery, let the engine idle a few minutes, then start
the engine in the vehicle with the discharged battery.
CAUTION: Do not crank starter motor on disabled vehicle for more than 15
seconds, starter will overheat and could fail.
8. 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:
 Disconnect BLACK cable clamp (1) 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 (2) from battery positive terminal on disabled vehicle.
MAINTENANCE SCHEDULES
DESCRIPTION
MAINTENANCE SCHEDULES - NAFTA
The oil change indicator system will remind you that it is time to take your vehicle in for scheduled
maintenance.
On Electronic Vehicle Information Center (EVIC) equipped vehicles "Oil Change Required" will be displayed
in the EVIC and a single chime will sound, indicating that an oil change is necessary.
Based on engine operation 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 the next 500 miles (805 km).
NOTE:  The oil change indicator message will not monitor the time since the last
oil change. Change your vehicles oil if it has been 6 months since your
last oil change even if the oil change indicator message is NOT
illuminated.
 Change your engine oil more often if you drive your vehicle off-road for an
extended period of time.
 Under no circumstances should oil change intervals exceed 8, 000 miles
(13, 000 km) or 6 months, whichever comes first.
OIL CHANGE INDICATOR - RESET
The vehicle is equipped with an engine oil change indicator system. The "Oil Change Required" message will
flash in the EVIC display for approximately 10 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 dependent upon your personal driving style.
Unless reset, this message will continue 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:
1. Turn the ignition switch to the "ON" position (Do not start the engine).
2. Fully depress the accelerator pedal slowly three times within 10 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 the coolant reservoir, brake master cylinder, power steering and transmission
(5.7L only) 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.
CAUTION:  Failure to perform the required maintenance items may result in

damage to the vehicle.
 Proper operation of four-wheel 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 INTERVALS
Perform Maintenance Every

(Where time and mileage are listed, follow
Maintenance Items
the interval that occurs first.)
Miles Kilometers Months
8000 13000 6  Change the engine oil and engine oil filter.
 Rotate the tires, rotate at the first sign of irregular
wear, even if it occurs before 8, 000 miles (13 000
km).
km).
 If using your vehicle for any of the following: Dusty
or off-road conditions. Inspect the engine air cleaner
filter; replace if necessary.
 Replace the air conditioning filter.
 Inspect the brake linings, replace if necessary.
 Inspect the CV joints. Perform the first inspection at
16, 000 miles (26 000 km) or 12 months.
 Inspect exhaust system. Perform the first inspection
at 16, 000 miles (26 000 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.
km).
 Inspect the CV joints.
 Inspect exhaust system.
 Inspect the front and rear axle fluid, change if using
your vehicle for police, taxi, fleet, off-road or
frequent trailer towing.

km).
 Replace the engine air cleaner filter.
 Replace the spark plugs (5.7L Engine).
 Adjust parking brake on vehicles equipped with four-
wheel disc brakes.
 Inspect the transfer case fluid.
necessary.
km).
km).
necessary.
km).
km).
 Inspect the brake linings; replace if necessary.
wheel disc brakes.
 Change the automatic transmission fluid and filter(s)
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, or
necessary.
km).
km).
 Flush and replace the engine coolant if not done at
104, 000 miles (169 000 km).

necessary.
km).
km).
 Inspect and replace PCV valve if necessary. +
wheel disc brakes.
necessary.
wear, even if it occurs before 104, 000 miles (169
000 km).
 Flush and replace the engine coolant if not done at 60
months.
000 km).

necessary.
000 km).
 Change the automatic transmission fluid and filter(s).
 Replace the accessory drive belt(s).
000 km).
wheel disc brakes.
 Change the transfer case fluid.
necessary.
000 km).
000 km).
necessary.
000 km).
+ 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 - CHINA
maintenance.
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.
illuminated.
 Under no circumstances should oil change intervals exceed 12 000 km or
6 months, whichever comes first.
Once a Month

 Check the fluid levels of the coolant reservoir, brake master cylinder, power steering and add as needed.
At Each Oil Change


SEVERE DUTY CONDITIONS
++ Change the engine oil and engine oil filter at every 5 000 km or 3 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 16 km.
 Trailer towing.
 Taxi, police, or delivery service (commercial service).
 Off-road or desert operation.

Maintenance Items
7500 12000 6  Change the engine oil and engine oil filter.++
 Rotate tires.
 Rotate tires.
22500 36000 18
 Change the engine oil and engine oil filter.++

 Rotate tires.
seals; replace if necessary.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.
 Rotate tires.
 Rotate tires.

wheel disc brakes.
 Rotate tires.
 Rotate tires.
168 000 km.
 Rotate tires.
 Rotate tires.
 Replace the spark plugs (3.6L and 5.7L Engine).

wheel disc brakes.
 Rotate tires.
 Rotate tires.
months.
 Rotate tires.
 Rotate tires.
wheel disc brakes.

 Rotate tires.
 Rotate tires.
 Rotate tires.
 Rotate tires.
wheel disc brakes.
emissions warranty.


injury.
MAINTENANCE SCHEDULES - EUROPE
MAINTENANCE SCHEDULE - GASOLINE ENGINE
maintenance.
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).
illuminated.
(12 000 km) or 6 months, whichever comes first.
Once a Month

(4.7L and 5.7L only) and add as needed.
At Each Oil Change


++ Change the engine oil and engine oil filter at every 3, 000 miles (5 000 km) or 3 months if using your
vehicle under any of the following severe duty conditions:

 Short trips of less than 10 miles (16 km).
 Trailer towing.

Maintenance Items
 Rotate tires.
 Rotate tires.
 Rotate tires.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.
 Rotate tires.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.
105, 000 miles (168 000 km).
 Rotate tires.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.

months.
 Rotate tires.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.

 Rotate tires.
 Rotate tires.
wheel disc brakes.
emissions warranty.


injury.
MAINTENANCE SCHEDULE - DIESEL ENGINE
To help you have the best driving experience possible, the manufacturer has identified the specific vehicle
maintenance service intervals that are required to keep your vehicle operating properly and safely.
The manufacturer recommends that these maintenance intervals be performed at your selling dealer. The
technicians at your dealership know your vehicle best, and have access to factory trained information, genuine
MOPAR® parts, and specially designed electronic and mechanical tools that can help prevent future costly
repairs.
The maintenance intervals shown should be performed as indicated in this service information.
NOTE: Under no circumstances should oil change intervals exceed 12, 500 miles (20
000 km) or 12 months, whichever comes first.
2. Fully depress the accelerator pedal and keep it fully pressed for at least 30 seconds.
3. Press and release the brake pedal six times while holding the accelerator pedal pressed.
Once a Month

 Check the fluid levels of the coolant reservoir, brake master cylinder, and power steering and add as
needed.
At Each Oil Change

 Inspect for the presence of water in the fuel filter/water separator unit.

Refer to the Maintenance Schedules on the following Chart for the required maintenance intervals.

Maintenance Items
6250 10000 6  Rotate tires.
 If using your vehicle in dusty or off-road conditions,
inspect the engine air cleaner filter, and replace if
necessary.
 Rotate tires.
necessary.
18750 30000 18  Rotate tires.
 Replace engine air cleaner filter.
 Inspect the front and rear axle fluid. Change if using
your vehicle for police, taxi, fleet, off-road, or
 Rotate tires.
necessary.
 Replace the fuel filter/water separator unit.
seals, replace if necessary.

 Adjust the parking brake on vehicles equipped with
four-wheel disc brakes.
31250 50000 30  Rotate tires.
necessary.
 Rotate tires.
43750 70000 42  Rotate tires.
necessary.
 Rotate tires.
necessary.
56250 90000 54  Rotate tires.
62500 100000 60
 Change the engine oil and engine oil filter.

 Rotate tires.
necessary.
 Change the automatic transmission fluid and filter if
using your vehicle for any of the following: police,
taxi, fleet, off-road, or frequent trailer towing.
 Change the transfer case if using your vehicle for any
of the following: police, taxi, fleet, off-road, or
68750 110000 66  Rotate tires.
necessary.
 Rotate tires.
81250 130000 78  Rotate tires.
necessary.
 Rotate tires.

necessary.
93750 150000 90  Rotate tires.
 Rotate tires.
necessary.
 Change the automatic transmission fluid and filter.
 Flush and replace the engine coolant (antifreeze).
 Replace accessory drive belt(s).


injury.
MAINTENANCE SCHEDULES - MID EAST

maintenance.
illuminated.
Once a Month

(4.7L and 5.7L only) and add as needed.
At Each Oil Change



 Trailer towing.

Maintenance Items
 Rotate tires.
 Rotate tires.

 Rotate tires.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.

 Rotate tires.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.
105, 000 miles (168 000 km).
 Rotate tires.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.
months.
 Rotate tires.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.
 Rotate tires.
 Rotate tires.
wheel disc brakes.

emissions warranty.


injury.
MAINTENANCE SCHEDULES - UK
MAINTENANCE SCHEDULE - GASOLINE ENGINE
The Scheduled Maintenance services listed in this service information must be done at the times or mileages
specified to protect your vehicle warranty and ensure the best vehicle performance and reliability. More
frequent maintenance may be needed for vehicles in severe operating conditions, such as dusty areas and very
short trip driving. Inspection and service should also be done anytime a malfunction is suspected.
maintenance.
illuminated.
Once a Month

(5.7L only) and add as needed.
At Each Oil Change



 Trailer towing.

Maintenance Items
 Rotate tires.
 Rotate tires.
 Rotate tires.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.
 Rotate tires.
 Rotate tires.
wheel disc brakes.

 Rotate tires.
 Rotate tires.
105, 000 miles (168 000 km).
 Rotate tires.
 Rotate tires.
wheel disc brakes.

 Rotate tires.
 Rotate tires.
months.
 Rotate tires.
 Rotate tires.
wheel disc brakes.
 Rotate tires.
 Rotate tires.
 Rotate tires.
 Rotate tires.
wheel disc brakes.
emissions warranty.


injury.
MAINTENANCE SCHEDULE - DIESEL ENGINE
To help you have the best driving experience possible, the manufacturer has identified the specific vehicle
maintenance service intervals that are required to keep your vehicle operating properly and safely.
The manufacturer recommends that these maintenance intervals be performed at your selling dealer. The
technicians at your dealership know your vehicle best, and have access to factory trained information, genuine
MOPAR® parts, and specially designed electronic and mechanical tools that can help prevent future costly
repairs.
The maintenance intervals shown should be performed as indicated in this service information.
NOTE: Under no circumstances should oil change intervals exceed 12, 500 miles (20
000 km) or 12 months, whichever comes first.
2. Fully depress the accelerator pedal and keep it fully pressed for at least 30 seconds.
3. Press and release the brake pedal six times while holding the accelerator pedal pressed.
Once a Month

 Check the fluid levels of the coolant reservoir, brake master cylinder, and power steering and add as
needed.
At Each Oil Change

 Inspect for the presence of water in the fuel filter/water separator unit.

Refer to the Maintenance Schedules on the following Chart for the required maintenance intervals.

Maintenance Items
6250 10000 6  Rotate tires.
necessary.
 Rotate tires.
necessary.
18750 30000 18  Rotate tires.

 Rotate tires.
necessary.
31250 50000 30  Rotate tires.
necessary.
 Rotate tires.
43750 70000 42  Rotate tires.
necessary.
 Rotate tires.
necessary.

56250 90000 54  Rotate tires.
 Rotate tires.
necessary.
 Change the automatic transmission fluid and filter if
using your vehicle for any of the following: police,
taxi, fleet, off-road, or frequent trailer towing.
 Change the transfer case if using your vehicle for any
of the following: police, taxi, fleet, off-road, or
68750 110000 66  Rotate tires.
necessary.
 Rotate tires.

81250 130000 78  Rotate tires.
necessary.
 Rotate tires.
necessary.
93750 150000 90  Rotate tires.
 Rotate tires.
necessary.
 Change the automatic transmission fluid and filter.
 Flush and replace the engine coolant (antifreeze).
 Replace accessory drive belt(s).



injury.
INSPECTION
INSPECTION
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).
TOWING
STANDARD PROCEDURE
TOWING, VEHICLE
A vehicle equipped with SAE approved wheel lift type towing equipment can be used to tow WK/WH vehicles.
When towing a 4WD vehicle using a wheel lift towing device, use tow dollies under the opposite end of the
vehicle. A vehicle with a flatbed device can also be used to transport a disabled vehicle.
SAFETY PRECAUTIONS
Fig. 7: Identifying Wheel Lift And Flat Bed

CAUTION: The following safety precautions must be observed when towing a vehicle:
 Secure loose and protruding parts.

 Always use a safety chain system that is independent of the lifting and towing equipment.
 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, T-hooks, or J-hooks to a bumper, steering linkage, drive shafts or a non-
reinforced frame hole.
 Do not tow a heavily loaded vehicle. Use a flatbed device to transport a loaded vehicle.
TWO WHEEL DRIVE VEHICLE TOWING
Chrysler Corporation recommends that a vehicle be towed with the rear end lifted, whenever possible.
WARNING: When towing a disabled vehicle and the drive wheels are secured in a
wheel lift or tow dollies, ensure the transmission is in the park position
(automatic transmission) or a forward drive gear (manual transmission).
WARNING: Ensure vehicle is on a level surface or the wheels are blocked to prevent
vehicle from rolling.
TWO WHEEL DRIVE TOWING - REAR END LIFTED

CAUTION: Do not use steering column lock to secure steering wheel during towing
operation.
2WD vehicles can be towed with the front wheels on the surface for extended distances at speeds not exceeding
48 km/h (30 mph).
1. Attach wheel lift device to rear wheels.

2. Place the transmission in neutral.
3. Raise vehicle to towing position.
4. Attach safety chains. Route chains so not to interfere with tail pipe when vehicle is lifted.
5. Turn the ignition switch to the OFF position to unlock the steering wheel.
CAUTION: Do not use steering column lock to secure steering wheel during
towing operation.
6. Secure steering wheel in straight ahead position with a clamp device designed for towing.
7. Place transmission in park.
TWO WHEEL DRIVE TOWING - FRONT END LIFTED
CAUTION: Towing is allowed ONLY if the driveshaft is removed. Towing with the rear
wheels on the ground while the driveshaft is connected can result in
severe transmission damage which is not covered under the Limited
Warranty.
CAUTION: Many vehicles are equipped with air dams, spoilers, and/or ground effect
panels. To avoid component damage, a wheel lift towing vehicle or a flat
bed hauling vehicle is recommended.

3. Raise the rear of the vehicle off the ground and install tow dollies under rear wheels.
4. Attach wheel lift device to front wheels and raise vehicle to towing position.
5. Attach the safety chains.
towing operation.
FOUR WHEEL DRIVE VEHICLE TOWING
Chrysler Corporation recommends that a 4WD vehicle be transported on a flat bed device. A wheel lift device
can be used provided the trailing wheels are off the ground and positioned in tow dollies.
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.
CAUTION: Many vehicles are equipped with air dams, spoilers, and/or ground effect
panels. To avoid component damage, a wheel lift towing vehicle or a flat
bed hauling vehicle is recommended.
FOUR WHEEL DRIVE TOWING - REAR END LIFTED
1. Attach wheel lift device to front wheels.

3. Raise the front of the vehicle off the ground and install tow dollies under front wheels.
4. Attach wheel lift device to rear wheels and raise vehicle to towing position.
5. Attach safety chains. Route chains so not to interfere with tail pipe when vehicle is lifted.
towing operation.
FOUR WHEEL DRIVE TOWING - FRONT END LIFTED

3. Raise the rear of the vehicle off the ground and install tow dollies under rear wheels.
4. Attach wheel lift device to front wheels and raise vehicle to towing position.
5. Attach the safety chains.
towing operation.
RECREATIONAL TOWING (BEHIND MOTORHOME, ETC.)
TOWING - 2WD MODELS
CAUTION: Recreational towing is allowed ONLY if the driveshaft is removed. Towing

with the rear wheels on the ground while the driveshaft is connected can
result in severe transmission damage which is not covered under the
Limited Warranty.
TOWING - QUADRA-TRAC I (SINGLE-SPEED TRANSFER CASE) 4WD MODELS
CAUTION: Recreational towing is not allowed. This model does not have a N (Neutral)
position in the transfer case.
TOWING - QUADRA-TRAC II /QUADRA-DRIVE II 4WD MODELS
CAUTION: Internal damage to the transfer case will occur if a front or rear wheel lift is
used when recreational towing. The transfer case must be in the N
(Neutral) position, and the transmission must be in the P (Park) position
for recreational towing.
SHIFTING INTO NEUTRAL (N)
CAUTION: Use the following procedure to prepare the vehicle for recreational towing.
It is necessary to follow these steps to be certain that the transfer case is
fully in N (Neutral) before recreational towing to prevent damage to
internal parts.
1. Depress brake pedal.

2. Shift transmission into N (Neutral).
3. Shift transfer case lever into N (Neutral). Refer to SWITCH, TRANSFER CASE . Start engine.
4. Shift transmission into D (Drive).
5. Release brake pedal and ensure that there is no vehicle movement.
6. Shut the engine OFF and place the ignition key into the unlocked OFF position.
7. Shift transmission into P (Park).
8. Apply parking brake.
9. Attach vehicle to the tow vehicle with tow bar.
10. Release parking brake.
CAUTION: Transmission damage may occur if the transmission is shifted into P

(Park) with the transfer case in N (Neutral) and the engine running. With
the transfer case in N (Neutral) ensure that the engine is OFF prior to
shifting the transmission into P (Park) (refer to steps 7 - 8 above).
SHIFTING OUT OF NEUTRAL (N)
Use the following procedure to prepare the vehicle for normal usage.
1. Turn the ignition key to the unlocked OFF position.

2. Shift transmission into N (Neutral).
3. Shift transfer case lever to desired position. Refer to SWITCH, TRANSFER CASE .
4. Shift transmission into P (Park).
5. Start the engine.
6. Shift transmission into D (Drive).
NOTE: When shifting out of transfer case N (Neutral), turning the engine OFF may be
required to avoid gear clash.
WARNING: You or others could be injured if you leave the vehicle unattended with
the transfer case in the N (Neutral) position without first fully engaging
the parking brake. The transfer case N (Neutral) position disengages both
the front and rear driveshafts from the powertrain and will allow the
vehicle to move regardless of the transmission position. The parking
brake should always be applied when the driver is not in the vehicle.
CAUTION: Do not use a bumper mounted clamp on tow bar on the vehicle. The
bumper face bar will be damaged.
2011 BRAKES Base - Service Information - Grand Cherokee
2011 BRAKES
Base - Service Information - Grand Cherokee
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 multi-mileage or high temperature grease to lubricate caliper

slide surfaces, drum brake pivot pins, and shoe contact points on the
backing plates. Use multi-mileage grease or GE 661 or Dow 111 silicone
grease on caliper slide pins to ensure proper operation.
DESCRIPTION
DESCRIPTION
Dual piston disc brake calipers are used on the front. Single piston disc brake calipers are used on the rear.
Ventilated disc brake rotors are used on the front. Solid rotors are standard on the rear, with a heavy duty option
using ventilated rotors.
Power brake assist is supplied by a vacuum operated, dual diaphragm power brake booster. The master cylinder
used for all applications has an aluminum body and nylon reservoir with single filler cap. A fluid level indicator
is mounted to the side of the reservoir.
The braking force of the rear wheels is controlled by electronic brake distribution (EBD). The EBD functions
like a rear proportioning valve. The EBD system uses the ABS system to control the slip of the rear wheels in
partial braking range. The braking force of the rear wheels is controlled electronically by using the inlet and
outlet valves located in the HCU.
Factory installed brake linings on all models consists of organic base material combined with metallic particles.
DIAGNOSIS AND TESTING

BASE BRAKE SYSTEM
Base brake components consist of the brake shoes, calipers, rear park brake drums/rotors, front brake rotors,
brake lines, master cylinder, booster, HCU and parking brake shoes.
Brake diagnosis involves determining if the problem is related to a mechanical, hydraulic, electrical 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 under inflated 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 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.
1. If fluid level is abnormally low, look for evidence of leaks at calipers, brake lines, master cylinder,
and HCU.
2. If fluid appears contaminated, drain out a sample to examine. System will have to be flushed if
fluid is separated into layers, or contains a substance other than brake fluid. The system seals, cups,
hoses, master cylinder, and HCU 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 lever. 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. Check booster vacuum check valve and hose.
7. 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 25-40 mph range. Note faulty brake operation such
as low pedal, hard pedal, fade, pedal pulsation, pull, grab, drag, noise, etc.
4. Attempt to stop the vehicle with the parking brake only (do not exceed 25 mph) and note 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. If leakage is severe, fluid will be evident at or around the
leaking component.
Internal leakage (seal by-pass) in the master cylinder caused by worn or damaged piston cups, may also be the
problem cause.
An internal leak in the ABS system may also be the problem with no visual fluid leak.
LOW PEDAL
If a low pedal is experienced, pump the pedal several times. If the pedal comes back up, the most likely causes
are worn linings, rotors, or calipers are not sliding on the slide pins. The proper course of action is to inspect
and replace all worn component.
SPONGY PEDAL
A spongy pedal is most often caused by air in the system. However substandard brake hoses can cause a spongy
pedal. The proper course of action is to bleed the system, and replace substandard quality brake hoses if
suspected.
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, check valve, check valve seal/grommet or vacuum leak could also cause a hard pedal
or high pedal effort.
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. 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 release. Drag can be minor or severe enough to overheat the linings,
rotors and park brake drums.
Minor drag will usually cause slight surface charring of the lining. It can also generate hard spots in rotors and
park brake drums from the overheat-cool down process. In most cases, the rotors, 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 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.
Common causes of brake drag are:
 Parking brake partially applied.

 Loose/worn wheel bearing.
 Seized caliper.
 Caliper binding.
 Loose caliper mounting.
 Mis-assembled components.
 Damaged brake lines.
If brake drag occurs at the front, rear or all wheels, the problem may be related to a blocked master cylinder
return port, faulty power booster (binds-does not release) or the ABS system.
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.
BRAKE PULL
Front brake pull condition could result from:
 Contaminated lining in one caliper

 Seized caliper piston
 Binding caliper
 Loose caliper
 Rusty caliper slide surfaces
 Improper brake shoes
 Damaged rotor
 Wheel alignment.
 Tire pressure.
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 DRAG OR PULL
Rear drag or pull may be caused by improperly adjusted park brake shoes or seized parking brake cables,
contaminated lining, bent or binding shoes 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 ABS
system 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 LINING CONTAMINATION
Brake lining contamination is mostly a product of leaking calipers or worn seals, driving through deep water
puddles, or lining that has become covered with grease and grit during repair. Contaminated 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.
NOTE: Propshaft angle can also cause vibration/shudder.
Severely worn tires with very little tread left can produce a grab-like condition as the tire loses and recovers
traction. Flat-spotted tires can cause vibration and generate shudder during brake operation. Tire damage such
as a severe bruise, cut, ply separation, low air pressure can cause pull and vibration.
BRAKE NOISES
Some brake noise is common on some disc brakes during the first few stops after a vehicle has been parked
overnight or stored. This is primarily due to the formation of trace corrosion (light rust) on metal surfaces. This
light corrosion is typically cleared from the metal surfaces after a few brake applications causing the noise to
subside.
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, metal-to-metal contact occurs. If the condition is allowed to continue, rotors may
become so scored that replacement is necessary.
NOTE: The front outer brake shoes are equipped with a wear indicator. The indicator
will produce an audible noise when it contacts the rotor surface.
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 out-of-tolerance 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.
STANDARD PROCEDURE
MANUAL BLEEDING
NOTE: Do not use this procedure if the master cylinder, Hydraulic Control Unit (HCU),
brake booster, or the lines between the master cylinder and the HCU have been
replaced. If any of these components are replaced perform the Pressure
Bleeding procedure. Refer to PRESSURE BLEEDING. .
Use Mopar® brake fluid, or an equivalent quality fluid meeting SAE J1703-F and DOT 3 standards only. Use
fresh, clean fluid from a sealed container at all times.
Do not allow the master cylinder to run out of fluid during bleed operations. An empty cylinder will allow
additional air to enter the system. Check the cylinder fluid level frequently and add fluid as needed.
Fig. 1: Bleed Hose Setup

Bleed only one brake component at a time in the following sequence:
1. Fill the master cylinder reservoir with brake fluid.

2. If the calipers are overhauled, open the caliper bleed screws. Then close each bleed screw as fluid starts to
drip from it. Top off the master cylinder reservoir once more before proceeding.
3. Attach one end of the bleed hose (1) to the bleed screw and insert the opposite end in a suitable container
(2) partially filled with brake fluid. Be sure the end of the bleed hose is immersed in fluid.
4. Open up the bleeder screw, then have a helper press down the brake pedal. Once the pedal is down close
the bleeder screw. Repeat bleeding until the fluid stream is clear and free of bubbles. Then move to the
next wheel.
PRESSURE BLEEDING
Use Mopar brake fluid, or an equivalent quality fluid meeting SAE J1703-F and DOT 3 standards only. Use
fresh, clean fluid from a sealed container at all times.
Fill the master cylinder reservoir with brake fluid prior to connecting pressure bleeder.
Fill the bleeder tank with recommended fluid and purge air from the tank lines before bleeding.
NOTE: Follow the manufacturers instructions carefully when using pressure

equipment. Do not exceed the tank manufacturers pressure recommendations.
Generally, a tank pressure of 51-67 kPa (15-20 psi) is sufficient for bleeding.
Connect the pressure bleeder to the master cylinder using adapter provided with the equipment or MASTER
CYLINDER CAP (special tool #6921, Cap, Master Cylinder).
When pressure bleeding, a helper is needed inside the vehicle.
Bleed only one brake component at a time beginning with the rear brake caliper furthest from the master
cylinder, then the other rear caliper, followed by the furthest front caliper from the master cylinder and finishing
with the closest to the master cylinder as follows:
Fig. 2: Bleed Hose Setup

1. Attach one end of a clear bleed hose (1) to the bleed screw and insert the opposite end in a suitable
container (2).
2. Open the bleeder and have the helper pump the brake pedal multiple times , until the fluid stream is clear
and free of air bubbles, then with the brake pedal pushed, tighten the bleeder screw.
3. Repeat step 2 on each wheel until all are complete.
4. Remove the bleeder hose, and the pressure bleeder from the master cylinder.
NOTE: If the Hydraulic Control Unit (HCU) was replaced, the ABS System
Bleeding procedure must now be performed. Refer to ABS SYSTEM
BLEEDING . .
5. Verify the brake pedal is operating properly.
SPECIFICATIONS
SPECIFICATIONS
DESCRIPTION SPECIFICATION
Front Disc Brake Caliper Type Floating
Front Disc Brake Caliper Piston 48 mm (1.889 in.)
Front Disc Brake Rotor Type Vented
Base Front Disc Brake Rotor Diameter 330 mm (12.99 in.)
Heavy Duty Front Disc Brake Rotor Diameter 350 mm (13.78 in.)
Front Disc Brake Rotor Max. Runout 0.05 mm (0.002 in.)
Front Disc Brake Rotor Max. Thickness Variation 0.009 mm (0.00035 in.)
Front Disc Brake Rotor Max. Thickness Variation 0.012 mm (0.00047 in.)
Front Disc Brake Rotor Min. Thickness 30.5 mm (1.2 in.)
Rear Disc Brake Caliper Type Floating
Rear Disc Brake Caliper Piston 48 mm (1.889 in.)
Base Rear Disc Brake Rotor Type Solid
Heavy Duty Rear Disc Brake Rotor Type Vented
Rear Disc Brake Rotor Diameter 330 mm (12.99 in.)
Rear Disc Brake Rotor Max. Runout 0.05 mm (0.002 in.)
Rear Disc Brake Rotor Max. Thickness Variation 0.009 mm (0.00035 in.)
Rear Disc Brake Rotor Min. Thickness 12.5 mm (0.492 in.)
Rear Disc Brake Rotor Drum Max. Diameter 207.2 mm (8.15 in.)
Brake Booster Type Dual Diaphragm
TORQUE SPECIFICATIONS
DESCRIPTION N.m Ft. Lbs. In. Lbs.

Brake Pedal Bracket To 20 15 177
Dash
Brake Booster Mounting 20 15 177
Nuts
Backing Plate Bolts 13 - 116
Master Cylinder 25 18 -
Mounting Nuts
Master Cylinder Brake 19 - 168
Line (Both)
Front Caliper Slide Bolts 55 41 389
(Guide Pins)
Brake Line Fittings (All) 19 - 168
Front Caliper Adapter 200 148 -
Bolts to Knuckle
Front Caliper Brake Hose 30 23 265
Banjo Bolt
Front Caliper Bleed 16 - 141.5
Screw
Parking Brake Lever

24 18 -
Bolts/Nuts
Power Steering Reservoir
20 15 177
Bolt
Rear Caliper Adapter
120 89 -
Bolts to Knuckle
Rear Caliper Slide Bolts 27.5 20 -
Rear Caliper Brake Hose 30 22 265
Banjo Bolt
Rear Caliper Bleed Screw 16 - 141.5
Vacuum Pump Bracket to 55 - 41
Engine
SPECIAL TOOLS
SPECIAL TOOLS
10301 - Remover, Rear Park Brake Cable

6921 - Cap, Master Cylinder
(Originally Shipped In Kit Number(s) 6907.)
8280 - Installer, Dust Boot
(Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC.)
C-3919 - Gauge, Brake Shoes
C-4171 - Driver Handle, Universal
(Originally Shipped In Kit Number(s) 9202, 9202A-CAN, 9202CC, 9299, 9299CC, 9299CC,
9300A-CAN.)
ELECTRICAL
PUMP, ELECTRIC VACUUM
DESCRIPTION
DESCRIPTION
Fig. 3: Electric Vacuum Pump, Electrical Connector, Mounting Bracket & Vacuum Pump, Bracket
NOTE: Only the 3.6L engine has an electric vacuum pump.
On the 3.6L engine there is an electric vacuum pump (4) located on the front of the engine under the air cleaner
body, directly above the idler pulley. The vacuum pump (4) has one electrical connector (3) on a pigtail
connected to the mounting bracket (1). The vacuum pump (4) mounts to the bracket (1) with two rubber
insulated studs to reduce vibration, and the bracket (1) mounts to the intake manifold with two bolts (2). The
vacuum hose has a quick-connect type end (6) with a locking tab (5) at the vacuum pump (4).
OPERATION
OPERATION
The Electric Vacuum Pump (EVP) system is installed to provide supplemental vacuum to the brake booster
when the engine vacuum supply is low. The vacuum pump is connected to the engine and the brake booster
through a series of hoses and one-way flow check valves. A pressure senor, mounted in the brake booster,
provides information to the Antilock Brake System (ABS) module, then the vacuum level is sent over CAN to
the Powertrain Control Module (PCM). The PCM modulates the EVP operation to maintain the brake booster
vacuum within a given range. This system ensures that the customer experiences a consistent brake pedal feel
under all driving conditions.
A two wire electrical connector is used to supply power and ground for the vacuum pump. Operating voltage is
between 9V - 16V. Control of the vacuum pump is provided by the Powertrain Control Module (PCM) using a
low side driver to a normally open relay (coil side). The relay coil side power is from a fuse in the under hood
PDC. The switched power circuit to the vacuum pump relay is wired directly from the battery through an inline
fuse holder located below the remote battery post connection on the RH side in the engine compartment. The
relay is located on the LH shock tower in the engine compartment.
The PCM monitors the Manifold Absolute Pressure (MAP) sensor and when the signal indicates low engine
vacuum the PCM will cycle the vacuum pump as necessary to add vacuum to the power brake booster. The
vacuum hoses are connected between the vacuum pump, the engine manifold (for MAP sensor signal), and the
power brake booster vacuum sensor (on the brake booster). When the PCM cycles the vacuum pump on, the
PCM monitors the MAP sensor and if the vacuum signal does not indicate a rising vacuum then DTCs will be
set. Additionally, the Antilock Brake System (ABS) module monitors the vacuum at the brake booster vacuum
sensor and DTCs will also set in the ABS module.
REMOVAL
REMOVAL
1. Remove the air cleaner body. Refer to BODY, AIR CLEANER , REMOVAL or BODY, AIR
CLEANER , REMOVAL or BODY, AIR CLEANER , REMOVAL , 5.7L .
2. Disconnect the electrical connector (3) and remove the harness connector from the mounting bracket (1).
3. Release the locking tab (5) and disconnect the quick connect vacuum hose (6) from the vacuum pump (4).
4. Remove the vacuum pump bracket bolts (2) and remove the vacuum pump assembly from the vehicle.
INSTALLATION
INSTALLATION
1. Position the vacuum pump assembly (4), install the bracket mounting bolts (2) and torque to 55 N.m (41
ft. lbs.).
2. Attach the harness connector to the bracket (1), and connect the electrical connector (3).
3. Connect the quick-connect vacuum hose (6) to the vacuum pump (4) and seat the locking tab (5).
4. Install the air cleaner body. Refer to BODY, AIR CLEANER , INSTALLATION or BODY, AIR
CLEANER , INSTALLATION or BODY, AIR CLEANER , INSTALLATION , 5.7L .
SWITCH, BRAKE FLUID LEVEL
REMOVAL
REMOVAL
Fig. 6: Wire Connector & Brake Fluid Level Sensor

1. Disconnect the wire connector (2) from the brake fluid level sensor (3).
Fig. 7: Master Cylinder Reservoir & Sensor Locking Tabs

2. From the opposite side of the master cylinder reservoir (1) release the sensor locking tabs (2) with a small
screw driver.
3. Pull the sensor out of the reservoir (1) from the connector side of the sensor.
INSTALLATION
INSTALLATION

1. Install the sensor (3) with a new O-ring into the reservoir (1) until the locking tabs are engaged.
2. Install the wire connector (2) to the fluid level sensor (3).
SWITCH, RED BRAKE WARNING INDICATOR
DESCRIPTION
DESCRIPTION
A red warning lamp is used for the service brake portion of the hydraulic system. The lamp is located in the
instrument cluster.
OPERATION
OPERATION
The lamp is turned on momentarily when the ignition switch is turn to the on position. This is a self test to
verify the lamp is operational.
The red warning light alerts the driver if the fluid level is low or the parking brakes are applied. A red warning
lamp with an amber warning lamp may indicate a electronic brake distribution fault.
RED WARNING LAMP
The red warning lamp illuminates when the parking brake is applied or when the fluid level in the master
cylinder is low. It will also illuminate at start up as part of a bulb check.
If the light comes on, first verify that the parking brakes are fully released. Then check pedal action and fluid
level. If a problem is confirmed, inspect the brake hydraulic system for leaks.
A red warning lamp with a amber warning lamp may indicate a electronic brake distribution fault.
HYDRAULIC/MECHANICAL
ADAPTER, DISC BRAKE CALIPER
REMOVAL
REMOVAL
NOTE: Front caliper adapter shown in illustration, rear caliper adapter similar.
Fig. 9: Brake Caliper Tension Clip

1. Raise and support the vehicle. Refer to HOISTING , STANDARD PROCEDURE .

2. Remove the front wheel and tire assembly.
3. Bottom caliper pistons into the caliper.
4. Remove the brake caliper tension clip (1) by pressing rearward on the front of the clip (2) while pulling
the clip out (3) from the caliper.
Fig. 10: Brake Caliper Slide Bolts, Caliper Adapter, Brake Caliper & Caliper Adapter Mounting
Bolts
5. Remove the caliper slide dust bolt shields and loosen the brake caliper slide bolts (guide pins) (2).
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.
6. Remove the brake caliper (3) from the caliper adapter (4) and hang the brake caliper (3).
7. Remove the brake caliper adapter mounting bolts (1) and remove adapter (4) from the vehicle.
INSTALLATION
INSTALLATION
NOTE: Front caliper adapter shown in illustration, rear caliper adapter similar.
Fig. 11: Brake Caliper Slide Bolts, Caliper Adapter, Brake Caliper & Caliper Adapter Mounting Bolts
1. Position the brake caliper adapter (4), install the brake caliper adapter mounting bolts (1) and tighten to:
1. Front - 200 N.m (148 ft. lbs.)
2. Rear - 120 N.m (89 ft. lbs.)
NOTE: Brake caliper slide bolts (guide pins) (2) should be free from debris.
2. Position the brake caliper (3), install the brake caliper slide bolts (guide pins) (2) and tighten to:
1. Front - 55 N.m (41 ft. lbs.)
2. Rear - 27.5 N.m (20 ft. lbs.)
3. Install the caliper slide dust bolt shields.

4. Install the brake caliper tension clip (1).

5. Install the tire and wheel assembly. Refer to WHEELS , STANDARD PROCEDURE .
6. Pump brake pedal until caliper pistons and brake pads are seated and a firm brake pedal is obtained.
BOOSTER, POWER BRAKE
DESCRIPTION
DESCRIPTION
Fig. 13: Identifying Power Brake Booster/Master Cylinder Components

1 - PUSH ROD
2 - BOOSTER MOUNTING STUDS
3 - POWER BRAKE BOOSTER
4 - FLUID RESERVOIR
5 - MASTER CYLINDER
6 - FLUID LEVEL SENSOR
7 - CHECK VALVE GROMMET
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 (3).
Two push rods are used in the booster. The primary push rod (1) connects the booster to the brake pedal. The
secondary push rod connects the booster to the master cylinder to stroke the cylinder pistons.
OPERATION
OPERATION

1 - PUSH ROD
4 - FLUID RESERVOIR
5 - MASTER CYLINDER
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 (7) at the other. The
vacuum check valve in the booster housing is a one-way 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 (1) 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 (7) and booster seals are serviceable.
DIAGNOSIS AND TESTING - 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 T-fitting.
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 15-20 inches HG (508-677 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
CAUTION: Vacuum in power brake booster must be pumped down (removed) before
removing master cylinder from power brake booster. This is necessary to
prevent power brake booster from sucking in any contamination as master
cylinder is removed. This can be done simply by pumping brake pedal,
with vehicle engine not running and the ignition OFF, until a firm feeling
brake pedal is achieved.
1. With the engine not running and the ignition OFF, pump the brake pedal until a firm pedal is achieved (4-
5 strokes).
Fig. 15: Cowl Extension Silencer

NOTE: LHD shown in illustration, RHD similar.
2. Remove the cowl panel cover. Refer to COVER, COWL PANEL , REMOVAL .
3. Remove the fastener (3) that secures the cowl side extension (2) to the center cowl extension (1).
4. Release the tab that secures the cowl side extension (2) and remove the extension.

5. Siphon the master cylinder (1).

6. Disconnect the wire connector (2) from the fluid level sensor (3), and the vacuum sensor (4).
7. Disconnect the vacuum hose and vacuum sensor (4) from the power booster and position aside.
Fig. 17: Brake Lines, Master Cylinder & Nuts

8. Disconnect the brake lines (4) at the master cylinder (1).

9. Remove the two master cylinder retaining nuts (3) and remove the master cylinder (1) from the booster.
Fig. 18: Retainer Clip, Booster Push Rod, Brake Booster Mounting Nuts & Booster
10. Remove the steering column opening cover. Refer to COVER, STEERING COLUMN OPENING ,
REMOVAL .
11. Remove and discard the retainer clip (2) that holds the booster push rod (4) on the pedal pin and slide the
push rod off the pin.
12. Remove the four power brake booster mounting nuts (3).
13. Remove the booster (1) from the vehicle.
INSTALLATION
INSTALLATION

1. Align and position booster in the mounting holes of the dash panel.
2. Inside the vehicle, lubricate pedal pin with Mopar multi-mileage grease.
3. Install the four booster mounting nuts (3) on studs and tighten to 20 N.m (15 ft. lbs.).
4. Slide booster push rod (4) on pedal pin and secure rod to pin with a new retainer clip (2).
5. Install the steering column opening cover. Refer to COVER, STEERING COLUMN OPENING ,
INSTALLATION .

6. Position the master cylinder (1) to the power brake booster, install the two master cylinder retaining nuts
(3) and tighten to 25 N.m (18 ft. lbs.).
7. Install the brake lines (4) at the master cylinder (1) and tighten to 19 N.m (168 in. lbs.).

8. Route and attach the vacuum hose and sensor to the brake booster.
9. Connect the wire connector (2) to the fluid level sensor (3), and the vacuum sensor (4).

NOTE: Make sure the cowl side extension (2) tab is properly snapped into place.
10. Position the cowl side extension (2), install the fastener (3) securing the side cowl extension to the cowl
center extension (1).
11. Install the cowl panel cover. Refer to COVER, COWL PANEL , INSTALLATION .
12. Fill and pressure bleed the brake system. Refer to PRESSURE BLEEDING. .
CALIPER, DISC BRAKE
DESCRIPTION
DESCRIPTION
The calipers are a single piston type in the rear and dual piston type in the front. The calipers are free to slide
laterally, this allows continuous compensation for lining wear.
OPERATION
OPERATION
Fig. 23: Identifying Front Caliper Components

When the brakes are applied fluid pressure is exerted against the caliper piston (2). 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.
Fluid pressure applied to the piston is transmitted directly to the inboard brake pad (5). This forces the pad
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 pad lining (6)
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 pads 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 (4) controls the amount of piston (2) extension needed to compensate for normal lining
wear.
Fig. 24: Caliper Operation

During brake application, the seal is deflected outward by fluid pressure and piston movement (6). When the
brakes (and fluid pressure) are released, the seal relaxes and retracts the piston (3).
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 pad.
REMOVAL
REMOVAL
NOTE: Front brake caliper shown in illustration, rear calipers similar.
1. Drain small amount of fluid from the master cylinder brake reservoir with a clean suction gun.
2. Install a prop rod on the brake pedal to keep pressure on the brake system. Holding the pedal in this
position will isolate the master cylinder from the hydraulic brake system and will not allow brake fluid to
drain out of the brake fluid reservoir while the brake lines are open. This will allow you to bleed out the
area of repair instead of the entire system.
4. Remove the wheel and tire assembly.

5. Bottom the caliper pistons into the caliper.

Fig. 26: Brake Hose Banjo Bolt, Brake Caliper Slide Bolts & Caliper
7. Remove the brake hose banjo bolt (4) and gasket washers. Discard the gasket washers.
9. Remove the caliper (3) from the adapter.
10. Remove and transfer any necessary components.
DISASSEMBLY
DISASSEMBLY
Fig. 27: Clamping Block Of Wood Over Caliper Piston

1. Drain the brake fluid from caliper.

2. C-clamp (2) a block of wood (1) over one piston.
Fig. 28: Wrapping Wood Block With Shop Towels To Protect Caliper Piston
3. Take another piece of wood and pad it with one-inch thickness of shop towels (2). Place this piece in the
outboard shoe side of the caliper in front of the other piston. This will cushion and protect caliper piston
during removal.
CAUTION: Do not blow the piston out of the bore with sustained air pressure.
This could result in a cracked piston.
WARNING: Never attempt to catch the piston as it leaves the bore. This could
result in personal injury.
4. To remove the caliper piston direct short bursts of low pressure air with a blow gun through the caliper
brake hose port. Use only enough air pressure to ease the piston out.
5. Remove the C-clamp and block of wood from the caliper and clamp it over the dust boot of the first
piston removed. This will seal the empty piston bore.
6. Move the padded piece of wood in front of the other piston.
7. Remove the second piston using the same procedure with short bursts of low pressure air .
Fig. 29: Removing Piston Dust Boots

8. Remove piston dust boots (2) with a suitable pry tool.
Fig. 30: Removing Piston Seals

CAUTION: Do not scratch piston bore while removing the seals.
9. Remove piston seals (3) from caliper (1).
Fig. 31: Identifying Caliper Mounting Bolt Bushings And Boot Seals
10. Push caliper mounting bolt bushings (3) out of the boot seals (2) and remove the boot seals from the
caliper (1).
11. Remove caliper bleed screw.
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.
ASSEMBLY
ASSEMBLY
Fig. 32: Installing Piston Seals

CAUTION: Dirt, oil, and solvents can damage caliper seals. Insure assembly area is
clean and dry.
1. Lubricate caliper pistons, piston seals and piston bores with clean, fresh brake fluid.
NOTE: Verify seal is fully seated and not twisted.
2. Install new piston seals (3) into caliper bores (2).

Fig. 33: Installing Piston Into Bore

3. Lightly lubricate lip of new boot with silicone grease. Install boot on piston and work boot lip into the
groove at the top of piston (3).
4. Stretch boot (2) rearward to straighten boot folds, then move boot forward until folds snap into place.
5. Install piston (3) into caliper bore and press piston down to the bottom of the caliper bore by hand or with
hammer handle.
Fig. 34: Seating Dust Boot

6. Seat dust boot in caliper (2) with Universal Driver Handle (special tool #C-4171, Driver Handle,
Universal) (1) and Dust Boot Installer (special tool #8280, Installer, Dust Boot) (3).
7. Install the second piston and dust boot.
8. Install the boot seals into the caliper seal bores and center the seals in the bores.
NOTE: DO NOT add grease to guide pins, pin bushings, housing shoe face or
anchor bracket rails. Clean anchor bracket rails and housing shoe face
with brake cleaner prior to assembly of new linings.
9. Install mounting bolt bushings into the boot seals and insure seal lip is engaged into the bushing grooves
at either end of the bushing.
10. Install caliper bleed screw.
INSTALLATION
INSTALLATION
NOTE: DO NOT add grease to guide pins, pin bushings, housing shoe face or anchor
bracket rails. Clean anchor bracket rails and housing shoe face with brake
cleaner prior to assembly of new linings.
Fig. 35: Brake Hose Banjo Bolt, Brake Caliper Slide Bolts & Caliper
1. Position the brake caliper/pads and tighten the brake caliper slide bolts (guide pins) (1) to:
1. Front - 55 N.m (41 ft. lbs.)
2. Rear - 27.5 N.m (20 ft. lbs.)
2. Install the caliper slide bolt dust shields.
CAUTION: Verify brake hose is not twisted or kinked before tightening banjo
bolt.
3. Install brake hose (3) to caliper (2) with new copper washers and tighten banjo bolt (4) to 30 N.m (23 ft.
lbs.).

4. Install the brake caliper tension clip (1)

5. Remove the prop rod from the brake pedal.
6. 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. . Refer to MANUAL BLEEDING. .
7. Install wheel and tire assembly. Refer to WHEELS , STANDARD PROCEDURE .
8. Remove supports and lower vehicle.
9. Verify brake fluid level is correct.
FLUID
DESCRIPTION
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

BRAKE FLUID - EXPORT
The brake fluid used in this vehicle must conform to DOT 3 specifications and SAE J1703 standards. If DOT 3
brake fluid is not available, brake fluid conforming to DOT 4 specifications may be used in its place. The fluids
are compatible, but DOT 4 usage may require additional fluid maintenance. No other type of brake fluid is
recommended or approved for usage in the vehicle brake system. Use only Mopar® Brake Fluid DOT 3 Motor
Vehicle or equivalent from a tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid from an container which has been
DIAGNOSIS AND TESTING - 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, proportioning valve,
caliper seals, wheel cylinder seals, Antilock Brakes hydraulic unit and all hydraulic fluid hoses.
STANDARD PROCEDURE
STANDARD PROCEDURE - BRAKE FLUID LEVEL


1 - PUSH ROD
4 - FLUID RESERVOIR
5 - MASTER CYLINDER
Always clean the master cylinder reservoir (4) and cap 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 (4).
The correct fluid level is to the MAX indicator on the side of the reservoir. If necessary, add fluid to the proper
level.
MASTER CYLINDER, BRAKE
DESCRIPTION
DESCRIPTION

1 - PUSH ROD
4 - FLUID RESERVOIR
5 - MASTER CYLINDER
The master cylinder body (5) 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 (5), it must be replaced as an assembly. The master cylinder has a removable reservoir
(4) and fluid level indicator (6). The reservoir, reservoir grommets, reservoir cap and fluid level switch are the
only replaceable parts on the master cylinder.
OPERATION
OPERATION
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.
DIAGNOSIS AND TESTING - 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 15-20 inches HG (508-677 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
STANDARD PROCEDURE - MASTER CYLINDER BLEEDING

Fig. 39: Bleeding Master Cylinder

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 (1). Then position each tube end into reservoir (2).
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.
REMOVAL
REMOVAL
CAUTION: Vacuum in power brake booster must be pumped down (removed) before
removing master cylinder from power brake booster. This is necessary to
prevent power brake booster from sucking in any contamination as master
cylinder is removed. This can be done simply by pumping brake pedal,
with vehicle engine not running and the ignition OFF, until a firm feeling
brake pedal is achieved.
1. With the engine not running and the ignition OFF, pump the brake pedal until a firm pedal is achieved (4-
5 strokes).
Fig. 40: Connector, Hood Weather Strip, Extension, Fastener & Tab
2. Disconnect the connector (3) from the body and lift the hood weather strip (2) back enough for access to
remove the cowl side extension (5).
3. Remove the fastener (1) that secures the cowl side extension (5) to the center cowl extension.
4. Release the tab (4) that secures the cowl side extension (5) and remove the extension.

5. Siphon the master cylinder (1).

6. Disconnect the wire connector (2) from the fluid level sensor (3).

7. Disconnect the brake lines (4) at the master cylinder (1).

8. Remove the two master cylinder retaining nuts (3) and remove the master cylinder (1) from the booster.
INSTALLATION
INSTALLATION
NOTE: Bleed new master cylinder on bench before installation.

1. Position the master cylinder (1) to the power brake booster, install the two master cylinder retaining nuts
(3) and tighten to 25 N.m (18 ft. lbs.).
2. Install the brake lines (4) at the master cylinder (1) and tighten to 19 N.m (168 in. lbs.).

3. Connect the wire connector (2) to the fluid level sensor (3).
NOTE: Make sure the tab (4) is snaps into place.
4. Position the cowl side extension (5) and install the cowl side extension to cowl extension fastener (1).
5. Install the hood weather strip (2) into position and attach the connector (3) to the body.
PADS AND/OR SHOES, BRAKE
STANDARD PROCEDURE
STANDARD PROCEDURE - BRAKE PAD BURNISHING
CAUTION: After installing NEW brake pads, keep in mind that braking effectiveness
might be somewhat reduced during the first brake applications.
When NEW brake pads are installed on a vehicle, this procedure must be used to correctly burnish (seat) the
brake linings to the brake rotor discs.
1. Accelerate the vehicle to a steady speed of about 40 mph (65 km/h).

2. Using light brake pedal pressure, slow the vehicle from 40 mph to 0 mph in approximately 6 seconds.
3. Accelerate back up to 40 mph for approximately one minute to allow the brakes to cool down.
4. Repeat this procedure 15 to 20 times to correctly seat the brake lining material.
REMOVAL
REMOVAL
1. Drain a small amount of fluid from the master cylinder brake reservoir with a clean suction gun.


Bolts
7. Remove the brake caliper (3) from the caliper adapter (4) and hang the brake caliper.
8. Remove the inboard and outboard brake pads.
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. 48: Brake Pad Friction Material Thickness Measurement

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
INSTALLATION
NOTE: DO NOT add grease to guide pins, pin bushings, housing shoe face or anchor
bracket rails. Clean anchor bracket rails and housing shoe face with brake
cleaner prior assembly of new linings.
Fig. 49: Brake Caliper Slide Bolts, Caliper Adapter, Brake Caliper & Caliper Adapter Mounting Bolts
1. Front - 55 N.m (41 ft. lbs.)
2. Rear - 27.5 N.m (20 ft. lbs.)


4. Install wheel and tire assembly. Refer to WHEELS , STANDARD PROCEDURE .
5. Remove supports and lower vehicle.

PEDAL(S), BRAKE AND/OR ACCELERATOR
DESCRIPTION
DESCRIPTION
A suspended-type 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 components.
REMOVAL
REMOVAL
1. Disconnect and isolate battery negative cable from battery post.

2. Remove the steering column opening cover. Refer to REMOVAL .
3. Remove the knee blocker air bag, if equipped. Refer to AIR BAG, KNEE BLOCKER , REMOVAL .
4. Remove the stop lamp switch. Refer to SWITCH, STOP LAMP , REMOVAL .
5. Remove retainer clip (2) that holds booster push rod (4) to pedal pin. Discard retaining clip (2). It is not
to be reused.
6. Slide booster push rod (4) off brake pedal pin.
7. Remove the brake pedal sled upper nut (1)

8. Remove four power brake booster mounting nuts (3)
9. Remove the brake pedal assembly from the vehicle.
INSTALLATION
INSTALLATION
1. Install the pedal assembly to the vehicle.

2. Install four power brake booster mounting nuts (3) and tighten to 20 N.m (15 ft. lbs.)
3. Install the upper brake pedal sled nut (1) and tighten to 20 N.m (15 ft. lbs.)
4. Install booster push rod (4) on pedal pin and install a NEW retainer clip (2) on pedal pin.
5. Install and adjust the stop lamp switch. Refer to SWITCH, STOP LAMP , INSTALLATION .
6. Install the knee blocker air bag, if equipped. Refer to AIR BAG, KNEE BLOCKER ,
INSTALLATION .
7. Install the steering column opening cover. Refer to INSTALLATION .
8. Reconnect the negative battery cable.
9. Verify proper brake system operation.
PLATE, BRAKE BACKING
REMOVAL
REMOVAL
Fig. 53: Backing Plate Bolts & Backing Plate Assembly

NOTE: The backing plate is only serviceable as an assembly with the park brakes
attached.

2. Remove wheel and tire assembly.
NOTE: When the hub is removed from the knuckle, the bearing must be replaced.
3. Remove the hub/bearing. Refer to HUB AND BEARING , REMOVAL .

4. Remove the backing plate bolts (2), and remove the backing plate assembly (1) from the knuckle.
INSTALLATION
INSTALLATION
Fig. 54: Backing Plate Bolts & Backing Plate Assembly

NOTE: A new backing plate assembly will have a plastic spacer to hold the park brake
actuating lever in position to attach the brake cable. Do not remove the plastic
spacer until the brake cable is attached to the lever.
1. Spread the shoes to fit over the stops and position the backing plate assembly (1) on the knuckle.
2. Install the backing plate bolts (2) and tighten to 13 N.m (116 in. lbs.).
NOTE: Remove the park brake lever spacer from this location (3) after attaching
the brake cable, and before installing the rotor or adjusting the shoes.
3. Install the hub/bearing and knuckle. Refer to HUB AND BEARING , INSTALLATION .
4. Adjust brake shoes. Refer to SHOES, PARKING BRAKE , ADJUSTMENTS.
5. Install the wheel and tire assembly. Refer to WHEELS , STANDARD PROCEDURE .
6. Remove the support and lower the vehicle.
RESERVOIR, BRAKE MASTER CYLINDER
REMOVAL
REMOVAL
Fig. 55: Wire Connector, Brake Fluid Level Sensor, Reservoir Retaining Screw & Reservoir
1. Remove reservoir cap and remove fluid with a clean suction gun.
2. Remove the wire connector (2) from the brake fluid level sensor (4).
3. Remove the reservoir retaining screw (3).
4. Carefully rock the reservoir (1) back and fourth while pulling up to remove it from the master cylinder.
5. Remove and transfer the brake fluid level switch. Refer to SWITCH, BRAKE FLUID LEVEL ,
REMOVAL.
6. Remove and discard grommets from the cylinder body.
INSTALLATION
INSTALLATION
Fig. 56: Wire Connector, Brake Fluid Level Sensor, Reservoir Retaining Screw & Reservoir
1. Install the fluid level sensor (4) into the reservoir (1).
CAUTION: Do not use tools to install the o-rings. Tools may cut, or tear the o-
rings. Install the o-rings using finger pressure only.
2. Lubricate new o-rings with clean brake fluid.
CAUTION: Do not rock the reservoir during installation.
3. Start reservoir in o-rings then press the reservoir straight down to seat the reservoir into the cylinder o-
rings.
4. Install the reservoir retaining screw (3).
5. Install the wire connector (4) to the brake fluid level sensor (3).
6. Remove brake pedal prop rod.
7. Fill master cylinder.
ROTOR, BRAKE
FRONT
ROTOR MINIMUM THICKNESS
Rotor minimum usable thickness is 30.5 mm (1.200 in.). Do not resurface a rotor if machining would cause
thickness to fall below this limit.
Measure rotor thickness at the center of the brake shoe contact surface. Replace the rotor if worn below
minimum thickness, or if refinishing would reduce thickness below the allowable minimum.
FRONT ROTOR THICKNESS VARIATION

Fig. 57: Measuring Rotor Thickness

1 - MICROMETER
2 - ROTOR
Variations in rotor thickness will cause pedal pulsation, noise and shudder.
Measure rotor thickness a minimum of six points around the rotor face. Position the micrometer approximately
19 mm (3/4 in.) from the rotor outer circumference for each measurement.
Thickness should not vary by more than 0.012 mm (0.0005 in.) from point to point on the rotor. Refinish or
replace the rotor if necessary.
NOTE: A hub mounted on-vehicle lathe is recommended. This type of lathe trues the
rotor to the vehicles hub/bearing.
Front rotors and hub/bearings are matched mounted for minimum lateral runout. Before removing the rotor,
mark the rotor and hub/bearing to maintain original orientation.
FRONT ROTOR LATERAL RUNOUT

Fig. 58: Checking Rotor Runout And Thickness Variation

1 - DIAL INDICATOR
Check rotor lateral runout whenever pedal pulsation, or rapid, uneven brake lining wear has occurred.
The rotor must be securely clamped to the hub to ensure an accurate runout measurement. Secure the rotor with
a minimum of 3 lug nuts and large diameter flat washers on each stud.
Use a dial indicator to check lateral runout.
Maximum allowable rotor lateral runout is 0.05 mm (0.002 in.).
REAR
ROTOR MINIMUM THICKNESS
Minimum usable thickness of a solid rear disc brake rotor is 12.5 mm (0.492 in.) and for a vented rear disc
brake rotor is 20.5 mm (0.807 in.). The thickness specification is located on the center section of the rotor.
Never resurface a rotor if machining would cause thickness to fall below this limit.
Measure rotor thickness at the center of the brake shoe contact surface. Replace the rotor if worn below
minimum thickness, or if refinishing would reduce thickness below the allowable minimum.
REAR ROTOR THICKNESS VARIATION
NOTE: Vented rotor shown in illustration, solid rotor similar.

Fig. 59: Measuring Rotor Thickness

Variations in rotor thickness will cause pedal pulsation, noise and shudder.
Measure rotor thickness at a minimum of six points around the rotor face. Position the micrometer
approximately 19 mm (3/4 in.) from the rotor outer circumference for each measurement.
Thickness should not vary by more than 0.012 mm (0.0005 in.) from point to point on the rotor. Refinish or
replace the rotor if necessary.
REAR ROTOR LATERAL RUNOUT
Check rotor lateral runout whenever diagnosis indicates pedal pulsation and rapid, uneven brake lining wear.
The rotor must be securely clamped to the hub to ensure an accurate runout measurement. Secure the rotor with
the wheel nuts and 4 or 5 large diameter flat washers on each stud.
Use a dial indicator to check lateral runout. Maximum allowable lateral runout is 0.05 mm (0.0019 in.).
STANDARD PROCEDURE
STANDARD PROCEDURE - DISC BRAKE ROTOR MACHINING
NOTE: A hub mounted on-vehicle 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 on-vehicle 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.
REMOVAL
REMOVAL
NOTE: Front rotor shown in illustration, rear rotor similar.


Bolts
6. Remove the brake caliper (3) from the caliper adapter (4) and hang the brake caliper (3).
7. Remove the brake caliper adapter mounting bolts (1) and remove adapter (4) from the vehicle.
Fig. 62: Disc Brake Rotor Hub & O-ring

1 - ROTOR
2 - O-RING
8. If equipped, remove and discard the o-ring (2) securing the disc brake rotor (1) on the hub.
9. Remove the disc brake rotor from hub/bearing.
INSTALLATION
INSTALLATION
NOTE: Front rotor shown in illustration, rear rotor similar.
Fig. 63: Disc Brake Rotor Hub & O-ring

1. Install the rotor (1) on wheel studs.

Bolts
2. Position the brake caliper adapter (4), install the brake caliper adapter mounting bolts (1) and tighten to:
1. Front - 200 N.m (148 ft. lbs.)
2. Rear - 120 N.m (89 ft. lbs.)
NOTE: Caliper slide pins should be free from debris.
1. Front - 55 N.m (41 ft. lbs.)
2. Rear - 27.5 N.m (20 ft. lbs.)


6. Install the tire and wheel assembly. Refer to WHEELS , STANDARD PROCEDURE .
7. Remove the supports and lower the vehicle.
TUBES AND HOSES, BRAKE
DESCRIPTION
DESCRIPTION
Flexible rubber hose is used at the four brake calipers. Double walled steel tubing with double inverted flares
are used on the brake lines.
DIAGNOSIS AND TESTING - BRAKE LINES/HOSES
Flexible rubber hose is used at both front and rear brake calipers. 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 gaskets 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, double-wall steel tube
can be used for emergency repair when factory replacement parts are not readily available.
Special bending tools are needed to avoid kinking or twisting of metal brake tubes. Special flaring tools are
needed to make a double inverted flare or ISO flare.
Fig. 66: Double Inverted Flaring

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.
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.
REMOVAL
PRIMARY AND SECONDARY BRAKE TUBES

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. Siphon the master cylinder reservoir.
3. Remove the air cleaner body. Refer to BODY, AIR CLEANER , REMOVAL or BODY, AIR
CLEANER , REMOVAL or BODY, AIR CLEANER , REMOVAL , 5.7L .
4. Disconnect the connector (3) from the body and lift the hood weather strip (2) back enough for access to
remove the cowl side extension (5).
5. Remove the fastener (1) that secures the cowl side extension (5) to the center cowl extension.
6. Release the tab (4) that secures the cowl side extension (5) and remove the extension.
Fig. 68: Power Steering Reservoir Retaining Screw

7. If necessary, remove the power steering reservoir retaining screw (1), hose routing clips, and position
reservoir aside.

8. Remove the primary or secondary brake tube(s) (4) at the master cylinder (1).
Fig. 70: Hydraulic Control Unit (HCU), Primary And Secondary Brake Tubes, Chassis Lines &
Antilock Brake System (ABS) Module Electrical Connector
9. Remove the primary or secondary brake tube(s) (2) at the HCU (1).
10. Remove the primary or secondary brake tube(s) from routing clip and from vehicle.
FLEXIBLE HOSE
NOTE: Front flexible brake hose shown in illustration, rear similar.
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.
Fig. 71: Wiring Routing Clip, Flexible Brake Hose, Banjo Bolt & Brake Hose

3. If removing rear flexible brake hose, remove the tire and wheel assembly.
4. If equipped, disconnect the wheel speed sensor wiring routing clip (1) from the flexible brake hose (2).
5. Remove the banjo bolt (3) from the brake hose (2) and discard the washers.
Fig. 72: Solid Brake Line Fitting, Flexible Brake Hose & Retaining Clip
6. Remove the solid brake line fitting (1) from the flexible brake hose (2).
7. Remove the retaining clip (3) and remove the flexible brake hose (2) from the vehicle.
INSTALLATION
PRIMARY AND SECONDARY BRAKE TUBES

Fig. 73: Hydraulic Control Unit (HCU), Primary And Secondary Brake Tubes, Chassis Lines & Antilock
Brake System (ABS) Module Electrical Connector
1. Position the primary or secondary brake tube(s) (2) in the vehicle and attach to the routing clip.
2. Connect the primary or secondary brake tube(s) (2) at the HCU (1) and tighten to 19 N.m (168 in. lbs.).

3. Connect the primary or secondary brake tube(s) (4) at the master cylinder (1) and tighten to 19 N.m (168
in. lbs.).
Fig. 75: Power Steering Reservoir Retaining Screw

4. If removed, route the power steering hoses and reservoir, install the routing clips, install the retaining bolt
and tighten to 20 N.m (15 ft. lbs.).
NOTE: Make sure the tab (4) is snaps into place.
5. Position the cowl side extension (5) and install the cowl side extension to cowl extension fastener (1).
6. Install the hood weather strip (2) into position and attach the connector (3) to the body.
7. Install the air cleaner body. Refer to BODY, AIR CLEANER , INSTALLATION or BODY, AIR
CLEANER , INSTALLATION or BODY, AIR CLEANER , INSTALLATION , 5.7L .

FLEXIBLE HOSE
NOTE: Front flexible brake hose shown in illustration, rear similar.
Fig. 77: Solid Brake Line Fitting, Flexible Brake Hose & Retaining Clip
1. Position the flexible brake hose (2) through the bracket and install the retaining clip (3).
2. Tighten the solid brake line fitting (1) to 19 N.m (168 in. lbs.).
Fig. 78: Wiring Routing Clip, Flexible Brake Hose, Banjo Bolt & Brake Hose
3. Install new washers , and the banjo bolt through the line and into the caliper. Tighten the banjo bolt to 30
N.m (22 ft. lbs.).
4. If equipped, connect the wheel speed sensor wiring routing clip (1) to the flexible brake hose (2).
5. If installing the rear flexible brake hose, install the tire and wheel assembly. Refer to WHEELS ,
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 . Refer to MANUAL BLEEDING. .
PARKING BRAKE
OPERATION
OPERATION
The parking brakes operated by a automatic tensioner mechanism built into the foot lever and cable system. The
front cable is connected to the foot lever and the equalizer. The rear cables attached to the equalizer and the
parking brake shoe actuator.
A set of drum type brake shoes are used for parking brakes. The shoes are mounted to the rear disc brake
adaptor. The parking brake drum is integrated into the rear disc brake rotor.
Parking brake cable adjustment is controlled by an automatic tensioner mechanism. The only adjustment if
necessary is to the parking brake shoes if the linings are worn.
DIAGNOSIS AND TESTING - PARKING BRAKE SYSTEM
NOTE: Parking brake adjustment is controlled by an automatic cable tensioner and

does not require adjustment. The only adjustment that may be necessary would
be to the park brake shoes if they are worn.
The parking brake switch is in circuit with the red warning lamp in the dash. The switch will cause the lamp to
illuminate only when the parking brakes are applied. If the lamp remains on after parking brake release, the
switch or wires are faulty.
If the red lamp comes on a fault has occurred in the front or rear brake hydraulic system.
If the red warning lamp and yellow warning lamp come on, the electronic brake distribution may be at fault.
In most cases, the actual cause of an improperly functioning parking brake (too loose/too tight/won't hold), can
be traced to a parking brake component.
NOTE: The leading cause of improper parking brake operation, is excessive clearance
between the parking brake shoes and the shoe braking surface. Excessive
clearance is a result of lining and/or drum wear, drum surface machined
oversize.
Excessive parking brake lever travel (sometimes described as a loose lever or too loose condition), is the result
of worn brake shoes, improper brake shoe adjustment, or improperly assembled brake parts.
A too loose condition can also be caused by inoperative or improperly assembled parking brake shoe parts.
A condition where the parking brakes do not hold, will most probably be due to a wheel brake component.
Items to look for when diagnosing a parking brake problem, are:
 Brake shoe wear

 Drum surface (in rear rotor) machined oversize
 Front cable not secured to lever
 Rear cable not attached to actuator
 Rear cable seized
 Parking brake lever not seated
 Parking brake lever bind
STANDARD PROCEDURE
STANDARD PROCEDURE - PARKING BRAKE SYSTEM LOCKOUT
MANUAL LOCKOUT
Fig. 79: Parking Brake Cable, Gears & Tie Strap

REMOVAL .
2. Pull back on the parking brake cable (3) between the cable housing attachment and the cable attachment
at the parking brake lever bracket assembly all the way to the stop.
3. From in front of the parking brake lever assembly, insert the end of a 204 mm. (8 in.) tie strap (2)
between the gears (1, 4) and slowly release the tension on the parking brake cable (3). The tie strap (3)
should pull in slightly and hold the gears (1, 4) in place, making access to remove and install the parking
brake cable at the back of the brake lever assembly.
NOTE: When the parking brake lever assembly is installed with the front parking
brake cable AND the cable housing properly connected to the lever
assembly the lockout can be removed.
4. Remove the lockout as follows:

a. Pull back on the parking brake cable (3) between the cable housing attachment and the cable
attachment at the parking brake lever bracket assembly all the way to the stop.
b. Remove the tie strap (2) from between the gears (1, 4) and slowly release the tension on the parking
brake cable (3).
5. Press the parking brake foot lever once and verify the parking brake assembly sets.
6. Press the parking brake foot lever again and verify the parking brake assembly releases.
FACTORY LOCKOUT (NEW ASSEMBLY)
Fig. 80: Lockout Hoop, Hole & Lockout Hoop

NOTE: When the parking brake lever assembly is installed with the front parking brake
cable AND the cable housing properly connected to the lever assembly the
lockout can be removed.
1. Remove the factory lockout as follows:

a. Squeeze the lockout hoop (3) together and twist the back side out to remove from the hole (2) in the
parking brake lever.
b. Pull the bottom of the lockout hoop (1) out and twist upward to remove the lockout hoop from
parking brake assembly.
2. Press the parking brake foot lever once and verify the parking brake assembly sets.
3. Press the parking brake foot lever again and verify the parking brake assembly releases.
CABLE, PARKING BRAKE
REMOVAL
FRONT - LHD
Fig. 81: Rear Parking Brake Cables, Equalizer & Body Retaining Nut

2. Disconnect the right rear and left rear parking brake cables (2, 5) from the equalizer (1).
3. Remove the cable to body retaining nut (3) and clip from the stud.
Fig. 82: Cable Housing Tabs, Cable Housing & Bracket Assembly
REMOVAL .
6. Remove the left footwell load floor. Refer to LOAD FLOOR, FOOTWELL , REMOVAL .
7. Remove the left rear seat. Refer to SEAT, REAR , REMOVAL .
8. Lockout the parking brake lever assembly. Refer to PARKING BRAKE , STANDARD PROCEDURE.
9. Depress the cable housing tabs (3) and remove the cable housing (2) from the bracket assembly (1).
Fig. 83: Cable, Bracket Assembly & Cable End

10. Pull the cable (2) up to align with the slot in the bracket assembly (3) and remove the cable end (1) from
the bracket assembly (3).
Fig. 84: Retaining Studs

11. Remove the wiring harness from the body retaining studs (2) as necessary.
12. Remove the front parking brake cable to body retaining nuts (2) and clips from the studs.
13. Disengage the grommet, pull the cable through the floor and remove the cable from the vehicle.
FRONT - RHD
NOTE: Left hand drive shown in illustration, right hand drive similar.

3. Remove the cable to body retaining nut (3) and clip from the stud.
Fig. 86: Parking Brake Cable, Retaining Studs & Nuts

5. Remove the right footwell load floor. Refer to LOAD FLOOR, FOOTWELL , REMOVAL .
6. Remove the right rear seat. Refer to SEAT, REAR , REMOVAL .
7. Pull the carpet back to gain access to the front parking brake cable (1).
8. Remove the wiring harness from the body retaining studs (2) as necessary.
9. Remove the front parking brake cable to body retaining nuts (2) and clips from the studs.

13. Disengage the grommet, pull the cable through the floor and remove the cable from the vehicle.
REAR
Fig. 89: Cable Retaining Bracket, Cable Housing & Equalizer


2. Remove the parking brake shoes. Refer to SHOES, PARKING BRAKE , REMOVAL.
3. Disconnect the brake cable end from the equalizer (3).
4. Depress the tabs on the cable housing (2) and pull through the cable retaining bracket (1).
Fig. 90: Parking Brake Cable & Retaining Bracket

5. Remove the parking brake cable (1) from the retaining bracket (2).
6. Remove the tie straps and clips as necessary.
Fig. 91: Rear Park Brake Cable Remover & Cable

NOTE: It may be necessary to slightly move or twist the cable release tool to
disengage both retaining clips.
7. Using Rear Park Brake Cable Remover - (special tool #10301, Remover, Rear Park Brake Cable) (2),
insert the tool over the park brake cable end and press in to release the retaining clips, then pull the cable
(1) out of the knuckle from the back.
INSTALLATION
FRONT - LHD
Fig. 92: Bolts & Clip


1. Install the front cable end (1) into the brake lever assembly (3).
2. Install the front cable housing (3) to the bracket (1).
Fig. 95: Retaining Studs

3. Route the cable (1) along and through the floor, and seat the grommet so that it is sealed.
4. Install the front parking brake cable to body clips and retaining nuts (2) to the studs and tighten to 8 N.m
(71 in. lb.).
5. Install the wiring harness on the body retaining studs (2) as necessary.
7. Connect the right rear and left rear parking brake cables (2, 5) to the equalizer (1).
8. Install the cable to body clip and retaining nut (3) to the stud and tighten to 8 N.m (71 in. lb.).
10. Remove the lockout of the parking brake assembly. Refer to PARKING BRAKE , STANDARD
PROCEDURE.
11. Install the left footwell load floor. Refer to LOAD FLOOR, FOOTWELL , INSTALLATION .
12. Install the right rear seat. Refer to SEAT, REAR , INSTALLATION .
INSTALLATION .
FRONT - RHD


Fig. 99: Parking Brake Cable, Retaining Studs & Nuts

3. Route the cable (1) along and through the floor, and seat the grommet so that it is sealed.
4. Position the front parking brake cable, retaining clips, install the retaining nuts (2) and tighten to 8 N.m
(71 in. lb.).
5. Install the wiring harness on the body retaining studs (2) as necessary.
7. Connect the right rear and left rear parking brake cables (2, 5) to the equalizer (1).
8. Install the cable to body clip and retaining nut (3) to the stud and tighten to 8 N.m (71 in. lb.).
PROCEDURE.
11. Install the right footwell load floor. Refer to LOAD FLOOR, FOOTWELL , INSTALLATION .
12. Install the right rear seat. Refer to SEAT, REAR , INSTALLATION .
REAR
Fig. 101: Parking Brake Cable & Retaining Bracket

1. push the parking brake cable (1) through the back side of the knuckle seating the clips on the other side.
2. Route the parking brake cable (1) through the bracket near the equalizer and insert into the open bracket
(2).
3. Install clips and tie straps as necessary.
4. Install the parking brake shoes. Refer to SHOES, PARKING BRAKE , INSTALLATION.
Fig. 102: Cable Retaining Bracket, Cable Housing & Equalizer

5. Pull the parking brake cable (2) through the bracket (1) to make sure the tabs are seated.
6. Connect the brake cable end to the equalizer (3).
LEVER, PARKING BRAKE
REMOVAL
LHD

2. Disconnect the right rear and left rear parking cables (2, 5) from the equalizer (1).
REMOVAL .


7. Remove the instrument panel wiring harness connector from the parking brake assembly harness retainer
clip (3).
8. Disconnect the wiring harness connector from the parking brake switch (2).
9. Remove the parking brake lever mounting bolts/nuts (1) and remove from vehicle.
RHD


6. Remove the floor console heater duct for access to the vertical parking brake retaining bolt. Refer to
DUCT, FLOOR CONSOLE , REMOVAL .
Fig. 110: Parking Brake Lever Assembly & Bolts

7. Disconnect the parking brake switch wire connector.

8. Remove the vertical bolt (1) and the horizontal bolts (3) from the parking brake lever assembly (2).
9. Remove the nut from the parking brake assembly retaining stud (not shown in illustration).
10. Remove the parking brake lever (2) from the vehicle.
INSTALLATION
LHD

1. Position the parking brake lever assembly, install the retainer bolts/nuts (1) and tighten to 24 N.m (18 ft.
lb.).
2. Connect the wiring harness connector to the parking brake switch (2).
3. Attach the instrument panel wiring harness connector to the parking brake assembly harness retainer clip
(3).


7. Connect the right rear and left rear parking cables (2, 5) to the equalizer (1).
PROCEDURE.
10. Install the side cowl trim panel. Refer to PANEL, COWL TRIM, SIDE , INSTALLATION .
RHD
Fig. 115: Parking Brake Lever Assembly & Bolts

1. Position the parking brake assembly in position over the stud and install the nut (not shown in
illustration). Do not tighten.
2. Install the vertical bolt (1) and the horizontal bolts (3) to the parking brake lever assembly (2) and tighten
to 24 N.m (18 ft. lb.). Tighten the stud nut to 24 N.m (18 ft. lb.).

3. Connect the front cable (2) at the brake lever cable retaining clip (3).

5. Connect the wiring harness connector to the parking brake switch.
6. If the cable to body retaining nut/clip was removed, position the clip, install the nut and tighten to 8 N.m
(70 in. lb.).
8. Connect the right rear and left rear parking cables (2, 5) to the equalizer (1).
PROCEDURE.
11. Install the floor console heater duct. Refer to DUCT, FLOOR CONSOLE , INSTALLATION .
SHOES, PARKING BRAKE
DESCRIPTION
DESCRIPTION
Drum in hat park brakes are dual shoe, 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.
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 lever is
in the fully released position. If park brake lever is not in the fully released
position, the park brake shoes can not be accurately adjusted.

2. Remove the tire and wheel.
3. Remove the rotor. Refer to ROTOR, BRAKE , REMOVAL.
Fig. 119: Measuring Park Brake Drum Diameter

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.
Fig. 120: Reading Park Brake Drum Diameter

1 - SPECIAL TOOL C-3919

2 - RULER
4. Using Brake Shoes Gauge (special tool #C-3919, Gauge, Brake Shoes) (1), or equivalent, accurately
measure the inside diameter of the park brake drum portion of the rotor.
5. Using a ruler (2) 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. 121: Setting Gauge To Park Brake Shoe Measurement

1 - RULER
2 - SPECIAL TOOL C-3919
6. Reduce the inside diameter measurement of the brake drum that was taken using Brake Shoes Gauge
(special tool #C-3919, Gauge, Brake Shoes) (2) by 1/64 of an inch. Reset Brake Shoes Gauge (special
tool #C-3919, Gauge, Brake Shoes) (2) or the equivalent used, so that the outside measurement jaws are
set to the reduced measurement.
7. Place Brake Shoes Gauge (special tool #C-3919, Gauge, Brake Shoes) (2), 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.
8. 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.
9. Repeat step 8 above and measure shoes in both directions.
10. Install the brake rotor over the shoes.
11. Rotate the rotor to verify that the park brake shoes are not dragging on the brake drum. If the park brake
shoes are dragging, remove the rotor and back off the star wheel adjuster one notch and recheck for brake
shoe drag against the drum. Continue with the previous step until the brake shoes are not dragging on the
brake drum.
12. Install the disc brake caliper on the caliper adapter. Refer to CALIPER, DISC BRAKE ,
INSTALLATION.
13. Install the wheel and tire. Refer to WHEELS , STANDARD PROCEDURE .
CAUTION: Before moving vehicle, pump brake pedal several times to ensure the
vehicle has a firm enough pedal to stop the vehicle.
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 hand lever.
15. Road test the vehicle to ensure proper function of the vehicle's brake system.
ROTOR INSTALLED
Fig. 122: Plug

1. Be sure the parking brake lever is fully released.

3. Remove the rear wheels.
4. Remove the plug (1) from each access hole in the brake support plates.
5. Insert an adjusting tool through the support plate access hole and engage the tool in the teeth of the
adjusting screw star wheel.
6. Rotate the adjuster screw star wheel (move tool handle upward) until slight drag can be felt when the star
wheel is rotated.
7. Back off the adjuster screw star wheel until brake drag is eliminated.
8. Repeat adjustment at the opposite wheel. Be sure adjustment is equal at both wheels.
9. Install the support plate access hole plugs (1).
10. Install the rear wheels. Refer to WHEELS , STANDARD PROCEDURE .
12. Depress the park brake lever and make sure the park brakes hold the vehicle stationary.
13. Release the park brake lever.
REMOVAL
REMOVAL

2. Disconnect the rear RH and LH parking brake cables (2, 5) from the parking brake equalizer (1).
3. Remove the rear wheels.
Fig. 124: Shoe To Shoe Return Springs, Adjuster & Shoe Hold-Down Clips
4. Remove the rotor. Refer to ROTOR, BRAKE , REMOVAL.

5. Remove the shoe to shoe return springs (2, 5).
6. Remove the adjuster (3).
7. Remove the shoe hold-down clips (1) and pins.

8. Spread the shoes and remove the parking brake cable from the actuator lever (6), and remove the shoes.
9. Remove and transfer the parking brake actuator (6), and the spring behind the shoes (4) near the parking
brake actuator (6) to the new 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
INSPECTION
As a general rule, brake shoes when riveted, should be replaced when worn to within 0.78 mm (1/32 in.) of the
rivet heads. Brake shoes when bonded, 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 equalizer and adjuster assembly. Replace the adjuster assembly if the star wheel or threads are
damaged, or if the components are severely rusted or corroded.
Discard the brake springs and retainer components 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. Replace the support plate if any of the pads are worn or
rusted through. Also replace the support plate if bent or distorted.
INSTALLATION
INSTALLATION
Fig. 125: Shoe To Shoe Return Springs, Adjuster & Shoe Hold-Down Clips
1. Attach the parking brake cable to the actuator (6) and position the shoes on the support plate. Be sure
shoes are properly engaged in the parking brake actuator, parking brake cable is attached, and the rear
spring is still properly connected.
2. Install the hold down clips and pins (4).
3. Install the adjuster (3).
4. Install the shoe to shoe return spring (2, 5).
5. Connect the rear RH and LH parking brake cables (2, 5) to the parking brake equalizer (1).
6. Install rotor and brake calipers. Refer to ROTOR, BRAKE , INSTALLATION.
7. Adjust the parking brake shoes. Refer to SHOES, PARKING BRAKE , ADJUSTMENTS.
8. Install wheels. Refer to WHEELS , STANDARD PROCEDURE .
10. Pump brake pedal until caliper pistons and brake pads are seated and a firm brake pedal is obtained
11. Verify correct parking brake operation.
2011 BRAKES Antilock Brake System - Electrical Diagnostics - Grand Cherokee
2011 BRAKES
Antilock Brake System - Electrical Diagnostics - Grand Cherokee
DIAGNOSTIC CODE INDEX

DTC Description
C0020-01 ABS PUMP MOTOR CONTROL-GENERAL ELECTRICAL FAILURE
C0020-16 ABS PUMP MOTOR CONTROL-CIRCUIT VOLTAGE BELOW THRESHOLD
C0020-1C ABS PUMP MOTOR CONTROL-CIRCUIT VOLTAGE OUT OF RANGE
C0021-02 BRAKE BOOSTER-GENERAL SIGNAL FAILURE
C0031-1D LEFT FRONT WHEEL SPEED SENSOR-CIRCUIT CURRENT OUT OF RANGE
C0031-2F LEFT FRONT WHEEL SPEED SENSOR-SIGNAL ERRATIC
C0031-62 LEFT FRONT WHEEL SPEED SENSOR-SIGNAL COMPARE FAILURE
C0034-1D RIGHT FRONT WHEEL SPEED SENSOR-CIRCUIT CURRENT OUT OF
RANGE
C0034-2F RIGHT FRONT WHEEL SPEED SENSOR-SIGNAL ERRATIC
C0034-62 RIGHT FRONT WHEEL SPEED SENSOR-SIGNAL COMPARE FAILURE
C0037-1D LEFT REAR WHEEL SPEED SENSOR-CIRCUIT CURRENT OUT OF RANGE
C0037-2F LEFT REAR WHEEL SPEED SENSOR-SIGNAL ERRATIC
C0037-62 LEFT REAR WHEEL SPEED SENSOR-SIGNAL COMPARE FAILURE
C003A-1D RIGHT REAR WHEEL SPEED SENSOR-CIRCUIT CURRENT OUT OF
RANGE
C003A-2F RIGHT REAR WHEEL SPEED SENSOR-SIGNAL ERRATIC
C003A-62 RIGHT REAR WHEEL SPEED SENSOR-SIGNAL COMPARE FAILURE
C0040-29 BRAKE PEDAL SWITCH-SIGNAL INVALID
C0040-2A BRAKE PEDAL SWITCH-STUCK
C0044-01 BRAKE PRESSURE SENSOR 1 - GENERAL ELECTRICAL FAILURE
C0044-1F BRAKE PRESSURE SENSOR 1 - CIRCUIT INTERMITTENT
C0044-28 BRAKE PRESSURE SENSOR 1 - SIGNAL BIAS LEVEL OUT OF RANGE /
ZERO ADJUSTMENT FAILURE
C0044-62 BRAKE PRESSURE SENSOR 1 - SIGNAL COMPARE FAILURE
C0044-64 BRAKE PRESSURE SENSOR 1 - SIGNAL PLAUSIBILITY FAILURE
C0049-7B BRAKE FLUID - LOW FLUID LEVEL
C0051-22 STEERING WHEEL POSITION SENSOR - SIGNAL AMPLITUDE >
MAXIMUM
C0051-28 STEERING WHEEL POSITION SENSOR - SIGNAL BIAS LEVEL OUT OF
RANGE / ZERO
C0051-2F STEERING WHEEL POSITION SENSOR - SIGNAL ERRATIC
C0051-49 STEERING WHEEL POSITION SENSOR - INTERNAL ELECTRONIC
FAILURE
C0051-62 STEERING WHEEL POSITION SENSOR - SIGNAL COMPARE FAILURE
C006A-28 MULTI-AXIS ACCELERATION SENSOR - SIGNAL BIAS LEVEL OUT OF

RANGE / ZERO ADJUSTMENT FAILURE
C006A-2F MULTI-AXIS ACCELERATION SENSOR - SIGNAL ERRATIC
C006A-49 MULTI-AXIS ACCELERATION SENSOR - INTERNAL ELECTRONIC
FAILURE
C006A-54 MULTI-AXIS ACCELERATION SENSOR - MISSING CALIBRATION
C006A-62 MULTI-AXIS ACCELERATION SENSOR - SIGNAL COMPARE FAILURE
C006C-9A STABILITY SYSTEM - COMPONENT OR SYSTEM OPERATING
CONDITIONS
C0078-86 TIRE DIAMETER - SIGNAL INVALID
C107B-62 WHEEL SPEED COMPARATIVE PERFORMANCE-SIGNAL COMPARE
FAILURE
C1082-02 VACUUM PRESSURE SENSOR - PERFORMANCE OR INCORRECT
OPERATION
C1082-11 VACUUM PRESSURE SENSOR - CIRCUIT SHORT TO GROUND
C1082-12 VACUUM PRESSURE SENSOR - CIRCUIT SHORT TO BATTERY
C1082-2F VACUUM PRESSURE SENSOR - SIGNAL ERRATIC
C1086-4B ABS SYSTEM CONTROL TOO LONG-OVER TEMPERATURE
C121C-00 TORQUE REQUEST SIGNAL DENIED
C1234-00 DRIVE TEST: SENSOR CLUSTER INSTALLATION
C1235-00 DRIVE TEST: TEST ACTIVE
C1238-00 DRIVE TEST: UNSUCCESSFUL
C1239-00 EMISSION ROLLS TEST ACTIVE
C123B-4B ESP SYSTEM CONTROL TOO LONG - OVER TEMPERATURE
C1246-1C VACUUM PRESSURE SENSOR SUPPLY - CIRCUIT VOLTAGE
C124F-00 ESP REQUEST DENIED FROM ACC
C1252-92 VACUUM PUMP CONTROL CIRCUIT - PERFORMANCE OR INCORRECT
OPERATION
C2100-16 BATTERY VOLTAGE LOW - CIRCUIT VOLTAGE BELOW THRESHOLD
C2101-17 BATTERY VOLTAGE HIGH - CIRCUIT VOLTAGE ABOVE THRESHOLD
C2104-13 ABS/ESC VALVE SUPPLY VOLTAGE - CIRCUIT OPEN
C2114-16 DYNAMICS SENSOR SUPPLY VOLTAGE - CIRCUIT VOLTAGE BELOW
THRESHOLD
C2114-17 DYNAMICS SENSOR SUPPLY VOLTAGE - CIRCUIT VOLTAGE ABOVE
THRESHOLD
C211B-92 IGNITION RUN/START INPUT CIRCUIT PERFORMANCE - PERFORMANCE
OR INCORRECT OPERATION
C212A-16 SYSTEM VOLTAGE LOW - CIRCUIT VOLTAGE BELOW THRESHOLD
C212A-17 SYSTEM VOLTAGE HIGH - CIRCUIT VOLTAGE ABOVE THRESHOLD
C2200-41 ANTI-LOCK BRAKE MODULE INTERNAL - GENERAL CHECKSUM
FAILURE
C2200-44 ANTI-LOCK BRAKE MODULE INTERNAL - DATA MEMORY FAILURE
C2200-45 ANTI-LOCK BRAKE MODULE INTERNAL - PROGRAM MEMORY FAILURE
C2200-46 ANTI-LOCK BRAKE MODULE INTERNAL - CALIBRATION / PARAMETER

MEMORY FAILURE
C2200-47 ANTI-LOCK BRAKE MODULE INTERNAL - WATCHDOG / SAFETY AuC
FAILURE
C2200-48 ANTI-LOCK BRAKE MODULE INTERNAL - SUPERVISION SOFTWARE
FAILURE
C2200-49 ANTI-LOCK BRAKE MODULE INTERNAL - INTERNAL ELECTRONIC
FAILURE
C2202-00 ORIGINAL VIN MISMATCH / MISSING
C2206-00 VEHICLE CONFIGURATION MISMATCH
U0002-88 CAN C BUS OFF PERFORMANCE-BUS OFF
U0100-00 LOST COMMUNICATION WITH ECM/PCM
U0101-00 LOST COMMUNICATION WITH TCM
U0102-00 LOST COMMUNICATION WITH TRANSFER CASE CONTROL MODULE /
AWD
U0104-00 LOST COMMUNICATION WITH CRUISE CONTROL MODULE (ACC)
U0125-00 LOST COMMUNICATION WITH MULTI - AXIS ACCELERATION SENSOR
MODULE
U0126-00 LOST COMMUNICATION WITH STEERING ANGLE SENSOR
U0132-00 LOST COMMUNICATION WITH SUSPENSION CONTROL MODULE
U0140-00 LOST COMMUNICATION WITH BODY CONTROL MODULE (TIPM)
U0401-00 IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM
U0402-00 IMPLAUSIBLE DATA RECEIVED FROM TCM
U0403-00 IMPLAUSIBLE DATA RECEIVED FROM T-CASE
U0422-00 IMPLAUSIBLE DATA RECEIVED FROM BODY CONTROL MODULE
U0429-00 IMPLAUSIBLE DATA RECEIVED FROM SCM
U0432-00 INVALID DATA RECEIVED FROM MULTI - AXIS ACCELERATION
SENSOR MODULE
U1003-88 ESP CAN C BUS PERFORMANCE - BUS OFF
U140E-00 IMPLAUSIBLE VEHICLE CONFIGURATION DATA RECEIVED

C0020-01-ABS PUMP MOTOR CONTROL-GENERAL ELECTRICAL FAILURE
For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .
WHEN MONITORED:
With the ignition on and no system under voltage condition present.
SET CONDITION:
OPEN CIRCUIT: The Anti-lock Brake System (ABS) Module has detected improper voltage level when the
motor is not running.
LOCKED MOTOR: The Anti-lock Brake System (ABS) Module is not seeing the proper response when motor
is running.
POSSIBLE CAUSES
Possible Causes
ANTI-LOCK BRAKE SYSTEM (ABS) MODULE
HYDRAULIC CONTROL UNIT (HCU)
NOTE: If DTC C0020-16 or C0020-1C are present, refer to the diagnostics for these
DTCs before continuing with this procedure.
DIAGNOSTIC TEST
1. ANTI-LOCK BRAKE SYSTEM (ABS)

1. Perform any Technical Service Bulletins (TSBs) that may apply.
2. Turn the ignition off to the lock position.
3. Inspect the related wiring harness. Look for any chafed, pierced, pinched, or partially broken wires.
4. Inspect the related wire harness connectors. Look for broken, bent, pushed out, or corroded
terminals.
Were any problems found?
Yes
 Repair as necessary.
 Perform the ABS VERIFICATION TEST. Refer to STANDARD PROCEDURE.
No
NOTE: For this failure it is necessary to replace both the ABS Module
and the HCU as a complete unit.
 Replace the Anti-lock Brake System (ABS) Module in accordance with the Service
Information. Refer to MODULE, ANTI-LOCK BRAKE SYSTEM , REMOVAL .
 Replace the Hydraulic Control Unit (HCU) in accordance with the Service Information.
Refer to HYDRAULIC CONTROL UNIT (HCU) , REMOVAL .
C0020-16-ABS PUMP MOTOR CONTROL-CIRCUIT VOLTAGE BELOW THRESHOLD

Fig. 1: ABS Pump Motor Control Wiring Diagram

WHEN MONITORED:
SET CONDITION:
The motor voltage supplied to the Anti-lock Brake System (ABS) Module is 50 percent of ignition voltage.
POSSIBLE CAUSES
Possible Causes
FUSE J06 (40A)
(A107) FUSED B+ CIRCUIT SHORTED TO GROUND
(A107) FUSED B+ CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. CHECK THE FUSE

1. Ignition on, engine not running.
2. Using a 12-volt test light connected to ground, check the fuse for power.
Is the fuse good?
Yes
 Go To 3.
No
Go To 2.

2. (A107) FUSED B+ CIRCUIT SHORTED TO GROUND

Fig. 2: Checking Fused B+ Circuit Shorted To Ground


2. Remove the J06 40A Fuse.
3. Disconnect the ABS Module harness connector.
4. Measure the resistance between Ground and the (A107) Fused B+ Circuit in the ABS Module
harness connector.
Is the resistance above 5.0 Ohms?

Yes
 Go To 3.
No
 Repair the (A107) Fused B+ circuit for a short to ground.

3. ABS PUMP MOTOR

1. Install the J06 40A Fuse.
3. With the scan tool, read and record the DTCs.
4. With the scan tool, actuate the ABS pump motor.
Did the Pump Motor operate correctly when actuated with out blowing the fuse?
Yes
 Go To 4.
No
Go To 5.
4. (A107) FUSED B+ CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 3: Checking Fused B+ Circuit Open Or High Resistance


3. Using a 12-volt test light connected to ground, check the (A107) Fused B+ circuit.
NOTE: The test light should be illuminated and bright. Compare the
brightness to that of a direct connection to the battery.
Is the test light illuminated and bright?

Yes
 Go To 5.
No
Repair the (A107) Fused B+ circuit for an open circuit or high resistance.


terminals.
4. Perform any Technical Service Bulletins that may apply.
Yes
No
C0020-1C-ABS PUMP MOTOR CONTROL-CIRCUIT VOLTAGE OUT OF RANGE


WHEN MONITORED:
SET CONDITION:
If the Anti-lock Brake System (ABS) Module detects that the pump motor has a poor ground or the ABS has
internal pump motor driver shorted, this DTC will be active.
POSSIBLE CAUSES
Possible Causes
(Z907) OR (Z908) GROUND CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. VERIFY THE DTC IS ACTIVE
NOTE: This DTC must be active for the results of this test to be valid.
1. Turn the ignition on.

3. With the scan tool, read and record the Environmental Data to help identify the conditions in which
the DTC was set.
4. With the scan tool, erase the DTCs.
Is the DTC active at this time?
Yes
 Go To 2.
No
 Perform the ABS-INTERMITTENT CONDITION TEST. Refer to STANDARD

PROCEDURE.
2. (Z907) or (Z908) GROUND CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 5: Checking Ground Circuit Open Or High Resistance

1. Using a 12-volt test light connected to 12-volts, check the (Z907) and (Z908) Ground circuits.
Yes
 Go To 3.
No
Repair the (Z907) or (Z908) Ground circuit(s) for an open circuit or high resistance.

3. ANTI-LOCK BRAKE SYSTEM (ABS) MODULE

terminals.
Yes
No
NOTE: For this DTC it is necessary to replace both the ABS Module and
the HCU as a complete unit.
C0021-02-BRAKE BOOSTER-GENERAL SIGNAL FAILURE
WHEN MONITORED:
With the ignition on.
SET CONDITION:
When the Vacuum Pressure Sensor indicates a failure in the Vacuum Booster. After the cold start phase (i.e. 3
min after engine is running) and if the engine is running above 600 RPM there should be at least -200 mbar (-
2.90 psi) of differential pressure in the vacuum-chamber for boosting the pedal force. If the pressure remains
below this value for more than two minutes. Timer resets if the pressure remains above 220 mbar (3.19 psi) for
10 seconds.
POSSIBLE CAUSES
Possible Causes
PINCHED, CUT OR OPEN VACUUM SUPPLY LINE
BRAKE BOOSTER
VACUUM PRESSURE SENSOR
NOTE: If DTC C1252-92 is present, perform the diagnostics for this DTC before
continuing with this diagnostic procedure.
DIAGNOSTIC TEST

3. With the scan tool, read and record Environmental Data to help identify the conditions in which the
DTC was set.
6. Press and release the brake pedal.
7. Wait five minutes or until red brake lamp illuminates.
Is the DTC Active at this time?
Yes
 Go To 2.
No
Check the vacuum supply line to brake booster for a pinched, cut, loose or cracked vacuum

hose which could cause an intermittent condition.
PROCEDURE.
2. CHECK VACUUM SUPPLY LINE
1. Turn the ignition off.
2. Check the vacuum supply line to brake booster for a pinched, cut, loose or open vacuum hose.
Yes
No
Go To 3.

3. CHECK FOR VACUUM PRESSURE SIGNAL CHANGE

2. Remove the Vacuum Pressure Sensor from the Booster.
3. Block off the vacuum feed port.
4. Connect a vacuum pump to the Vacuum Pressure Sensor.
5. Apply vacuum to the Vacuum Pressure Sensor.
6. Using the scan tool, and a pressure gauge watch for the signal change.
7. Using the scan tool, watch for signal change.
Is the signal changing and does it compare to the pressure gauge reading?
Yes
 Go To 4.
No
Replace the Vacuum Pressure Sensor in accordance with the Service Information. Refer to

BOOSTER, POWER BRAKE , REMOVAL .
4. CHECK BRAKE BOOSTER CHECK VALVE

1. Remove the Brake Booster Check Valve.
2. Apply vacuum to the booster side of the check valve.
Is the Brake Booster Check Valve holding vacuum?
Yes
 Replace the Brake Booster in accordance with the Service Information. Refer to BOOSTER,
POWER BRAKE , REMOVAL .
No
 Replace Brake Booster Check Valve in accordance with the Service Information. Refer to
C0031-1D-LEFT FRONT WHEEL SPEED SENSOR-CIRCUIT CURRENT OUT OF RANGE

Fig. 6: Wheel Speed Sensor Wiring Diagram

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.
WHEN MONITORED:
With the ignition on and no system under voltage or over voltage condition present.
SET CONDITION:
When the Left Front Wheel Speed Sensor circuit fails the diagnostic test.
POSSIBLE CAUSES
Possible Causes
CONNECTOR/TERMINAL DAMAGE
(B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
(B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
(B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT OPEN
(B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT OPEN
(B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO THE (B8) LEFT
FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT
LEFT FRONT WHEEL SPEED SENSOR
DIAGNOSTIC TEST

2. With the scan tool, erase DTCs.
3. Cycle the ignition switch from off to on.
4. With the scan tool, select View DTCs.
Yes
 Go To 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 the ABS INTERMITTENT CONDITION TEST. Refer to STANDARD
PROCEDURE.
2. CHECK CONNECTOR/TERMINAL FOR DAMAGE
NOTE: Check all terminals for broken, bent, pushed out, or corroded terminals.

2. Inspect the Wheel Speed Sensor for proper mounting.
3. Inspect the Wheel Speed Sensor harness and connector.
4. Inspect the Wheel Speed Sensor for excessive debris on the sensor.
Yes
 Repair as necessary in accordance with the Service Information.

No
Go To 3.

3. CHECK (B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT VOLTAGE
Fig. 7: Checking Front Wheel Speed Sensor Supply Circuit

1. Disconnect the Left Front Wheel Speed Sensor harness connector.

3. Measure the voltage between the (B9) Left Front Wheel Speed Sensor Supply circuit and ground.
Is the voltage above 10 volts?

Yes
 Go To 6.
No
Go To 4.
4. (B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
Fig. 8: Checking Front Wheel Speed Sensor



3. Measure the resistance between the (B9) Left Front Wheel Speed Sensor Supply circuit and
ground.
Is the resistance below 5.0 Ohms?
Yes
 Repair the (B9) Left Front Wheel Speed Sensor Supply circuit for a short to ground.
No
Go To 5.
5. (B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT OPEN
Fig. 9: Checking Left Front Wheel Speed Sensor Supply Circuit Open
1. Measure the resistance of the (B9) Left Front Wheel Speed Sensor Supply circuit between the Left
Front Wheel Speed Sensor harness connector and the ABS harness connector.
Is the resistance below 5 Ohms?
Yes
 Go To 6.
No
Repair the open (B9) Left Front Wheel Speed Sensor Supply circuit.
6. (B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 10: Checking Front Wheel Speed Sensor Signal Circuit For Short

2. Measure the voltage of the (B8) Left Front Wheel Speed Sensor Signal circuit at the Left Front
Wheel Speed Sensor harness connector.
Is there any voltage present?
Yes
 Repair the (B8) Left Front Wheel Speed Sensor Signal circuit for a short to voltage.
No
Go To 7.
7. (B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 11: Checking Front Wheel Speed Sensor For Short


2. Measure the resistance between the (B8) Left Front Wheel Speed Sensor Signal circuit and ground.
Yes
 Repair the (B8) Left Front Wheel Speed Sensor Signal circuit for a short to ground.
No
 Go To 8.
8. (B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT OPEN
Fig. 12: Checking Left Front Wheel Speed Sensor Signal Circuit Open
1. Measure the resistance of the (B8) Left Front Wheel Speed Sensor Signal circuit between the Left
Front Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 9.
No
Repair the open (B8) Left Front Wheel Speed Sensor Signal circuit.
9. (B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO THE (B8)
LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT
Fig. 13: Checking Left Front Wheel Speed Sensor Supply Circuit Shorted To The Left Front Wheel
Speed Sensor Signal Circuit

2. Measure the resistance between the (B9) Left Front Wheel Speed Sensor Supply circuit and the
(B8) Left Front Wheel Speed Sensor Signal circuit at the ABS Module harness connector.
Yes
 Repair (B9) Left Front Wheel Speed Sensor Supply circuit for a short to the (B8) Left Front
Wheel Speed Sensor Signal circuit.
No
Go To 10.

10. LEFT FRONT WHEEL SPEED SENSOR

1. Replace the Left Front Wheel Speed Sensor in accordance with the Service Information. Refer to
SENSOR, WHEEL SPEED, FRONT , REMOVAL .
2. Perform the ABS VERIFICATION TEST. Refer to STANDARD PROCEDURE.
CAUTION: Make sure brake capability is available before road testing.
3. Road test the vehicle over 40 km/h (25 mph).
NOTE: Vehicle must be driven above 40 km/h (25 mph) for set conditions to
be meet.
4. With the scan tool, read ABS DTCs.
Is the status Active for this DTC?
Yes
No
 Test complete.
C0031-2F-LEFT FRONT WHEEL SPEED SENSOR-SIGNAL ERRATIC


symbol.
WHEN MONITORED:
SET CONDITION:
When the Anti-lock Brake System (ABS) Module detects multiple drastic changes in Left Front wheel speed.
POSSIBLE CAUSES
Possible Causes
CHECK LEFT FRONT WHEEL SPEED SENSOR FOR LOOSENESS
INSPECT CIRCUITS/CONNECTOR/TERMINALS FOR DAMAGE
LEFT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
DIAGNOSTIC TEST
NOTE: If DTC C0031-1D is present, perform the diagnostics for this DTC before

2. With the scan tool, record and erase DTCs.
be met.
4. With the scan tool, read DTCs.
Yes
 Go To 3.
No
Go To 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 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), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No
Perform ABS INTERMITTENT CONDITION diagnostic procedure. Refer to STANDARD


PROCEDURE.
3. CHECK LEFT FRONT WSS FOR LOOSENESS, INSPECT
CIRCUITS/CONNECTORS/TERMINALS FOR DAMAGE

2. Inspect the ABS Module harness connector and the Left Front WSS harness connector.
3. Check the Left Front WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B8) Left Front WSS Signal and (B9) Left Front WSS Supply circuits between the Left
Front WSS and Anti-Lock Brake Module for damage.
Is the Left Front WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
 Go To 4.
4. CHECK LEFT FRONT WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Left Front Wheel Speed Sensor.
Is the Left Front Wheel Speed Sensor damaged?
Yes
 Replace the Left Front Wheel Speed Sensor in accordance with the Service Information.
Refer to SENSOR, WHEEL SPEED, FRONT , REMOVAL .
No
Go To 5.

5. CHECK LEFT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Left Front wheel bearing, hub and Encoder for excessive runout, clearance or damage.
NOTE: Refer to the appropriate service information, if necessary, for

procedures or specifications.
Is the Left Front Wheel Bearing, Hub or Encoder Damaged?
Yes
 Replace the Hub and Wheel Bearing in accordance with the Service Information. Refer to
HUB AND BEARING , REMOVAL .
No
Go To 6.


be met.
Does the DTC remain active?
Yes
 Replace the Anti-Lock Brakes Module in accordance with the Service Information. Refer to
MODULE, ANTI-LOCK BRAKE SYSTEM , REMOVAL .
No
 Test Complete.
C0031-62-LEFT FRONT WHEEL SPEED SENSOR-SIGNAL COMPARE FAILURE


symbol.
WHEN MONITORED:
With the ignition on, no system under voltage or over voltage condition present, no open or shorted wheel speed
sensor DTCs set, vehicle not under high acceleration, and vehicle speed greater than 0.
SET CONDITION:
This DTC will be set if the wheel speed signal is 0 km/h (0 mph) or very low when compared to the other wheel
speed signals.
POSSIBLE CAUSES
Possible Causes
IMPROPER LEFT FRONT TIRE PRESSURE/MISMATCHED TIRES
CHECK LEFT FRONT WHEEL SPEED SENSOR FOR LOOSENESS
LEFT FRONT HUB AND WHEEL BEARING
DIAGNOSTIC TEST

be met.

Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Left Front WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


PROCEDURE.
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
 Repair as necessary
No
 Go To 4.
4. CHECK LEFT FRONT WSS FOR LOOSENESS, INSPECT


2. Inspect the ABS Module harness connector and the Left Front WSS harness connector.
3. Check the Left Front WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B8) Left Front WSS Signal and (B9) Left Front WSS Supply circuits between the Left
Front WSS and Anti-Lock Brake Module for damage.
Is the Left Front WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go To 5.

5. CHECK LEFT FRONT WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Left Front Wheel Speed Sensor.
Is the Left Front Wheel Speed Sensor damaged?
Yes
 Replace the Left Front Wheel Speed Sensor in accordance with the Service Information.
No
Go To 6.

6. CHECK LEFT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Left Front wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Left Front Wheel Bearing, Hub or Encoder Damaged?
Yes
No
Go To 7.


be met.
Yes
No
 Test Complete.
C0034-1D-RIGHT FRONT WHEEL SPEED SENSOR-CIRCUIT CURRENT OUT OF RANGE


symbol.
WHEN MONITORED:
SET CONDITION:
When the Right Front Wheel Speed Sensor circuit fails the diagnostic test.
POSSIBLE CAUSES
Possible Causes
(B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
(B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
(B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT OPEN
(B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT OPEN
(B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO THE (B6) RIGHT
FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT
RIGHT FRONT WHEEL SPEED SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No
 The condition that caused the symptom is currently not present. Inspect the related wiring for
wires.
Perform the ABS-INTERMITTENT CONDITION TEST. Refer to STANDARD


PROCEDURE.

Yes

No
Go To 3.

3. CHECK (B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT VOLTAGE
Fig. 17: Checking Front Wheel Speed Sensor Supply Circuit

1. Disconnect the Right Front Wheel Speed Sensor harness connector.

3. Measure the voltage between the (B7) Right Front Wheel Speed Sensor Supply circuit and ground.
Yes
 Go To 6.
No
Go To 4.
4. (B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
Fig. 18: Checking Front Wheel Speed Sensor Supply Circuit For A Short

3. Measure the resistance between the (B7) Right Front Wheel Speed Sensor Supply circuit and
ground.
Yes
 Repair the (B7) Right Front Wheel Speed Sensor Supply circuit for a short to ground.
No
Go To 5.
5. (B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT OPEN
Fig. 19: Checking Right Front Wheel Speed Sensor Supply Circuit Open
1. Measure the resistance of the (B7) Right Front Wheel Speed Sensor Supply circuit between the
Right Front Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 6.
No
Repair the open (B7) Right Front Wheel Speed Sensor Supply circuit.
6. (B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 20: Checking Front Wheel Speed Sensor Signal Circuit


2. Measure the voltage of the (B6) Right Front Wheel Speed Sensor Signal circuit at the Right Front
Yes
 Repair the (B6) Right Front Wheel Speed Sensor Signal circuit for a short to voltage.
No
Go To 7.

7. (B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 21: Checking Front Wheel Speed Sensor Signal Circuit


2. Measure the resistance between the (B6) Right Front Wheel Speed Sensor Signal circuit and
ground.
Yes
 Repair the (B6) Right Front Wheel Speed Sensor Signal circuit for a short to ground.
No
Go To 8.

8. (B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT OPEN

Fig. 22: Checking Right Front Wheel Speed Sensor Signal Circuit Open
1. Measure the resistance of the (B6) Right Front Wheel Speed Sensor Signal circuit between the
Right Front Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 9.
No
Repair the open (B6) Right Front Wheel Speed Sensor Signal circuit.
9. (B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO THE (B6)
RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT
Fig. 23: Checking Right Front Wheel Speed Sensor Supply Circuit Shorted To The Right Front
Wheel Speed Sensor Signal Circuit

2. Measure the resistance between the (B7) Right Front Wheel Speed Sensor Supply circuit and the
(B6) Right Front Wheel Speed Sensor Signal circuit at the ABS Module harness connector.
Yes
 Repair (B7) Right Front Wheel Speed Sensor Supply circuit for a short to the (B6) Right
Front Wheel Speed Sensor Signal circuit.
No
Go To 10.

10. RIGHT FRONT WHEEL SPEED SENSOR

1. Replace the Right Front Wheel Speed Sensor in accordance with the Service Information. Refer to
be meet.
Yes
No
 Test complete.
C0034-2F-RIGHT FRONT WHEEL SPEED SENSOR-SIGNAL ERRATIC


symbol.
WHEN MONITORED:
SET CONDITION:
When the Anti-lock Brake System (ABS) Module detects multiple drastic changes in Right Front wheel speed.
POSSIBLE CAUSES
Possible Causes
CHECK RIGHT FRONT WHEEL SPEED SENSOR FOR LOOSENESS
RIGHT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
DIAGNOSTIC TEST

be met.
Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Right Front WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


PROCEDURE.
3. CHECK RIGHT FRONT WSS FOR LOOSENESS, INSPECT

2. Inspect the ABS Module harness connector and the Right Front WSS harness connector.
3. Check the Right Front WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B6) Right Front WSS Signal and (B7) Right Front WSS Supply circuits between the
Right Front WSS and Anti-Lock Brake Module for damage.
Is the Right Front WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
 Go To 4.
4. CHECK RIGHT FRONT WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Right Front Wheel Speed Sensor.
Is the Right Front Wheel Speed Sensor damaged?
Yes
 Replace the Right Front Wheel Speed Sensor in accordance with the Service Information.
No
Go To 5.

5. CHECK RIGHT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Right Front wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Right Front Wheel Bearing, Hub or Encoder Damaged?
Yes
No
Go To 6.


be met.
Yes
No
 Test Complete.
C0034-62-RIGHT FRONT WHEEL SPEED SENSOR-SIGNAL COMPARE FAILURE


symbol.
WHEN MONITORED:
SET CONDITION:
speed signals.
POSSIBLE CAUSES
Possible Causes
IMPROPER RIGHT FRONT TIRE PRESSURE/MISMATCHED TIRES
CHECK RIGHT FRONT WHEEL SPEED SENSOR FOR LOOSENESS
RIGHT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
DIAGNOSTIC TEST

be met.

Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Right Front WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


PROCEDURE.
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?
Yes
No
 Go To 4.
4. CHECK RIGHT FRONT WSS FOR LOOSENESS, INSPECT


2. Inspect the ABS Module harness connector and the Right Front WSS harness connector.
3. Check the Right Front WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B6) Right Front WSS Signal and (B7) Right Front WSS Supply circuits between the
Right Front WSS and Anti-Lock Brake Module for damage.
Is the Right Front WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go To 5.

5. CHECK RIGHT FRONT WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Right Front Wheel Speed Sensor.
Is the Right Front Wheel Speed Sensor damaged?
Yes
 Replace the Right Front Wheel Speed Sensor in accordance with the Service Information.
No
Go To 6.

6. CHECK RIGHT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Right Front wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Right Front Wheel Bearing, Hub or Encoder Damaged?
Yes
No
Go To 7.


be met.
Yes
No
 Test Complete.
C0037-1D-LEFT REAR WHEEL SPEED SENSOR-CIRCUIT CURRENT OUT OF RANGE


symbol.
WHEN MONITORED:
SET CONDITION:
When the Left Rear Wheel Speed Sensor circuit fails the diagnostic test.
POSSIBLE CAUSES
Possible Causes
(B3) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(B4) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
(B3) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(B4) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
(B3) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT OPEN
(B4) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT OPEN
(B4) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO THE (B3) LEFT
REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT
LEFT REAR WHEEL SPEED SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No
wires.


PROCEDURE.

Yes

No
Go To 3.

3. CHECK (B4) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT VOLTAGE
Fig. 27: Checking Rear Wheel Speed Sensor Supply Circuit

1. Disconnect the Left Rear Wheel Speed Sensor harness connector.

3. Measure the voltage between the (B4) Left Rear Wheel Speed Sensor Supply circuit and ground.
Yes
 Go To 6.
No
Go To 4.
4. (B4) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
Fig. 28: Checking Rear Wheel Speed Sensor Signal Circuit For Short

3. Measure the resistance between the (B4) Left Rear Wheel Speed Sensor Supply circuit and ground.
Yes
 Repair the (B4) Left Rear Wheel Speed Sensor Supply circuit for a short to ground.
No
 Go To 5.
5. (B4) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT OPEN
Fig. 29: Checking Left Rear Wheel Speed Sensor Supply Circuit Open
1. Measure the resistance of the (B4) Left Rear Wheel Speed Sensor Supply circuit between the Left
Rear Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 6.
No
Repair the open (B4) Left Rear Wheel Speed Sensor Supply circuit.
6. (B3) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 30: Checking Rear Wheel Speed Sensor Supply Circuit For Short

2. Measure the voltage of the (B3) Left Rear Wheel Speed Sensor Signal circuit at the Left Rear
Yes
 Repair the (B3) Left Rear Wheel Speed Sensor Signal circuit for a short to voltage.
No
Go To 7.
7. (B3) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 31: Checking Rear Wheel Speed Sensor Supply Circuit For Short

2. Measure the resistance between the (B3) Left Rear Wheel Speed Sensor Signal circuit and ground.
Yes
 Repair the (B3) Left Rear Wheel Speed Sensor Signal circuit for a short to ground.
No
 Go To 8.
8. (B3) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT OPEN
Fig. 32: Checking Left Rear Wheel Speed Sensor Signal Circuit Open
1. Measure the resistance of the (B3) Left Rear Wheel Speed Sensor Signal circuit between the Left
Rear Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 9.
No
Repair the open (B3) Left Rear Wheel Speed Sensor Signal circuit.
9. (B4) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO THE (B3) LEFT
Fig. 33: Checking Left Rear Wheel Speed Sensor Supply Circuit Shorted To The (B3) Left Rear

2. Measure the resistance between the (B4) Left Rear Wheel Speed Sensor Supply circuit and the (B3)
Left Rear Wheel Speed Sensor Signal circuit at the ABS Module harness connector.
Yes
 Repair (B4) Left Rear Wheel Speed Sensor Supply circuit for a short to the (B3) Left Rear
No
Go To 10.

10. LEFT REAR WHEEL SPEED SENSOR

1. Replace the Left Rear Wheel Speed Sensor in accordance with the Service Information. Refer to
be meet.
Yes
No
 Test complete.
C0037-2F-LEFT REAR WHEEL SPEED SENSOR-SIGNAL ERRATIC


symbol.
WHEN MONITORED:
SET CONDITION:
When the Anti-lock Brake System (ABS) Module detects multiple drastic changes in Left Rear wheel speed.
POSSIBLE CAUSES
Possible Causes
CHECK LEFT REAR WHEEL SPEED SENSOR FOR LOOSENESS
LEFT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
DIAGNOSTIC TEST

be met.
Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Left Rear WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


PROCEDURE.
3. CHECK LEFT REAR WSS FOR LOOSENESS, INSPECT

2. Inspect the ABS Module harness connector and the Left Rear WSS harness connector.
3. Check the Left Rear WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B3) Left Rear WSS Signal and (B4) Left Rear WSS Supply circuits between the Left
Rear WSS and Anti-Lock Brake Module for damage.
Is the Left Rear WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
 Go To 4.
4. CHECK LEFT REAR WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Left Rear Wheel Speed Sensor.
Is the Left Rear Wheel Speed Sensor damaged?
Yes
 Replace the Left Rear Wheel Speed Sensor in accordance with the Service Information.
No
Go To 5.

5. CHECK LEFT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Left Rear wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Left Rear Wheel Bearing, Hub or Encoder Damaged?
Yes
No
Go To 6.


be met.
Yes
No
 Test Complete.
C0037-62-LEFT REAR WHEEL SPEED SENSOR-SIGNAL COMPARE FAILURE


symbol.
WHEN MONITORED:
SET CONDITION:
speed signals.
POSSIBLE CAUSES
Possible Causes
IMPROPER LEFT REAR TIRE PRESSURE/MISMATCHED TIRES
CHECK LEFT REAR WHEEL SPEED SENSOR FOR LOOSENESS
LEFT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
DIAGNOSTIC TEST

be met.

Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Left Rear WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


PROCEDURE.
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?
Yes
No
 Go To 4.
4. CHECK LEFT REAR WSS FOR LOOSENESS, INSPECT


2. Inspect the ABS Module harness connector and the Left Rear WSS harness connector.
3. Check the Left Rear WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B3) Left Rear WSS Signal and (B4) Left Rear WSS Supply circuits between the Left
Rear WSS and Anti-Lock Brake Module for damage.
Is the Left Rear WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go To 5.

5. CHECK LEFT REAR WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Left Rear Wheel Speed Sensor.
Is the Left Rear Wheel Speed Sensor damaged?
Yes
 Replace the Left Rear Wheel Speed Sensor in accordance with the Service Information.
No
Go To 6.

6. CHECK LEFT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Left Rear wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Left Rear Wheel Bearing, Hub or Encoder Damaged?
Yes
No
Go To 7.


be met.
Yes
No
 Test Complete.
C003A-1D-RIGHT REAR WHEEL SPEED SENSOR-CIRCUIT CURRENT OUT OF RANGE


symbol.
WHEN MONITORED:
SET CONDITION:
When the Right Rear Wheel Speed Sensor circuit fails the diagnostic test.
POSSIBLE CAUSES
Possible Causes
(B1) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(B2) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
(B1) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(B2) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
(B1) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT OPEN
(B2) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT OPEN
(B2) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO THE (B1) RIGHT
RIGHT REAR WHEEL SPEED SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No
wires.


PROCEDURE.

Yes

No
Go To 3.

3. CHECK (B2) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT VOLTAGE
Fig. 37: Rear Wheel Speed Sensor Signal Circuit

1. Disconnect the Right Rear Wheel Speed Sensor harness connector.

3. Measure the voltage between the (B2) Right Rear Wheel Speed Sensor Supply circuit and ground.
Yes
 Go To 6.
No
Go To 4.
4. (B2) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
Fig. 38: Rear Wheel Speed Sensor Signal Circuit For Short

3. Measure the resistance between the (B2) Right Rear Wheel Speed Sensor Supply circuit and
ground.

Yes
 Repair the (B2) Right Rear Wheel Speed Sensor Supply circuit for a short to ground.
No
Go To 5.
5. (B2) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT OPEN
Fig. 39: Checking Right Rear Wheel Speed Sensor Supply Circuit Open
1. Measure the resistance of the (B2) Right Rear Wheel Speed Sensor Supply circuit between the
Right Rear Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 6.
No
Repair the open (B2) Right Rear Wheel Speed Sensor Supply circuit.
6. (B1) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 40: Rear Wheel Speed Sensor Supply Circuit For Short

2. Measure the voltage of the (B1) Right Rear Wheel Speed Sensor Signal circuit at the Right Rear

Yes
 Repair the (B1) Right Rear Wheel Speed Sensor Signal circuit for a short to voltage.
No
Go To 7.

7. (B1) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 41: Rear Wheel Speed Sensor Supply Circuit For Short

2. Measure the resistance between the (B1) Right Rear Wheel Speed Sensor Signal circuit and
ground.
Yes
 Repair the (B1) Right Rear Wheel Speed Sensor Signal circuit for a short to ground.
No
Go To 8.

8. (B1) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT OPEN

Fig. 42: Checking Right Rear Wheel Speed Sensor Signal Circuit Open
1. Measure the resistance of the (B1) Right Rear Wheel Speed Sensor Signal circuit between the
Right Rear Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 9.
No
Repair the open (B1) Right Rear Wheel Speed Sensor Signal circuit.
9. (B2) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT SHORTED TO THE (B1)
RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT
Fig. 43: Checking Right Rear Wheel Speed Sensor Supply Circuit Shorted To The Right Rear

2. Measure the resistance between the (B2) Right Rear Wheel Speed Sensor Supply circuit and the
(B1) Right Rear Wheel Speed Sensor Signal circuit at the ABS Module harness connector.
Yes
 Repair (B2) Right Rear Wheel Speed Sensor Supply circuit for a short to the (B1) Right Rear
No
Go To 10.

10. RIGHT REAR WHEEL SPEED SENSOR

1. Replace the Right Rear Wheel Speed Sensor in accordance with the Service Information. Refer to
be meet.
Yes
No
 Test complete.
C003A-2F-RIGHT REAR WHEEL SPEED SENSOR-SIGNAL ERRATIC


symbol.
WHEN MONITORED:
SET CONDITION:
When the Anti-lock Brake System (ABS) Module detects multiple drastic changes in Right Rear wheel speed.
POSSIBLE CAUSES
Possible Causes
CHECK RIGHT REAR WHEEL SPEED SENSOR FOR LOOSENESS
RIGHT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
DIAGNOSTIC TEST
NOTE: If DTC C003A-1D is present, perform the diagnostics for this DTC before

be met.
Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Right Rear WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


PROCEDURE.
3. CHECK RIGHT REAR WSS FOR LOOSENESS, INSPECT

2. Inspect the ABS Module harness connector and the Right Rear WSS harness connector.
3. Check the Right Rear WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B1) Right Rear WSS Signal and (B2) Right Rear WSS Supply circuits between the
Right Rear WSS and Anti-Lock Brake Module for damage.
Is the Right Rear WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
 Go To 4.
4. CHECK RIGHT REAR WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Right Rear Wheel Speed Sensor.
Is the Right Rear Wheel Speed Sensor damaged?
Yes
 Replace the Right Rear Wheel Speed Sensor in accordance with the Service Information.
No
Go To 5.

5. CHECK RIGHT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Right Rear wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Right Rear Wheel Bearing, Hub or Encoder Damaged?
Yes
No
Go To 6.


be met.
Yes
No
 Test Complete.
C003A-62-RIGHT REAR WHEEL SPEED SENSOR-SIGNAL COMPARE FAILURE


symbol.
WHEN MONITORED:
SET CONDITION:
speed signals.
POSSIBLE CAUSES
Possible Causes
IMPROPER RIGHT REAR TIRE PRESSURE/MISMATCHED TIRES
CHECK RIGHT REAR WHEEL SPEED SENSOR FOR LOOSENESS
RIGHT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
DIAGNOSTIC TEST
NOTE: If DTC C003A-1D is present, perform the diagnostics for this DTC before

be met.

Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Right Rear WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


PROCEDURE.
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?
Yes
No
 Go To 4.
4. CHECK RIGHT REAR WSS FOR LOOSENESS, INSPECT


2. Inspect the ABS Module harness connector and the Right Rear WSS harness connector.
3. Check the Right Rear WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B1) Right Rear WSS Signal and (B2) Right Rear WSS Supply circuits between the
Right Rear WSS and Anti-Lock Brake Module for damage.
Is the Right Rear WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go To 5.

5. CHECK RIGHT REAR WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Right Rear Wheel Speed Sensor.
Is the Right Rear Wheel Speed Sensor damaged?
Yes
 Replace the Right Rear Wheel Speed Sensor in accordance with the Service Information.
No
Go To 6.

6. CHECK RIGHT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Right Rear wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Right Rear Wheel Bearing, Hub or Encoder Damaged?
Yes
No
Go To 7.


be met.
Yes
No
 Test Complete.
C0040-29-BRAKE PEDAL SWITCH-SIGNAL INVALID

Fig. 46: Brake Pedal Switch Wiring Diagram

THEORY OF OPERATION
When the PCM is sending Signal not available or is not performing the signal Parity or Toggle correctly for the
Brake Switch Status signal the ABS module sets DTC C0040-29-BRAKE PEDAL SWITCH-SIGNAL
INVALID.
WHEN MONITORED:
Ignition Switch ON.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
STOP LAMP SWITCH INSTALLATION
(B15) BRAKE SIGNAL 1 CIRCUIT SHORTED TO GROUND
(B15) BRAKE SIGNAL 1 CIRCUIT OPEN OR HIGH RESISTANCE
(B16) BRAKE SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE
(F941) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR HIGH
RESISTANCE
(Z916) GROUND CIRCUIT OPEN
STOP LAMP SWITCH
POWERTRAIN CONTROL MODULE (PCM)
DIAGNOSTIC TEST
1. CHECK POWERTRAIN CONTROL MODULE (PCM) DTCs

1. With the scan tool, read DTCs in the PCM.
Are there any PCM Stop Lamp Switch related DTCs present?
Yes
 Perform the appropriate diagnostic procedure. Refer to DIAGNOSTIC CODE INDEX -

3.0L DIESEL or DIAGNOSTIC CODE INDEX - NGC .
No
 Go To 2.
2. (B15) BRAKE SIGNAL 1 CIRCUIT
Fig. 47: Checking Brake Signal 1 Circuit


2. Disconnect the Powertrain Control Module (PCM) 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 Miller Special Tool #
(special tool #8815A, Kit, NGC, 38 Position) to perform
diagnosis.
3. Using a 12 volt test light connected to 12 volts, check the (B15) Brake Signal 1 circuit at the
appropriate terminal of special tool #(special tool #8815A, Kit, NGC, 38 Position) while pressing
and releasing the brake pedal several times.
Does the test light change from illuminated to not illuminated as the brake pedal is pressed and
released?
Yes
 Go To 3.
No
Go To 4.


diagnosis.
2. Using a 12 volt test light connected to ground, check the (B16) Brake Signal 2 circuit at the
released?
Yes
 Go To 11.
No
 Go To 7.
4. (Z916) GROUND CIRCUIT OPEN OR HIGH RESISTANCE


2. Disconnect the Stop Lamp Switch connector.
3. Using a 12 volt test light connected to 12 volts, check the (Z916) Ground circuit in the Stop Lamp
Switch harness connector.
Yes
 Go To 5.
No
Repair the (Z916) Ground circuit for an open circuit or high resistance.

 Perform the PCM Verification Test. Refer to POWERTRAIN VERIFICATION TEST -

NGC or PCM VERIFICATION TEST - 3.0L DIESEL .
5. (B15) BRAKE SWITCH NO. 1 SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 50: Checking Brake Switch No. 1 Signal Circuit Shorted To Ground

2. Disconnect the C3 PCM harness connector.
3. Measure the resistance between ground and the (B15) Brake Switch No. 1 Signal circuit in the Stop
Lamp Switch harness connector.
Yes
 Repair the short to ground in the (B15) Brake Switch No. 1 Signal circuit.
No
Go To 6.
6. (B15) BRAKE SIGNAL 1 CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 51: Checking Brake Signal 1 Circuit Open Or High Resistance

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 Miller Special Tool #(special tool #8815A,
Kit, NGC, 38 Position) to perform diagnosis.
1. Measure the resistance of the (B15) Brake Signal 1 circuit between the Stop Lamp Switch harness
connector and the appropriate terminal of special tool #(special tool #8815A, Kit, NGC, 38
Position).
Is the resistance below 5.0 ohms?
Yes
 Go To 10.
No
Repair the (B15) Brake Signal 1 circuit for an open circuit or high resistance.
7. (F941) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR HIGH
RESISTANCE
Fig. 52: Checking Fused Ignition Switch Output (Run-Start) Circuit Open Or High Resistance

4. Using a 12 volt test light connected to ground, check the (F941) Fused Ignition Switch Output
(Run-Start) circuit in the Stop Lamp Switch harness connector.

Yes
 Go To 8.
No
Repair the (F941) Fused Ignition Switch Output (Run-Start) circuit for an open circuit or

high resistance.
8. (B16) BRAKE SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE
Fig. 53: Checking Brake Signal 2 Circuit Shorted To Voltage

1. Measure the voltage of the (B16) Brake Signal 2 circuit in the Stop Lamp Switch harness
connector.
Yes
 Repair the (B16) Brake Signal 2 circuit for a short to voltage.

No
Go To 9.
9. (B16) BRAKE SWITCH NO. 2 SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 54: Checking Brake Switch No. 2 Signal Circuit Open Or High Resistance
connectors will damage the PCM terminals resulting in poor terminal
to pin connection. Install the PCM Pinout Box (special tool #8815A,
1. Measure the resistance of the (B16) Brake Switch No. 2 Signal circuit from the Stop Lamp Switch
harness connector to the appropriate terminal of PCM Pinout Box (special tool #8815A, Kit, NGC,
38 Position).
Yes
 Go To 10.
No
Repair the open in the (B16) Brake Switch No. 2 Signal circuit.


10. STOP LAMP SWITCH
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Stop
Lamp Switch 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.
4. Refer to any Technical Service Bulletins that may apply.
Yes
No
Replace the Stop Lamp Switch in accordance with the Service Information.


11. POWERTRAIN CONTROL MODULE (PCM)
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal
contact in the Switch and Powertrain Control Module connectors.
Were there any problems found?
Yes
No
 Replace and program the Powertrain Control Module in accordance with the service
information. Refer to MODULE, POWERTRAIN CONTROL , REMOVAL .
C0040-2A-BRAKE PEDAL SWITCH-STUCK

Fig. 55: Brake Pedal Switch Wiring Diagram

THEORY OF OPERATION
The brake switch rationality checks both failure modes of the brake switch. The brake switch stuck on test
checks for a high vehicle speed condition where the brake switch is continually depressed. The brake switch
stuck off test checks for brake pressure present with the brake switch saying not pressed.
WHEN MONITORED:
Ignition on.
SET CONDITION:
Brake switch is active and following conditions are true when Master Cylinder Pressure is less than 6.2 bar (90
psi) for two minutes and throttle position is greater than 20 % then vehicle Acceleration is greater than 0.4 m/s
for two seconds or 15 bar (218 psi) change in pressure for 2 seconds and brake switch signal indicates brake off.
POSSIBLE CAUSES
Possible Causes
STOP LAMP SWITCH INSTALLATION
(B15) BRAKE SIGNAL 1 CIRCUIT SHORTED TO GROUND
(B16) BRAKE SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE
(F941) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR HIGH
RESISTANCE
(Z916) GROUND CIRCUIT OPEN
STOP LAMP SWITCH
DIAGNOSTIC TEST
1. CHECK POWERTRAIN CONTROL MODULE (PCM) DTCs

Are there any PCM Stop Lamp Switch related DTCs present?
Yes

No
Go To 2.
2. STOP LAMP SWITCH OPERATION
2. Using the scan tool, monitor the brake pedal switch status while pressing the brake pedal and
releasing.
Is the Stop Lamp Switch operating correctly?
Yes
 Go To 3.
No
Go To 4.

3. BRAKE PEDAL PRESSURE

1. Using the scan tool, monitor the brake pedal pressure and the status of the brake pedal switch while
slowly pressing the brake pedal.
Was there Brake Pressure before the Brake Pedal Switch status changed?
Yes
 Check for correct Stop Lamp Switch Installation. Refer to SWITCH, STOP LAMP ,
INSTALLATION .
No
Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to


INTERMITTENT CONDITION - NGC or INTERMITTENT DTC - 3.0L DIESEL .


2. Disconnect the Powertrain Control Module (PCM) connector.
diagnosis.
3. Using a 12 volt test light connected to 12 volts, check the (B15) Brake Signal 1 circuit at the
released?
Yes
 Go To 5.
No
Go To 6.


diagnosis.
2. Using a 12 volt test light connected to ground, check the (B16) Brake Signal 2 circuit at the
released?
Yes
 Go To 13.
No
Go To 9.


3. Using a 12 volt test light connected to 12 volts, check the (Z916) Ground circuit in the Stop Lamp
Switch harness connector.
Yes
 Go To 7.
No
Repair the (Z916) Ground circuit for an open circuit or high resistance.


7. (B15) BRAKE SWITCH NO. 1 SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 59: Checking Brake Switch No. 1 Signal Circuit Shorted To Ground

2. Disconnect the C3 PCM harness connector.
3. Measure the resistance between ground and the (B15) Brake Switch No. 1 Signal circuit in the Stop
Lamp Switch harness connector.
Yes
 Repair the short to ground in the (B15) Brake Switch No. 1 Signal circuit.
No
Go To 8.
8. (B15) BRAKE SIGNAL 1 CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 60: Checking Brake Signal 1 Circuit Open Or High Resistance

connectors will damage the PCM terminals, resulting in poor terminal
to pin connection. Install Miller Special Tool #(special tool #8815A,
1. Measure the resistance of the (B15) Brake Signal 1 circuit between the Stop Lamp Switch harness
connector and the appropriate terminal of special tool #(special tool #8815A, Kit, NGC, 38
Position).
Is the resistance below 5.0 ohms?
Yes
 Go To 12.
No
Repair the (B15) Brake Signal 1 circuit for an open circuit or high resistance.
9. (F941) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR HIGH
RESISTANCE
Fig. 61: Checking Fused Ignition Switch Output (Run-Start) Circuit Open Or High Resistance

4. Using a 12 volt test light connected to ground, check the (F941) Fused Ignition Switch Output
(Run-Start) circuit in the Stop Lamp Switch harness connector.

Yes
 Go To 10.
No
Repair the (F941) Fused Ignition Switch Output (Run-Start) circuit for an open circuit or

high resistance.
10. (B16) BRAKE SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE
Fig. 62: Checking Brake Signal 2 Circuit Shorted To Voltage

1. Measure the voltage of the (B16) Brake Signal 2 circuit in the Stop Lamp Switch harness
connector.
Yes
 Repair the (B16) Brake Signal 2 circuit for a short to voltage.

No
Go To 11.
11. (B16) BRAKE SWITCH NO. 2 SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 63: Checking Brake Switch No. 2 Signal Circuit Open Or High Resistance
connectors will damage the PCM terminals resulting in poor terminal
to pin connection. Install the PCM Pinout Box (special tool #8815A,
1. Measure the resistance of the (B16) Brake Switch No. 2 Signal circuit from the Stop Lamp Switch
harness connector to the appropriate terminal of PCM Pinout Box (special tool #8815A, Kit, NGC,
38 Position).
Yes
 Go To 12.
No
Repair the open in the (B16) Brake Switch No. 2 Signal circuit.


12. STOP LAMP SWITCH
3. Look for broken, bent, pushed out or corroded terminals.
4. Refer to any Technical Service Bulletins that may apply.
Yes
No
Replace the Stop Lamp Switch in accordance with the Service Information.


13. POWERTRAIN CONTROL MODULE (PCM)
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal
contact in the Switch and Powertrain Control Module connectors.
Yes
No
 Replace and program the Powertrain Control Module in accordance with the service
information. Refer to MODULE, POWERTRAIN CONTROL , REMOVAL .
C0044-01-BRAKE PRESSURE SENSOR 1 - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake Module indicates that the Brake Pressure Sensor Signal is out of range.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

2. With the scan tool, read and record DTCs.
3. With the scan tool, read and record Freeze Fame information.

6. Press the brake pedal firmly and release.
Yes
 Go To 2.
No


PROCEDURE.
1. Replace the Anti-Lock Brake System (ABS) Module in accordance with the Service Information.
Refer to MODULE, ANTI-LOCK BRAKE SYSTEM , REMOVAL .
Yes
No
 Test complete.
C0044-1F-BRAKE PRESSURE SENSOR 1 - CIRCUIT INTERMITTENT
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Anti-lock Brake System (ABS) Module has detected an internal intermittent electrical connection.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Perform the ABS INTERMITTENT CONDITION TEST. Refer to STANDARD


PROCEDURE.

Yes
No
 Test complete.
C0044-28-BRAKE PRESSURE SENSOR 1 - SIGNAL BIAS LEVEL OUT OF RANGE / ZERO

ADJUSTMENT FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Anti-lock Brake System (ABS) Module has detected brake pressure when the brake pedal has not been
applied.
POSSIBLE CAUSES
Possible Causes
BRAKE FLUID CONTAMINATION
PINCHED OR BENT BRAKE LINES
INTEGRATED CONTROL UNIT (ICU)
NOTE: Repair all other DTC's before continuing with this diagnostic procedure.
DIAGNOSTIC TEST


Yes
 Go To 2.
No
Perform the ABS INTERMITTENT CONDITION TEST. Refer to STANDARD


PROCEDURE.
2. MECHANICAL BRAKE SYSTEM INSPECTION
2. Check the brake fluid for contaminants.
3. Visually inspect all the brake lines for bent, damaged, or pinched restrictions.
Where any problems found?
Yes
No
Go To 3.

3. BRAKE PRESSURE
2. The brake pedal released.
3. With the scan tool, under "Data Display" read the brake pressure.
Is the Brake Pressure below 10 bar (145 psi)?
Yes
 Go To 4.
No
 Go To 5.
4. BRAKE PEDAL INSPECTION

2. Check the brake pedal for damage or restrictions not allowing it to fully return.
Yes
No
Replace the Integrated Control Unit (ICU) in accordance with the Service Information. Refer

to HYDRAULIC CONTROL UNIT (HCU) , REMOVAL .
5. BRAKE PEDAL SWITCH

2. With the scan tool, under "Data Display" monitor the brake switch and the brake pressure.
3. Press the brake pedal slowly.
Did the brake pedal switch indicate pressed before their was brake pressure?
Yes
 Go To 6.
No
Adjust the Stop Lamp Switch in accordance with the Service Information. Refer to

SWITCH, STOP LAMP , ADJUSTMENTS .
6. INTEGRATED CONTROL UNIT (ICU)

1. Test drive the vehicle.
2. With the scan tool, under "Data Display" read the brake pressure.
3. Without applying the brakes moderately accelerate the vehicle three to four times.
Was the Brake Pressure above 10 bar (145 psi)?
Yes
 Replace the Integrated Control Unit (ICU) in accordance with the Service Information. Refer
No
Go To 7.


6. With the scan tool, read the DTCs.
Yes
No
 Test complete.
C0044-62-BRAKE PRESSURE SENSOR 1 - SIGNAL COMPARE FAILURE
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake Module indicates that the redundant brake pressure sensor elements do not agree.
POSSIBLE CAUSES
Possible Causes
NOTE: Repair all other DTCs first before continuing with this test.
DIAGNOSTIC TEST

1.
4. With the scan tool, read and record Freeze Frame information.
7. Depress and release the brake pedal.
Yes
 Go To 2.
No
Replace the Integrated Control Unit (ICU) in accordance with the Service Information. Refer


Yes
No
 Test complete.
C0044-64-BRAKE PRESSURE SENSOR 1 - SIGNAL PLAUSIBILITY FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Anti-lock Brake System (ABS) Module has detected a moderate deceleration without a change in brake
pressure.
POSSIBLE CAUSES
Possible Causes
BRAKE FLUID LEVEL LOW OR CONTAMINATED
AIR IN BRAKE SYSTEM
DIAGNOSTIC TEST

Yes
 Go To 2.
No

PROCEDURE.
2. MECHANICAL BRAKE SYSTEM INSPECTION
2. Check the brake fluid level.
3. Check the brake fluid for contaminants.
4. Check base brake issues.
5. Visually inspect all the brake lines for bent, damaged, or pinched restrictions.
Yes
No
 Replace the Integrated Control Unit (ICU) in accordance with the Service Information. Refer
C0049-7B-BRAKE FLUID - LOW FLUID LEVEL

Fig. 64: Brake Fluid Sensor Wiring Diagram

WHEN MONITORED:
SET CONDITION:
When the Totally Integrated Power Module (TIPM) indicates that the Brake Fluid Level Circuit is less then 0.68
volt. The TIPM has a 15 sec debounce, except at power-up when it is two seconds if the fluid was low on the
previous ignition cycle.
POSSIBLE CAUSES
Possible Causes
BRAKE FLUID LEVEL LOW
(B20) BRAKE FLUID LEVEL SWITCH SENSE CIRCUIT IS SHORTED TO VOLTAGE
(B20) BRAKE FLUID LEVEL SWITCH SENSE CIRCUIT IS SHORTED TO GROUND
(B20) BRAKE FLUID LEVEL SWITCH SENSE CIRCUIT IS OPEN
BRAKE FLUID LEVEL SWITCH INTERNAL FAILURE
TOTALLY INTEGRATED POWER MODULE (TIPM)
DIAGNOSTIC TEST
1. CHECK BRAKE FLUID LEVEL
1. Check the brake fluid level.
Was the brake fluid level low?
Yes
 Repair as needed.
No
Go To 2.

2. BRAKE FLUID LEVEL SWITCH SIGNAL VOLTAGE BELOW 0.68 OF A VOLT

2. With the scan tool, read Brake Fluid Level Switch Sense voltage in the TIPM.
Is the voltage below 0.68 of a volt?
Yes
 Go To 3.
No
Perform the ABS INTERMITTENT CONDITION diagnostic procedure. Refer to

STANDARD PROCEDURE.
3. BRAKE FLUID LEVEL SWITCH INTERNAL FAILURE
2. Disconnect the Brake Fluid Level Switch harness connector.
4. With the scan tool, read the Brake Fluid Level Switch voltage in the TIPM.
Is the voltage approximately 5 volts?
Yes
 Replace the Brake Fluid Level Switch. Refer to SWITCH, BRAKE FLUID LEVEL ,
REMOVAL .
No
Go To 4.

4. CHECK THE (B20) BRAKE FLUID LEVEL SWITCH SENSE CIRCUIT FOR A SHORT TO
VOLTAGE IN THE HARNESS
Fig. 65: Checking Brake Fluid Level Switch Sense Circuit For A Short To Voltage In The Harness

2. Disconnect the Brake Fluid Level Switch harness connector.
3. Disconnect the TIPM C7 harness connector.
5. Measure the voltage between ground and the (B20) Brake Fluid Level Switch Sense circuit.
Yes
 Repair the short to voltage in the (B20) Brake Fluid Level Switch Sense circuit.
No
Go To 5.

5. CHECK THE (B20) BRAKE FLUID LEVEL SWITCH SENSE CIRCUIT FOR A SHORT TO
GROUND
Fig. 66: Checking Brake Fluid Level Switch Sense Circuit For A Short To Ground

2. Measure the resistance of the (B20) Brake Fluid Level Switch Sense circuit in the Brake Fluid
Level Switch harness connector to ground.

Yes
 Repair the (B20) Brake Fluid Level Switch Sense circuit for a short to ground.
No
Go To 6.

6. CHECK THE (B20) BRAKE FLUID LEVEL SWITCH SENSE CIRCUIT FOR AN OPEN
Fig. 67: Checking Brake Fluid Level Switch Sense Circuit For An Open

2. Measure the resistance of the (B20) Brake Fluid Level Switch Sense circuit between the Brake
Fluid Level Switch harness connector and the TIPM C7 harness connector.
Yes
 Go To 7.
No
Repair the open in the (B20) Brake Fluid Level Switch Sense circuit.

7. CHECK THE TIPM FOR CORRECT OPERATION

Fig. 68: Checking The TIPM For Correct Operation

1. Connect a jumper wire between the (B20) Brake Fluid Level Switch Sense circuit and the (Z901)
Ground circuit in the Brake Fluid Level Switch harness connector.
3. With the scan tool, read the Brake Fluid Level Voltage.
Is the voltage below 1.0 volt?
Yes
 Replace the Brake Fluid Level Switch.

No
 Replace the TIPM in accordance with the Service Information. Refer to MODULE,
TOTALLY INTEGRATED POWER (TIPM) , REMOVAL .
 Perform the BODY VERIFICATION TEST. Refer to STANDARD PROCEDURE .
C0051-22-STEERING WHEEL POSITION SENSOR - SIGNAL AMPLITUDE > MAXIMUM
symbol.
WHEN MONITORED:
With ignition on, but not if a CAN time out failure is detected.
SET CONDITION:
If the Anti-Lock Brakes System (ABS) Module detects sensor overtravel over 720 degrees.
POSSIBLE CAUSES
Possible Causes
STEERING WHEEL ALIGNMENT
STEERING COLUMN OR INTERMEDIATE SHAFT IMPROPERLY INSTALLED OR DAMAGED
STEERING ANGLE SENSOR (SAS) LOOSE
STEERING COLUMN CONTROL MODULE (SCCM)
NOTE: Repair any Steering Column Control Module (SCCM) or Loss of

Communications DTCs first before continuing with this with this diagnostic
procedure. Refer to DIAGNOSIS AND TESTING .
DIAGNOSTIC TEST
1. Perform any Technical Service Bulletins (TSBs) that may apply

3. Using the scan tool, read and record DTCs.
4. Using the scan tool, read and record Environmental Data.
5. Using the scan tool, erase DTCs.
7. Slowly turn the steering wheel from lock to lock.
Yes
 Go To 2.
No


PROCEDURE.
2. INSPECT THE WHEEL ALIGNMENT, STEERING COLUMN AND INTERMEDIATE SHAFT
FOR INCORRECT INSTALLATION OR DAMAGE
NOTE: If available, check the vehicle repair history for collision damage.

2. Inspect the vehicle for proper wheel alignment.
3. Inspect the vehicle for damage causing tracking problems or steering wheel misalignment.
4. Inspect the steering column and intermediate shaft for damage.
Yes
No
Go To 3.

3. CHECK THE STEERING ANGLE

1. Turn steering wheel so wheels point in a straight ahead position.
2. With scan tool, read the steering angle.
Is the Steering Angle reading within ±15°?
Yes
 Go To 4.
No
Go To 5.

4. CHECK STEERING ANGLE CHANGE

2. With scan tool, graph the steering angle to see if reading never travels above 720° whiling rotating
wheel from lock to lock.
3. Rotate steering wheel to the right and the degrees will decrease and rotating steering wheel to the
left the degrees will increase.
Did the steering angle change accordingly with no irregularities and display lower than ±720° from
lock to lock?
Yes
No
Replace the Steering Column Control Module (SCCM) in accordance with the Service

Information. Refer to MODULE, STEERING COLUMN , REMOVAL .
5. CHECK THE 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 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: Proper Clockspring (SAS) installation is crucial for proper operation.

2. Verify that the Clockspring (SAS) is properly installed. Refer to CLOCKSPRING , STANDARD
PROCEDURE .
Is the Clockspring (SAS) properly installed?
Yes
 Replace the Steering Column Control Module (SCCM) in accordance with the Service
No
C0051-28-STEERING WHEEL POSITION SENSOR - SIGNAL BIAS LEVEL OUT OF RANGE /

ZERO
symbol.
WHEN MONITORED:
Driving straight with speeds above 15 km/h (9 mph).
SET CONDITION:
If the Anti-Lock Brakes System (ABS) Module detects that the sensor signal is showing to great of a value
while driving straight.
POSSIBLE CAUSES
Possible Causes
NOTE: If DTC C0051-22 is present, perform the diagnostics for this DTC before
DIAGNOSTIC TEST

5. Using the scan tool, erase DTCs.
6. Test drive the vehicle straight with speeds above 15 km/h (9 mph).
7. Stop the vehicle.
8. Slowly turn the steering wheel from lock to lock.
9. Using the scan tool, read DTCs.
Yes
 Go To 2.
No


PROCEDURE.

Yes
No
Go To 3.


1. Test drive the vehicle straight with speeds above 15 km/h (9 mph).
2. With scan tool, read the steering angle.
Yes
No
Go To 4.

4. CHECK THE CLOCKSPRING (SAS)


2. Verify that the Clockspring (SAS) is properly installed.
Yes
No
C0051-2F-STEERING WHEEL POSITION SENSOR - SIGNAL ERRATIC
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake (ABS) Module detects too rapid of a change in the Steering Angle Sensor (SAS).
POSSIBLE CAUSES
Possible Causes
STEERING ANGLE SENSOR (SAS) LOOSE OR WIRING HARNESS DAMAGE
NOTE: Repair any Steering Angle Sensor (SAS) DTCs first before continuing with this
with this diagnostic procedure. Refer to DIAGNOSIS AND TESTING .
DIAGNOSTIC TEST
NOTE: This DTC must be active for the results of this test to be valid. Repair all
other Steering Angle Sensor codes before proceeding.

6. With scan tool, graph the steering angle while slowly rotating steering wheel from lock to lock.
Is the graph displaying erratic signal behavior or is the DTC active at this time?
Yes
 Replace the Steering Column Control Module (SCCM) in accordance with service
information. Refer to MODULE, STEERING COLUMN , REMOVAL .
No
Go To 2.
2. CHECK THE TERMINALS/CONNECTORS/WIRING HARNESS FOR DAMAGE

NOTE: Proper Steering Angle Sensor (SAS) installation is crucial for proper
operation.
1. Inspect the Steering Angle Sensor (SAS).

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
C0051-49-STEERING WHEEL POSITION SENSOR - INTERNAL ELECTRONIC FAILURE

WHEN MONITORED:
When vehicle speed is above 15 k/mh (9 mph) and the Yaw rate, lateral acceleration, steering angle and vehicle-
speed are all valid.
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module detects that the Steering angle Sensor (SAS) has sent an
internal failure status.
POSSIBLE CAUSES
Possible Causes
WIRING HARNESS, TERMINAL, CONNECTOR DAMAGE
DIAGNOSTIC TEST
1. STEERING WHEEL POSITION SENSOR-INTERNAL ELECTRONIC FAILURE

2. The ABS Module is reporting internal errors from the SAS.
NOTE: Before continuing, check the Steering Angle Sensor harness

connector terminals for corrosion, damage, or terminal push out.
Repair as necessary.
3. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention to
all Power and Ground circuits.
Yes
No

C0051-62-STEERING WHEEL POSITION SENSOR - SIGNAL COMPARE FAILURE
WHEN MONITORED:
When vehicle speed is above 15 KPH and the Yaw rate, lateral acceleration, steering angle and vehicle-speed
are all valid.
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module detects that the Electronic Stability Control (ESC) calculated
Steering Angle does not match the sensor signal from the Steering Column Control Module (SCCM).
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
No
Go To 2.


2. With scan tool, graph the steering angle while slowly rotating steering wheel from lock to lock.
Yes
 Go To 3.
No
Replace the Steering Column Control Module (SCCM) in accordance with the Service

3. CHECK STEERING ANGLE CHANGE
2. With scan tool, graph the steering angle to see while rotating wheel from lock to lock.
NOTE: Sensor damage can occur if wheel is turned over 720°.
3. Rotate steering wheel to the right and the degrees will decrease and rotating steering wheel to the
left the degrees will increase.
Did the steering angle change accordingly and display lower then 720° from lock to lock with no
erratic signal behavior?
Yes
No
Go To 4.

4. CHECK THE CLOCKSPRING (SAS) INSTALLATION



2. Verify that the Clockspring (SAS) is properly installed. Refer to CLOCKSPRING , STANDARD
PROCEDURE .
Yes
No
C006A-28-MULTI-AXIS ACCELERATION SENSOR - SIGNAL BIAS LEVEL OUT OF RANGE /

ZERO ADJUSTMENT FAILURE
Fig. 69: Multi-Axis Acceleration Sensor Wiring Diagram

symbol.
WHEN MONITORED:
Ignition on.
SET CONDITION:
When the ABS Module detects that one of the Dynamic Sensors offset levels are above reasonable levels.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR INSTALLATION
DYNAMICS SENSOR
NOTE: If DTC C006A-49-MULTI- AXIS ACCELERATION SENSOR - INTERNAL

ELECTRONIC FAILURE is present, follow the diagnostic procedure for that DTC
first before continuing with this test.
DIAGNOSTIC TEST
1. 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
Go To 2.


2. Replace the Dynamic Sensor in accordance with the Service Information. Refer to SENSOR,
DYNAMICS , REMOVAL .
4. Test drive the vehicle on mainly straight road conditions at a velocity between 15 and 35 km/h (9
and 22 mph).
Yes
 Replace the Anti-Lock Brake System (ABS) Module in accordance with the Service
No
 Test complete.
C006A-2F-MULTI-AXIS ACCELERATION SENSOR - SIGNAL ERRATIC


symbol.
WHEN MONITORED:
Ignition on.
SET CONDITION:
When the ABS Module detects a large quick change in one of the three sensors signal in the Dynamic Sensor.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR
NOTE: If DTC C006A-49-MULTI- AXIS ACCELERATION SENSOR - INTERNAL

ELECTRONIC FAILURE is present, follow the diagnostic procedure for that DTC
first before continuing with this test.
DIAGNOSTIC TEST
proper operation.

Yes
No
Go To 2.


4. Test drive the vehicle by turning the vehicle left or right in a curving manner at a velocity between
15 and 35 km/h (9 and 22 mph).
Yes
No
 Test complete.
C006A-49-MULTI-AXIS ACCELERATION SENSOR - INTERNAL ELECTRONIC FAILURE


symbol.
WHEN MONITORED:
Ignition on.
SET CONDITION:
Dynamic Sensor has indicated that it has detected an internal failure.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR
DIAGNOSTIC TEST
1. VERIFY DTC IS ACTIVE

3. With the scan tool, read and record the ABS DTCs.
4. With the scan tool, read and record Environmental Data (EV Data).
5. With the scan tool, erase ABS DTCs.
WARNING: To avoid possible serious or fatal injury, check brake capability

is available before road testing.
7. Park the vehicle on level ground.
8. With the scan tool, read the ABS DTCs.
Yes
 Go To 2.
No


PROCEDURE.
Yes
No
 Test complete, the condition or conditions that originally set this DTC are not present at this
time.
C006A-54-MULTI-AXIS ACCELERATION SENSOR - MISSING CALIBRATION


symbol.
WHEN MONITORED:
Ignition on.
SET CONDITION:
When the ABS Module detects that a new Dynamic Sensor has been placed on the vehicle, but it has not been
calibrated.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR NOT CALIBRATED
DYNAMICS SENSOR
DIAGNOSTIC TEST
1. PERFORM ECU INITIALIZATION


3. Perform the ECU initialization with drive test and perform and the ABS VERIFICATION TEST.
Refer to STANDARD PROCEDURE.
NOTE: The ECU Initialization process must include driving the vehicle into a
90° turn.
4. Park the vehicle.
Was the ECU initialization successful?

Yes
 Go To 2.
No
Perform the ECU Initialization routine again, if still unsuccessful.


 Go To 3.
2. VERIFY IF DTC IS STILL ACTIVE


3. Test drive the vehicle by turning the vehicle left and right in a curving manner at a velocity
between 15 and 35 km/h (9 and 22 mph).
Is this DTC still active?
Yes
 Go To 3.
No
Test complete.


Yes

No
 Test complete.
C006A-62-MULTI-AXIS ACCELERATION SENSOR - SIGNAL COMPARE FAILURE
WHEN MONITORED:
When ignition is on and vehicle speed is above 15 km/h (9 mph).
SET CONDITION:
When the ABS Module detects that one of the three Dynamic Sensor signals does not agree with the calculated
value.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR
DIAGNOSTIC TEST

1. Turn the ignition on, engine not running.

Is this DTC active?
Yes
 Go To 2.
No


PROCEDURE.
Is the DTC status still Active?
Yes
No
 Test complete.
C006C-9A-STABILITY SYSTEM - COMPONENT OR SYSTEM OPERATING CONDITIONS
symbol.
WHEN MONITORED:
Ignition on, the first two minutes of driving above 40 km/h (25 mph).
SET CONDITION:
If Anti-lock Brake System (ABS) Module did not see the correct conditions to ensure proper system operation
in the first two minutes of driving.
POSSIBLE CAUSES
Possible Causes
NOTE: If any other DTCs are present, repair them first before continuing with this
diagnostic procedure.
DIAGNOSTIC TEST
1. INITIALIZE ANTI-LOCK BRAKES SYSTEM (ABS) MODULE

1. Initialize the ABS Module, Perform the ABS VERIFICATION TEST. Refer to STANDARD
PROCEDURE.
Is the DTC status still Active?
Yes
No
NOTE: This DTC may have been caused due to road conditions at start
of drive.
time.
C0078-86-TIRE DIAMETER - SIGNAL INVALID
WHEN MONITORED:
SET CONDITION:
The DTC will set if the stored tire size is out of range or has changed from the previous initialization.
POSSIBLE CAUSES
Possible Causes
INCORRECT TIRE SIZE PROGRAMMED INTO TOTALLY INTEGRATED POWER MODULE
(TIPM)
DIAGNOSTIC TEST
1. INCORRECT TIRES PROGRAMMED INTO TIPM
TIRE SIZE BODY ENGINE SALES TIRE

STYLE SIZE CODE CIRCUMFERENCE
P245/70R 17 BSW ALL
WK ALL TY8 2434
SEASON
P245/70R 17 OWL ALL
WK ALL TUW 2434
SEASON
P265/60R 18 BSW ALL
WK ALL TP5 2435
SEASON
P265/60R 18 OWL ALL
WK ALL TP6 2435
SEASON
P265/50R 20 BSW ALL
WK ALL TV9 2429
SEASON
P265/60R 18 BSW ALL
WK ALL TVM 2435
SEASON
P265/50R 20 BSW ALL
WK ALL TVE 2429
SEASON
1. Inspect all four tires on the vehicle and note the size of each tire.
NOTE: A non-production size tire cannot be programmed into the TIPM. The
production Powertrain, with the production size tires, is the only
emissions certified configuration that is available for reprogramming.
2. Verify the correct Tire/wheel information is programmed in the TIPM.
Is the correct value programmed in the TIPM according to the chart?
Yes
 Go To 2.
No
 Program the correct Tire/Wheel information in the TIPM.

2. PERFORM ABS MODULE INITIALIZATION


3. Perform the ABS Module initialization, Perform the ABS VERIFICATION TEST. Refer to
STANDARD PROCEDURE.
NOTE: The ABS Module Initialization process must include driving the
vehicle into a 90° turn.

Yes
 Perform the ABS Module Initialization routine again, if still unsuccessful.

No
 Test complete.
C107B-62-WHEEL SPEED COMPARATIVE PERFORMANCE-SIGNAL COMPARE FAILURE


WHEN MONITORED:
With the ignition on and vehicle speed above 15 km/h (9 mph) driving straight with no braking.
SET CONDITION:
This DTC will set when one or more wheel speed sensor speeds constantly shows a speed that is 25% lower
then any of the other wheel speed sensor speeds.
POSSIBLE CAUSES
Possible Causes
IMPROPER LEFT FRONT TIRE PRESSURE/MISMATCHED TIRES
WHEEL SPEED SENSOR (WSS)
HUB AND WHEEL BEARING DAMAGED OR INSTALLED INCORRECTLY
NOTE: Repair all other wheel speed sensor DTCs first before continuing with this
DIAGNOSTIC TEST
NOTE: Inspect the tires for improper air pressure and or mismatched tires before
continuing, repair as necessary.


Is the DTC active?
Yes
 Go To 2.
No


PROCEDURE.
2. With the scan tool, monitor and graph ALL the Wheel Speed Sensors speeds and compare.
Is one or more of the WSS speeds showing 0 km/h (0 mph) or not matching the other WSS speeds?
Yes
 Go To 3.
No


PROCEDURE.
3. INSPECT WHEEL SPEED SENSOR FOR DAMAGE

2. Inspect each WSS for looseness and or not properly fastened.
Are any WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go To 4.

4. CHECK EACH HUB AND WHEEL BEARING FOR DAMAGE

2. Inspect each Hub and Wheel Bearing for damage, corrosion, cracks, looseness, or improper
installation.
Are any of the Hub and or Wheel Bearings damaged?
Yes
HUB AND BEARING , REMOVAL . Refer to HUB AND BEARING , REMOVAL .
No
Go To 5.


1. Replace the Wheel Speed Sensor in accordance with the Service Information. Refer to SENSOR,
WHEEL SPEED, FRONT , REMOVAL .
3. With the scan tool, monitor and graph ALL the Wheel Speed Sensors speeds and compare.
Does this DTC remain active?
Yes
No
 Test complete.
C1082-02-VACUUM PRESSURE SENSOR - PERFORMANCE OR INCORRECT OPERATION

Fig. 74: Vacuum Pressure Sensor Wiring Diagram

WHEN MONITORED:
With the ignition on and engine running for 5 minutes.
SET CONDITION:
When the Anti-Lock Brake Module detects that the vacuum sensor signal does not make sense based on other
vehicle conditions. No signal change, signal rapid change, unexpected change.
POSSIBLE CAUSES
Possible Causes
PINCHED, CUT OR OPEN VACUUM SUPPLY LINE
POWERTRAIN CONTROL MODULE (PCM) DTCS
BRAKE VACUUM BOOSTER
ELECTRIC VACUUM PUMP (3.6L)
DIAGNOSTIC TEST
1. CHECK IF PCM DTCS ARE PRESENT

1. With the scan tool, read the PCM DTCs.
Are there any PCM DTCs present?
Yes
 Perform the appropriate diagnostic procedures. Refer to DIAGNOSTIC CODE INDEX -

No
Go To 2.

2. CHECK FOR PINCHED VACUUM SUPPLY LINE

2. Check the vacuum supply line to brake booster for a pinched, cut or open hose.
Yes
No
Go To 3.

3. VACUUM PRESSURE SIGNAL

2. With the scan tool, view and record the vacuum pressure signal with foot off the brake pedal.
3. With the scan tool, view the vacuum pressure signal while pressing the brake pedal several times.
4. Record the highest value.
Without the brake pedal applied, was the vacuum pressure signal -400 mbar (-5.8 psi)
Yes
 Go To 4.
No
Replace the Power Brake Booster in accordance with the Service Information. Refer to

4. CHECK FOR VACUUM PRESSURE SIGNAL CHANGE

2. Remove the Vacuum Pressure Sensor from the Booster.
3. Connect a vacuum pump to the Vacuum Pressure Sensor.
4. Apply vacuum to the Vacuum Pressure Sensor and watch for signal change.
Is the voltage signal changing on the scan tool as vacuum is being applied?
Yes
 Go To 5.
No

5. CHECK BRAKE BOOSTER CHECK VALVE

1. Remove the Brake Booster Check Valve.
2. Apply vacuum to the booster side of the check valve.
Is the Brake Booster Check Valve holding vacuum?
Yes
 Go To 6.
No

6. CHECK BRAKE BOOSTER

1. Reinstall the Brake Booster Check Valve.
2. Apply vacuum to the Brake Booster.
Is the Brake Booster holding vacuum?
Yes
 Go To 7.
No
Replace the Power Brake Booster in accordance with the Service Information. Refer to
7. (3.6L) ENGINE WITH ELECTRIC VACUUM PUMP

1. Verify vehicle is equipped with a 3.6L engine and an electric vacuum pump.
Is the vehicle is equipped with a 3.6L engine and an electric vacuum pump?
Yes
 Go To 8.
No
Go To 9.

8. ELECTRIC VACUUM PUMP (3.6L)

2. With the scan tool, under "Miscellaneous Functions" activate the Electronic Vacuum Pump.
Did the Electric Vacuum Pump run?
Yes
 Go To 9.
No

PUMP, ELECTRIC VACUUM , REMOVAL .

terminals.
Yes
No
C1082-11-VACUUM PRESSURE SENSOR - CIRCUIT SHORT TO GROUND


WHEN MONITORED:
Continuous
SET CONDITION:
The Vacuum Sensor Signal indicates that the voltage level is below 0.25 volts for more than 50msec.
POSSIBLE CAUSES
Possible Causes
(B31) VACUUM PRESSURE SENSOR SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(B32) VACUUM PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(B32) VACUUM PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST

3. With the scan tool, record and erase the DTCs.
Yes
 Go To 2.
No
The condition that caused the symptom is currently not present. Inspect the related wiring for

wires.
PROCEDURE.
2. (B32) VACUUM PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
Fig. 76: Checking Vacuum Pressure Sensor Signal Circuit For Short To Ground
1. Turn ignition off to the lock position.

3. Measure the resistance between ground and the (B32) Vacuum Pressure Sensor Signal circuit at the
Vacuum Pressure Sensor harness connector.
Yes
 Repair the (B32) Vacuum Pressure Sensor Signal circuit for a short to ground.
 Perform ABS VERIFICATION TEST. Refer to STANDARD PROCEDURE.
No
Go To 3.
3. (B32) VACUUM PRESSURE SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
Fig. 77: Checking Vacuum Pressure Sensor Signal Circuit Open Or High Resistance

3. Measure the resistance of the (B32) Vacuum Pressure Sensor Signal circuit between the Vacuum
Pressure Sensor harness connector and the ABS Module harness connector.
Yes
 Go To 4.
No
Repair the (B32) Vacuum Pressure Sensor Signal circuit for an open or high resistance.

4. (B31) VACUUM PRESSURE SENSOR SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 78: Checking Vacuum Pressure Sensor Supply Circuit Open Or High Resistance


3. Measure the resistance of the (B31) Vacuum Pressure Sensor Supply circuit between the Vacuum
Yes
 Go To 5.
No
Repair the (B31) Vacuum Pressure Sensor Supply circuit for an open or high resistance.


2. Replace the Vacuum Pressure Sensor.
Is the DTC still active?
Yes
No
 Test complete.
C1082-12-VACUUM PRESSURE SENSOR - CIRCUIT SHORT TO BATTERY


symbol.
WHEN MONITORED:
Continuous
SET CONDITION:
The Vacuum Sensor Signal indicates that the voltage level is above 4.7 volts for more than 50msec.
POSSIBLE CAUSES
Possible Causes
(B32) VACUUM PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(B33) VACUUM PRESSURE SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST

Yes
 Go To 2.
No
wires.


PROCEDURE.
2. (B32) VACUUM PRESSURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
Fig. 80: Checking Vacuum Pressure Sensor Signal Circuit For Short To Voltage

3. Disconnect the Vacuum Pressure Sensor harness connector.
5. Measure the voltage between ground and the (B32) Vacuum Pressure Sensor Signal circuit at the
Vacuum Pressure Sensor harness connector.
Yes
 Repair the (B32) Vacuum Pressure Sensor Signal circuit for a short to ground.
No
Go To 3.

3. (B33) VACUUM PRESSURE SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 81: Checking Vacuum Pressure Sensor Return Circuit Open Or High Resistance

2. Measure the resistance of the (B33) Vacuum Pressure Sensor Return circuit between the Vacuum
Yes
 Go To 4.
No
Repair the (B33) Vacuum Pressure Sensor Return circuit for an open or high resistance.


Yes
No
 Test complete.
C1082-2F-VACUUM PRESSURE SENSOR - SIGNAL ERRATIC


WHEN MONITORED:
Ignition On, Continuous
SET CONDITION:
The erratic vacuum pressure sensor fault is set when the ABS module detects multiple quick voltage transitions
to faulted levels.
POSSIBLE CAUSES
Possible Causes
POWER BRAKE BOOSTER
DIAGNOSTIC TEST

Yes
 Go To 2.
No
wires.
PROCEDURE.
2. INSPECT RELATED WIRING HARNESS, TERMINALS, AND CONNECTORS
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. Inspect and clean all ABS, engine, and chassis grounds that are related to the most current DTC.
Yes
No
Go To 3.


Yes
No
time.
C1086-4B-ABS SYSTEM CONTROL TOO LONG-OVER TEMPERATURE
WHEN MONITORED:
SET CONDITION:
When the Anti-lock Brake System (ABS) Module calculated thermal model has determined that there has been
excessive system activation.
POSSIBLE CAUSES
Possible Causes
ABS, TCS, ESP CONTROL TOO LONG OR TO FREQUENT
DIAGNOSTIC TEST
NOTE: Check with customer on driving terrain (e.g. mud, snow, ice) for set
condition.
1. Perform any related Technical Service Bulletins (TSBs) for this DTC.
2. Visually inspect the ABS Module wiring.
3. Visually inspect the braking system.
Yes
No

PROCEDURE.
C121C-00-TORQUE REQUEST SIGNAL DENIED
WHEN MONITORED:
With the ignition on, engine running.

SET CONDITION:
When the Powertrain Control Module (PCM) has informed the Anti-lock Brake System (ABS) Module that it
can no longer allow the engine torque reduction requests.
POSSIBLE CAUSES
Possible Causes
EXCESSIVE LOAD ON ENGINE
NOTE: If any PCM DTCs are present, Perform the appropriate diagnostic procedure.
Refer to DIAGNOSTIC CODE INDEX - 3.0L DIESEL or DIAGNOSTIC CODE INDEX
- NGC .
DIAGNOSTIC TEST
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.

6. Start the engine and raise the engine RPM to 2500.
Is this DTC active?
Yes
 Go To 2.
No


PROCEDURE.
2. CHECK ENGINE IDLE
1. Allow the engine to idle.
Does the engine run rough at idle?

Yes
 Replace the Powertrain Control Module (PCM) in accordance with the Service Information.
Refer to MODULE, POWERTRAIN CONTROL , REMOVAL .
No
C1234-00-DRIVE TEST: SENSOR CLUSTER INSTALLATION
symbol.
WHEN MONITORED:
During the Drive Test.
SET CONDITION:
If the Anti-Lock Brake System (ABS) Module detects implausible Dynamics Sensor data during an ABS
verification drive test.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR
DIAGNOSTIC TEST
1. CHECK FOR A DTC C1234-00-DRIVE TEST: SENSOR CLUSTER INSTALLATION

4. Perform the ECU initialization with drive test. Perform the ABS VERIFICATION TEST. Refer to
STANDARD PROCEDURE.
Does the scan tool display: C1234-00-DRIVE TEST: SENSOR CLUSTER INSTALLATION?
Yes
 Go To 2.
No
Test complete, the condition or conditions that originally set this DTC are not present at this

time.
proper operation.

Yes
No
Go To 3.

3. REPLACE DYNAMICS SENSOR AND VERIFY IF DTC IS STILL ACTIVE

1. Replace the Dynamics Sensor in accordance with the Service Information. Perform the ABS
VERIFICATION TEST. Refer to STANDARD PROCEDURE.
WARNING: Make sure brake capability is available before road testing.

Does this DTC reset?
Yes
No
 Test complete.
C1235-00-DRIVE TEST: TEST ACTIVE
WHEN MONITORED:
With ignition on.
SET CONDITION:
Drive test has been activated, but either it has not been run or conditions to run the test were not met.
POSSIBLE CAUSES
Possible Causes
DRIVE TEST ACTIVATED BUT NOT RUN
NOTE: If any SCCM DTCs are present, Perform the appropriate diagnostic procedure.
Refer to DIAGNOSIS AND TESTING .
DIAGNOSTIC TEST

4. Perform ABS initialization with drive test. Perform the ABS VERIFICATION TEST. Refer to
STANDARD PROCEDURE.
NOTE: Drive test must be performed correctly for ABS to initialize.

Yes
 Go To 2.
No

time.
2. STEERING COLUMN CONTROL MODULE (SCCM)
1. With scan tool, under "Data Display" in the SCCM monitor the Steering Angle.
2. Slowly rotate the steering wheel from lock to lock.
Did the signal change properly?
Yes
No
C1238-00-DRIVE TEST: UNSUCCESSFUL
WHEN MONITORED:
During the Drive Test.
SET CONDITION:
If the Anti-Lock Brakes System (ABS) Module detects a fault with the Steering Angle Sensor, the Pressure
Sensor, or the Dynamics Sensor.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
 Test complete.
C1239-00-EMISSION ROLLS TEST ACTIVE
symbol.
WHEN MONITORED:
Continuously with the ignition on and the Totally Integrated Power Module (TIPM) has the Emissions Test
Mode bit set.
SET CONDITION:
If the Anti-lock Brake System (ABS) Module receives two messages in a row indicating that the Totally
Integrated Power Module (TIPM) has been requested to activate the Emission Rolls Test.
POSSIBLE CAUSES
Possible Causes
EMISSION ROLLS TEST ENABLED
DIAGNOSTIC TEST

2. With the scan tool record and erase the DTCs.
5. Using the scan tool, read the DTCs.
Is this DTC active?
Yes
 Go To 2.
No


PROCEDURE.
2. EMISSION ROLLS TEST ENABLED
2. Using the scan tool, under "Miscellaneous Functions" DISABLE the Emission Rolls Test in the
TIPM.
4. Turn the ignition off and wait ten seconds.
6. Using the scan tool, the read DTCs in ABS.

Yes
 Go To 3.
No

time.
4. Using the scan tool, read DTCs in the ABS.
Is the DTC still remain active?
Yes
 Replace the Totally Integrated Power Module (TIPM) in accordance with the Service
Information. Refer to MODULE, TOTALLY INTEGRATED POWER (TIPM) ,
REMOVAL .
No
 Test complete.
C123B-4B-ESP SYSTEM CONTROL TOO LONG - OVER TEMPERATURE
symbol.
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module indicates excessive valve control.
POSSIBLE CAUSES
Possible Causes
ABS, TCS, ESP CONTROL TOO LONG OR TO FREQUENT
DIAGNOSTIC TEST
NOTE: Check with customer on driving terrain (e.g. mud, snow, ice) for set
condition.
1. Perform any related Technical Service Bulletins (TSBs) for this DTC.
2. Visually inspect the ABS Module wiring.
3. Visually inspect the braking system.
Yes
No

PROCEDURE.
C1246-1C-VACUUM PRESSURE SENSOR SUPPLY - CIRCUIT VOLTAGE


WHEN MONITORED:
Continuous
SET CONDITION:
The Vacuum Sensor five volt supply voltage feedback indicates that the voltage level is less than 4.75 volts or
greater than 5.25 volts for more than 50msec.
POSSIBLE CAUSES
Possible Causes
(B31) VACUUM PRESSURE SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
(B31) VACUUM PRESSURE SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST

Yes
 Go To 3.
No
The condition that caused this DTC to set is currently not present. Inspect the related wiring

for a possible intermittent condition. Look for any chafed, pierced, pinched, or partially
broken wires.
PROCEDURE.
2. (B31) VACUUM PRESSURE SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
Fig. 84: Checking Vacuum Pressure Sensor Supply Circuit For Short To Voltage

3. Disconnect the Vacuum Pressure Sensor harness connector.
5. Measure the voltage of the (B31) Vacuum Pressure Sensor Supply circuit in the Vacuum Pressure
Sensor harness connector.
Is the voltage above 5.25 volts?
Yes
 Repair the (B31) Vacuum Pressure Sensor Supply circuit for a short to voltage.
No
Go To 3.
3. (B31) VACUUM PRESSURE SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
Fig. 85: Checking Vacuum Pressure Sensor Supply Circuit For Short To Ground

2. Measure the resistance between ground and the (B31) Vacuum Pressure Sensor Supply circuit at
the Vacuum Pressure Sensor harness connector.
Yes
 Repair the (B31) Vacuum Pressure Sensor Supply circuit for a short to ground.
No
Go To 4.


Yes
No
 Test complete.
C124F-00-ESP REQUEST DENIED FROM ACC
WHEN MONITORED:
Ignition On.
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module detects has determined that there is a disagreement between
what ACC is requesting and what ESP thinks it should be requesting.
POSSIBLE CAUSES
Possible Causes
ADAPTIVE CRUISE CONTROL (ACC) MODULE
NOTE: If any ACC DTCs are present, repair them first before continuing with this
DIAGNOSTIC TEST

Yes
 Go To 2.
No


PROCEDURE.
2. CHECK FOR ANY ADAPTIVE CRUISE CONTROL (ACC) MODULE DTCs
2. With the scan tool, record and erase DTCs in the ACC.
4. With the scan tool, read DTCs in the ACC.
Are there any ACC DTCs?
Yes
 Perform the appropriate diagnostic procedure. Refer to DIAGNOSIS AND TESTING .

No
 Using the schematics as a guide, check the Anti-Lock Brake System (ABS) 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 Anti-Lock
Brake Module in accordance with the Service Information. Refer to MODULE, ANTI-
LOCK BRAKE SYSTEM , REMOVAL .
C1252-92-VACUUM PUMP CONTROL CIRCUIT - PERFORMANCE OR INCORRECT

OPERATION
WHEN MONITORED:
Continuously with the ignition on.
SET CONDITION:
The Powertrain Control (PCM) has indicated that there is a Vacuum Pump failure.
POSSIBLE CAUSES
Possible Causes
ELECTRIC VACUUM PUMP (3.6L)
NOTE: If any PCM DTCs are present, repair them first before continuing with this
DIAGNOSTIC TEST
1. CHECK FOR ANY ENGINE DTCs

2. With the scan tool, record and erase DTCs in the PCM.
Are there any PCM DTCs?
Yes

No
C2100-16-BATTERY VOLTAGE LOW - CIRCUIT VOLTAGE BELOW THRESHOLD


WHEN MONITORED:
Ignition on.
SET CONDITION:
If the sensed ignition voltage drops below 9 volts with engine running or vehicle speed present for 100 msec or
if voltage is below 7 volts the maturation time changes to 15 ms.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM
POWER CIRCUITS OPEN OR HIGH RESISTANCE
GROUND CIRCUITS OPEN OR HIGH RESISTANCE
NOTE: If DTC C212A-16 is present, follow the diagnostic procedure for C212A-16 first
before continuing with this test.
DIAGNOSTIC TEST
NOTE: Diagnose and repair any Powertrain Charging system DTCs before
continuing with this procedure.
NOTE: Make sure the battery is fully charged.

Yes
 Go To 2.
No


PROCEDURE.
2. POWER CIRCUITS FOR AN OPEN OR HIGH RESISTANCE
Fig. 87: Checking Power Circuits For An Open Or High Resistance


4. With a 12-volt test light connected to ground, check the (A107) Fused B+, (A111) Fused B+ and
(F941) Fused Ignition Switch Output circuits at the ABS harness connector.
Does the test light illuminate brightly?
Yes
 Go To 3.
No
Repair the Power circuits for an open or high resistance.


3. GROUND CIRCUITS OPEN OR HIGH RESISTANCE



2. With a test light connected to B+ check (Z907) and (Z908) Ground circuits at the ABS harness
connector.

Yes
 Replace the Anti-lock Brake System (ABS) Module in accordance with the service
information. Refer to MODULE, ANTI-LOCK BRAKE SYSTEM , REMOVAL .
No
 Repair the Ground circuits for an open or high resistance.

C2101-17-BATTERY VOLTAGE HIGH - CIRCUIT VOLTAGE ABOVE THRESHOLD
WHEN MONITORED:
Ignition on.
SET CONDITION:
If the sensed ignition voltage is greater than 16.5 volts for 100 msec.
POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULE (PCM) CHARGING SYSTEM DTCS PRESENT
NOTE: If DTC C212A-17 is present, follow the diagnostic procedure for C212A-17 first
before continuing with this test.
DIAGNOSTIC TEST
1. CHARGING SYSTEM DTCS PRESENT
NOTE: Disconnect battery charger before continuing.

Are there any Charging System or related voltage DTCs present?
Yes

No
Go To 2.


Yes
No
 Perform the ABS-INTERMITTENT TEST. Refer to STANDARD PROCEDURE.
C2104-13-ABS/ESC VALVE SUPPLY VOLTAGE - CIRCUIT OPEN


symbol.
WHEN MONITORED:
Continuous.
SET CONDITION:
The Anti-lock Brake System (ABS) Module has detected a low voltage on the Valve supply battery feed.
POSSIBLE CAUSES
Possible Causes
FUSE J7
DIAGNOSTIC TEST

the DTC was set.
4. With the scan tool, erase the ABS DTCs.
5. Cycle the ignition switch.
Yes
 Go To 2.
No

PROCEDURE.


NOTE: Check connector - Clean/repair as necessary.

4. With a test light connected to ground check (A107) Fused B+, (A111) Fused B+ and (F941) Fused
ignition switch output circuits at the ABS harness connector.
Yes
No
 Repair the Power circuits for an open or high resistance.

C2114-16-DYNAMICS SENSOR SUPPLY VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD


symbol.
WHEN MONITORED:
SET CONDITION:
The Anti-lock Brake System (ABS) Module or the Dynamic Sensor has detected that the Dynamic Sensor
Voltage is below 6.5 volts.
POSSIBLE CAUSES
Possible Causes
(G4) DYNAMICS SENSOR SUPPLY CIRCUIT VOLTAGE
(G4) DYNAMICS SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
(G4) DYNAMICS SENSOR SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(Z912) DYNAMICS SENSOR GROUND CIRCUIT OPEN OR HIGH RESISTANCE
DYNAMICS SENSOR
DIAGNOSTIC TEST

the DTC was set.
Yes
 Go To 2.
No


PROCEDURE.
2. (G4) DYNAMICS SENSOR SUPPLY CIRCUIT FOR VOLTAGE
Fig. 92: Checking Dynamics Sensor Supply Circuit For Voltage


2. Disconnect the Dynamics Sensor harness connector.

3. Turn the ignition on, engine not running.
4. Measure the voltage of the (G4) Dynamics Sensor Supply Circuit in the Dynamics Sensor harness
connector.
Is the voltage below 10 volts?
Yes
 Go To 3.
No
Go To 5.

3. (G4) DYNAMICS SENSOR SUPPLY CIRCUIT SHORTED TO GROUND

Fig. 93: Checking Dynamics Sensor Supply Circuit For Short To Ground

3. Measure the resistance between ground and the (G4) Dynamics Sensor Supply circuit at the
Dynamics Sensor harness connector.
Is the resistance above 5 Ohms?
Yes
 Go To 4.
No
Repair the (G4) Dynamics Sensor Supply circuit for an open or high resistance.
4. (G4) DYNAMICS SENSOR SUPPLY CIRCUIT FOR OPEN OR HIGH RESISTANCE

Fig. 94: Checking Dynamics Sensor Supply Circuit For Open Or High Resistance
1. Measure the resistance of the (G4) Dynamics Sensor Supply circuit between the ABS Module
harness connector and the Dynamics Sensor harness connector.
Is the resistance above 5 Ohms?
Yes
 Repair the (G4) Dynamics Sensor Supply circuit for an open or high resistance.
No
Replace the Anti-Lock Brake System (ABS) Module in accordance with the Service

5. CHECK (Z912) DYNAMICS SENSOR GROUND CIRCUIT FOR OPEN OR HIGH

RESISTANCE
Fig. 95: Checking Dynamics Sensor Ground Circuit For Open Or High Resistance

2. Using a 12-volt test light connected to B+, check the (Z912) Ground Circuit in the Dynamics
Sensor harness connector.

Yes
 Replace the Dynamic Sensor in accordance with the Service Information. Refer to SENSOR,
No
 Repair the (Z912) Dynamics Sensor Ground circuit for an open or high resistance.
C2114-17-DYNAMICS SENSOR SUPPLY VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD


symbol.
WHEN MONITORED:
Upon ignition on, after switching the (G4) Dynamics Sensor Supply circuit power on.
SET CONDITION:
If the Dynamic Sensor has reported an event where it's voltage went above 18 volts.
POSSIBLE CAUSES
Possible Causes
(G4) DYNAMICS SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
DYNAMICS SENSOR
DIAGNOSTIC TEST

the DTC was set.
Yes
 Go To 2.
No


PROCEDURE.
2. (G4) DYNAMICS SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
Fig. 97: Checking Dynamics Sensor Supply Circuit For Short To Voltage
1. Disconnect the Dynamic Sensor harness connector.

4. Measure the voltage between ground and the (G4) Dynamics Sensor Supply circuit in the
Dynamics Sensor harness connector.
Yes
 Repair the (G4) Dynamics Sensor Supply circuit for a short.

No
Go To 3.

3. DYNAMIC SENSOR
Yes
No
 Test complete.
C211B-92-IGNITION RUN/START INPUT CIRCUIT PERFORMANCE - PERFORMANCE OR

INCORRECT OPERATION

WHEN MONITORED:
Continuous.
SET CONDITION:
The Ignition Status reported on the CAN Bus does not match the state of the Ignition Input.
POSSIBLE CAUSES
Possible Causes
FUSE J37 (10A)
(F941) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT SHORT TO VOLTAGE
ANTI-LOCK BRAKE SYSTEM (ABS) MODULE INTERNAL
DIAGNOSTIC TEST

Yes
 Go To 2.
No

PROCEDURE.
2. CHECK THE FUSE
2. Using a 12-volt test light connected to ground, check the fuse for power.
Is the fuse good?
Yes
 Go To 3.
No
If the related fuse is open, check the (F941) Fused Ignition Switch Output (RUN/START)

circuit for a short to ground.
3. (F941) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT SHORT TO VOLTAGE

Fig. 99: Checking Fused Ignition Switch Output (Run-Start) Circuit Short To Voltage

3. With a test light connected to ground check the (F941) Fused Ignition Switch Output
(RUN/START) circuit at the ABS harness connector.
NOTE: The test light must illuminate brightly. Compare the brightness to
that of a direct connection to the battery.
Yes
 Go To 4.
No
Repair the Power circuits for an open or high resistance.





2. With a test light connected to ground check (A107) Fused B+, (A111) Fused B+ and (F941) Fused
Ignition Switch Output (RUN/START) circuits at the ABS harness connector.
NOTE: The test light must illuminate brightly. Compare the brightness to
that of a direct connection to the battery.
Yes
 Replace the Anti-lock System Brake (ABS) Module in accordance with the service
No
 Repair the Power circuits for an open or high resistance.

C212A-16-SYSTEM VOLTAGE LOW - CIRCUIT VOLTAGE BELOW THRESHOLD
WHEN MONITORED:
Continuous.
SET CONDITION:
The Anti-lock Brake System (ABS) Module has detected a low voltage system error and the Totally Integrated
Power Module (TIPM) battery voltage CAN message also indicates a low voltage condition.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM DTCS PRESENT
BATTERY
DIAGNOSTIC TEST

2. With the scan tool, read DTCs in the Powertrain Control Module.
Yes

No
 Go To 2.
2. BATTERY
NOTE: Make sure the Battery is in good condition. Using the Midtronics Battery
Tester or an equivalent Battery tester, test the Battery before continuing.
Does the Battery pass the load test for this specific application?
Yes
 Go To 3.
No
Replace the Battery in accordance with the Service Information. Refer to BATTERY, AGM ,

REMOVAL .

Yes
No

PROCEDURE.
C212A-17-SYSTEM VOLTAGE HIGH - CIRCUIT VOLTAGE ABOVE THRESHOLD
WHEN MONITORED:
Continuous.
SET CONDITION:
The Anti-lock Brake System (ABS) Module has detected a high voltage system error and the Totally Integrated
Power Module (TIPM) battery voltage CAN message also indicates a high voltage condition.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM DTCS PRESENT
BATTERY
DIAGNOSTIC TEST

2. With the scan tool, read DTCs in the Powertrain Control Module.
Yes

No
 Go To 2.
2. BATTERY
NOTE: Make sure the Battery is in good condition. Using the Midtronics Battery
Tester or an equivalent Battery tester, test the Battery before continuing.
Does the Battery pass the load test for this specific application?
Yes
 Go To 3.
No
Replace the Battery in accordance with the Service Information. Refer to BATTERY, AGM ,

REMOVAL .

Yes
No

PROCEDURE.
C2200-41-ANTI-LOCK BRAKE MODULE INTERNAL - GENERAL CHECKSUM FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Anti-lock Brake System (ABS) Module has detected an internal error.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

1. The Anti-lock Brake System (ABS) Module is reporting internal errors.
NOTE: Before continuing, check the Anti-lock Brake System (ABS) Module
harness connector terminals for corrosion, damage, or terminal push
out. Repair as necessary.
Yes
No
C2200-44-ANTI-LOCK BRAKE MODULE INTERNAL - DATA MEMORY FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ANTI-LOCK BRAKE SYSTEM (ABS) MODULE INTERNAL CONDITION

1. The ABS Module is reporting internal errors.
Yes
No
C2200-45-ANTI-LOCK BRAKE MODULE INTERNAL - PROGRAM MEMORY FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
C2200-46-ANTI-LOCK BRAKE MODULE INTERNAL - CALIBRATION / PARAMETER MEMORY

FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
C2200-47-ANTI-LOCK BRAKE MODULE INTERNAL - WATCHDOG / SAFETY AUC FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
C2200-48-ANTI-LOCK BRAKE MODULE INTERNAL - SUPERVISION SOFTWARE FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
No
C2200-49-ANTI-LOCK BRAKE MODULE INTERNAL - INTERNAL ELECTRONIC FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
C2202-00-ORIGINAL VIN MISMATCH / MISSING
WHEN MONITORED:
Ignition on.
SET CONDITION:
This DTC will set if the current VIN does not match the broadcast VIN.
POSSIBLE CAUSES
Possible Causes
ANTI-LOCK BRAKE SYSTEM (ABS) MODULE NOT INITIALIZED
POWERTRAIN CONTROL MODULE (PCM) VIN NOT PROGRAMMED
NOTE: Diagnose and repair any Powertrain Control Module (PCM), VIN or
Communication DTCs before continuing with this diagnostic procedure.
DIAGNOSTIC TEST

5. Wait ten seconds.
Yes
 Go To 2.
No
Perform the ABS-INTERMITTENT CONDITION TEST. Refer to STANDARD

PROCEDURE.
2. WRONG VIN PROGRAMMED IN PCM
2. With the scan tool, read the VIN in the PCM.
3. Compare VIN in the PCM to the vehicle VIN.
Is the correct VIN programmed in the PCM?
Yes
 Go To 3.
No
Program the correct VIN into the PCM. Follow the VIN programing procedure in the
PCM/ECM reprogramming procedure. Refer to PCM/ECM REPROGRAMMING - GAS
or PCM/ECM / TCM PROGRAMMING - DIESEL .
3. INITIALIZE ABS MODULE

2. With the scan tool, under "Miscellaneous Functions" run the ABS Initialization routine.
4. Cycle the ignition from off to on.
Yes
No
time.
C2206-00-VEHICLE CONFIGURATION MISMATCH
symbol.
WHEN MONITORED:
Ignition on.
SET CONDITION:
This DTC will set if any of the learned Vehicle Configuration data from the CAN Bus has changed.
POSSIBLE CAUSES
Possible Causes
ANTI-LOCK BRAKE SYSTEM (ABS) MODULE NOT INITIALIZED
NOTE: If the TIPM has been serviced make sure that the Restore Vehicle Configuration
is performed before continuing with this diagnostic procedure.
DIAGNOSTIC TEST
1. INITIALIZE ABS MODULE
NOTE: Diagnose and repair any Powertrain Control Module (PCM), VIN or
Communication DTCs before continuing with this diagnostic procedure.
NOTE: If C2202-00-Original VIN Mismatch / Missing is set along with this DTC,
perform the diagnostic procedure for C2202-00 before continuing with this
test.

2. With the scan tool, under "Miscellaneous Functions" run the ABS Initialization routine.

Yes
No
time.
U0002-88-CAN C BUS OFF PERFORMANCE-BUS OFF
WHEN MONITORED:
Ignition on, battery voltage between 9 and 16 volts.
SET CONDITION:
The Anti-lock Brake Module (ABS) Module has detected catastrophic failure on the CAN bus.
POSSIBLE CAUSES
Possible Causes
CAN BUS CIRCUITS OPEN OR SHORTED
DTCS RELATED TO BATTERY VOLTAGE, IGNITION, OR VIN MESSAGES
TOTALLY INTEGRATED POWER MODULE (TIPM) POWER AND GROUND
TOTALLY INTEGRATED POWER MODULE (TIPM) NOT CONFIGURED CORRECTLY
MODULE THAT SET THIS DTC
DIAGNOSTIC TEST
1. IS THE DTC ACTIVE

2. With the scan tool, select view DTCs.

Yes
 Diagnose the U0002-88-CAN C BUS OFF PERFORMANCE as the U0001-CAN C BUS

CIRCUIT test. Refer to DIAGNOSIS AND TESTING and perform the U0001-CAN C
Bus diagnostic procedure.
No
 Refer to DIAGNOSIS AND TESTING and perform the Stored Lost Communication DTCs
U0100-00-LOST COMMUNICATION WITH ECM/PCM
WHEN MONITORED:
Ignition run time is greater than one second. Battery voltage between 9 and 16 volts. Engine run time greater
than three seconds.
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
TIPM NOT CONFIGURED CORRECTLY
POWERTRAIN CONTROL MODULE (ECM/PCM)
NOTE: If present, diagnose and repair DTC U0002-88-CAN C BUS OFF

PERFORMANCE- BUS OFF before diagnosing this DTC.
DIAGNOSTIC TEST
NOTE: Make sure the IOD fuse is installed and the battery is fully charged before
proceeding.

2. With the scan tool, read the active DTCs.
Is this DTC active?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0100-Lost Communication with
ECM/PCM diagnostic procedure.
No
U0101-00-LOST COMMUNICATION WITH TCM
WHEN MONITORED:
SET CONDITION:
If the Anti-Lock Brakes System (ABS) Module fails to receive bus messages from the Transmission Control
Module (TCM) for approximately 500 ms.
POSSIBLE CAUSES
Possible Causes
DTCs RELATED TO BATTERY VOLTAGE, IGNITION, OR VIN MESSAGES
CAN C BUS CIRCUITS OPEN OR SHORTED
TRANSMISSION CONTROL MODULE (TCM) POWER AND GROUND
POWERTRAIN CONTROL MODULE (PCM) DTCs PRESENT
TRANSMISSION CONTROL MODULE (TCM)
ANTI-LOCK BRAKES SYSTEM (ABS) MODULE

DIAGNOSTIC TEST
NOTE: Verify the IOD fuse is installed and battery voltage is between 10 and 16
volts before proceeding.

2. With the scan tool, read and record ABS DTCs.

4. With the scan tool, erase ABS DTCs.
Yes
 Go To 2.
No
Perform the Stored Lost Communication DTCs diagnostic procedure. Refer to DIAGNOSIS

AND TESTING .
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
 Diagnose and repair the DTCs. Go To the appropriate Diagnostic Information .
No
Go To 3.

3. VERIFY THAT THE TCM IS ACTIVE ON THE BUS

1. With the scan tool, select ECU View.
NOTE: For 545RFE Transmission applications, the TCM is internal to the

NGC4A.
2. Verify that the TCM is active on the bus.
Is the TCM active on the bus?
Yes
 Go To 4.
No

AND TESTING .
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 TCM?
Yes
 Replace/update the Transmission Control Module (TCM) in accordance with the service
information. Refer to MODULE, TRANSMISSION CONTROL , REMOVAL .
 Perform the TRANSMISSION VERIFICATION TEST. Refer to 545RFE
TRANSMISSION VERIFICATION TEST .
No
U0102-00-LOST COMMUNICATION WITH TRANSFER CASE CONTROL MODULE / AWD
WHEN MONITORED:
Ignition run time is greater than one second.
Battery voltage between 9 and 16 volts.
Engine run time greater than three seconds.
SET CONDITION:
Bus messages not received from the Drive Train Control Module (DTCM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes

TOTALLY INTEGRATED POWER MODULE POWER AND GROUND

DIAGNOSTIC TEST

Yes
Transfer Case Control Module / AWD diagnostic procedure.
No
U0104-00- LOST COMMUNICATION WITH CRUISE CONTROL MODULE (ACC)
WHEN MONITORED:
SET CONDITION:
If the Anti-Lock Brakes System (ABS) Module fails to receive bus messages from the Adaptive Cruise Control
(ACC) Module for approximately 300 ms.
POSSIBLE CAUSES
Possible Causes
CAN B OR CAN C BUS CIRCUITS OPEN OR SHORTED
ANTI-LOCK BRAKE SYSTEM (ABS) MODULE NOT CONFIGURED CORRECTLY
ADAPTIVE CRUISE CONTROL (ACC) MODULE POWER AND GROUND
DIAGNOSTIC TEST
NOTE: Verify the IOD fuse is installed and battery voltage is between 10 and 16
volts before proceeding.

3. With the scan tool, read and record Environmental Data.
Yes
 Go To 2.
No

AND TESTING .
2. VERIFY THAT THE ADAPTIVE CRUISE CONTROL (ACC) MODULE IS ACTIVE ON THE
BUS
2. Using the scan tool, select Network Diagnostics.

3. Verify that the ACC Module is active on the bus.
Is the ACC active on the bus?
Yes
 Go To 3.
No
Refer to DIAGNOSIS AND TESTING and perform the No Response from ACC diagnostic

procedure.
3. ADAPTIVE CRUISE CONTROL (ACC) MODULE
1. Replace the Adaptive Cruise Control (ACC) Module in accordance with the Service Information.
Refer to SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL , REMOVAL .
3. Using the scan tool, read ABS DTCs.
Is the DTC U0104-00- LOST COMMUNICATION WITH CRUISE CONTROL MODULE still
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 correct pin tension.
U0125-00-LOST COMMUNICATION WITH MULTI - AXIS ACCELERATION SENSOR MODULE


symbol.
WHEN MONITORED:
SET CONDITION:
If the Anti-Lock Brakes System (ABS) Module fails to receive bus messages from the Dynamics Sensor.
POSSIBLE CAUSES
Possible Causes
(G4) DYNAMICS SENSOR SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE
(Z912) GROUND CIRCUIT OPEN OR HIGH RESISTANCE
(D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT OPEN
(D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO VOLTAGE
(D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO GROUND
(D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT OPEN
(D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO THE (D465) DYNAMICS
SENSOR HIGH DATA LINK CIRCUIT
DYNAMICS SENSOR
DIAGNOSTIC TEST
NOTE: If DTC C2114-16, C2114-17 or U1003-88 are present, perform the

diagnostics for these DTCs before continuing with this diagnostic
procedure.

2. Using the scan tool, read and record ABS DTCs.
3. Using the scan tool, read and record Environmental Data (EV Data).
4. Using the scan tool, erase ABS DTCs.

Yes
 Go To 2.
No
Perform the ABS Intermittent Condition diagnostic procedure. Refer to STANDARD


PROCEDURE.
2. INSPECT RELATED WIRING HARNESS, TERMINALS, AND CONNECTORS
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
NOTE: Proper Steering Angle Sensor installation is crucial for proper

operation.
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
No
 Go To 3.
3. (G4) DYNAMICS SENSOR SUPPLY CIRCUIT OPEN OR HIGH RESISTANCE

Fig. 102: Checking Dynamics Sensor Supply Circuit Open Or High Resistance

3. Measure the resistance of the (G4) Dynamics Sensor Supply circuit between the Dynamics Sensor
harness connector and the Anti-Lock Brakes Module harness connector.
Yes
 Go To 4.
No
Repair the (G4) Dynamics Sensor Supply circuit for an open.


Fig. 103: Checking Dynamics Sensor Ground Circuit For Open Or High Resistance
1. Using a 12-volt test light connected to B+, check the (Z912) Ground circuit at the Dynamics Sensor
harness connector.
Yes
 Go To 5.
No
Repair the (Z912) Ground circuit for an open or high resistance.


5. CHECK THE (D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT FOR A SHORT TO
VOLTAGE
Fig. 104: Checking Dynamics Sensor High Data Link Circuit For Short To Voltage

2. 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 6.

6. CHECK THE (D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT FOR A SHORT TO
GROUND
Fig. 105: Checking Dynamics Sensor High Data Link Circuit For Short To Ground

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 7.

7. CHECK THE (D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT FOR AN OPEN
Fig. 106: Checking Dynamics Sensor High Data Link Circuit For An Open
1. Measure the resistance of the (D465) Dynamics Sensor High Data Link circuit between the
Dynamics Sensor harness connector and the Anti-Lock Brakes Module harness connector.
Yes
 Go To 8.
No
Repair the (D465) Dynamics Sensor High Data Link circuit for an open.

8. CHECK THE (D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT FOR A SHORT TO
VOLTAGE
Fig. 107: Checking Dynamics Sensor Low Data Link Circuit For Short To Voltage

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 9.

9. CHECK THE (D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT FOR A SHORT TO
GROUND
Fig. 108: Checking Dynamics Sensor Low Data Link Circuit For Short To Ground

2. Measure the resistance of the (D464) Dynamics Sensor Low Data Link circuit between ground and

Yes
 Repair the (D464) Dynamics Sensor Low Data Link circuit for a short to ground.
No
Go To 10.

10. CHECK THE (D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT FOR AN OPEN
Fig. 109: Checking Dynamics Sensor Low Data Link Circuit For An Open
1. Measure the resistance of the (D464) Dynamics Sensor Low Data Link circuit between the
Dynamics Sensor harness connector and the ABS Module harness connector.
Yes
 Go To 11.
No
Repair the (D464) Dynamics Sensor Low Data Link circuit for an open.

11. (D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT SHORTED TO THE (D464)
DYNAMICS SENSOR LOW DATA LINK CIRCUIT
Fig. 110: Checking Dynamics Sensor High Data Link Circuit Shorted To The (D464) Dynamics
Sensor Low Data Link Circuit

2. Measure the resistance between the (D465) Dynamics Sensor High Data Link circuit and the
(D464) Dynamics Sensor Low Data Link circuit at the ABS Module harness connector.
Yes
 Repair the (D464) Dynamics Sensor Low Data Link circuit for a short to (D465) Dynamics
Sensor High Data Link circuit.
No
Go To 12.

12. CHECK FOR DTC U0125-00-LOST COMMUNICATION WITH MULTI-AXIS

ACCELERATION SENSOR MODULE
1. Replace the Dynamics Sensor in accordance with the Service Information. Refer to SENSOR,
Perform the ABS VERIFICATION TEST. Refer to STANDARD PROCEDURE.

Does the DTC reset?
Yes
No
 Test complete.
U0126-00-LOST COMMUNICATION WITH STEERING ANGLE SENSOR
symbol.
WHEN MONITORED:
SET CONDITION:
If the Anti-Lock Brakes System (ABS) Module fails to receive bus messages from the Steering Angle Sensor
(SAS) for approximately 150 ms.
POSSIBLE CAUSES
Possible Causes
CAN B OR CAN C BUS CIRCUITS OPEN OR SHORTED
STEERING ANGLE SENSOR (SAS) POWER AND GROUND
CLOCKSPRING (SAS)

DIAGNOSTIC TEST
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.
Yes
 Go To 2.
No
Refer to DIAGNOSIS AND TESTING and perform the No Response from SAS diagnostic

procedure.
2. VERIFY THAT THE STEERING ANGLE SENSOR IS ACTIVE ON THE BUS
2. Using the scan tool, select Network Diagnostics.
3. Verify that the Steering Angle Sensor is active on the bus.
Is the Steering Angle Sensor active on the bus?
Yes
 Go To 3.
No
Refer to DIAGNOSIS AND TESTING and perform the U0212-Lost Communication with

SCM diagnostic procedure.

1. Replace the Anti-Lock Brakes System (ABS) Module in accordance with the Service Information.
Yes
No
 Test complete.
U0132-00-LOST COMMUNICATION WITH SUSPENSION CONTROL MODULE
WHEN MONITORED:
SET CONDITION:
If the Anti-Lock Brakes System (ABS) Module fails to receive bus messages from the Air Suspension Control
Module (ASCM) for approximately 500 ms.
POSSIBLE CAUSES
Possible Causes
DTCs RELATED TO BATTERY VOLTAGE, IGNITION, OR VIN MESSAGES

AIR SUSPENSION CONTROL MODULE (ASCM) POWER AND GROUND
POWERTRAIN CONTROL MODULE (PCM) DTCs PRESENT
AIR SUSPENSION CONTROL MODULE (ASCM)
ANTI-LOCK BRAKES SYSTEM (ABS) MODULE

DIAGNOSTIC TEST

Yes
 Go To 2.
No

AND TESTING .
2. VERIFY THAT THE ASCM IS ACTIVE ON THE BUS

2. Verify that the ACSM is active on the bus.
Is the ASCM active on the bus?
Yes
 Go To 3.
No
 Perform the Stored Lost Communication DTCs diagnostic procedure. Refer to DIAGNOSIS
AND TESTING .
Perform the BODY VERIFICATION TEST. Refer to STANDARD PROCEDURE .


3. 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 ASCM?
Yes
 Replace the Air Suspension Control Module (ASCM) in accordance with the service
information. Refer to MODULE, AIR SUSPENSION CONTROL , REMOVAL .
 Perform the ASCM VERIFICATION TEST. Refer to STANDARD PROCEDURE .
No
 Replace the Anti-Lock Brakes System (ABS) Module in accordance with the service
U0140-00-LOST COMMUNICATION WITH BODY CONTROL MODULE (TIPM)
WHEN MONITORED:
Ignition on, battery voltage between 9 and 16 volts.
SET CONDITION:
Bus messages not received from the Totally Integrated Power Module (TIPM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes

DIAGNOSTIC TEST
proceeding.

Yes
Totally Integrated Power Module (TIPM) diagnostic procedure.
No
U0401-00-IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM
WHEN MONITORED:
Continuously with the ignition on, one valid CAN message received at least once, and no U0002-88-CAN C
Bus Off Performance DTC present.
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module detects an incorrect CAN message from the Powertrain
Control Module (PCM).
POSSIBLE CAUSES
Possible Causes
ANTI-LOCK BRAKE SYSTEM (ABS) MODULE CAN BUS DTCS
ENGINE DTCS
TOTALLY INTEGRATED POWER MODULE (TIPM) CAN BUS DTCS
NOTE: Check for DTCs in the associated module before continuing with this diagnostic
procedure.
DIAGNOSTIC TEST

Yes
 Go To 2.
No


PROCEDURE.
2. CHECK IF POWERTRAIN CONTROL MODULE DTCS ARE PRESENT
Yes

No
Go To 3.

3. CHECK IF TOTALLY INTEGRATED POWER MODULE (TIPM) CAN BUS DTCS ARE
PRESENT
1. With the scan tool, read the TIPM DTCs.
Are there any TIPM CAN BUS DTCs present?
Yes
 Perform the appropriate diagnostic procedures. Refer to DIAGNOSIS AND TESTING .

No
U0402-00-IMPLAUSIBLE DATA RECEIVED FROM TCM
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake Module detects an incorrect CAN message from the Transmission Control Module
(TCM).
POSSIBLE CAUSES
Possible Causes
TRANSMISSION DTCS
procedure.
DIAGNOSTIC TEST


Yes
 Go To 2.
No


PROCEDURE.
2. CHECK IF TRANSMISSION DTCS ARE PRESENT
NOTE: For 545RFE Transmission applications, the TCM is internal to the NGC4A.
1. With the scan tool, read Transmission DTCs.
Are there any Transmission DTCs present?
Yes
No
Go To 3.
3. CHECK IF POWERTRAIN CONTROL MODULE DTCS ARE PRESENT
1. With the scan tool, read PCM DTCs.
Yes

No
 Go To 4.
PRESENT
Yes

No
U0403-00-IMPLAUSIBLE DATA RECEIVED FROM T-CASE
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module detects an incorrect CAN message from the Drive Train
Control Module (DTCM).
POSSIBLE CAUSES
Possible Causes
DRIVE TRAIN CONTROL MODULE (DTCM) DTCS
procedure.
DIAGNOSTIC TEST

Yes
 Go To 2.
No


PROCEDURE.
2. CHECK IF DTCM DTCS ARE PRESENT
1. With the scan tool, read the DTCM DTCs.
Are there any DTCM DTCs present?
Yes
No
Go To 3.

PRESENT
Yes

No
Brake System (ABS) Module in accordance with the Service Information. Refer to

U0422-00-IMPLAUSIBLE DATA RECEIVED FROM BODY CONTROL MODULE
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module detects an incorrect CAN message from the Totally
Integrated Power Module (TIPM).
POSSIBLE CAUSES
Possible Causes
TOTALLY INTEGRATED POWER MODULE (TIPM) DTCS
POWERTRAIN CONTROL MODULE (PCM) DTCS
NOTE: Check for DTC's in the associated module before continuing with this
DIAGNOSTIC TEST

Yes
 Go To 2.
No


PROCEDURE.
PRESENT
Yes

No
Brake Module accordance with Service Information. Refer to MODULE, ANTI-LOCK
BRAKE SYSTEM , REMOVAL .
U0429-00-IMPLAUSIBLE DATA RECEIVED FROM SCM
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module detects an incorrect CAN message from the Steering Control
Module (SCM).
POSSIBLE CAUSES
Possible Causes
STEERING CONTROL MODULE (SCM) DTCS
procedure.
DIAGNOSTIC TEST

Yes
 Go To 2.
No


PROCEDURE.
2. CHECK IF STEERING COLUMN CONTROL MODULE (SCCM) DTCS ARE PRESENT
Are there any SCCM DTCs present?
Yes
No
Go To 3.

PRESENT
Yes

No
U0432-00-INVALID DATA RECEIVED FROM MULTI - AXIS ACCELERATION SENSOR MODULE
WHEN MONITORED:
Continuously with the ignition on, one valid CAN message received at least once.
SET CONDITION:
When the Anti-Lock Brake system (ABS) Module detects an incorrect CAN message from the Dynamics
Sensor.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR
NOTE: If present, diagnose and repair DTC C2114-16 or DTC C2114-17 before
DIAGNOSTIC TEST

the DTC was set.

Yes
 Go To 2.
No


PROCEDURE.
1. Replace the Dynamics Sensor in accordance with the Service Information. Refer to SENSOR,
Perform the ABS VERIFICATION TEST. Refer to STANDARD PROCEDURE.

Yes
No
 Test complete.
U1003-88-ESP CAN C BUS PERFORMANCE - BUS OFF


WHEN MONITORED:
Continuously.
SET CONDITION:
One of the CAN messages that is assigned to the basic CAN channel was missed by the CAN driver. This
means that the whole system was very slow in responding to the CAN interrupts.
POSSIBLE CAUSES
Possible Causes
(D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO VOLTAGE
(D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO GROUND
(D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT OPEN
(D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT SHORTED TO VOLTAGE
(D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT SHORTED TO GROUND
(D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT OPEN
(D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO THE (D465) DYNAMICS
SENSOR HIGH DATA LINK CIRCUIT
DYNAMICS SENSOR
NOTE: If present, diagnose and repair DTC C2114-16 or DTC C2114-17 before
DIAGNOSTIC TEST

the DTC was set.
Yes
 Go To 2.
No
Perform the ABS-INTERMITTENT CONDITION TEST. Refer to STANDARD

PROCEDURE.
2. (D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO VOLTAGE
Fig. 112: Checking Dynamics Sensor Low Data Link Circuit For Short To Voltage

5. 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 3.

3. (D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO GROUND

Fig. 113: Checking Dynamics Sensor Low Data Link Circuit For Short To Ground

2. Measure the resistance of the (D464) Dynamics Sensor Low Data Link circuit between ground and
Yes
 Repair the (D464) Dynamics Sensor Low Data Link circuit for a short to ground.
No
 Go To 4.
4. (D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT FOR AN OPEN
Fig. 114: Checking Dynamics Sensor Low Data Link Circuit For An Open
1. Measure the resistance of the (D464) Dynamics Sensor Low Data Link circuit between the
Yes
 Go To 5.
No
Repair the (D464) Dynamics Sensor Low Data Link circuit for an open.

5. (D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT SHORTED TO VOLTAGE

Fig. 115: Checking Dynamics Sensor High Data Link Circuit For Short To Voltage

2. 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 6.
6. (D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT SHORTED TO GROUND
Fig. 116: Checking Dynamics Sensor High Data Link Circuit For Short To Ground

2. Measure the resistance of the (D465) Dynamics Sensor High Data Link circuit between ground and
Yes
 Repair the (D465) Dynamics Sensor High Data Link circuit for a short to ground.
No
Go To 7.
7. (D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT OPEN
Fig. 117: Checking Dynamics Sensor High Data Link Circuit For An Open
1. Measure the resistance of the (D465) Dynamics Sensor High Data Link circuit between the
Yes
 Go To 8.
No
Repair the (D465) Dynamics Sensor High Data Link circuit for an open.

8. (D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO THE (D465)
DYNAMICS SENSOR HIGH DATA LINK CIRCUIT
Fig. 118: Checking Dynamics Sensor High Data Link Circuit Shorted To The (D464) Dynamics
Sensor Low Data Link Circuit
1. Measure the resistance between the (D464) Dynamics Sensor Low Data Link circuit and the
(D465) Dynamics Sensor High Data Link circuit at the ABS Module harness connector.
Yes
 Repair the (D464) Dynamics Sensor Low Data Link circuit for a short to the (D465)
Dynamics Sensor High Data Link circuit.
No
Go To 9.


Yes
No
 Test complete.
U140E-00-IMPLAUSIBLE VEHICLE CONFIGURATION DATA RECEIVED
symbol.
WHEN MONITORED:
Continuously.
SET CONDITION:
The Totally Integrated Power Module (TIPM) Indicates that the Vehicle Configuration data has not been
programmed.
POSSIBLE CAUSES
Possible Causes
TOTALLY INTEGRATED POWER MODULE (TIPM) NOT CONFIGURED
NOTE: If the TIPM has been replaced or is not configured address this issue first
before continuing with this diagnostic procedure.
DIAGNOSTIC TEST

the DTC was set.
Yes
 Go To 2.
No


PROCEDURE.
2. VERIFY THE TIPM IS CONFIGURED CORRECTLY
1. With the scan tool, under TIPM enter program network configuration and program the TIPM to the
vehicle configuration.
2. With the scan tool, erase the ABS DTCs.
3. Cycle the ignition switch from off to on, leaving the ignition on for a minimum of ten seconds.
Yes
Brake Module accordance with Service Information. Refer to MODULE, ANTI-LOCK
BRAKE SYSTEM , REMOVAL .
No
 Test complete.
STANDARD PROCEDURE
ABS VERIFICATION TEST
DIAGNOSTIC TEST
1. ABS VERIFICATION TEST
WARNING: To avoid possible serious or fatal injury, check brake capability is

available before road testing.
NOTE: If the Anti-Lock Brake System (ABS) Module, Steering Column Control
Module (SCCM), or the Dynamics Sensor was replaced, the ABS Module
must be initialized using the scan tool. If not initialized, the ABS indicator
will flash continuously. If the ABS module or the Dynamic Sensor was
replaced, there may be a Dynamic Sensor DTC active. There will be no
indication if the SCCM is replaced, but the ABS initialization should be run
to make sure there are no SCCM 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 90° 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.
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 (DTCs) 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, and perform the diagnostic procedure. Refer to
DIAGNOSIS AND TESTING.
7. NOTE: For Sensor Signal Plausibility and Pump Motor faults, the ABS Module must verify
that the failure conditions are no longer present in the current ignition cycle before it can
turn off the failure lamp(s). This may require the vehicle to be driven for several minutes
above 15 k/mh (9 mph). Once it has been determined that the failure condition is no longer
present the lamp(s) will be turned off.
8. If there are no DTCs present after turning ignition on, road test the vehicle for at least five minutes.
 Slowly turn the steering wheel from lock to lock.
 Test drive the vehicle by turning the vehicle left or right in a curving manner at a speeds
 Perform several anti-lock braking stops.
9. Again, with the scan tool read DTCs. If any DTCs are present, for the diagnostic procedure and
troubleshoot the new or recurring DTC. Refer to DIAGNOSIS AND TESTING.
10. 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. Refer to DIAGNOSIS
AND TESTING.
No
 Repair is complete.
ABS INTERMITTENT CONDITION
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.
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.

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 inoperative component
and the Anti-Lock 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 co-pilot, data recorder, or lab scope should be used to help diagnose intermittent conditions.
12. Test drive the vehicle over 15 km/h (9 mph).
Were any problems found during the above inspections?
Yes
 Perform the necessary repairs.

No
time.
2011 BRAKES Antilock Brake System (ABS) - Service Information - Grand Cherokee
2011 BRAKES
Antilock Brake System (ABS) - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
symbol.
The Antilock Brake System (ABS) is an electronically operated, four channel brake control system which is
part of Electronic Stability Control (ESC) including Electronic Roll Mitigation (ERM). The vehicle also has
Electronic Variable Brake Proportioning (EVBP) designed into the system which eliminates the
combination/proportioning valve. The combined Hydraulic Control Unit (HCU) and ABS module is located
forward of the master cylinder, under the engine air box.
The system is designed to prevent wheel lockup and maintain steering control during braking. Preventing
lockup is accomplished by modulating fluid pressure to the wheel brake units.
The hydraulic system is a four channel design. All wheel brakes are controlled individually. The ABS electrical
system is separate from other electrical circuits in the vehicle. The ABS module operates the system
components.
ABS system major components include:

 Antilock Brake Module (ABM)

 Hydraulic Control Unit (HCU)
 Wheel Speed Sensors (WSS)
 ABS Warning Light
 Dynamics Sensor - The Dynamics Sensor includes a yaw rate sensor, (The Dynamics Sensor is located
under the center console near the center of the vehicle).
 Steering Angle Sensor (SAS) - The SAS is part of the Steering Control Module (SCM) in the steering
column.
OPERATION
OPERATION
Battery voltage is supplied to the Antilock Brake System (ABS) module. The ABS module performs a system
initialization procedure at start up along with an ABS motor check. Initialization consists of a static and
dynamic self check of system electrical components.
The static and dynamic checks occurs at ignition start up. During the dynamic check, the ABS module briefly
cycles solenoids to verify operation. An audible noise may be heard during this self check. This noise should be
considered normal.
If an ABS component exhibits a fault during initialization, the ABS module illuminates the amber warning light
and registers a fault code in the microprocessor memory.
The ABS module monitors wheel speed sensor inputs continuously while the vehicle is in motion. However, the
ABS module will not activate any ABS components as long as sensor inputs indicate normal braking.
During normal braking, the master cylinder, power booster and wheel brake units all function as they would in a
vehicle without ABS. The Hydraulic Control Unit (HCU) components are not activated.
The purpose of the antilock system is to prevent wheel lockup. Preventing lockup helps maintain vehicle
braking action and steering control.
The ABS module activates the system whenever sensor signals indicate periods of wheel slip.
The antilock system prevents lockup during a wheel slip condition by modulating fluid apply pressure to the
wheel brake units.
Brake fluid apply pressure is modulated according to wheel speed, degree of slip and rate of deceleration.
Sensors at each wheel convert wheel speed into electrical signals. These signals are transmitted to the ABS
module for processing and determination of wheel slip and deceleration rate.
The ABS system has four fluid pressure control channels. Each wheel brakes are controlled separately. A speed
sensor input signal indicating a wheel slip condition activates the ABS module antilock program.
There are Two solenoid valves (Isolation and Dump valve) which are used in each antilock control channel. The
valves are all located within the HCU valve body and work in pairs to either increase, hold, or decrease apply
pressure as needed in the individual control channels.
During an ABS stop the ISO valve is energized which acts to prevent further pressure build-up to the calipers.
Then the Dump valve dumps off pressure until the wheel unlocks. This will continue until the wheels quit
slipping altogether.
ELECTRONIC ROLL MITIGATION (ERM)
This system anticipates the potential for wheel lift by monitoring the driver's steering wheel input and the speed
of the vehicle. When ERM determines that the rate of change of the steering wheel angle and vehicles speed are
sufficient to potentially cause wheel lift, it applies the appropriate brake and may reduce engine power to lessen
the chance that wheel lift will occur. ERM will only intervene during very severe or evasive driving maneuvers.
ERM can only reduce the chance of wheel lift occurring during severe or evasive driving maneuvers. It can not
prevent wheel lift due to other factors such as road conditions, leaving the roadway or striking objects or other
vehicles.
READY ALERT BRAKING
Ready Alert Braking is a feature that applies very low brake pressure to all calipers after a rapid accelerator
pedal release is detected. This feature provides a firm confident pedal feel and optimal stopping distance in the
case of rapid accelerator release.
RAIN BRAKE SUPPORT
The Rain Brake Support is a feature that removes the water film that builds up between the pads and the rotors
when driving in wet conditions. When the windshield wipers are active, this feature applies a very low brake
pressure to all calipers periodically. This maintains a firm, confident brake pedal feel and optimal stopping
distance in wet conditions.

ANTILOCK BRAKE SYSTEMS
The ABS brake system performs several self-tests every time the ignition switch is turned on and the vehicle is
driven. The ABM 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 self-test. This noise should be
considered normal.
NOTE: The scan tool is used to diagnose the ABS system. For additional information,
refer to the appropriate Electrical Diagnostic article. For test procedures refer to
the Chassis Diagnostic service information.
STANDARD PROCEDURE
ABS SYSTEM BLEEDING
NOTE: The ABS System Bleeding procedure is only necessary if the Hydraulic Control
Unit (HCU) is replaced.
The Antilock Brake System (ABS) bleeding requires performing a base pressure brake bleeding, followed by
use of the scan tool to cycle and bleed the HCU pump and solenoids.
1. Perform the Pressure Bleeding procedure. Refer to PRESSURE BLEEDING . .

2. After the Pressure Bleeding procedure, connect scan tool to the Data Link Connector.
3. Select ANTILOCK BRAKES, followed by MISCELLANEOUS, then ABS BLEED BRAKES and
follow the instructions displayed for the procedure.
4. Remove the pressure bleeder from the master cylinder and make sure the brake fluid is properly filled and
capped.
NOTE: If the ABS module was not replaced, the ABS VERIFICATION TEST is not
needed.
5. If the ABS module was replaced, perform the ABS VERIFICATION TEST. Refer to STANDARD
PROCEDURE .
6. Verify proper brake operation before moving vehicle
SPECIFICATIONS

Dynamics Sensor Nuts 9 - 80
ICU bracket fasteners to
11 - 97
ICU
Hydraulic Control 19 - 168
Unit/Controller Antilock
Brakes, Brake Lines
Hydraulic Control 2.9 - 25.5
Unit/Controller Antilock
Brakes ABM Screws
(Crisscross Pattern)
Wheel Speed Sensors 10.7 - 95
Front Sensor Bolt
Wheel Speed Sensors 10.7 - 95
Rear Sensor Bolt
ELECTRICAL
SENSOR, DYNAMICS
DESCRIPTION
DESCRIPTION
Fig. 2: Dynamics Sensor, Electrical Connector & Occupant Restraint Controller (ORC) module
NOTE: If the dynamics sensor is replaced, it must be initialized using the scan tool.
The yaw rate, lateral acceleration and longitudinal acceleration sensors are housed into one unit known as the
dynamics sensor (2). The sensor is used to measure vehicle rotational sensing (how fast the vehicle is turning -
yaw), side-to-side (lateral) motion and longitudinal acceleration (forward). The dynamics sensor (2) has one
electrical connector (1) is located on the floor panel transmission tunnel under the center floor console, in front
of the Occupant Restraint Controller (ORC) module (3).
Yaw and Lateral Acceleration Sensors cannot be serviced separately. The entire Dynamics Sensor must be
replaced when necessary.
REMOVAL
REMOVAL
1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge
before further service.
2. Remove the center console. Refer to CONSOLE, FLOOR , REMOVAL .
3. Disconnect electrical connector (1) from the dynamics sensor (2).
4. Remove the nuts (4) securing the sensor to the floor and remove the sensor.
INSTALLATION
INSTALLATION
1. Position the dynamics sensor (2).

2. Install the retaining nuts (4) and tighten to 9 N.m (80 in. lbs.).
3. Install the electrical connector (3)
4. Install the floor console. Refer to CONSOLE, FLOOR , INSTALLATION .
5. Connect the battery negative cable.
6. Initialize the dynamics sensor by performing the ABS VERIFICATION TEST. Refer to STANDARD
PROCEDURE .
SENSOR, STEERING WHEEL ANGLE
DESCRIPTION
DESCRIPTION
Fig. 5: Steering Column Shroud, Angle Sensor (SAS), Clockspring, Switch & Trim Cover
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 Steering Angle Sensor (SAS) (2) and vehicle
speed to estimate the true sway force. This signal is matched with the lateral acceleration sensor signal to ensure
a significantly-reduced transient side to side force of the vehicle body. The SAS is part of the Steering Control
Module (SCM) and is not serviced separately from the SCM. For mor information on the SCM, refer to
MODULE, STEERING COLUMN , DESCRIPTION . For replacement of the SAS (SCM), refer to
MODULE, STEERING COLUMN , REMOVAL .
SENSOR, WHEEL SPEED, FRONT
DESCRIPTION
DESCRIPTION
Fig. 6: Front Sensors & Steering Knuckles

A wheel speed sensor is used at each wheel. The front sensors (1) are mounted to the steering knuckles (4).
OPERATION
OPERATION
Wheel speed sensors convert wheel speed into an electrical signal. This signal and amperage is changed by
magnetic induction when the magnet (internal to the hub/bearing) passes the wheel speed sensor. This signal is
sent to the Antilock Brake System (ABS) module which measures the voltage and amperage of the digital signal
for each wheel to determine wheel speed.
The signal strength is affected by the distance between the sensor and the tone ring. If the "Air Gap" between
the sensor and the magnet is too large, the signal can drop out at low speed, (below 40 mph) and can cause an
ABS activation. No adjustment is available for the air gap.
REMOVAL
REMOVAL
NOTE: Wheel removed for clarity.

Fig. 7: Wheel Speed Sensor Electrical Connector, Wheel Speed Sensor Wiring & Wheel Speed Sensor
Wiring Routing Clips
1. Raise and support the vehicle. Refer to JACKING AND HOISTING LIFT POINTS .
NOTE: The inner wheel well can be pulled slightly out for access to electrical
connector without removing wheel well retainers.
2. Disconnect the wheel speed sensor electrical connector (1).

3. Disconnect the wheel speed sensor wiring routing clips (2, 3).
4. Remove the wheel speed sensor wiring (4) from the brake flex hose bracket.

5. Disconnect the sensor wire routing clips from the brake hose.
6. Remove the wheel speed sensor wiring (3) from the knuckle (4).
7. Remove the front wheel sensor mounting bolt (2) and remove the sensor (1) from the knuckle (4).
INSTALLATION
INSTALLATION
NOTE: Wheel removed for clarity.

1. Position the wheel speed sensor (1) in the knuckle (4), install the mounting bolt (2), and tighten to 10.7
N.m (95 in. lbs.).
2. Attach the sensor wire routing clips to the brake hose.
3. Attach the wheel speed sensor wiring (3) to the knuckle (4).
Fig. 10: Wheel Speed Sensor Electrical Connector, Wheel Speed Sensor Wiring & Wheel Speed
Sensor Wiring Routing Clips
4. Connect the sensor electrical connector (1).

5. Attach the wheel speed sensor wiring routing clips (2, 3) to the body.
6. Attach the wheel speed sensor wiring (4) to the brake flex hose bracket.
7. Remove the supports and lower vehicle.
SENSOR, WHEEL SPEED, REAR
DESCRIPTION
DESCRIPTION
Fig. 11: Wheel Speed Sensor & Knuckles

A wheel speed sensor (2) is used at each wheel. The rear sensors (2) are mounted to the knuckles (4).
OPERATION
OPERATION
Wheel speed sensors convert wheel speed into an electrical signal. This signal and amperage is changed by
magnetic induction when the magnet (internal to the hub) passes the wheel speed sensor. This signal is sent to
the Antilock Brake System (ABS) module which measures the voltage and amperage of the digital signal for
each wheel to determine wheel speed.
The signal strength is affected by the distance between the sensor and the tone ring. If the "Air Gap" between
the sensor and the magnet is too large, the signal can drop out at low speed, (below 40 mph) and can cause an
ABS activation. No adjustment is available for the air gap.
REMOVAL
REMOVAL
Fig. 12: Wheel Speed Sensor Wiring Connector, Wiring Harness Connector & Cradle
2. Disconnect the wheel speed sensor wiring connector (1) from the wiring harness connector (2).
3. Remove the wheel speed sensor (1) wiring routing clip (not shown in illustration) from the top of the
cradle (3).

4. Remove the wheel speed sensor wiring routing clips (1) from the camber link.
5. Remove the wheel speed sensor mounting bolt (3), and remove the sensor (2) from the knuckle (4).
INSTALLATION
INSTALLATION
Fig. 14: Wheel Speed Sensor Wiring Connector, Wiring Harness Connector & Cradle
1. Route the wheel speed sensor and connect the wheel speed sensor wiring connector (1) to the wiring
harness connector (2).
2. Attach the wheel speed sensor (1) wiring routing clip (not shown in illustration) to the top of the cradle
(3).

3. Route and attach the wheel speed sensor wiring routing clips (1) to the camber link.
4. Install the wheel speed sensor (2), and mounting bolt (3), and tighten to 10.7 N.m (95 in. lbs.).
HYDRAULIC/MECHANICAL
DESCRIPTION
DESCRIPTION
Fig. 16: Hydraulic Control Unit (Hcu), Primary And Secondary Brake Tubes, Chassis Lines & Antilock
The Hydraulic Control Unit (HCU) (1) consists of a valve body, pump motor, and inlet/outlets for the brake
lines. The combined HCU and Antilock Brake System (ABS) module is located forward of the master cylinder,
under the engine air box.
OPERATION
OPERATION
Accumulators in the valve body store extra fluid released to the system for Antilock Brake System (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 ABS module.
The HCU provides four channel pressure control individually to each brake caliper. Each of the four channels
control the rear and front wheel brakes individually.
During antilock braking, the solenoid valves are opened and closed as needed. The valves are not static. They
are cycled rapidly and continuously to modulate pressure and control wheel slip and deceleration.
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 ABS.
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
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 ABS module 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 ABS module closes the outlet valve and begins a pressure
increase or hold cycle as needed.
PRESSURE HOLD
Both solenoid valves are closed in the pressure hold cycle. Fluid apply pressure in the control channel is
maintained at a constant rate. The ABS module 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 counteract unequal wheel speeds. This cycle controls re-application of fluid apply pressure due
to changing road surfaces or wheel speed.
REMOVAL
REMOVAL
1. Remove and isolate the negative battery cable from the battery.
2. Install prop rod on the brake pedal to keep pressure on the brake system. Holding the pedal in this
position will isolate the master cylinder from the hydraulic brake system and will not allow brake fluid to
drain out of the brake fluid reservoir while the brake lines are open. This will allow you to bleed out the
area of repair instead of the entire system.
3. Siphon the master cylinder reservoir.
4. Remove the air cleaner body, refer to appropriate Engine Mechanical article.
Fig. 17: Hydraulic Control Unit (Hcu), Primary And Secondary Brake Tubes, Chassis Lines &
NOTE: Mark the brake lines locations before removing to assist in proper
installation.
5. Remove the primary and secondary brake tubes (2) at the Hydraulic Control Unit (HCU) (1).
6. Remove the chassis lines (4) at the HCU (1).
7. Disconnect the Antilock Brake System (ABS) module electrical connector (3).
8. Remove the Integrated Control Unit (ICU) (1) with the bracket (5) from the vehicle by firmly lifting the
assembly from the push mount pins.
Fig. 18: Four ABS Module Screws & Module

CAUTION: When removing the ABS module from the HCU, be sure to completely
separate the two components approximately 38 mm (1.5 in.) straight
out before moving module to the side. Otherwise, damage to the
pressure sensor or Pump Motor connection may result requiring HCU
replacement. Do not to touch the sensor terminals on the module
side or the contact pads on the HCU side as this may result in
contamination and issues in the future.
NOTE: If replacing the ICU (HCU and ABS module together) then step 9 is not
necessary.
9. If necessary, remove the four ABS module screws (2) securing the module (1) to the HCU and firmly pull
straight apart.
10. Remove and transfer the bracket as necessary.
INSTALLATION
INSTALLATION
Fig. 19: Integrated Control Unit (ICU)

CAUTION: When installing the ABS module to the HCU, be sure to properly align the
ABS module and the HCU so that sensor terminals or the contact pads do
not touch other parts of the modules. Otherwise, damage to the pressure
sensor or Pump Motor connection may result requiring HCU replacement.
NOTE: If replacing the Integrated Control Unit (ICU) steps 1 and 2 may not be
necessary.
1. If necessary, align the ABS module contact tower (3) and the tower receiving hole (2) of the Hydraulic
Control Unit (1) and put ABS module (4) and the HCU (1) together without touching the tower terminals
to any solenoids.
Fig. 20: Four ABS Module Screws & Module

NOTE: Tighten the ABS module screws (2) in a crisscross pattern.
2. If necessary, install the four ABS module screws (2) securing the module (1) to the HCU and tighten to
2.9 N.m (25.5 in. lbs.).
Fig. 21: Hydraulic Control Unit (Hcu), Primary And Secondary Brake Tubes, Chassis Lines &
3. Install the ICU (1) to the vehicle by firmly pushing the assembly onto the push mount pins.
4. Install the chassis lines (4) at the HCU (1).

5. Install the primary and secondary brake lines (2) to the HCU (1) and tighten to 19 N.m (168 in. lbs.).
6. Reconnect the HCU (1) electrical connector (3).
7. Install negative battery cable to the battery.
8. Install the air cleaner body, refer to appropriate Engine Mechanical article
9. Remove the brake pedal prop rod.
10. Pressure bleed the base brake system. Refer to PRESSURE BLEEDING . .
11. Bleed the ABS system. Refer to ABS SYSTEM BLEEDING. .
12. If the ABS module was replaced, connect the scan tool and initialize the ABS module by performing the
ABS VERIFICATION TEST. Refer to STANDARD PROCEDURE .
13. Verify proper brake operation.
2011 ENGINE 3.0L Turbo Diesel - Service Information - Grand Cherokee
2011 ENGINE
3.0L Turbo Diesel - Service Information - Grand Cherokee
DESCRIPTION
3.0L COMMON RAIL DIESEL ENGINE
The 3.0L (183 C.I.D.) six - cylinder "common rail" direct injection engine is a 60° overhead valve design. The
engine utilize a cast iron cylinder block. The engine has aluminum cross flow cylinder heads, four valves per
cylinder, central injectors and dual overhead camshafts. The 3.0L is turbocharged, intercooled, and also
equipped with a EGR cooler.
Additional features are:
 Finger Follower Actuated Valves with Hydraulic Adjusters

 Turbocharger and intercooler
 Oil Jet Cooled Pistons
 Swirl Intake Ports
 Water cooled exhaust gas recirculation, Compliance with EURO V emission regulations
 Chain driven D.O.H.C. per bank of cylinders, with 4 valves per cylinder
The engine identification stamp (3) for the 3.0L is located on the right side of the engine block, by the generator
behind its mounting bracket.

COMPRESSION TEST
Fig. 1: Fuel Injector Clamp, Compression Test Adapter & Bolt

1. Warm up engine to operating temperature (approximately 80 °C, 176 °F).

2. Shut off engine.
3. Disable the low pressure fuel pump.
4. Remove the fuel injector. Refer to INJECTOR(S), FUEL, REMOVAL .
5. Crank engine several times with the starter to eliminate combustion residues in the cylinders.
6. Insert the (special tool #VM.10357, Adapter, Compression Test) (3) into fuel injector hole of cylinder to
be tested. Install fuel injector clamp (1), bolt (2) and securely tighten.
7. Test compression pressure by cranking engine with starter for at least 8 revolutions.
Cylinder Compression Difference Between Cylinders 5 Bar (73 psi)
8. Carry out test procedure at the remaining cylinders in the same way.
9. Remove the (special tool #VM.10357, Adapter, Compression Test) from cylinder head.
10. Install the fuel injector. Refer to INJECTOR(S), FUEL, INSTALLATION .
ENGINE DIAGNOSIS - MECHANICAL
CONDITION POSSIBLE CAUSES CORRECTION

LUBRICATING OIL 1. Low oil level. 1. (a) Check and fill with clean engine
PRESSURE LOW oil.
(b) Check for a severe oil leak, worn
rings (burning oil), oil leaking from the
turbocharger to the intake, or other root
causes for low oil level.
2. Oil viscosity thin, diluted 2. (a) Verify the correct engine oil is
or wrong specification. being used.
(b) Look for reduced viscosity from fuel
dilution.
3. Improperly operating 3. Verify the pressure switch is
pressure switch/gauge. functioning correctly. If not, replace
switch/gauge.
4. Relief valve stuck open. 4. Check/replace valve.
5. If cooler was replaced, 5. Check/remove shipping plugs.
shipping plugs may have
been left in cooler
6. Worn oil pump. 6. Check and replace oil pump.
7. Suction tube loose or seal 7. Check and replace seal.
leaking.
8. Loose main bearing cap. 8. Check and install new bearing.
Tighten cap to proper torque.
9. Worn bearings or wrong 9. Inspect and replace connecting rod or
bearings installed. main bearings. Check and replace

directed piston cooling nozzles.
10. Directed piston cooling 10. Check directed piston cooling
nozzles under piston, bad fit nozzles position.
into main carrier.
12. Loose directed piston 12. Tighten directed piston cooling
cooling nozzle. nozzle.
LUBRICATING OIL 1. Pressure switch/gauge not 1. Verify pressure switch is functioning
PRESSURE TOO HIGH operating properly. correctly. If not, replace switch/gauge.
2. Engine running too cold. 2. Coolant Temperature Below Normal
3. Oil viscosity too thick. 3. Make sure the correct oil is being
used.
4. Oil pressure relief valve 4. Check and replace valve.
stuck closed or binding
LUBRICATING OIL LOSS 1. External leaks. 1. Visually inspect for oil leaks. Repair
as required.
2. Crankcase overfilled. 2. Verify that the correct dipstick is
being used.
3. Incorrect oil specification 3. (a) Make sure the correct oil is being
or viscosity. used.
(b) Look for reduced viscosity from
dilution with fuel.
(c) Review/reduce oil change intervals.
4. Oil cooler leak 4. Check and replace the oil cooler.
5. High blow-by forcing oil 5. Check the breather tube area for signs
out the breather. of oil loss. Perform the required repairs.
6. Turbocharger leaking oil 6. Inspect the air ducts for evidence of oil
to the air intake. transfer. Repair as required (slight oil
residue is normal).
COMPRESSION KNOCKS 1. Air in the fuel system. 1. Identify location of air leak and repair.
Do not bleed high pressure fuel system.
2. Poor quality fuel or 2. Verify by operating from a temporary
water/gasoline contaminated tank with good fuel. Clean and flush the
fuel. fuel tank. Replace fuel/water separator
filter.
3. Engine overloaded. 3. Verify the engine load rating is not
being exceeded.
4. Improperly operating 4. Check and replace
injectors. misfiring/inoperative injectors.
EXCESSIVE VIBRATION 1. Loose or broken engine 1. Replace engine mounts.
mounts.
2. Damaged fan or 2. Check and replace the vibrating
improperly operating components.
accessories.
3. Improperly operating 3. Inspect/replace vibration damper.

vibration damper
4. Improperly operating 4. Inspect/replace balance shaft.
balance shaft
5. Improperly operating 5. Inspect/replace fan drive.
electronically controlled
viscous fan drive.
6. Worn or damaged 6. Check/replace generator.
generator bearing.
7. Flywheel housing 7. Check/correct flywheel alignment.
misaligned.
8. Loose or broken power 8. Inspect the crankshaft and rods for
component. damage that causes an unbalance
condition. Repair/replace as required.
9. Worn or unbalanced 9. Check/repair driveline components.
driveline components.
EXCESSIVE ENGINE NOISES 1. Drive belt squeal, 1. Check the automatic tensioner and
insufficient tension or inspect the drive belt. Make sure water
abnormally high loading. pump, tensioner pulley, fan hub,
generator and power steering pump turn
freely.
2. Intake air or exhaust 2. Refer to Excessive Exhaust Smoke.
leaks. Refer to SMOKE DIAGNOSIS
CHARTS.
3. Excessive valve lash. 3. Adjust valves. Make sure the rocker
arms are not bent. Replace bent or
severely worn components.
4. Turbocharger noise. 4. Check turbocharger impeller and
turbine wheel for housing contact.
Repair/replace as required.
5. Gear train noise. 5. Visually inspect and measure gear
backlash. Replace gears as required.
6. Power function knock. 6. Check/replace rod and main bearings.
SMOKE DIAGNOSIS CHARTS
The following charts include possible causes and corrections for excess or abnormal exhaust smoke. Small
amounts of exhaust smoke (at certain times) are to be considered normal for a diesel powered engine.
EXCESSIVE BLACK SMOKE

POSSIBLE CAUSE CORRECTION
Air filter dirty or plugged. Check and replace the filter if necessary.
Air intake system restricted. Check entire air intake system including all hoses
and tubes for restrictions, collapsed parts or damage.
Repair/replace as necessary.
Air Leak in Intake System. Check entire air intake system including all hoses
and tubes for collapse, cracks, loose clamps, or
holes in rubber ducts. Also check intake manifold
for loose mounting hardware.
Diagnostic Trouble Codes (DTC's) active or Refer to 3.0L DIESEL - DIAGNOSTIC CODE
multiple, intermittent DTC's. INDEX .
Engine Control Module (ECM) has incorrect Refer to 3.0L DIESEL - DIAGNOSTIC CODE
calibration. INDEX .
Exhaust system restriction is above specifications. Check exhaust pipes for damage/restrictions. Repair
as necessary.
Fuel grade is not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel injection pump malfunctioning. A DTC may have been set. If so, refer to 3.0L
DIESEL - DIAGNOSTIC CODE INDEX .
Fuel injector malfunctioning. A DTC may have been set. Perform "Injector
Classification Programming" using scan tool. Also
refer to 3.0L DIESEL - DIAGNOSTIC CODE
INDEX and the Return Fuel Quantity Test.
Fuel injector lower washer doubled or missing. Remove and inspect injector washer.
Fuel return system restricted. Check fuel return lines for restriction.
Intake manifold restricted. Remove restriction.
Manifold Air Pressure (Boost) Sensor or sensor A DTC should have been set. Refer to 3.0L
circuit malfunctioning. DIESEL - DIAGNOSTIC CODE INDEX .
Turbocharger air intake restriction. Remove restriction.
Turbocharger damaged. Refer to TURBOCHARGER, DIAGNOSIS AND
TESTING.
Turbocharger has excess build up on compressor Refer to TURBOCHARGER, DIAGNOSIS AND
wheel or diffuser vanes. TESTING.
Turbocharger wheel clearance out of specification. Refer to TURBOCHARGER, DIAGNOSIS AND
TESTING.
EXCESSIVE WHITE SMOKE

Air in fuel supply: Possible leak in fuel supply side. Inspect fuel system
Coolant leaking into combustion chamber. Perform pressure test of cooling system.
Diagnostic Trouble Codes (DTC's) active or Refer to 3.0L DIESEL - DIAGNOSTIC CODE
multiple, intermittent DTC's. INDEX .
In very cold ambient temperatures, engine block Refer to HEATER, ENGINE BLOCK,
heater is malfunctioning (if equipped). DIAGNOSIS AND TESTING .
Engine coolant temperature sensor malfunctioning. A DTC should have been set. Refer to 3.0L
DIESEL - DIAGNOSTIC CODE INDEX . Also
check thermostat operation.
Engine Control Module (ECM) has incorrect A DTC should have been set. Refer to 3.0L
calibration. DIESEL - DIAGNOSTIC CODE INDEX . .
Fuel filter plugged. Refer to DIAGNOSIS AND TESTING .

Fuel grade not correct or fuel quality is poor. Temporarily change fuel brands and note condition.
Change brand if necessary.
Fuel injector malfunctioning. A DTC should have been set. Perform "Injector
Identification Programming" or "Cylinder Cutout
Test" using scan tool to isolate individual cylinders.
Also refer to 3.0L DIESEL - DIAGNOSTIC
CODE INDEX .
Fuel injector hold-down(s) loose. Replace the copper washer(s) (shim) and tighten to
specifications.
Fuel injector protrusion not correct. Check washer (shim) at bottom of fuel injector for
correct thickness.
Fuel injection pump malfunctioning. A DTC should have been set. Refer to 3.0L
DIESEL - DIAGNOSTIC CODE INDEX .
Fuel supply side restriction. For fuel system testing. Refer to DIAGNOSIS
AND TESTING .
Intake manifold air temperature sensor A DTC should have been set. Refer to 3.0L
malfunctioning. DIESEL - DIAGNOSTIC CODE INDEX .
Intake manifold heater circuit not functioning A DTC should have been set. Refer to 3.0L
correctly in cold weather. DIESEL - DIAGNOSTIC CODE INDEX . Also
check heater elements for correct operation.
Intake manifold heater elements not functioning A DTC should have been set if heater elements are
correctly in cold weather. malfunctioning. Refer to 3.0L DIESEL -
DIAGNOSTIC CODE INDEX .
Internal engine damage (scuffed cylinder). Analyze engine oil and inspect oil filter to locate
area of probable damage.
Restriction in fuel supply side of fuel system. For fuel system testing. Refer to DIAGNOSIS
AND TESTING .
EXCESSIVE BLUE SMOKE

Dirty air cleaner or restricted turbocharger intake Check Air Cleaner Housing for debris and replace
duct. filter as necessary
Air leak in boost system between turbocharger Service charge air system.
compressor outlet and intake manifold.
Obstruction in exhaust manifold. Remove exhaust manifold and inspect for blockage.
Restricted turbocharger drain tube. Remove turbocharger drain tube and remove
obstruction.
Crankcase ventilation system plugged. Inspect oil separator system for function and clear
drain back hole in cylinder head cover/intake
manifold
Valve seals are worn, brittle, or improperly Replace valve stem oil seals
installed.
Valve stems or guides are worn. Remove valves and inspect valves and guides.
Broken or Improperly installed piston rings. Tear down engine and inspect piston rings.
Excessive piston ring end gap. Remove pistons and measure piston ring end gap.
Excessive cylinder liner wear and taper. Remove pistons and measure cylinder liner wear
and taper.
Cylinder damage. Remove pistons and inspect cylinder liner for cracks
or porosity. Repair with new cylinder liner if
necessary.
Piston damage. Remove pistons and inspect for cracks, holes.
Measure piston for out-of-round and taper.
Turbocharger failure. Refer to TURBOCHARGER, DIAGNOSIS AND
TESTING.
STANDARD PROCEDURE
DUST COVERS AND CAPS
Fig. 2: Covers/Caps
Due to the high amounts of failures cased by dust, dirt, moisture and other foreign debris being introduced to
the engine during service. Covers or caps are needed to reduce the possible damage that can be caused or
created.
Fig. 3: Opening Cover

Covers over openings will reduce any possibilities for foreign materials to enter the engine systems. Using
miller tool (special tool #10368, Set, Universal Protective Cap), Select the appropriated cover needed to the
procedure.
ENGINE GASKET SURFACE PREPARATION
Fig. 4: Proper Tool Usage For Surface Preparation

To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of
aluminum engine components and multi-layer steel cylinder head gaskets.
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).
Fig. 5: Proper Tool Usage For Surface Preparation

NOTE: Multi-Layer 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 or wood scraper (4).
 High speed power tool with a plastic bristle brush style disc.
Sealing surfaces must be free of grease or oil residue. Clean surfaces with Mopar® brake parts cleaner (or
equivalent).
FORM-IN-PLACE GASKETS AND SEALERS
There are numerous places where form-in-place gaskets are used on the engine. Care must be taken when
applying form-in-place gaskets to assure obtaining the desired results.Do not use form-in-place 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 spill-over which can break off and obstruct fluid feed lines. A
continuous bead of the proper width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket materials that are used in the engine area. Mopar® Engine
RTV GEN II, Mopar® ATF-RTV, and Mopar® Gasket Maker gasket materials, each have different properties
and can not be used in place of the other.
MOPAR® ENGINE RTV GEN II
Mopar® 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 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.
MOPAR® ATF RTV
Mopar® 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.
MOPAR® GASKET MAKER
Mopar® 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.
MOPAR® GASKET SEALANT
Mopar® 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 multi-layer steel (MLS) cylinder head gaskets.
This material also will prevent corrosion. Mopar® Gasket Sealant is available in a 13 oz. aerosol can or 4oz./16
oz. can with applicator.
MOPAR® THREEBOND ENGINE RTV SEALANT
MOPAR® THREEBOND ENGINE RTV SEALANT is a unique gasket material that is specially made to retain
adhesion and sealing properties when used to seal components exposed to engine oil.
FORM-IN-PLACE GASKET AND SEALER APPLICATION
Assembling parts using a form-in-place gasket requires care but it's easier than using precut gaskets.
Mopar® 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.
Mopar® 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.
Mopar® 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 with
applicator can be brushed on evenly over the sealing surfaces. Material in an aerosol can should be used on
engines with multi-layer steel gaskets.
REPAIR DAMAGED OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain the original center line.
Damaged or worn 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.
 Installing an insert into the tapped hole to bring the hole back to its original thread size.
HYDROSTATIC LOCK
CAUTION: DO NOT use the starter motor to rotate the crankshaft. Severe damage
could occur.
When an engine is suspected of hydrostatic lock (regardless of what caused the problem), follow the steps
below.
1. Disconnect the negative cable(s) from the battery.

2. Inspect air cleaner, induction system, and intake manifold to ensure system is dry and clear of foreign
material.
3. Place a shop towel around the fuel injectors to catch any fluid that may possibly be under pressure in the
cylinder head. Remove the fuel injectors. Refer to INJECTOR(S), FUEL, REMOVAL .
CAUTION: DO NOT use the starter motor to rotate the crankshaft. Severe
damage could occur.
4. With all injectors removed, rotate the crankshaft using the crankshaft.
5. Identify the fluid in the cylinders (coolant, fuel, oil, etc.).
6. Be sure all fluid has been removed from the cylinders.
7. Repair engine or components as necessary to prevent this problem from occurring again.
8. Squirt a small amount of engine oil into the cylinders to lubricate the walls. This will prevent damage on
restart.
9. Install fuel injectors. Refer to INJECTOR(S), FUEL, INSTALLATION .
10. Drain engine oil. Remove and discard the oil filter.
11. Install the drain plug. Tighten the plug to 50 N.m (37 ft. lbs.).
12. Install a new oil filter and tighten to 10 N.m 88 in. lbs.).
13. Fill engine crankcase with the specified amount and grade of oil. Refer to CAPACITIES AND
RECOMMENDED FLUIDS, SPECIFICATIONS .
14. Connect the negative cable(s) to the battery.
15. Start the engine, allow to warm, turn engine off and check for any leaks.
SPECIFICATIONS
ENGINE SPECIFICATIONS
GENERAL DESCRIPTION
Displacement 3.0L 3.0L (2987 cc) (182 CID)
Bore 83 mm (3.26 in.)
Stroke 92 mm (3.62)
Compression Ratio 16.5 :1
Valves Per Cylinder 4
Weight 229Kg (505 lbs.)
Power Output 176 Kw (240 CV) @ 4000 RPM
Torque 550 N.m (406 ft. lbs.) @ 1600 RPM
Idle Speed - Warm 650 RPM
Max RPM in Gear 4200
Max RPM in Neutral 4800
Ribbed V-Belt Tension Automatic Belt Tensioner Roller
Thermostat Opening 88°C (190°F)
Cooling System Capacity 4.6 Liters (4.9 Qt.)
Engine Oil Capacity 9.2L (9.7 Qt.) W/Filter Change
Timing System Chain Driven Dual Overhead Camshafts
Air Intake Dry Filter With Turbocharger and Charge Air
Cooler
Fuel Supply Electric Pump In The Fuel Tank
Fuel System Direct Fuel Injection Common Rail System
Combustion Cycle 4 Stroke Diesel
Cylinder Compression Difference Between 5 Bar (73 psi.)
Cylinders
Cooling System Water Cooling
Engine Pre Heat Glow Plug
Glow Plug Type GPL2-4
Glow Plug Voltage 4.4 Volts
Emission Standards Euro 5
Injector Opening Pressure 230 Bar (3, 335 psi)
Injection Pressure 1800 Bar (26, 106 psi)

Injection Pump Bosch CP4.2, 2000 Bar (29008 psi)
Injection Order 1-4-2-5-3-6
Injector Type CRI 2-18
Lubrication Pressure Lubricated By Rotary Pump
Oil Quantity with Filter 8.4 Liters (9 Quarts)
Oil Pressure 80°C (176°F) 0.7 Bar (10 psi.) at Idle
2.5 Bar (36 psi) at 3800 RPM
Engine Rotation Clockwise Viewed From Front Cover
CRANKSHAFT
CRANKSHAFT
Metric Standard
Crankshaft Journal Diameter
Tolerance Class A 67.500 - 67.494 mm 2.6574 - 2.6572 in.
Tolerance Class B 67.494 - 67.488 mm 2.6572 - 2.657 in.
Tolerance Class C 67.488 - 67.482 mm 2.657 - 2.6567 in.
Main Bearing Journal Diameter 1 -
4
Axial play of crankshaft 0.12 - 0.31 mm 0.004 - 0.0122 in.
CRANKSHAFT BEARINGS
CRANKSHAFT BEARINGS
Crankshaft
Block Cylinder Crankshaft
Bearing Crankshaft
Bearing Block Bearing
diameter Bearing Crankshaft Bearing Shell Thickness
Tolerance Bearing Tollerance
Tolerance Diameter
Class Diameter Class
Class
73.958 2.9117 0.0780 -
- - Red 1.982 - 1.988 0.0782
A
73.952 2.9114 Red 1.982 - 1.988 0.0780 -
78.000 mm in. 0.0782
3.0708 73.952 2.9114 0.0780 -
-
A - - - Red 1.982 - 1.988 0.0782
78.006 B
3.0710 73.946 2.9112 Blue 1.988 - 1.994 0.0782 -
mm
mm in. 0.0785
73.946 2.9112 0.0782 -
- - Blue 1.988 - 1.994 0.0785
73.940 2.9110 Blue 1.988 - 1.994 0.0782 -

C
mm in. 0.0785
73.958 2.9117 0.0780 -
- - Red 1.982 - 1.988 0.0782
A
73.952 2.9114 Blue 1.988 - 1.994 0.0782 -
mm in. 0.0785
73.952 2.9114 0.0782 -
78.006 3.0710
- - Blue 1.988 - 1.994 0.0785
B - - B
73.946 2.9112 Blue 1.988 - 1.994 0.0782 -
78.012 3.0713
mm in. 0.0785
73.952 2.9112 0.0782 -
- - Blue 1.988 - 1.994 0.0785
C
73.946 2.9110 Yellow 1.994 - 2.000 0.0785 -
mm in. 0.0787
73.958 2.9117 0.0782 -
- - Blue 1.988 - 1.994 0.0785
A
73.952 2.9114 Blue 1.988 - 1.994 0.0782 -
mm in. 0.0785
73.952 2.9114 0.0782 -
78.012 3.0713
- - Blue 1.988 - 1.994 0.0785
C - - B
73.946 2.9112 Yellow 1.994 - 2.000 0.0785 -
78.018 3.0715
mm in. 0.0787
73.952 2.9112 0.0785 -
- - Yellow 1.994 - 2.000 0.0787
C
73.946 2.9110 Yellow 1.994 - 2.000 0.0785 -
mm in. 0.0787
CYLINDER HEAD
CYLINDER HEAD
Metric Standard
Cylinder Head Height 133 ± 0.06 mm 5.236 ± 0.002 in.
Cylinder Head Flatness 0.1 - 0.04 mm 0.003 - 0.001 in.
deformation Tolerance
Valve Seat Width in Cylinder
Head
Exhaust valve 0.7 - 1.1 mm 0.0276 - 0.0434 in.
Intake valve 1.0 - 1.4 mm 0.0394 - 0.0552 in.
Cylinder Head Bolts
Thread Diameter 14 x 1.5 mm NA
HEAD GASKET SELECTION CHART

Millimeters Inches
PISTON
0.130 - 0.220 0.0051 - 0.0086
CLEARANCE
CYLINDER
HEAD GASKET 0.96 0.0377
THICKNESS
GASKET
NO HOLE
IDENTIFICATION
PISTON
0.221 - 0.310 0.0087 - 0.0122
CLEARANCE
CYLINDER
THICKNESS
GASKET
ONE HOLE
IDENTIFICATION
PISTON
0.311 - 0.402 0.0122 - 0.0158
CLEARANCE
CYLINDER
THICKNESS
GASKET
TWO HOLES
IDENTIFICATION
CYLINDER BORE
CYLINDER BORE
Metric Standard
Cylinder Bore Diameter 82.995 - 83.025 mm 3.267 - 3.268 in.
Roundness Tolerance 0.006 mm 0.0002 in
Honing angle 40 - 60° 40 - 60°
CAMSHAFT
CAMSHAFT
Metric Standard
Cylinder Head On Right Valve
Timing At 2 mm Valve Lift And
A New Timing Chain
Inlet valve opens after TDC 19.6° 19.6°
Inlet valve closes after BDC 5.6° 5.6°
Outlet valve opens after TDC 17.9° 17.9°

Outlet valve closes after BDC 27.9° 27.9°
Cylinder Head On Right Valve
Used Timing Chain
Cylinder Head On Left Valve
A New Timing Chain
Cylinder Head On Left Valve
Used Timing Chain
ENGINE VALVES
ENGINE VALVES
Metric Standard
Valve Disk Diameter
Exhaust 25.3 - 25.5 mm 0.9961 - 1.004 in.
Intake 28.4 - 28.6 mm 1.1182 - 1.126 in.
Height Of Valve Disk
Exhaust 1.4 - 1.6 mm 0.0552 - 0.063 in.
Intake 1.3 - 1.5 mm 0.0512 - 0.0591
Valve Seat Face Angle
Exhaust 45° (+ 0.5°) 45° (+ 0.5°)
Intake 45° (+ 0.5°) 45° (+ 0.5°)
Valve Seat Back-cut Angle
Exhaust 30° (±15') 30° (±15')
Intake 30° (±15') 30° (±15')
Valve Stem Diameter
Exhaust 5.945 - 5.975 mm 0.2341 - 0.2353 in.

Intake 5.960 - 5.975 mm 0.2347 - 0.2353 in.
Length Of Valve
Exhaust 102.1 - 102.5 mm 4.0197 - 4.0355 in.
Intake 102.1 - 102.5 mm 4.0197 - 4.0355 in.
PISTONS
PISTONS
Metric Standard
Piston Diameter
PISTON RINGS
PISTON RINGS
Metric Standard
No 1 Piston Ring
Height 2 -0.01 / -0.03 mm -0.000 - -0.001 in.
Gap 0.32 - 0.45 mm 0.01259 - 0.01771 in.
Vertical Play 0.13 - 0.17 mm 0.0051 - 0.0066 in.
Piston Ring End Gap
Groove 1 0.12 - 0.16 mm 0.0048 - 0.0063
Groove 2 0.065 -- 0.110 mm 0.0026 - 0.0044
Groove 3 0.03 -- 0.07 mm 0.0012 - 0.0028
Dimensions Of The Piston Rings
Keystone ring NA NA
Taper-faced ring NA NA
Bevel-edged ring NA NA
Piston Pin
Diameter Bearing 29.975 - 29.980 mm
Play in Piston 0.013 - 0.023 mm in.
CONNECTING RODS
CONNECTING RODS
Metric Standard
Connecting Rod Bolt

Thread diameter 8 mm 0.315 in.
Shank length when new 47 mm 1.8504 in.
Maximum shank length 48 mm 1.8898 in.
Distance From Center Of
Connecting Rod Bearing Bore To 167.97 - 168.03 mm 6.613 - 6.6154 in.
Connecting Rod Bushing Bore
Width Of Connecting Rod At
17.90 - 18.10 mm 0.7048 - 0.7126 in.
Connecting Rod Bearing Bore
Width Of Connecting Rod At
21.94 - 22.00 mm 0.8638 - 0.8662 in.
Connecting Rod Bushing Bore
Connecting Rod Bushing Inner 30.038 - 30.044 mm 1.1826 - 1.1829 in.
Connecting Rod Bushing Outer
32.500 - 32.525 mm 1.2796 - 1.2806 in.
Diameter
Piston Pin Play In Connecting Rod
0.028 - 0.034 mm 0.0012 - 0.0014 in.
Bushing
Peak-To-Valley Height (Rz) Of
Connecting Rod Bushing On 5 mm 0.1969 in.
Inside
Connecting Rod Bearing Shell 67.600 - 67.614 mm 2.6615 - 2.662 in.
Basic Bore
Permissible Out-Of-Roundness
0.020 mm 0.0008 in.
And Concentricity Of Basic Bore
Permissible Twist Of Connecting
Rod Bearing Bore To Connecting
0.1 mm 0.004 in.
Rod Bush Bore Over A Length Of
100 mm
Permissible Variation Of Axial
Parallelism Of Connecting rod
Bearing Bore To Connecting rod 0.045 mm 0.0018 in.
Bushing Bore Over A Length Of
100 mm
Permissible Difference In Weight
Of Complete Connecting Rod Of 2 grams 0.07 oz.
An Engine
ENGINE BLOCK
DESCRIPTIONS N.m In. Lbs. Ft. Lbs.
Bedplate Bolts Refer to CRANKSHAFT, INSTALLATION.
Connecting Rod Refer to ROD, PISTON AND CONNECTING, INSTALLATION.
Dipstick Tube
11 97 -
Bolt (head)
Dipstick Tube
11 97 -
Bolt (sump)
Engine Block
30 - -
Timing Plug
Lower Oil Pan
Refer to PAN, OIL, INSTALLATION.
Bolts
Oil Cooler Bolts 30 - 22
Oil Cooler/Oil
Filter Housing 30 - 22
Adapter Bolts
Oil Drain Plug 45 - 33
Oil Filter Cap 25 - 18
Oil Filter Housing
15 133 -
Bolts M6
Oil Filter Housing
30 - 22
Bolts M8
Oil Filter Housing
15 133 -
Bracket Bolts
Oil Jet Bolt
11 97 -
(piston)
Oil Jet Bolt
11 97 -
(timing chain)
Oil Pickup Tube
11 97 -
Bolts
Oil Pressure
33 - 24
Sensor
Oil Pump 14 124 -
Upper Oil Pan
Refer to PAN, OIL, INSTALLATION.
Bolts
Timing Chain
30 - 22
Slide Rail Bolts
Timing Chain
14 124 -
Tensioner
Transmission to
39 - 29
Engine Bolts
Transmission to
39 - 29
Oil Pan Bolts
Windage Tray 11 97 -
CYLINDER HEAD
N.m In. Ft.
DESCRIPTIONS
Lbs. Lbs.
Camshaft Bearing Cap Bolts 11 97 -
Camshaft Drive Gear Bolt 100 - 74
Coolant Tube-to-Fuel Line Bracket Bolt 25 - 18

30 - 22
Stage 2 Stage 2 Stage 2
- 75 - 75 - 75
Degrees Degrees Degrees
Cylinder Head Bolts (M14) Stage 3 Stage 3 Stage 3
- 75 - 75 - 75
Stage 4 Stage 4 Stage 4
- 75 - 75 - 75
Cylinder Head Cover Bolts 10 89 -
EGR Air Flow Control Valve Bolts 9 - 80
EGR Cooler Adapter Bolts 45 - 33
EGR Cooler Coolant Feed Pipe Bolt 18 - 159
EGR Support Bracket Bolt 25 - 18
EGR Support Bracket Nut 25 - 18
15 133 -
Exhaust Manifold Nut Stage 2
- 30
- 40
Fuel Injector Clamp Bolt 33 - 24
Fuel Rail Bolts 25 - 18
Fuel Tube Bracket Bolt 11 97 -
11 +
Fuel Tubes Union Nut at Fuel Injector - -
75°
11 +
Fuel Tubes Union Nut at Fuel Injection Pump - -
75°
Fuel Tubes Union Nut at Fuel Rail 5 + 75° - -
Glow Plug 11 97 -
Intake Manifold Bolt 12 106 -
FRONT ENGINE
N.m In. Lbs. Ft.
DESCRIPTIONS
Lbs.
Camshaft Position Sensor Bolt 8 71 -
Fuel Injection Pump Blocker Plate Bolts 25 - 18
Fuel Injection Pump Bolts 25 - 18
Oil Breather/Camshaft Seal Housing Bolts 14 124 -
Serpentine Belt Tensioner 45 - 33
Serpentine Belt Tensioner Bracket Bolts (M6) 11 97 -
Serpentine Belt Tensioner Bracket Bolts (M10) 45 - 33
Vacuum Pump 9 80 -
74 +
Vibration Damper Bolt 100 + 125° - 125°

Vibration Damper Cover Bolts 11 97 -
REAR ENGINE
DESCRIPTION N.m In. Lbs. Ft. Lbs.
Crankshaft Position Sensor 6 53 -
Crankshaft Position Sensor Bracket 8 71 -
Flex Plate (ATX) Refer to FLEXPLATE, INSTALLATION.
TURBOCHARGER
N.m In. Lbs. Ft.
DESCRIPTION
Lbs.
Turbocharger to Engine Block Bolt 55 - 41
Turbocharger to Cylinder Head Bolt 25 - 18
Turbocharger Heat Shield Bolt 11 97 -
Turbocharger Oil Feed Line at Engine Block Banjo Bolt 35 - 26
Turbocharger Oil Feed Line at Turbocharger Banjo Bolt 25 - 18
Turbocharger Oil Return Line Bolts 15 133 -
ENGINE MOUNTING
N.m In. Lbs. Ft.
DESCRIPTION
Lbs.
Engine Mount Bracket Bolts 61 - 45
Engine Mount to Bracket Nut 61 - 45
Engine Mount to Cradle Bolts 61 - 45
Rear Mount Bracket Bolts 33 - 24
Rear Mount Bolts 61 - 45
REMOVAL
REMOVAL
1. Disconnect the negative battery cable.

2. Remove the hood. Refer to HOOD, REMOVAL .
3. Remove the oil filter.
4. Raise and support the vehicle. Refer to HOISTING, STANDARD PROCEDURE .
5. Remove the front skid plate. Refer to PLATE, SKID, FRONT, REMOVAL , PLATE, SKID, FRONT
SUSPENSION, REMOVAL , PLATE, SKID, FUEL TANK, REMOVAL , PLATE, SKID,
TRANSMISSION, REMOVAL and PLATE, SKID, TRANSFER CASE, REMOVAL .
6. Remove the front suspension skid plate. Refer to PLATE, SKID, FRONT, REMOVAL , PLATE,
SKID, FRONT SUSPENSION, REMOVAL , PLATE, SKID, FUEL TANK, REMOVAL , PLATE,
SKID, TRANSMISSION, REMOVAL and PLATE, SKID, TRANSFER CASE, REMOVAL .
7. Remove the transmission skid plate. Refer to PLATE, SKID, FRONT, REMOVAL , PLATE, SKID,
FRONT SUSPENSION, REMOVAL , PLATE, SKID, FUEL TANK, REMOVAL , PLATE, SKID,
8. Drain the cooling system. Refer to STANDARD PROCEDURE .
9. Drain the engine oil. Using a new sealing washer, install and tighten drain plug to 45 N.m (33 ft. lbs.).
10. Remove bolt securing the power steering supply line.
11. Remove the rear A/C compressor mounting bolt.
12. Lower the vehicle.
Fig. 6: Engine Cover

13. Remove the engine cover (1).
Fig. 7: Charge Air Hose, Clamps & Resonator

14. Disconnect the Charge Air Cooler (CAC) hose at resonator (3).
15. Remove the CAC hose (2) from the turbocharger.
16. Release clips (1) and remove the charge air resonator (3).
17. Remove the charge air resonator mount bracket.
Fig. 8: Charge Air Cooler Hose

18. Disconnect the CAC hose (1) from the EGR air flow control valve.
Fig. 9: Coolant Bottle, Hoses & Fasteners

19. Remove the coolant recovery bottle. Refer to BOTTLE, COOLANT RECOVERY, REMOVAL .
20. Remove the cooling fan. Refer to FAN, COOLING, REMOVAL .

21. Remove the upper radiator hose.
22. Remove the lower radiator hose.
Fig. 10: Cowl Extension Silencer, Side Extensions & Fasteners

23. Remove the cowl extension (1) and the side extensions (2, 5). Refer to SILENCER, COWL
EXTENSION, REMOVAL .
24. Remove air cleaner body and turbocharger inlet hose. Refer to BODY, AIR CLEANER, REMOVAL.
Fig. 11: High Pressure Pump Blocker Shield & Bolts

25. Remove bolts (2) and the high pressure pump blocker shield (1).
Fig. 12: Return Line & Low Pressure Supply Line

26. Disconnect the low pressure supply (2) and return (1) lines from high pressure pump. Refer to
STANDARD PROCEDURE - QUICK-CONNECT FITTINGS .
27. Disconnect the brake booster vacuum hose.
28. Disconnect the two heater hoses at bulk head.
Fig. 13: Ground Cable At Frame Rail

29. Remove nut and the ground cable at frame rail.

30. Remove the generator. Refer to GENERATOR, REMOVAL .
Fig. 14: Oil Cooler Adapter Assembly

31. Remove the oil cooler adapter assembly. Refer to ADAPTER, OIL COOLER, REMOVAL.
32. Remove the left exhaust manifold. Refer to MANIFOLD, EXHAUST, REMOVAL.
33. Remove the starter. Refer to STARTER, REMOVAL .
34. Paint mark the flex plate to torque converter relation and remove the torque converter bolts
35. Remove the starter wire harness-to-oil pan retainers.
36. Disconnect the engine wire harness connector to the Powertrain Control Module (PCM).
Fig. 15: Glow Plug Module & Connectors

37. Remove the glow plug module. Refer to MODULE, GLOW PLUG, 3.0L DIESEL, REMOVAL .
38. Disconnect the engine wire harness connector at right fenderwell.
39. Disconnect the engine wire harness connector below right headlamp.
40. Remove the engine wire harness chassis ground.
41. Move engine wire harness and position aside.
42. Raise the vehicle.
Fig. 16: Differential Pressure Sensor Tubing & Diesel Particulate Filter
43. Remove the diesel particulate filter. Refer to FILTER, DIESEL PARTICULATE, REMOVAL .
Fig. 17: Front Axle & Axle Bracket

44. On 4x4 models, remove the front axle (1). Refer to REMOVAL .
45. Remove transmission dipstick tube.
46. Remove the upper five transmission-to-engine bolts.

47. Remove the four transmission-to-oil pan bolts.
48. Remove bolts and position aside the power steering pump.
49. Remove bolts securing the transmission cooler liner to oil pan.
51. Position floor jack under the transmission and slightly raise.
Fig. 18: Engine Lifting Bracket & Bolts - Right

52. Install the (special tool #VM.10360-2, Bracket, Engine Lifting (Right)) (1) and securely tighten bolts (2).
Fig. 19: Engine Lifting Bracket & Bolts - Left Front

53. Install the (special tool #VM.10360-3, Bracket, Engine Lifting (Left Front)) (1) and securely tighten bolt
(2).
Fig. 20: Engine Lifting Bracket & Bolts - Left Right

54. Install the (special tool #VM.10360-1, Bracket, Engine Lifting (Left Rear)) (1) and securely tighten bolts
(2).
55. Position the engine hoist and connect engine lift chain to engine lift fixtures.
Fig. 21: Right Engine Mount Retaining Nut

NOTE: Right side shown in illustration, left side similar.
56. Remove the right and left engine mount retaining nuts (1).
57. Remove engine from vehicle.
INSTALLATION
INSTALLATION

1. Carefully align the engine assembly in the engine bay area and align with the transmission, Do Not lower
the engine.
2. Align the engine to transmission, and lower the engine mounts into position.
NOTE: Right side mount shown in illustration, left side similar.
3. Install the right and left engine mount retaining nuts (1) and tighten to 61 N.m (45 ft. lbs.).
4. Remove engine lifting device.
Fig. 23: Engine Lifting Bracket & Bolts - Left Right

5. Remove bolts (2) and the (special tool #VM.10360-1, Bracket, Engine Lifting (Left Rear)) (1).
Fig. 24: Engine Lifting Bracket & Bolts - Left Front

6. Remove bolt (2) and the (special tool #VM.10360-3, Bracket, Engine Lifting (Left Front)) (1).
Fig. 25: Engine Lifting Bracket & Bolts

7. Remove bolts (2) and the (special tool #VM.10360-2, Bracket, Engine Lifting (Right)) (1).
8. Remove floor jack from under transmission.
10. Install the four transmission-to-oil pan bolts and tighten to 39 N.m (29 ft. lbs.).
11. Install the upper five transmission-to-engine bolts and tighten to 39 N.m (29 ft. lbs.).
12. Install bolts securing the transmission cooler liner to oil pan and securely tighten bolts.
13. Position the EHPS pump, install the retaining bolts and tighten to 23 N.m (17 ft. lbs.).
14. Install the transmission dipstick tube.

15. On 4x4 models, Install the front axle (1). Refer to INSTALLATION .
16. Install the diesel particulate filter. Refer to FILTER, DIESEL PARTICULATE, INSTALLATION .


18. Position the engine wire harness over engine and connect wire harness connectors.
19. Install the engine wire harness chassis ground.
20. Connect the engine wire harness connector below right headlamp.
21. Connect the engine wire harness connector at right fenderwell.
22. Install the glow plug module. Refer to MODULE, GLOW PLUG, 3.0L DIESEL, INSTALLATION .

23. Connect the engine wire harness connector to Powertrain Control Module (PCM).
24. Verify that the torque converter is pulled flush to the flexplate. Tighten bolts to 42 N.m (31 ft. lbs.).
25. Install the starter. Refer to STARTER, INSTALLATION .
26. Install the left exhaust manifold. Refer to MANIFOLD, EXHAUST, INSTALLATION.
27. Install the oil cooler adapter assembly. Refer to ADAPTER, OIL COOLER, INSTALLATION.
Fig. 30: A/C Compressor Removal/Installation

28. Install the A/C compressor. Refer to COMPRESSOR, A/C, INSTALLATION .

Fig. 31: Ground Cable At Frame Rail

29. Install the generator. Refer to GENERATOR, INSTALLATION .

30. Install the ground cable at frame rail and securely tighten nut.

31. Connect the two heater hoses at bulk head.

32. Connect the brake booster vacuum hose.
33. Connect the low pressure supply (2) and return (1) lines to the high pressure pump.

34. Install the high pressure pump blocker shield. Tighten bolts to 25 N.m (18 ft. lbs.).

35. Install air cleaner body and turbocharger inlet hose. Refer to BODY, AIR CLEANER,
INSTALLATION.
36. Install the cowl extension (1) and the side extensions (2, 5). Refer to SILENCER, COWL
EXTENSION, INSTALLATION .

37. Install the lower radiator hose.

38. Install the upper radiator hose.
39. Install the cooling fan. Refer to FAN, COOLING, INSTALLATION .
40. Install the coolant recovery bottle. Refer to BOTTLE, COOLANT RECOVERY, INSTALLATION .

41. Connect the Charge Air Cooler (CAC) hose (1) to the EGR air flow control valve.

42. Install the charge air resonator mount bracket.

43. Install the charge air resonator (3) and attach the clips (1).
44. Install the CAC hose (2) to the turbocharger.
45. Connect the CAC hose to resonator (3).
47. Install the rear A/C compressor mounting bolt and tighten to bolt to 28 N.m (21 ft. lbs.).
48. Install bolt securing the power steering supply line and securely tighten.
49. Install the transmission skid plate. Refer to PLATE, SKID, FRONT, INSTALLATION , PLATE,
SKID, FRONT SUSPENSION, INSTALLATION , PLATE, SKID, FUEL TANK,
INSTALLATION , PLATE, SKID, TRANSMISSION, INSTALLATION and PLATE, SKID,
TRANSFER CASE, INSTALLATION .
50. Install the front suspension skid plate. Refer to PLATE, SKID, FRONT, INSTALLATION , PLATE,
51. Install the front skid plate. Refer to PLATE, SKID, FRONT, INSTALLATION , PLATE, SKID,
FRONT SUSPENSION, INSTALLATION , PLATE, SKID, FUEL TANK, INSTALLATION ,
PLATE, SKID, TRANSMISSION, INSTALLATION and PLATE, SKID, TRANSFER CASE,
INSTALLATION .
53. Install a new oil filter.
54. Fill engine with the recommended engine oil. Refer to CAPACITIES AND RECOMMENDED
FLUIDS, SPECIFICATIONS .
55. Fill the cooling system. Refer to STANDARD PROCEDURE .
56. Install the hood. Refer to HOOD, INSTALLATION .
57. Connect the negative battery cable.

58. Start engine, allow to warm, turn engine off and inspect for leaks.

59. Install the engine cover (1).
SPECIAL TOOLS
SPECIAL TOOLS
10224 - Adapter, Valve Spring

10368 - Set, Universal Protective Cap
8534B - Support Fixture, Engine
(Originally Shipped In Kit Number(s) 8534, 8534B, 8849, 9565.)
C-3339A - Set, Dial Indicator
C-3422-D - Compressor, Valve Spring
VM.10338 - Tool, Camshaft Timing
VM.10338-1 - Timing Tool, Camshaft (Right)
VM.10338-2 - Timing Tool, Camshaft (Left)
VM.10339 - Tool, Crankshaft Timing
VM.10340-1 - Guide, Front Seal
VM.10340-2 - Installer Tool, Front Seal
VM.10341-1 - Guide, Rear Seal
VM.10341-2 - Installer Tool, Rear Seal
VM.10342 - Tool, Crankshaft Bearing Positioning
VM.10343-1 - Alignment Tool, Cylinder Head (Right Intake)
VM.10343-2 - Alignment Tool, Cylinder Head (Left Intake)

VM.10343-3 - Alignment Tool, Cylinder Head (Left Exhaust)
VM.10343-4 - Alignment Tool, Cylinder Head (Right Exhaust)
VM.10344 - Tool, Oil Separator Remover/Installer
VM.10357 - Adapter, Compression Test
VM.10359 - Pin, Tensioner
VM.10360-1 - Bracket, Engine Lifting (Left Rear)
VM.10360-2 - Bracket, Engine Lifting (Right)
VM.10360-3 - Bracket, Engine Lifting (Left Front)
VM.10362 - Removal Tool, Bedplate
COVER, ENGINE
DESCRIPTION
DESCRIPTION

The insulated engine cover (1) is made of composite material and used cosmetically to cover the top of the
engine and greatly reduce engine noise. Four brackets secure the cover to the engine. Also there is an insulated
pad on each of the cylinder head covers to insulate the fuel injectors.
REMOVAL
REMOVAL

1. Pull upwards on the engine cover (1) to remove.
INSTALLATION
INSTALLATION

1. Position engine cover (1) over mounting studs.

2. Seat the cover on the rear studs by pushing downwards.
3. Push downward on the front of the cover to seat the front studs.
CYLINDER HEAD
DESCRIPTION
DESCRIPTION
Fig. 42: Cylinder Head

The cylinder heads on the 3.0L V-6 are of a cross-flow design and have the following features:
 High-Strength Cast Aluminum Alloy Construction.

 Four Valves per Cylinder.
 Roller Finger Followers/Lifter Assemblies.
 Pressed-in Valve Guides and Valve Seats.
The 3.0L aluminum, overhead valve cylinder heads are made of high strength aluminum alloy and are each
equipped with two camshafts, roller finger followers/lifter assemblies and four valve technology. The cylinder
head can not be resurfaced. The cylinder head uses a Multi-layered Steel gasket for sealing.
The valve seats and valve guides are not serviceable.
REMOVAL
LEFT CYLINDER HEAD
1. Remove the intake manifold. Refer to MANIFOLD, INTAKE, REMOVAL.

2. Remove the glow plugs.
3. Remove the left side intake and exhaust camshafts. Refer to CAMSHAFT, ENGINE, REMOVAL.
4. Remove the followers and tappets and note their original position.
5. Remove the water pump housing assembly. Refer to PUMP, WATER, REMOVAL .
Fig. 43: Cylinder Head, Head Gasket, Engine Block & Bolts
NOTE: Do Not store the cylinder head on the sealing surface.
6. Remove and discard bolts (1) and the cylinder head (2) from the engine block (5).
7. Remove and discard the head gasket (3).
RIGHT CYLINDER HEAD

2. Remove the glow plugs.
3. Remove the right side intake and exhaust camshaft shafts. Refer to CAMSHAFT, ENGINE,
REMOVAL.
4. Remove the followers and tappets and note their original position.
5. Remove the water pump housing assembly. Refer to PUMP, WATER, REMOVAL .
NOTE: Do Not store the cylinder head on the sealing surface.
6. Remove bolts (1) and the cylinder head (2) from the engine block (5).
7. Remove and discard the head gasket (3).
CLEANING
CLEANING
Thoroughly clean the engine cylinder head and cylinder block mating surfaces. Clean the intake and exhaust
manifold and engine cylinder head mating surfaces. Clean the injector bores. Remove all gasket material and
carbon. Refer to Engine - Standard Procedure.
Check to ensure that no fuel injector washer seals are left in the injector bores.
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
Use a straightedge and feeler gauge to check the flatness of the engine cylinder head and engine block mating
surfaces.
The cylinder head thickness is 133 ± 0.06 mm (5.2362 ± 0.0023 in.).

Cylinder head flatness tolerance 0.1 mm (0.0039 in.).
INSTALLATION
LEFT CYLINDER HEAD
Fig. 45: Crankshaft Timing Tool

1. Clean and inspect gasket mating surfaces. Refer to Engine/Cylinder Head - Cleaning.
2. Remove the (special tool #VM.10339, Tool, Crankshaft Timing) (1).
Fig. 46: Setting Number One Piston At Top Dead Center Using Dial Indicator
3. Set the number one piston to top dead center (TDC).

4. Using the (special tool #C-3339A, Set, Dial Indicator) (1), assemble as illustrated.
Fig. 47: Measuring Height Of The Piston At Top Dead Center

5. Zero the dial indicator on the top of the piston at location shown in illustration (1).
6. Use the dial indicator to measure the height of the piston at top dead center to the cylinder block and
record measurements.
8. Use the dial indicator to measure the height of the piston at top dead center to cylinder block and record
measurements.
9. Repeat the procedure for each cylinder.
10. Average the 3 piston protrusion readings to determine the required gasket thickness.

Millimeters Inches
PISTON
0.130 - 0.220 0.0051 - 0.0086
CLEARANCE
CYLINDER
THICKNESS
GASKET
NO HOLE
IDENTIFICATION
PISTON
0.221 - 0.310 0.0087 - 0.0122
CLEARANCE
CYLINDER
THICKNESS
GASKET
ONE HOLE
IDENTIFICATION
PISTON
0.311 - 0.402 0.0122 - 0.0158
CLEARANCE
CYLINDER
THICKNESS
GASKET
TWO HOLES
IDENTIFICATION
Fig. 48: Cylinder Head Gasket Identification

NOTE: The above illustration shows gasket identification marks.
11. Select the appropriate cylinder head gasket from the cylinder head gasket chart.
12. Install the head gasket (3) onto the engine block (5). Be sure the coolant passages align (part number
should be facing up).
13. Install the cylinder head (2) onto the engine block (5) and install bolts (1) finger tight.
Fig. 50: Cylinder Head Alignment Tools & Bolts

14. Install the intake side (special tool #VM.10343-2, Alignment Tool, Cylinder Head (Left Intake)) (1) an
securely tighten bolts (2).
15. Install the exhaust side (special tool #VM.10343-3, Alignment Tool, Cylinder Head (Left Exhaust)) (3)
an securely tighten bolts (4).
Fig. 51: Cylinder Head Bolts Tightening Sequence

16. Using the tighten sequence shown in illustration, tighten the cylinder head bolts to:
 30 N.m (22 ft. lbs.).
 Tighten bolts an additional 75° turn.

17. Remove bolts (2) and (special tool #VM.10343-3, Alignment Tool, Cylinder Head (Left Exhaust)) (1).
18. Remove bolts (4) and (special tool #VM.10343-2, Alignment Tool, Cylinder Head (Left Intake)) (3).
19. Install the water pump housing assembly. Refer to PUMP, WATER, INSTALLATION .
NOTE: Follower and tappet assemblies must be installed in same location as

when removed.
20. Install the followers and tappets into their original position as noted during removal.
21. Install the left side intake and exhaust camshafts. Refer to CAMSHAFT, ENGINE, INSTALLATION.
22. Install the glow plugs and tighten to 11 N.m (97 in. lbs.).
23. Install the oil cooler adapter. Refer to ADAPTER, OIL COOLER, INSTALLATION.
24. Install the intake manifold (4). Refer to MANIFOLD, INTAKE, INSTALLATION.
RIGHT CYLINDER HEAD

1. Clean and inspect gasket mating surfaces. Refer to Engine/Cylinder Head - Cleaning.
Fig. 54: Setting Number One Piston At Top Dead Center Using Dial Indicator
3. Set the number one piston to top dead center (TDC).

4. Using the (special tool #C-3339A, Set, Dial Indicator) (1), assemble as illustrated.
Fig. 55: Measuring Height Of The Piston At Top Dead Center

6. Use the dial indicator to measure the height of the piston at top dead center to the cylinder block and
record measurements.
8. Use the dial indicator to measure the height of the piston at top dead center to cylinder block and record
measurements.
9. Repeat the procedure for each cylinder.

10. Average the 3 pistons protrusion readings to determine the required gasket thickness.

Millimeters Inches
PISTON
0.130 - 0.220 0.0051 - 0.0086
CLEARANCE
CYLINDER
THICKNESS
GASKET
NO HOLE
IDENTIFICATION
PISTON
0.221 - 0.310 0.0087 - 0.0122
CLEARANCE
CYLINDER
THICKNESS
GASKET
ONE HOLE
IDENTIFICATION
PISTON
0.311 - 0.402 0.0122 - 0.0158
CLEARANCE
CYLINDER
THICKNESS
GASKET
TWO HOLES
IDENTIFICATION
Fig. 56: Cylinder Head Gasket Identification

NOTE: The above illustration shows gasket identification marks.
11. Select the appropriate cylinder head gasket from the cylinder head gasket chart.
12. Install the head gasket (3) onto the engine block (5). Be sure the coolant passages align (part number
should be facing up).
13. Install the cylinder head (2) onto the engine block (5) and install bolts (1) finger tight.

14. Install the exhaust side (special tool #VM.10343-4, Alignment Tool, Cylinder Head (Right Exhaust)) (1)
an securely tighten bolts (2).
15. Install the intake side (special tool #VM.10343-1, Alignment Tool, Cylinder Head (Right Intake)) (3) an
securely tighten bolts (4).
Fig. 59: Cylinder Head Bolts Tightening Sequence

16. Using the tighten sequence shown in illustration, tighten the cylinder head bolts to:
 30 N.m (22 ft. lbs.).

17. Remove bolts (4) and (special tool #VM.10343-4, Alignment Tool, Cylinder Head (Right Exhaust)) (4).
18. Remove bolts (2) and (special tool #VM.10343-1, Alignment Tool, Cylinder Head (Right Intake)) (1).
19. Install the water pump housing assembly. Refer to PUMP, WATER, INSTALLATION .
NOTE: Follower and tappet assemblies must be installed in same location as

when removed.
20. Install the followers and tappets (2) into their original position as noted during removal.
21. Install the right side intake and exhaust camshafts. Refer to CAMSHAFT, ENGINE, INSTALLATION.
22. Install the glow plugs and tighten to 11 N.m (97 in. lbs.).
23. Install the intake manifold. Refer to MANIFOLD, INTAKE, INSTALLATION.
CAMSHAFT, ENGINE
DESCRIPTION
DESCRIPTION
The camshafts are multiple-piece components with six machined lobes that are mounted to a hollow shaft with
an interference fit. The cam lobes are induction hardened. Each camshaft has four bearing journals except for
the right-bank intake camshaft. Due to the longer length needed to accommodate the centrifugal oil separator,
the right-bank intake camshaft has five bearing journals. The camshaft journals have the same diameter and are
supplied with oil pressure through lubrication passages in the cylinder head journals.
OPERATION
OPERATION
Each cylinder has two intake and two exhaust valves, and one glow plug. Valve lash is controlled by hydraulic
lifter/roller finger followers inside the cylinder head, in bores under the camshafts. The finger followers transfer
the camshaft lobe movement into vertical valve movement. The valve moves by the lobe of the camshaft
pressing down on the finger follower roller.
The finger followers are located on top of the hydraulic lifters and the valves. The finger followers are not held
rigidly into position; instead, they are held in position by resting on top of the valve and the hydraulic lifter
pivoting ball.
WARNING: When the hydraulic lash adjusters are removed from the engine, they
must be stored upright and in clean conditions. Install the finger followers
and hydraulic lifters in the same location as removed.
WARNING: Replacement of the camshaft will also require replacement of the finger
followers and hydraulic lifters.
REMOVAL
LEFT CAMSHAFT
Fig. 61: Camshaft Timing Tool & Sprockets Holes - Left


2. Remove the timing chain and sprockets. Refer to CHAIN AND SPROCKETS, TIMING, REMOVAL.
3. Remove bolts and the left (special tool #VM.10338-2, Timing Tool, Camshaft (Left)) (1).
4. Check the camshafts end play using (special tool #C-3339A, Set, Dial Indicator). End play should be
between 0.1 mm - 0.3 mm (0.003 in. - 0.011 in.). If the camshaft endplay is not within specification,
replace the cylinder head.
Fig. 62: Left Side Intake & Exhaust Camshaft, Camshaft Bearing Caps & Bolts
NOTE: Make a reference in the order the camshaft bearing caps were removed.
5. Remove bolts (3) and the intake and exhaust camshaft bearing caps (2).
6. Remove the left side intake and exhaust camshaft (1).
RIGHT CAMSHAFTS
Fig. 63: Camshaft Timing Tool & Sprockets Holes - Right


2. Remove the right timing chain and sprocket. Refer to CHAIN AND SPROCKETS, TIMING,
REMOVAL.
3. Remove bolts and the right (special tool #VM.10338-1, Timing Tool, Camshaft (Right)) (1).
4. Check the camshafts end play using (special tool #C-3339A, Set, Dial Indicator). End play should be
between 0.1 mm - 0.3 mm (0.003 in. - 0.011 in.). If the camshaft endplay is not within specification,
replace the cylinder head.
NOTE: Make a reference in the order the camshaft bearing caps were removed.
5. Remove bolts (3) and the intake and exhaust camshaft bearing caps (2).
6. Remove the right side intake and exhaust camshaft (1).
INSTALLATION
LEFT CAMSHAFT
1. Clean all gasket sealing and mating surfaces.

2. Lubricate camshafts with Mopar® Engine Oil Supplement, or equivalent. Refer to CAPACITIES AND
3. Carefully install camshafts (1) onto cylinder head journals.
Fig. 66: Intake Camshaft Gear Timing Mark & Exhaust Camshaft Timing Gear Mark
4. Set the intake camshaft gear timing mark (1) at the four O'clock position and the exhaust camshaft timing
gear mark (2) to the seven O'clock position.
Fig. 67: Camshaft Bearing Cap Tightening Sequence - Left

NOTE: When installing the bearing caps, be sure to install the "A" on the intake
side and the "S" on the exhaust side in the rightful order.
5. Install the camshaft bearing caps 1 through 12, 17 and 18 in the rightful order and tighten each retaining
bolt finger tight.
6. Check the camshaft for proper timing. Refer to Engine/Valve Timing - Standard.

7. Using the tightening sequence shown in illustration, tighten bolts to 11 N.m (97 in. lbs.).
8. Install the timing chain and sprocket. Refer to CHAIN AND SPROCKETS, TIMING,
INSTALLATION.
RIGHT CAMSHAFTS
1. Clean all gasket and mating surfaces.

2. Lubricate camshafts with Mopar® Engine Oil Supplement, or equivalent. Refer to CAPACITIES AND
3. Carefully install camshafts (1) onto cylinder head journals.
Fig. 70: Exhaust Camshaft Gear Timing Mark & Intake Camshaft Timing Gear Mark
4. Set the exhaust camshaft gear timing mark (1) at the four O'clock position and the intake camshaft timing
gear mark (2) to the seven O'clock position.
Fig. 71: Camshaft Bearing Cap Tightening Sequence - Right

NOTE: When installing the bearing caps, be sure to install the "A" on the intake
side and the "S" on the exhaust side in the rightful order.
5. Install the camshaft bearing caps 1 through 12, in the rightful order and tighten each retaining bolt finger
tight.
6. Check the camshaft for proper timing. Refer to Engine/Valve Timing - Standard.

8. Install the right timing chain sprocket. Refer to CHAIN AND SPROCKETS, TIMING,
INSTALLATION.
COVER(S), CYLINDER HEAD
DESCRIPTION
DESCRIPTION
Fig. 73: Cylinder Head Cover Gasket

The 3.0L cylinder head cover is made of an injection molded composite and is used to cover the camshafts,
lifters and followers.
The cylinder head cover gasket (1) is not serviceable, if the gasket is found to be defective then a new cylinder
head cover must be installed.
REMOVAL
RIGHT BANK

5. Remove the lower engine oil dipstick bolt.


9. Disconnect the Charge Air Cooler (CAC) hose at resonator (3)

11. Release clips and remove the charge air resonator (3).


Fig. 78: Air Inlet Duct, Dash Panel & Two Nuts
15. Remove nuts and the HVAC air inlet housing (1).
Fig. 79: Oxygen Sensor Connector & Ball Stud Fastener

16. Disconnect and remove the oxygen sensor wiring harness connector (1) from bracket.
17. Remove the ball stud fastener (2) securing upper trans fill tube bracket.
18. Remove nut and the engine oil dip stick.
Fig. 80: Right Exhaust Manifold Heat Shield & Bolts

19. Remove bolts (1) and the right exhaust manifold heat shield (2).
Fig. 81: EGR Valve, Bolts & Connector

20. Disconnect the EGR valve wire harness connector (2).

Fig. 82: EGR Cooler Vacuum Bypass Hose

21. Disconnect the EGR cooler vacuum bypass hose (1).
Fig. 83: EGR Tube & Clamps

22. Remove the EGR tube. Refer to TUBE, EXHAUST GAS RECIRCULATION (EGR), REMOVAL .
Fig. 84: Turbocharger-To-EGR Cooler Tube Clamp

23. Remove the turbocharger-to-EGR cooler tube clamp (1).
Fig. 85: EGR Cooler Coolant Tube & Bolts

24. Remove bolts (1 and 3) and the EGR cooler coolant tube (2).
Fig. 86: EGR Cooler Supply Hose

25. Disconnect the EGR cooler supply hose (1).
Fig. 87: Rear EGR Cooler Bypass Valve Support Bracket & Bolts
26. Loosen bolt (1) securing EGR cooler bypass valve support bracket (2).
27. Remove bolt (3) at the rear EGR cooler bypass valve support bracket (2).
Fig. 88: Cooler Assembly Bracket & Bolts

28. Remove bolts (2) and the EGR and cooler assembly bracket (1).
Fig. 89: Oxygen Sensor Harness Connector Bracket & Fasteners

29. Remove the engine cover ball stud bracket at front of right cylinder head cover.
30. Remove bolt (1), nut (3) and the oxygen sensor harness connector bracket (2).
Fig. 90: Fuel Injector, Hold Down Bolt, Washer & Retaining Claw
31. Remove the right side fuel injectors. Refer to INJECTOR(S), FUEL, REMOVAL .
Fig. 91: Turbocharger-To-EGR Supply Tube Heat Shield & Bolts

32. Remove nuts (2) and the turbocharger-to-EGR supply tube heat shield (1).
Fig. 92: Cylinder Head Cover & Bolts

33. Remove bolts (1) and the cylinder head cover (2).
LEFT BANK





13. Remove air cleaner body and intake air tube. Refer to BODY, AIR CLEANER, REMOVAL.


16. Remove bolt securing the coolant tube-to fuel line bracket.
17. Remove nuts and the low pressure supply (2) and return (1) line bracket from cylinder head cover.
19. Disconnect the two heater hoses at bulk head.

20. Remove the serpentine belt. Refer to BELT, SERPENTINE, REMOVAL .

21. Raise and support the vehicle.
NOTE: Removal of the A/C compressor does not require the refrigerant to be
evacuated.
22. Remove the bolts (2 and 5) that secure the A/C compressor (6) to the A/C compressor bracket (7).
24. Disconnect the engine wire harness from the A/C clutch electrical connector (1).
25. Support the A/C compressor, remove the nut (4) and stud (3) that secures the A/C compressor to the
bracket and position aside the compressor.

26. Remove the oil cooler adapter assembly. Refer to ADAPTER, OIL COOLER, REMOVAL.
Fig. 100: Glow Plug Harness Connector

27. Disconnect glow plug wire harness connector (1).
Fig. 101: Camshaft Position Sensor, Connector & Bolt

28. Disconnect the Camshaft Position (CMP) sensor wire harness connector (3).
29. Remove the fuel injectors. Refer to INJECTOR(S), FUEL, REMOVAL .

Fig. 103: Left Cylinder Head Cover & Bolts

30. Loosen bolts (1) and remove the left cylinder head cover (2).
INSTALLATION
RIGHT BANK
Fig. 104: RTV Sealant At The T-Joints

NOTE: The cylinder head cover gasket is not serviceable, if the gasket is found to be
defective then a new cylinder head cover must be installed.
1. Clean and inspect all sealing surfaces and the gasket for damage and replace the cylinder head cover with
a new one if the gasket is found to be defective. Refer to CLEANING.

2. Apply a 3 mm wide bead of Mopar® Threebond Engine RTV Sealant at the T-joint (1).
Fig. 105: Cylinder Head Cover & Bolts

3. Install the cylinder head cover (2) and tighten bolts finger tight (1).
Fig. 106: Cylinder Head Cover Bolt Tightening Sequence - Right

4. Using the tightening sequence shown in illustration, tighten the bolts to 10 N.m (89 in. lbs.).
Fig. 107: Turbocharger-To-EGR Supply Tube Heat Shield & Bolts

5. Install the turbocharger-to-EGR supply tube heat shield (1). Tighten nuts (2) to 11 N.m (97 in. lbs.).

Fig. 109: Oxygen Sensor Harness Connector Bracket & Fasteners

7. Install the oxygen sensor wire harness connector bracket (2). Tighten nut (3) and bolt (1) to 11 N.m (97
in. lbs.).
8. Install the engine cover ball stud bracket at front of right cylinder head cover and tighten to 11 N.m (97
in. lbs.).

9. Install the EGR and cooler assembly bracket (2). Tighten bolts to 45 N.m (33 ft. lbs.).
10. Install bolt (3) at the rear EGR cooler bypass valve support bracket (2) and tighten to 25 N.m (18 ft. lbs.).
11. Tighten bolt (1) securing EGR cooler bypass valve support bracket (2) to 25 N.m (18 ft. lbs.).

12. Connect the EGR cooler supply hose (1).


13. Using a new O-ring seal and gasket, install the EGR cooler coolant tube (2). Tighten bolts (1 and 3) to 18
N.m (159 in. lbs.).

14. Using a new gasket, install the turbocharger-to-EGR cooler tube clamp (1) and securely tighten.

15. Install the EGR tube (2). Refer to TUBE, EXHAUST GAS RECIRCULATION (EGR),
INSTALLATION .

16. Connect the EGR cooler vacuum bypass hose (1).


17. Connect the EGR valve wire harness connector (3).

18. Install the right exhaust manifold heat shield (2). Tighten bolts (1) to 15 N.m (133 in. lbs.).

19. Install the engine oil dip stick. Tighten nut to 11 N.m (97 in. lbs.).
20. Install the ball stud fastener (2) securing upper trans fill tube and tighten to 11 N.m (97 in. lbs.).
21. Install and connect the oxygen sensor wiring harness connector (1).
22. Install the HVAC air inlet housing (1) and securely tighten nuts.



25. Install the cowl extension silencer. Refer to SILENCER, COWL EXTENSION, INSTALLATION .

26. Install the charge air resonator (3).

27. Install the Charge Air Cooler (CAC) hose (2) from the turbocharger.
28. Connect the CAC hose at resonator (3).
30. Install the lower engine oil dipstick bolt. Tighten bolt to 11 N.m (97 in. lbs.).
INSTALLATION .
35. Start the engine, allow to warm, turn engine off and inspect for leaks.

LEFT BANK
Fig. 125: Left Upper Timing Cover Excess RTV Sealant Locations
NOTE: The cylinder head cover gasket is not serviceable, if the gasket is found to be
defective then a new cylinder head cover must be installed.
1. Clean and inspect all sealing surfaces and the gasket for damage and replace the cylinder head cover with
a new one if the gasket is found to be defective. Refer to CLEANING.
Fig. 126: Left Cylinder Head Cover & Bolts

3. Install the cylinder head cover (2) and tighten bolts (1) finger tight.
Fig. 127: Cylinder Head Cover Bolt Tightening Sequence - Left


6. Connect the Camshaft Position (CMP) sensor wire harness connector (3).

7. Connect the glow plug wire harness connector (1).

8. Install the oil cooler adapter assembly. Refer to ADAPTER, OIL COOLER, INSTALLATION.

9. Position the A/C compressor to the A/C compressor bracket (7) and install the stud (3). Tighten the stud
to 10 N.m (89 in. lbs.).
10. Install and hand tighten the nut (4) that secures the A/C compressor to the bracket.
12. Install and the two bolts (2 and 5) that secure A/C compressor to the bracket finger tighten.
13. Tighten the two bolts to 28 N.m (21 ft. lbs.) using the following sequence:
 Bolt at rear of compressor.
 Bolt at front of compressor.

15. Tighten the nut at the front of the A/C compressor to 28 N.m (21 ft. lbs.).
16. Connect the engine wire harness to the A/C clutch electrical connector (1).
17. Install the serpentine belt. Refer to BELT, SERPENTINE, INSTALLATION .

18. Connect the two heater hoses at bulk head.

20. Install the low pressure supply (2) and return (1) line bracket to the cylinder head cover Tighten nuts to
11 N.m (97 in. lbs.).
21. Install bolt securing the coolant tube-to fuel line bracket and tighten to 25 N.m (18 ft. lbs.).


24. Install air cleaner body and turbocharger inlet hose. Refer to BODY, AIR CLEANER,
INSTALLATION.
25. Install the cowl extension silencer (1) and the side extensions (2, 5). Refer to SILENCER, COWL

27. Install the CAC hose (2) from the turbocharger.
INSTALLATION .
36. Start the engine, run until warm, turn engine off and inspect for leaks.

LIFTER(S), HYDRAULIC
DESCRIPTION
DESCRIPTION
Fig. 138: Rocker Arms & Hydraulic Lifters

Valve lash is controlled by hydraulic lifters located inside the cylinder head, in tappet bores below the
camshafts.
REMOVAL
REMOVAL

1. Remove the appropriate camshafts. Refer to CAMSHAFT, ENGINE, REMOVAL.
NOTE: When the lifters are removed from the engine, they must be stored upright
and in clean conditions.
2. Remove the rocker arm (1) and lifter (2) assembly.
INSPECTION
INSPECTION

1. Clean each lifter assembly in cleaning solvent to remove all varnish and sludge deposits. Inspect for
indications of scuffing on the side and base of each lifter body (2).
2. Squeeze the lifter and be sure that the spring returns the lifter to its correct position.
3. Inspect the rocker arm (1) roller for damage or excessive wear.
4. Replace any worn or damaged components.
INSTALLATION
INSTALLATION

CAUTION: When the lifters are removed from the engine, they must be stored upright
and in clean conditions. Install the rocker arms and lifters in the same
location as when removed.
CAUTION: Replacement of the camshaft will also require replacement of the rocker
arms and lifters.
NOTE: Rocker arms and lifters must be installed in the same location as when
removed.
1. Install the lifter (2) and the rocker arm (1) in the same location as noted during removal.
2. Install the camshaft(s). Refer to CAMSHAFT, ENGINE, INSTALLATION.
ROCKER ARM, VALVE
DESCRIPTION
DESCRIPTION

The rocker arms (1) are located on the top of the hydraulic lifters (2) and the valves. The rocker arms are held in
position by resting on top of the valve and the hydraulic lifter pivoting ball. There is a spring clip that holds the
rocker arm to the hydraulic lifters pivoting ball.
OPERATION
OPERATION
The rocker arms 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. This pressure is then transmitted to the valves which
causes the valves to open.
REMOVAL
REMOVAL

1. Remove the appropriate camshafts. Refer to CAMSHAFT, ENGINE, REMOVAL.
removed and stored in the up right position.
2. Remove the rocker arm (1) and lifter (2) assembly.
INSTALLATION
INSTALLATION

removed.
1. Install the rocker arm (1) and lifter (2) assembly in the same location as noted during removal.
2. Install the camshaft. Refer to CAMSHAFT, ENGINE, INSTALLATION.
SEAL(S), CAMSHAFT
REMOVAL
REMOVAL

1. Remove the engine cover.

2. Remove the CAC hose (2) from the resonator (3) and position aside.
Fig. 146: CCV Hose

3. Disconnect the CCV hose (1) from oil breather/camshaft seal housing.
Fig. 147: Oil Breather/Camshaft Seal Housing, Gasket & Bolt

4. Remove bolts (1) and the oil breather/camshaft seal housing (2).
5. Remove and discard gasket (3).
Fig. 148: Oil Breather/Camshaft Seal Housing & Camshaft Seals

6. Using a suitable tool remove the camshaft oil seal (2).
INSTALLATION
INSTALLATION
Fig. 149: Oil Breather/Camshaft Seal Housing & Camshaft Seals

1. Clean all gasket sealing mating surfaces.

2. Install the camshaft seals (2) into oil breather/camshaft seal housing (1).
Fig. 150: Oil Breather/Camshaft Seal Housing, Gasket & Bolt

3. Using a new gasket (3), install the oil breather/camshaft seal housing (2). Tighten bolts (1) to 14 Nm (124
in. lbs.).
Fig. 151: CCV Hose

4. Connect the CCV hose from oil breather/camshaft seal housing.


5. Connect the CAC hose (2) to resonator (3).

6. Install the engine cover.
VALVES, INTAKE AND EXHAUST
STANDARD PROCEDURE
VALVE SEALS

2. Remove the cylinder head and place on work bench. Refer to CYLINDER HEAD, REMOVAL.
Fig. 153: Valve Seal

3. Use Valve Spring Compressor Tool (special tool #C-3422-D, Compressor, Valve Spring) and Valve
Spring Compressor Adapter (special tool #10224, Adapter, Valve Spring) and compress each valve
spring.
4. Remove the valve locks, retainers, and springs.
5. Remove the valve seal (1).
6. 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. Refer to CYLINDER HEAD, REMOVAL.
2. Use Valve Spring Compressor Tool (special tool #C-3422-D, Compressor, Valve Spring) and Valve
Spring Compressor Adapter (special tool #10224, Adapter, Valve Spring) 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. 154: Valve Spring Chart

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. Free length: 44.1 mm (1.736 in.); Closed valve: 34 mm (1.338 in.); Valve
open 25.5 mm (1.003 in.).
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
Valve Guides Stem Clearance Min Max

Intake Valve Guide Stem Clearance 0.382 mm (0.150 in.) 0.6 mm (0.023 in.)
Exhaust Valve Guide Stem Clearance 0.382 mm (0.150 in.) 0.6 mm (0.023 in.)
VALVE STEM-TO-GUIDE 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 mm (0.1968 in.). Exhaust valve
stem diameter 5 mm (0.1968 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).
4. If valve stem clearance in valve guide exceeds tolerances, new valve guides must be installed.
ENGINE BLOCK
DESCRIPTION
DESCRIPTION
Fig. 155: 3.0L Engine Block

The 3.0L engine utilizes a cast Iron cylinder block (1) with a bedplate design. The cylinder angle is 60 degrees
V block design. The cylinder block has increased rigidity that reduces structural flexing, plus a fractured
connecting rod cap design that can not distort connecting rod cap fit.
Fig. 156: Arrow Stamped On Piston Crown

Cylinders are numbered front to back, beginning with the right bank. The right bank cylinders are numbered 1,
2, 3. The left bank cylinders 4, 5, 6. The injection order of the engine is 1-4-2-5-3-6.
STANDARD PROCEDURE
STANDARD PROCEDURE - BEARING SELECTION CHARTS
CONNECTING ROD BEARINGS - LARGE END

Connecting Bearing Half
Rod
Journal
Diameter - Connecting Rod Journal Diameter - Crankshaft
Connecting
Rod Large
End
A B C
67.500 - 67.494 67.494 - 67.488 67.488 - 67.482
A Upper Bearing Shell Red Red Blue
71.000 -
71.006 Lower Bearing Shell Red Blue Blue
B Upper Bearing Shell Red Blue Blue

71.006 -
71.012 Lower Bearing Shell Blue Blue Yellow
C Upper Bearing Shell Blue Blue Yellow

71.012 -
71.018 Lower Bearing Shell Blue Yellow Yellow
CRANKSHAFT BEARINGS
Cylinder Block Seat Diameter (Bed
Bearing Half Crankshaft Main Journal Diameter
Plate)
A B C
73.958 - 73.952 - 73.946 -
73.952 73.946 73.940
Upper Bearing
Red Red Blue
A Shell
78.000 - 78.006 Lower Bearing
Red Blue Blue
Shell
Upper Bearing
Red Blue Blue
B Shell
Blue Blue Yellow
Shell
Upper Bearing
Blue Blue Yellow
C Shell
Blue Yellow Yellow
Shell
BEARING(S), CRANKSHAFT, MAIN
DESCRIPTION
DESCRIPTION
The bottom of the cylinder block has provisions for mounting the bedplate and the oil jets. The bedplate houses
the other half of the main bearing shell. The bedplate is made of cast iron and bolts to the cylinder block. There
is twenty six M12 mounting bolts, and three M8 mounting bolts.
The number four main bearing serves as the thrust washer location.
The upper main bearings have a oil supply holes and center grooves for lubrication of the main journals. The
lower main bearings provide strength where it is needed.
The upper main bearings are available in three different thicknesses bearings. A color coded mark on the side of
the bearing is used to identify it's thickness. Each color coded bearing is matched to it's respective journal. The
select fit is obtained by matching the color coded bearings to grade identification marks on the cylinder block
and crankshaft. Letters marked on the cylinder block identify the color of each upper-half main bearing, while
letters marked on the front end of the crankshaft indicate the color of each lower half main bearing.
REMOVAL
REMOVAL
Fig. 157: Crankshaft, Bearings, Thrust Bearing & Engine Block

1. Remove the crankshaft (2). Refer to CRANKSHAFT, REMOVAL.
INSTALLATION
INSTALLATION

1. Install the crankshaft (2). Refer to CRANKSHAFT, INSTALLATION.
BEARING(S), CONNECTING ROD
REMOVAL
REMOVAL
1. Disconnect negative battery cable.

2. Remove the engine from vehicle. Refer to REMOVAL.
3. Remove the oil pump pickup tube. Refer to PICK-UP, OIL PUMP, REMOVAL.
Fig. 159: Windage Tray & Bolts

4. Remove bolts (1) and the windage tray (2).
Fig. 160: Connecting Rod, Bearings & Bolts

5. Remove the connecting rod bearing caps one at a time and discard bolts (2).
6. Carefully remove the upper half and lower bearing half (3) from the connecting rod.
INSTALLATION
INSTALLATION
Fig. 161: Connecting Rod Shaft & Class Identification Mark

NOTE: If the connecting rod has to be replaced only use connecting rod of the same
weight, recognizable by a letter stamped on connecting rod shaft (1).
1. Each connecting rod has its own letter class identification mark (2) on connecting rod for bearing
selection.
Fig. 162: Letters Stamped Into Crankshaft

2. Letter class identification mark on crankshaft (1).
Cylinder
123 4 5 6
No.
Crankshaft
CBBBBB
Letter
Connecting
BBAAAA
Rod Letter
3. Choose the correct connecting rod bearings size from the above table. To determine the correct bearing
size for each cylinder, each conrod "letter class" (letter stamped on each conrod) must be matched with
crankshaft "letter class" (6 digits letters stamped on the first crankshaft counter weight). The letters
stamped on the crankshaft are in the same orders as the cylinders. The first letter correspond to the first
cylinder (timing system side), the second letter to the second one, etc. See bearing selection chart. Refer
to Engine/Engine Block - Standard Procedure.

4. Assemble connecting rod bearings (3) and bearing caps to their respective connecting rods (2) ensuring
that the serrations on the cap and reference marks are aligned.
5. Using new bolts, tighten the connecting rod cap bolts to:
 Step 1: Tighten to 10 N.m (88 in. lbs.).
 Step 2: Tighten each bolt to 25 N.m (18 ft. lbs.).
 Step 3: Tighten each bolt an additional 75 degrees turn.
 Step 4: With the torque wrench set at 50 N.m (37 ft. lbs.) to check the tightening of each bolt.

6. Install the windage tray (2). Tighten bolts (1) to 11 N.m (97 in. lbs.).
7. Install the oil pump pickup tube. Refer to PICK-UP, OIL PUMP, INSTALLATION.
8. Install the engine into vehicle. Refer to INSTALLATION.
CRANKSHAFT
DESCRIPTION
DESCRIPTION

The crankshaft (1) for the 3.0L is a forged steel type design with four main bearing journals. The fourth
crankshaft support controls crankshaft thrust.
Fig. 166: Bearing Identification & Letters Stamped Into Crankshaft

The bearing identification for the upper crankshaft main journals is etched into the lower right side of engine
block and the proper lower bearing selection can be found etched in the front of the crankshaft (1).
OPERATION
OPERATION
The crankshaft transfers force generated by combustion within the cylinder bores to the flexibility. The
crankshaft has six separate throws arranged at different angles (splayed) to reduce second order free movements
of inertia. Following the injection order 1-4-2-5-3-6, the crankshaft throw angles alternate between 46°.
STANDARD PROCEDURE
MEASURE CRANKSHAFT AND BLOCK JOURNALS
NOTE: After any bearing damage occurred, remove all debris which is present in the
main oil gallery, connecting rod bores, and in the crankshaft and oil galleries.
1. Remove crankshaft.
2. Clean all engine parts thoroughly.
3. Inspect crankshaft, replace as necessary.
4. Inspect crankcase for damage.
5. Inspect crankshaft main bearing bedplate for damage.
6. Install the crankshaft main bearing caps and check for out of round. Replace as necessary.
7. Remove the main bearing caps and install the crankshaft with the correct selected bearings.
NOTE: Radial mounting of the main bearings of standard size crankshaft is

possible by assigning the color-coded bearing shells. The upper main
bearings can be identified by the four digit mark etched on the engine
block below the high pressure pump. The lower main bearings can be
identified by the code etched on the front of the crankshaft hub.
ASSIGNING CRANKSHAFT MAIN BEARING SHELLS
Fig. 167: Upper Main Bearing Identification

The upper main bearings can be identified by the four digit mark etched in the block (1) next to the oil
pump.

The lower main bearings can be identified by the code etched on the front of the crankshaft counter
weight (1). This color code indicates which bearing shell halves are to be used.
8. Select the correct bearing shells based upon the crankcase and crankshaft identification marks.
9. Mount crankshaft axially using the thinnest thrust washer.
10. Inspect crankshaft end play. If the crankshaft end play is out of specification, remove the crankshaft and
install the larger thrust shim. repeat the procedure until crankshaft end play is within specification.
11. Mount the crankshaft axially again and check each main bearing oil clearance with plasti-gauge. For
bearing clearance specifications, refer to Engine - Specifications.
CHECKING CRANKSHAFT END PLAY
1. Mount a dial indicator to a stationary point at rear of engine. Locate the probe perpendicular against the
rear of the crankshaft.
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 of it's travel and record the reading on the dial indicator. For
crankshaft end play clearances, refer to the engine specification chart. Refer to Engine - Specifications.
REMOVAL
REMOVAL
1. Remove the engine from the vehicle. Refer to REMOVAL.

2. Mount the engine to a suitable engine stand.
3. Remove both cylinder heads. Refer to CYLINDER HEAD, REMOVAL.
4. Remove the flywheel. Refer to FLEXPLATE, REMOVAL.
5. Check the crankshaft end play. Refer to Engine/Engine Block/CRANKSHAFT - Standard Procedure.
6. Remove the oil pump. Refer to PUMP, ENGINE OIL, REMOVAL.

Fig. 170: Crankshaft Position Sensor & Bolt

8. Remove bolt (1) and the Crankshaft Position Sensor (CKP) (2).


Fig. 172: Bed Plate & Bolts

10. Remove bolts (1) securing the bed plate (2) to engine block.
Fig. 173: Bed Plate Bolts

11. Install two bed plate bolts (1) finger tight.

Fig. 174: Bedplate Removal Tools & Bolts

12. Install the (special tool #VM.10362, Tool, Bedplate Removal) (4) and securely tighten bolts (2).
13. Loosen bolts (1 and 3) in half turn increments until seal is broken.
14. Removal bolts (2) and the (special tool #VM.10362, Tool, Bedplate Removal) (4).
15. Remove bolts (1 and 3) and the bed plate.
Fig. 175: Connecting Rods Bearing Cap & Bolts

CAUTION: Do not allow the connecting rods to nick or score the crankshaft
during assembly or disassembly.
CAUTION: Do not allow the connecting rod to bend or dent the oil jet. Serious
engine damage may result from a misaligned oil jet.
16. Remove bolts (1) and the connecting rods bearing cap (2).

17. Remove the crankshaft (2).

18. Remove the thrust washer (3).
19. Remove the crankshaft bearings (1).
INSTALLATION
INSTALLATION

1. Clean all sealing and mating surfaces. Be sure that the sealing and mating surfaces are free of oil and
debris. Refer to CLEANING.
NOTE: If any bearing damage has occurred, remove all debris from the
connecting rod bores, crankshaft, and oil galleries. Remove the steel ball
from the main oil gallery before cleaning.
2. Clean and inspect the crankshaft and bearings journals. Replace the bearings as necessary.
3. Locate the crankshaft journal letter class (1) stamp on the crankshaft weight.
Fig. 178: Upper Main Bearing Identification

4. Locate the engine block crankshaft journal letter class stamp on the engine block (1).

5. To determine the correct crankshaft journal letter class, 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. Refer to Engine/Engine Block/CRANKSHAFT
- Standard Procedure.
6. Select the correct and install top half of the crankshaft bearings (1) and the top half of the crankshaft
thrust bearing (3) into engine block (4).
7. Using the bearing selection chart from step five, select the correct bearing and install lower half of the
crankshaft bearings (1) and the lower half of the crankshaft thrust bearing (3) into bed plate.
Fig. 180: Thrust Bearings & Oil Discharge Groves

8. When installing the thrust bearings (1) in the engine block and bed plate, make sure the oil discharge
groves (2) face towards the crankshaft.
Fig. 181: Crankshaft Bearing Positioning Tool & Main Bearing

9. Using the (special tool #VM.10342, Tool, Crankshaft Bearing Positioning) (1) check the alignment of the
first three main bearings (2) in engine block and bed plate.
Fig. 182: Crankshaft & Engine Block

CAUTION: Do not allow the connecting rods to nick or score the crankshaft
during assembly or disassembly.
10. Set the crankshaft (2) into the engine block.
Fig. 183: Connecting Rods Bearing Cap & Bolts

CAUTION: Do not allow the connecting rod to bend or dent the oil jet. Serious
engine damage may result from a misaligned oil jet.
11. Using new connecting rod bearings and bolts (1), install the connecting rod bearing caps (2). Refer to
BEARING(S), CONNECTING ROD, INSTALLATION.
12. Install the lower half of the crankshaft bearings and the lower half of the crankshaft thrust bearing into
bed plate.
Fig. 184: RTV Sealant Compound On Bed Plate

13. Clean the gasket sealing surfaces. Refer to CLEANING.
NOTE: Do not let the bed plate sit for longer then 10 minutes after applying
sealing compound.
14. Using Mopar® Threebond Engine RTV Sealant, apply a 1.5 mm thick bead of sealing compound to
bedplate as illustrated (1) and DO NOT spread the sealing bead.
Fig. 185: Bed Plate Onto Engine Block Tightening Sequence

15. Install the bed plate onto the engine block.

16. Using new bolts, install the twenty six M12 bolts (1 - 26) and the three M8 bolts finger tight.
17. Using the tightening shown in illustration, tighten all M12 bolts to 45 N.m (33 ft. lbs.).
Fig. 186: Bed Plate Tightening Sequence

18. Using the tighten sequence shown in illustration to the following torque values:
 Step 1: Using a torque angle gauge, tight the internal bed plate bolts (1 - 16) an additional 110
degrees turn.
 Step 2: Tight the external bed plate bolts (17 - 26) to 120 N.m (89 ft. lbs.).
 Step 3: Tighten the three M8 bolts (27 - 29) to 30 N.m 22 ft. lbs.).
 Step 4: Check the torque of the M12 bolts (1 - 26) in a counterclockwise direction with the torque
wrench set at 115 N.m (85 ft. lbs.).
19. The crankshaft should turn freely. If the crankshaft does not turn freely loosen and re-torque the bearing
caps.
Fig. 187: RTV Sealant Excess Locations

20. Remove any excess Mopar® Threebond Engine RTV Sealant (1) that may have squeezed out in the front
of engine.
Fig. 188: Rear Oil Seal Excess RTV Sealant Locations

21. Remove any excess Mopar® Threebond Engine RTV Sealant (1) that may have squeezed out in rear oil
seal bay.
22. Check the crankshaft end play. Refer to Engine/Engine Block/CRANKSHAFT - Standard Procedure.
Fig. 189: Rear Seal Guide, Rear Oil Seal & Crankshaft
23. Install the (special tool #VM.10341-1, Guide, Rear Seal) (3) and slide the rear oil seal (2) onto the
crankshaft.
24. Remove the (special tool #VM.10341-1, Guide, Rear Seal).
Fig. 190: Rear Seal Installer & Crankshaft Position Sensor (CKP) Boss
NOTE: Position the flat portion of the Rear Seal Installer should be facing down
giving you clearance by the Crankshaft Position Sensor (CKP) boss.
25. Using the (special tool #VM.10341-2, Installer Tool, Rear Seal) (1) install the rear main oil seal into the
engine block.

26. Install the Crankshaft Position Sensor (CKP) (2). Tighten bolt (1) to 6 N.m (53 in. lbs.).

28. Install the oil pump. Refer to PUMP, ENGINE OIL, INSTALLATION.
Fig. 193: Flex Plate, Counter Weight, Tone Wheel & Bolts
29. Install the tone wheel (5), counter weight (4), and the flex plate (3). Refer to FLEXPLATE,
INSTALLATION.
30. Install both cylinder heads. Refer to CYLINDER HEAD, INSTALLATION.
31. Install the engine into vehicle. Refer to INSTALLATION.
DAMPER, VIBRATION
REMOVAL
REMOVAL


2. Disconnect the CAC hose (1) from the EGR air flow control valve and position aside.


4. Release clips (1) and remove the charge air resonator (3) and position aside.
Fig. 196: Vibration Damper Cover & Bolts

5. Remove bolts (1) and the vibration damper cover (2).
Fig. 197: Pulleys, Tensioner & Drive Belt Routing 3.0L

6. Remove the accessory drive belt. Refer to BELT, SERPENTINE, REMOVAL .

10. Lock the engine 30 degrees ATDC. Refer to Engine/Valve Timing - Standard.
Fig. 198: Vibration Damper & Bolt

NOTE: The crankshaft damper bolt is a left hand thread.
12. Remove bolt (1) and the vibration damper (2).
INSTALLATION
INSTALLATION

1. Install the vibration damper (2). Tighten bolt (1) to 100 N.m (74 ft. lbs.) plus an additional 125 degrees
turn.


3. Remove Crankshaft Locking Tool (special tool #VM.10339, Tool, Crankshaft Timing) (1).
Fig. 201: Engine Block Plug

4. Install engine block plug (1). Tighten 30 N.m (22 ft. lbs.).
Install the front skid plate. Refer to PLATE, SKID, FRONT, INSTALLATION , PLATE, SKID,
INSTALLATION .

7. Installed the accessory drive belt. Refer to BELT, SERPENTINE, INSTALLATION .


8. Install the vibration damper cover (2). Tighten bolts (1) to 11 N.m (97 in. lbs.).


12. Connect negative battery cable.
FLEXPLATE
DESCRIPTION
DESCRIPTION
The flex plate is fastened to the crankshaft and can only be installed one way. The crankshaft has a dowel
locating pin that is used to align the magnetic tone wheel and the counter weight. The stamped-steel flex plate
has a segment ring to provide engine speed and crankshaft position information to the Power Control Module
(PCM). The crankshaft position sensor is mounted next to the segment ring and sends electrical pulses to the
PCM.
REMOVAL
REMOVAL
1. Remove the transmission. Refer to REMOVAL .

2. Paint mark the flex plate hub to flex plate relation.
3. Remove bolts (1) and flex plate (3).
4. If necessary, remove the counter weight (4) and tone wheel (5).
5. Inspect flex plate for damage.
INSTALLATION
INSTALLATION
NOTE: Do Not lubricate new bolts as they are already coated with an anti-scuff
treatment.
Align the flex plate to hub paint marks, where applicable.
NOTE: Always use new flex plate bolts when ever the existing bolts have been
removed
1. If removed, install the tone wheel (5) and counter weight (4).
2. Install the flex plate (3).
NOTE: With clean engine oil, lubricate the bolt side of backing plate (2).
3. Lubricate and install the backing plate (2) and tighten bolts (1) finger tight.
Fig. 209: Flex Plate Tightening Sequence

4. Using the tightening sequence shown in illustration, Tighten bolts to:

 Tighten bolts 50 N.m (37 ft. lbs.).
 Loosen one bolt at a time and retighten bolt in a clockwise cross pattern to 125 N.m (92 ft. lbs.).
 Using a torque angle gauge, tighten each bolt an additional 30 degrees in a clockwise cross pattern.
5. Install the transmission. Refer to INSTALLATION .
PUMP, VACUUM
DESCRIPTION
DESCRIPTION
Fig. 210: Vacuum Pump & Bolts

The vacuum pump is a constant displacement, vane-type pump. Vacuum is generated by vanes mounted in the
pump rotor. The rotor is located in the pump housing and is pressed onto the pump shaft.
The vacuum pump operates by a slotted extension attached to the vacuum pump shaft. The vacuum pump shaft
slotted extension fits into, and is driven by, the intake camshaft gear.
The vacuum pump rotating components are internally lubricated and the vacuum pump has no serviceable parts.
Do not disassemble or attempt to repair the pump.
OPERATION
OPERATION

Vacuum pump output is transmitted to the EGR vacuum bypass solenoid and brake vacuum booster, systems
through a supply hose. The hose is connected to an outlet port on the pump housing and uses an in-line check
valve to retain system vacuum when vehicle is not running.
Pump output ranges from a minimum of 8.5 to 25 inches vacuum.
The pump rotor and vanes are rotated by the slotted pump drive gear which fits into the camshaft drive gear.
DIAGNOSIS AND TESTING - 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. Refer to
PUMP, VACUUM, REMOVAL. Refer to PUMP, VACUUM, INSTALLATION.
REMOVAL
REMOVAL


2. Remove the vacuum line at vacuum pump.
NOTE: Observe position of driver on rear of pump upon removal.
3. Remove bolts (1) and the vacuum pump (2).
INSTALLATION
INSTALLATION
Fig. 213: Vacuum Pump & O-Ring Seals

1. Clean all sealing surfaces.

2. Install new O-ring seals (1) onto the vacuum pump (2).

3. Position driver on rear of pump and install vacuum pump (2). Tighten bolts (1) to 30 N.m (22 ft. lbs.).
4. Install vacuum line onto the vacuum pump.
6. Start the engine and inspect for leaks.
ROD, PISTON AND CONNECTING

DESCRIPTION
DESCRIPTION
Fig. 215: Piston & Connecting Rod Components

CAUTION: If the connecting rod bolts are ever loosened, replace all of the connecting
rods.
The pistons (1) are made of a high strength Aluminum Alloy B2+Phosphate and Graphite Coating.
Conventional Cooling Gallery. Insert Ring + Parallel Type Groove. The piston crown consists of a combustion
bowl and four recesses machined for the valves. Circlips (3) secure a full floating piston pin (2). The pistons
have a phosphate surface treatment and the piston skirts have a graphite treatment for scuff resistance. The
piston skirts have notches to provide the necessary clearance for the oil jets when the pistons are at BDC. The
connecting rod (5) that are forged steel I-shaped with a diagonal slit and a tapered faced small end. The
connecting rod (5) is a fracture split type rod.
REMOVAL
REMOVAL

2. Remove the engine from the vehicle. Refer to REMOVAL.
3. Remove both cylinder heads. Refer to CYLINDER HEAD, REMOVAL.
Fig. 216: Oil Pump Pickup Tube & Bolts

4. Remove the oil pump and pickup tube (2). Refer to PUMP, ENGINE OIL, REMOVAL.

CAUTION: To prevent damage to the oil jets, remove the oil jets before removing
the pistons.
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.
Fig. 218: Oil Jet & Retaining Bolt

6. Remove the appropriate oil jet retaining bolt (2) and remove oil jet (1) from the engine block.
NOTE: The piston and connecting rod assembly must be removed through the
top of cylinder block.
7. Remove the ridge from the top of the cylinder bores with a ridge reamer before removing pistons from
cylinder block. Be sure to keep the top of pistons covered during this operation.
8. Rotate the crankshaft so the connecting rod is centered in the cylinder bore.
9. Remove the connecting rod cap bolts and remove the fracture-split rod cap.
NOTE: Use care not to nick or scratch the crankshaft journal or cylinder bore
during removal.
10. Carefully remove the piston and connecting rod assembly out through the top of the cylinder block.
11. Mark the pistons with the matching cylinder number after removal.
12. Repeat this procedure for the remaining pistons and connecting rod assemblies.
PISTON PIN

1. Secure the connecting rod (5) in a soft jawed vice.

2. Remove the two snap rings (3) securing the piston pin (2).
3. Push the piston pin (2) out of the piston (1) and the connecting rod (5).
4. Remove the piston (1) from the connecting rod (5).
5. Measure the diameter of the piston pin in the center and on both ends. Refer to Engine - Specifications.
PISTON RING
Fig. 220: Piston Rings - Removal/Installation

1. The ID mark on the face of the top and second piston rings must point toward the piston crown.
2. Using a suitable ring expander, remove the top and second piston rings.
3. Remove the upper oil ring side rail, lower oil ring side rail and then the oil expander from the piston.
4. Carefully clean carbon from the piston crowns, skirts and ring grooves ensuring the 4 oil holes in the oil
control ring groove are clear.
INSPECTION
INSPECTION
PISTONS
1. Check piston pin bores in piston for roundness. Make 3 checks at 120° intervals. Maximum out of
roundness.020 mm (.0008 in.).
2. The piston diameter should be measured approximately 10 mm (.394 in.) up from the base.
3. Skirt wear should not exceed 0.1 mm (.00039 in.).
PISTON PINS
1. Measure the diameter of piston pin in the center and both ends. Refer to the engine specification chart.
Refer to Engine - Specifications.
CONNECTING RODS
CAUTION: Connecting rods must be replaced once the end caps are loosened. All six
must have the same weight and the same number. Replacement
connecting rods will only be supplied in sets of six. When assembling the
connecting rod, be sure to paint mark or scribe mark each of the
connecting rods and caps before installation, for alignment purposes later.
NOTE: Do Not lubricate the new connecting rod bolts. They are already coated with a
anti scuff treatment.
Connecting rods are supplied in sets of six since they all must be of the same weight category.
1. Assemble bearing shells and bearing caps to their respective connecting rods ensuring that the serrations
on the cap and reference marks are aligned.
INSTALLATION
INSTALLATION
WARNING: All six connecting rods must have the same weight and letter
classification. The connecting rod bolts are a one time use, and must be
replaced every time they are loosened or removed.

Each connecting rod has its own letter weight class identification mark (1) on connecting rod. Only use
connecting rods that are of the same weight class. (R = Rosso, V = Verde)
PISTON PIN
Fig. 222: Piston Crown & Connecting Rod Cap

NOTE: During piston assembly with the conrod pay attention concerning the arrow
position on the piston crown (1) and the stamping on the connecting rod cap
(2): the arrow and the stamping must oppose one another and cannot be on the
same side.

1. Secure connecting rod (5) in soft jawed vice.

2. Lubricate piston pin (2) and piston (1) with clean engine oil.
3. Position piston (1) on connecting rod (5).
4. Install piston pin (2).
5. Install snap ring (3) in piston (1) to retain piston pin (2).
6. Remove connecting rod (5) from vice.
PISTON RINGS
Fig. 224: Piston Rings - Removal/Installation

1. Install rings on the pistons using a suitable ring expander.
Fig. 225: 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 No. 3 position (looking at the piston crown from above).
4. Second piston ring gap should be positioned at the No. 1 position.
5. Oil control ring gap should be positioned at the No. 2 position.
PISTON
Fig. 226: Cylinder Location Identification

1. Identify the correct piston to cylinder location on left front of engine block.
Fig. 227: Piston Lettering Identification

2. Identify the piston by the lettering shown in illustration on piston crown.

3. Using the reference table below select the correct piston to location.
NOTE: The first letter correspond to the first cylinder, the second letter to the
second one etc.
Piston Letter On Crown A A B B C C

Cylinder Piston Location 1 2 3 4 5 6
4. Before installing the Piston Installer, make sure the oil ring expander ends are butted together.
5. Immerse the piston head and rings in clean engine oil, slide the piston installer over the piston and
tighten. Ensure position of rings does not change during this operation .
Fig. 228: Arrow Stamped On Piston Crown

6. When installing the pistons and connecting rod assembly, making sure that the arrow stamped on the
piston crown (1) is turned toward the back side of the engine (flywheel side) for the right bank pistons 1 2
3 and toward the front side of the engine (timing chain side) for the left bank pistons 4 5 6.

7. Each connecting rod has its own letter class identification mark (2) on connecting rod for bearing
selection.
Fig. 230: Letters Stamped Into Crankshaft

8. To determine the correct bearing size for each cylinder. Each connecting rod letter class must be matched
with the crankshaft letter class (1) with the bearing selection chart to determine the correct bearing color
for each cylinder. The letters stamped into the crankshaft (1) 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.
Refer to Engine/Engine Block - Standard Procedure.
CAUTION: Care must be taken not to nick the crankshaft journal or cylinder bore
when installing the pistons.
9. 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.
10. Guide the piston down in cylinder bore, using a hammer handle. At the same time, guide connecting rod
into position on connecting rod journal.

11. Assemble connecting rod bearings (3) and bearing caps to their respective connecting rods (2) ensuring
that the serrations on the cap and reference marks are aligned.
NOTE: The connecting rod bolts must be replaced every time they are loosened
or removed.

13. Install the oil jets. Refer to JET, PISTON OIL COOLER, INSTALLATION.


15. Install the oil pump pickup tube. Refer to PICK-UP, OIL PUMP, INSTALLATION.
16. Install both cylinder head. Refer to CYLINDER HEAD, INSTALLATION.
SEAL, CRANKSHAFT OIL, FRONT
REMOVAL
REMOVAL


2. Remove the vibration damper. Refer to DAMPER, VIBRATION, REMOVAL.
CAUTION: Care must be taken when removing the crankshaft seal. DO NOT
damage or gouge the timing chain cover.
3. Using suitable seal puller, remove the front crankshaft seal.
INSTALLATION
INSTALLATION
Fig. 236: Front Seal Guide & Oil Seal

1. Clean timing chain cover seal surface.
NOTE: Install the front oil seal so the lip of seal face away from the engine.
2. Install the (special tool #VM.10340-1, Guide, Front Seal) (1) and position the front seal (2) in place.
3. Remove the (special tool #VM.10340-1, Guide, Front Seal) (1).
Fig. 237: Front Seal Installer Tool & Vibration Damper Bolt
4. Using the (special tool #VM.10340-2, Installer Tool, Front Seal) (2), install the front crankshaft oil seal
using the vibration damper bolt (3) to draw the seal in place.
5. Remove bolt (3) and the (special tool #VM.10340-2, Installer Tool, Front Seal) (2).

6. Install the vibration damper. Refer to DAMPER, VIBRATION, INSTALLATION.

SEAL, CRANKSHAFT OIL, REAR
REMOVAL
REMOVAL
1. Remove the flex plate (3), counter weight, and tone wheel. Refer to FLEXPLATE, REMOVAL.
Fig. 240: Rear Main Oil Seal, Crankshaft Position Sensor (CKP) & Bolt
2. Remove bolt (2) and the Crankshaft Position Sensor (CKP) (3).
NOTE: Use care not to damage the rear main oil seal sealing surface.
3. Using suitable seal puller, remove the rear main oil seal (1).
INSTALLATION
INSTALLATION
Fig. 241: Rear Seal Guide, Rear Oil Seal & Crankshaft
1. Clean around seal surface area.
NOTE: Install the rear oil seal so that the lip of seal faces away from the engine.
2. Install the (special tool #VM.10341-1, Guide, Rear Seal) (3) and slide the rear oil seal (2) onto the
crankshaft.
3. Remove the (special tool #VM.10341-1, Guide, Rear Seal) (3).
Fig. 242: Rear Seal Installer & Crankshaft Position Sensor (CKP) Boss
NOTE: Position the flat portion of the Rear Seal Installer should be facing down
giving you clearance by the Crankshaft Position Sensor (CKP) boss.
4. Using the (special tool #VM.10341-2, Installer Tool, Rear Seal) (1) install the rear main oil seal into the
engine block.

5. Clean the area and bore around CKP.

6. Install the CKP (2). Tighten bolt (1) to 6 N.m (53 in. lbs.).
7. Install the tone wheel (3), counter weight, and flex plate. Refer to FLEXPLATE, INSTALLATION.
ENGINE MOUNTING
INSULATOR, ENGINE MOUNT, LEFT
REMOVAL
REMOVAL

3. Remove the air cleaner body. Refer to BODY, AIR CLEANER, REMOVAL.
Fig. 245: Engine Mount Retaining Nut

4. Remove the left and right engine mount retaining nut (1).
5. Using Engine Support Fixture (special tool #8534B, Support Fixture, Engine), lift engine enough to gain
access to the engine mount without damaging the turbocharger.
Fig. 246: Left Engine Mount & Bolts


7. Removed the belly pan.
8. Remove bolts (2) and the left engine mount (1).
Fig. 247: Left Engine Mount Bracket & Bolts

9. If necessary, remove bolts (2) and the left engine mount bracket (1).
INSTALLATION
INSTALLATION
Fig. 248: Left Engine Mount Bracket & Bolts

1. If necessary, Install the left engine mount bracket (1). Tighten Bolts (2) to 61 N.m (45 ft. lbs).
Fig. 249: Left Engine Mount & Bolts

2. Install the left engine mount (1). Tighten bolts (2) to 61 N.m (45 ft. lbs.).
3. Install the belly pan.
5. Lower the engine into position and remove Engine Support Fixture (special tool #8534B, Support Fixture,
Engine).
Fig. 250: Engine Mount Retaining Nut

6. Install the left and right engine mount retaining nuts (1) and tighten to 61 N.m (45 ft. lbs.).
7. Install the air cleaner body. Refer to BODY, AIR CLEANER, INSTALLATION.
INSULATOR, ENGINE MOUNT, RIGHT
REMOVAL
REMOVAL


4. Remove the right and left engine mount retaining nut (1).
5. Using Engine Support Fixture (special tool #8534B, Support Fixture, Engine), lift engine enough to gain
access to the engine mount.
Fig. 252: Right Engine Mount & Bolts


7. Removed the belly pan.
8. Remove bolts (2) and the right engine mount (1).
Fig. 253: Right Engine Mount Bracket & Bolts

9. If necessary, remove bolts (2) and the engine mount bracket (1).
INSTALLATION
INSTALLATION
Fig. 254: Right Engine Mount Bracket & Bolts

1. If necessary, Install the engine mount bracket (1). Tighten bolts (2) to 61 N.m (45 ft. lbs.).
Fig. 255: Right Engine Mount & Bolts

2. Install the right engine mount (1). Tighten bolts (2) to 61 N.m (45 ft. lbs.).


4. Lower the engine into position and remove Engine Support Fixture (special tool #8534B, Support Fixture,
Engine).
5. Install the right and left engine mount retaining nuts (1) and tighten to 61 N.m (45 ft. lbs.).
INSULATOR, ENGINE MOUNT, REAR MOUNT
REMOVAL
REMOVAL
Fig. 257: Left & Right Crossmember Brace With Fasteners


2. Remove the skid plate, if equipped. Refer to PLATE, SKID, FRONT, REMOVAL , PLATE, SKID,
NOTE: Gas engine shown in illustration Diesel engine similar.
3. Remove four bolts (2) and the left crossmember brace (1).
4. Remove two bolts (3) and the right crossmember brace (4).
Fig. 258: Crossmember & Bolts

5. Remove the two bolts (2) from the rear engine mount isolator.
6. Using a suitable transmission jack and a block of wood positioned under the transmission oil pan, raise
the transmission until the weight is off of the isolator (approximately 5 mm).
7. Remove six bolts (3) and the crossmember (1).
Fig. 259: Rear Engine Mount Isolator & Bolts (4x4)

8. On 4x4 vehicles, remove three bolts (2) and the rear engine mount isolator (1).

Fig. 261: Rear Engine Mount Bracket & Bolts (4x2)

10. On 4x2 vehicles if required, remove four bolts (1) and the rear engine mount bracket (2).
INSTALLATION
INSTALLATION

1. On 4x2 vehicles if removed, install the rear engine mount bracket (2) with four bolts (1) tightened to 33
N.m (24 ft. lbs.).

2. On 4x2 vehicles, install the rear engine mount isolator (1) with three bolts (2) tightened to 61 N.m (45 ft.
lbs.).

lbs.).

4. Install the crossmember (1) with six bolts (3) tightened to 55 N.m (41 ft. lbs.).
5. Lower the transmission so the weight is resting on the isolator.
6. Install two bolts (2) to the rear engine mount isolator and tighten to 61 N.m (45 ft. lbs.).

7. Install the left crossmember brace (1) with four bolts (2) tightened to 55 N.m (41 ft. lbs.).
8. Install the right crossmember brace (4) with two bolts (3) tightened to 55 N.m (41 ft. lbs.).
9. Install the skid plate, if equipped. Refer to PLATE, SKID, FRONT, INSTALLATION , PLATE,
LUBRICATION
COOLER, OIL
DESCRIPTION
DESCRIPTION
Engine coolant is used to cool the oil. A plate-style external heat exchanger is located on the left side of the
engine block. A single O-ring style gaskets seal the oil cooler to the oil cooler adapter. Replace the O-ring style
gaskets whenever the oil cooler is removed or replaced. The oil is fed to the oil cooler through the oil filter.
After the oil cooler, the oil is fed back to the main oil gallery of the cylinder block. The oil cooler and adapter is
located on the left side of the engine block.
REMOVAL
REMOVAL

4. Remove the front skid plate.
5. Remove the belly pan.
10. Remove the serpentine drive belt. Refer to BELT, SERPENTINE, REMOVAL .
Fig. 267: Oil Cooler & Bolts

11. Remove bolts (1) and the engine oil cooler (2).
INSTALLATION
INSTALLATION
Fig. 268: Oil Cooler Adapter O-Ring Seal

1. Clean all engine mating surfaces.

2. Install a new O-ring seal onto the oil cooler adapter.

3. Install the engine oil cooler. Tighten bolts to 30 N.m (22 ft. lbs.).
4. Install the serpentine drive belt. Refer to BELT, SERPENTINE, INSTALLATION .
8. Install the front skid plate.
10. Change the oil filter and fill the engine with recommended engine oil. Refer to CAPACITIES AND
ADAPTER, OIL COOLER
REMOVAL
REMOVAL



4. Remove the air cleaner body and air tube. Refer to BODY, AIR CLEANER, REMOVAL.

Fig. 272: Coolant Hose & Oil Pressure Sensor Wire Harness Connector

10. Disconnect the coolant hose (1) from oil cooler adapter.
11. Disconnect the oil pressure sensor wire harness connector (2).

evacuated.
12. Remove the A/C compressor and position aside. Refer to COMPRESSOR, A/C, REMOVAL .
Fig. 274: A/C Compressor Bracket & Bolts

13. Remove bolts (2), and the A/C compressor bracket (1).

14. Remove bolts (2) and the oil cooler adapter (1).
INSTALLATION
INSTALLATION
Fig. 276: Oil Cooler Adapter O-Ring Seal


2. Install a new O-ring seal (1).

3. Install the oil cooler adapter (1). Tighten bolts (2) 30 N.m (22 ft. lbs.).
Fig. 278: A/C Compressor Bracket & Bolts

4. Install the A/C compressor bracket (1). Tighten bolts (2) 45 N.m (33 ft. lbs.).


Fig. 280: Coolant Hose & Oil Pressure Sensor Wire Harness Connector
6. Connect the oil pressure sensor wire harness connector (2).

7. Connect the coolant hose (1) from oil cooler adapter.
INSTALLATION .
12. Change the oil filter and fill the engine with recommended engine oil. Refer to CAPACITIES AND
13. Install the air cleaner body and air tube. Refer to AIR CLEANER, INSTALLATION.

16. Start the engine and check for leaks.

FILTER, ENGINE OIL

REMOVAL
REMOVAL
Fig. 283: Oil Filter Housing Bleeder Screw

1. Open the vent screw on top of oil cap.

2. Open the bleeder screw (1) and drain the oil filter housing and securely tighten bleeder screw.
3. Remove the oil filter cap.
Fig. 284: Oil Filter Cover, O-Ring Gasket, Oil Filter & Base Oil Filter
4. While holding the oil filter cover (1), pushdown on base oil filter (4) to separate from cover and remove
the oil filter (3).
5. Remove and discard O-ring gasket (2). Clean and inspect cap.
INSTALLATION
INSTALLATION
1. Lubricate and install the new oil filter cap O-ring gasket (2). Make sure the oil filter cap O-ring is in the
correct location.
2. Install the oil filter (3) into oil filter cap (1).
3. Install oil filter cap (1) and tighten to 25 N.m (18 ft. lbs.).
4. Securely tighten the vent screw on top of the oil filter cap.
HOUSING, OIL FILTER
REMOVAL
REMOVAL

2. Remove the oil cooler adapter. Refer to ADAPTER, OIL COOLER, REMOVAL.
Fig. 286: Upper Oil Filter Housing Bolt

NOTE: Oil filter housing support bracket removed for clarity.
3. Remove the upper oil filter housing bolt (1).
Fig. 287: Oil Filter Housing & Bolts

4. Remove bolts (2) and the oil filter housing (1).
INSTALLATION
INSTALLATION
Fig. 288: Oil Filter Housing & O-Ring Seal

1. Clean the gasket sealing surfaces.

2. Install new O-ring seal (1) onto the oil filter housing (2).
Fig. 289: Oil Filter Housing & Bolts

NOTE: Oil filter housing support bracket removed for clarity.
3. Install oil filter housing (1). Tighten bolts (2) to 30 N.m (22 ft. lbs.).
Fig. 290: Upper Oil Filter Housing Bolt

4. Install the front oil filter housing bolt and tighten to 15 N.m (133 in. lbs.).
JET, PISTON OIL COOLER
DESCRIPTION
DESCRIPTION

Three dual-nozzle oil jets (1) are bolted to the cylinder block underneath the main oil gallery. The jets connect
with an oil-tight fit to the main gallery through lubrication passages. Each oil jet helps cool two opposite
pistons. Proper oil jet alignment is important. Each nozzle is designed to alternatively spray oil through both
cooling galleries within the piston. The oil spray is aimed at one of the cooling galleries as the piston
approaches TDC. As the piston approaches BDC, the oil spray is aimed at the adjacent cooling gallery.
REMOVAL
REMOVAL
CAUTION: Use caution when removing and installing oil jets. Damage to oil jet nozzle
could cause severe engine damage.


2. Remove the crankshaft. Refer to CRANKSHAFT, REMOVAL.
3. Remove bolt (2) and oil jet (1) from engine block.
INSTALLATION
INSTALLATION

CAUTION: Use caution when removing and installing oil jets. Damage to oil jet nozzle
could cause severe engine damage.
1. Install oil jet (1) in engine block. Tighten bolt (2) to 11 N.m (97 in. lbs.).
2. Install the crankshaft. Refer to CRANKSHAFT, INSTALLATION.
JET, TIMING CHAIN OIL
REMOVAL
REMOVAL
Fig. 294: Timing Chain Oil Jet & Bolt


2. Remove the upper timing cover. Refer to COVER(S), ENGINE TIMING, REMOVAL.
3. Remove bolt (1) and the timing chain oil jet (2).
4. Remove and discard O-ring seal.
INSTALLATION
INSTALLATION
Fig. 295: Timing Chain Oil Jet & O-Ring Seal

1. Install a new O-ring seal (1) onto the timing chain oil jet (2).
Fig. 296: Timing Chain Oil Jet & Bolt

2. Install the timing chain oil jet (2). Tighten bolt (1) to 11 N.m (97 in. lbs.).
3. Install the upper timing cover. Refer to COVER(S), ENGINE TIMING, INSTALLATION.
4. Fill engine oil to proper level.
OIL
DESCRIPTION
DESCRIPTION
for oil specifications. Refer to CAPACITIES AND RECOMMENDED FLUIDS, SPECIFICATIONS .
STANDARD PROCEDURE
STANDARD PROCEDURE - ENGINE OIL AND FILTER CHANGE
Change the engine oil and filter at mileage and time intervals described in the Maintenance Schedule. Refer to
MAINTENANCE SCHEDULES, DESCRIPTION .

1. Run the engine until achieving normal operating temperature.

2. Position the vehicle on a level surface and turn the engine off.
Fig. 298: Oil Filter Housing Bleeder Screw

4. Open the vent screw on top of oil cap.

5. Place an oil absorbent cloth around the oil filter housing at the base.
6. Open the bleeder screw (1) and drain the oil filter housing and securely tighten bleeder screw.
7. Rotate the oil filter cap (1) counterclockwise and remove the oil filter and cap.
CAUTION: When performing an engine oil change, the oil filter cap must be
removed. Removing the oil filter cap releases oil held within the oil
filter cavity and allows it to drain into the sump. Failure to remove the
cap prior to reinstallation of the drain plug will not allow complete
draining of the used engine oil.
NOTE: The oil filter (3) is attached to the oil filter cap (1).
8. While holding the oil filter cover (1), pushdown on base oil filter (4) to separate from cover and remove
the oil filter (3).
9. Remove and discard O-ring gasket (2). Clean and inspect cap.
Fig. 300: Crankcase Drain Plug

11. Place a suitable drain pan under the crankcase drain plug (1).
12. Drain the engine oil. Inspect the drain plug threads for stretching or other damage. Replace the drain plug
(1) if damaged.
13. Using a new sealing washer, install and tighten the drain plug (1) to 45 N.m (33 ft. lbs.).
NOTE: It is not necessary to pre-oil the oil filter or fill the oil filter housing.
15. Lubricate and install the new oil filter cap O-ring gasket (2). Make sure the oil filter cap O-ring is in the
correct location.
16. Install the oil filter (3) into oil filter cap (1).
17. Install oil filter cap (1) and tighten to 25 N.m (18 ft. lbs.).
18. Securely tighten the vent screw on top of the oil filter cap.
19. Fill the crankcase with the specified type and amount of engine oil. Refer to CAPACITIES AND


21. Stop the engine and check the oil level.
OIL FILTER SPECIFICATION
All engines are equipped with a high quality full-flow, disposable type oil filter. When replacing oil filter, use a
Mopar® filter or equivalent.
USED ENGINE OIL DISPOSAL
Care should be exercised when disposing of used engine oil after it has been drained from a vehicle engine.
Refer to the WARNING listed above.
PAN, OIL
REMOVAL
UPPER OIL PAN


2. Remove bolts and the oil level indicator tube.


9. Remove air cleaner body. Refer to BODY, AIR CLEANER, REMOVAL.

10. Remove bolts (1) and the vibration damper cover (2).

11. Remove the accessory drive belt (2). Refer to BELT, SERPENTINE, REMOVAL .

12. Disconnect the A/C clutch wire harness connector (1).

13. Support the A/C compressor, remove the nut (4), stud (3), and bolt (2) that secures the A/C compressor to
the bracket and position aside the compressor.
14. Remove the upper oil dip stick tube bolt.

15. Remove the lower oil pan. Refer to PAN, OIL, REMOVAL.
16. If equipped with AWD, remove the front axle (1). Refer to REMOVAL .
Fig. 308: Steering Gear & Knuckle/Rotor Assembly

17. Remove the steering gear (1). Refer to GEAR, REMOVAL .
Fig. 309: Crankshaft Position Sensor Connector

18. Remove the four transmission-to-oil pan bolts.

19. Remove bolts securing the transmission cooler liner to oil pan.
20. Remove bolts and position aside the EHPS pump.
21. Detach the starter wire harness to upper oil pan.
22. Disconnect the Crankshaft Position Sensor (CKP) wire harness connector (1).
Fig. 310: Crankshaft Position Sensor Wiring Harness Bracket & Bolts
23. Remove bolts attaching the CKP harness connector bracket to oil pan.
Fig. 311: Upper Oil Pan, Oil Pump Pick-Up Tube, Gasket & Bolts
24. Remove the oil pump pick-up tube bolt (2).

25. Remove bolts (1) and the upper oil pan (3).
26. Remove and discard gasket (4).
LOWER OIL PAN

Fig. 312: Lower Oil Pan & Bolts

4. Remove bolts (1) and the lower oil pan (2).
INSTALLATION
UPPER OIL PAN
Fig. 313: RTV Sealant To Timing Cover To Engine Block T-Joints

1. Clean and gasket sealing surfaces. Refer to CLEANING.
NOTE: Clean the oil pan sealing surfaces with isopropyl alcohol in preparation for
sealant application.
2. Apply a 3 mm wide bead of Mopar® Threebond Engine RTV Sealant to the timing cover to engine block
T-joints (1).
3. Install a new oil pan gasket (3).
Fig. 315: Upper Oil Pan Tightening Sequence

NOTE: Bolts in the following positions are stud bolts (4, 14, 17, 19, 21, and 23).
4. Install the upper oil pan and tighten bolts finger tight:
 Using the tightening sequence shown in illustration, tighten bolts to 15 N.m (133 in. lbs.).
 Loosen each bolt one at a time 90 degrees, then using the tightening sequence shown in illustration
tighten bolts to 15 N.m (133 in. lbs.).
5. Install the upper oil pump pick-up tube bolt (2) and tighten to 11 N.m (97 in. lbs.).
6. Install bolts (1) attaching the Crankshaft Position Sensor (CKP) harness connector bracket (2) to oil pan
and tighten to 8 N.m (71 in. lbs.).

7. Connect the CKP wire harness connector (1).

8. Attach the starter wire harness to upper oil pan.
9. Position the EHPS pump, install the retaining bolts and tighten to 23 N.m (17 ft. lbs.).
10. Install bolts securing the transmission cooler liner to oil pan and securely tighten bolts.
11. Install the four transmission-to-oil pan bolts and tighten to 39 N.m (29 ft.lbs.).

12. Install the steering gear (1). Refer to GEAR, INSTALLATION .


13. If equipped with AWD, install the front axle (1). Refer to INSTALLATION .
14. Install the lower oil pan. Refer to PAN, OIL, INSTALLATION.

15. Install the upper oil dip stick tube bolt and tighten to 11 N.m (97 in. lbs.).
16. Position the A/C compressor to the A/C compressor bracket (7) and install the stud (3). Tighten the stud
(3) to 10 N.m (89 in. lbs.).
17. Install and hand tighten the nut (4) that secures the A/C compressor to the bracket.
18. Tighten the two bolts to 28 N.m (21 ft. lbs.) using the following sequence:
 Bolt (2) at rear of compressor.
 Bolt (5) at front of compressor.

19. Tighten the nut (4) at the front of the A/C compressor to 28 N.m (21 ft. lbs.).
20. Connect the A/C clutch wire harness connector (1).

21. Install the accessory drive belt (2). Refer to BELT, SERPENTINE, INSTALLATION .


INSTALLATION .
26. Install the oil level indicator tube. Tighten bolts to 11 N.m (97 in. lbs.).
27. Replace the oil filter and fill the engine with recommended engine oil. Refer to CAPACITIES AND
LOWER OIL PAN
Fig. 324: Lower Oil Pan Gasket Sealing Surfaces

CAUTION: Engine assembly requires the use of a unique sealant that is

compatible with engine oil. Using a sealant other than Mopar®
Threebond Engine RTV Sealant may result in engine fluid leakage.
CAUTION: Following the application of Mopar® Threebond Engine RTV Sealant

to the gasket surfaces, the components must be assembled within 20
minutes and the attaching fasteners must be tightened to
specification within 45 minutes. Prolonged exposure to the air prior
to assembly may result in engine fluid leakage.
NOTE: Sealing surfaces must be free of a gasket material and oil residue. Clean
the oil pan sealing surfaces with isopropyl alcohol in preparation for
2. Apply a 3 mm wide bead of Mopar® Threebond Engine RTV Sealant to the lower oil pan as shown in
illustration (1).
Fig. 325: Lower Oil Pan Tightening Sequence

3. Position the lower oil pan and install the bolts finger tight.
 Using the tightening sequence shown in illustration, tighten the oil pan bolts to 15 N.m (133 in.
lbs.).
 Loosen each bolt one at a time 90 degrees, then using the tightening sequence shown in illustration
tighten bolts to 15 N.m (133 in. lbs.).
6. Fill the engine with recommended engine oil. Refer to CAPACITIES AND RECOMMENDED
FLUIDS, SPECIFICATIONS .
PICK-UP, OIL PUMP
REMOVAL
REMOVAL


2. Remove the upper oil pan. Refer to PAN, OIL, REMOVAL.
3. Remove bolts (1) and the oil pump pickup tube (2) from oil pump.
Fig. 327: Oil Pump Pickup Tube & O-Ring

4. Remove and discard O-ring (2).
INSTALLATION
INSTALLATION
Fig. 328: Oil Pump Pickup Tube & O-Ring

1. Lubricate and install a new O-ring (2) on oil pump pickup tube (1).

2. Install pickup tube (2) into oil pump. Tighten bolts (1) to 11 N.m. (97 in. lbs.).
3. Install the upper oil pan. Refer to PAN, OIL, INSTALLATION.
4. Fill the engine to proper level with recommended engine oil. Refer to CAPACITIES AND
PUMP, ENGINE OIL

REMOVAL
REMOVAL
1. Remove the oil pump pick-up tube. Refer to PICK-UP, OIL PUMP, REMOVAL.
2. Remove the lower timing cover. Refer to COVER(S), ENGINE TIMING, REMOVAL.
Fig. 330: Engine Oil Pump & Bolts

3. Remove bolts and the engine oil pump (1).
INSTALLATION
INSTALLATION
Fig. 331: Engine Oil Pump O-Ring Gasket


2. Install a new O-ring gasket (1) onto the oil pump.
Fig. 332: Engine Oil Pump & Bolts

3. Install the oil pump. Tighten bolts to 14 N.m (124 in. lbs.).
4. Install the lower timing cover. Refer to COVER(S), ENGINE TIMING, INSTALLATION.
5. Install oil pump pick-up tube. Refer to PICK-UP, OIL PUMP, INSTALLATION.
SENSOR, OIL PRESSURE
DESCRIPTION
DESCRIPTION
Fig. 333: Engine Oil Pressure Sensor & Connector

The engine oil pressure sensor (1) is mounted on the oil cooler adapter housing. The sensor provides an output
voltage to the PCM that corresponds to the engine oil pressure. Under certain operating conditions, for example
low oil pressure, it may be necessary for the PCM to increase the engine idle speed to ensue adequate engine
lubrication.
The engine oil pressure sensor (1) is a single wire sensor with a threaded pressure port. The pressure port is
mounted to the oil cooler adapter housing through an access hole. An aluminum seal ring seals the engine oil
pressure sensor to the oil cooler adapter housing.
OPERATION
OPERATION
The engine oil pressure sensor receives a 5- volt reference from the PCM. The sensor ground is also provided
by the PCM. The sensor output voltage varies from 0.5 to 4.5 volts depending on engine oil pressure.
REMOVAL
REMOVAL


3. Disconnect engine oil pressure sensor harness connector (2).
4. Remove engine oil pressure sensor (1).
INSTALLATION
INSTALLATION

1. Install the engine oil pressure sensor (1). Tighten sensor (1) to 33 N.m (24 ft. lbs.).
2. Connect engine oil pressure sensor harness connector (2).

3. Install the engine cover
5. Start vehicle and inspect for leaks.
MANIFOLDS
ACTUATOR, SWIRL VALVE
DESCRIPTION
DESCRIPTION
Fig. 336: Swirl Valve Actuator, Connector & Fasteners

The intake manifolds feature swirl intake ports to reduce particulates at low engine speeds. Each cylinder
incorporates one swirl port and one charge port. The swirl ports can be closed by the swirl valves. The valves
are connected together via a linkage which is operated by the swirl valve actuator (3). The swirl valves are
normally open by spring tension. The spring is integral with the swirl valve actuator. In the lower engine speed
and load range, the swirl valves are closed by the swirl valve actuator (3). The entire air mass flows through the
charge ports only, which results in greater swirling. The increased swirling produces uniform combustion for
better engine performance and reduction of particulates. As rotational speed and load increases, the swirl valves
open, so that optimal swirling and the required air mass are provided for the current operating conditions.
REMOVAL
REMOVAL


3. Disconnect the swirl valve actuator harness connector (1).
4. Remove fasteners (2) and the swirl valve actuator (3).
INSTALLATION
INSTALLATION
Fig. 338: Swirl Valve Gear

1. Inspect the swirl valve gear (1) for damage.


2. Install the swirl valve actuator (3) and securely tighten fasteners (2).
3. Connect the swirl valve harness connector (1).
4. Install the intake manifold. Refer to MANIFOLD, INTAKE, INSTALLATION.
MANIFOLD, EXHAUST
REMOVAL
RIGHT BANK
WARNING: The normal operating temperature of the exhaust system is very high.
Therefore, 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 operation time.

5. Remove the lower oil dipstick tube bolt.


9. Disconnect the CAC hose at resonator.

10. Remove the charge air hose (2) to the turbo.
11. Remove the charge air resonator (3).


13. Remove the cowl extension silencer. Refer to SILENCER, COWL EXTENSION, REMOVAL .


17. Disconnect the oxygen sensor wire harness connector (1).

18. Disconnect the exhaust gas temperature sensor wire harness connector.
19. Remove nut and the engine oil dip stick.

20. Remove bolts (1) and the right exhaust manifold heat shield (2).

21. Disconnect the EGR valve wire harness connector (2).






25. Remove bolts (1 and 3) and the EGR cooler coolant tube (2).

26. Disconnect the EGR cooler supply hose (1).


28. Remove bolts (2) and the EGR and cooler assembly bracket (1).
Fig. 356: Right Exhaust Manifold To Turbocharger Retaining Nuts

29. Disconnect the exhaust gas temperature sensor wire harness connector.
30. Remove the right exhaust manifold to turbocharger retaining nuts (1).
Fig. 357: Right Exhaust Manifold & Nuts

31. Remove the nuts (1) and right exhaust manifold (2).
LEFT BANK
exhaust system until it has cooled. Special care should be taken when





14. Remove the charge air resonator mount bracket.


17. Remove the air cleaner body and intake air tube. Refer to BODY, AIR CLEANER, REMOVAL.



21. Remove the oil cooler adapter. Refer to ADAPTER, OIL COOLER, REMOVAL.
Fig. 365: Left Exhaust Manifold Heat Shield & Bolts

22. Remove bolts (1) and the left exhaust manifold heat shield (2).
Fig. 366: Exhaust Manifold Pipe To Turbocharger Heat Shield & Bolts
23. Remove bolts (2) and the exhaust manifold pipe to turbocharger heat shield (1).
24. Remove the turbocharger-to-cowl extension heat shield.
Fig. 367: Exhaust Manifold Pipe To Turbocharger Nuts

25. Remove the three nuts (1) from exhaust manifold pipe to turbocharger.
Fig. 368: Left Exhausts Manifold & Nuts

26. Remove nuts (1) and the left exhausts manifold (2).
27. Remove and discard gaskets.
INSTALLATION
RIGHT BANK
Fig. 369: Exhaust Manifold, Gaskets, Turbocharger, Cylinder Head & Fasteners
1. Clean the cylinder head, exhaust manifold and turbocharger sealing surfaces. Refer to CLEANING.
2. Install new exhaust manifold gaskets (2 and 4) to turbocharger (1) and the cylinder head (3).
3. Install the exhaust manifold (5) and the retaining nuts (6) finger tight.
Fig. 370: Right Bank Exhaust Manifold Tightening Sequence

4. Using the tightening sequence shown in illustration tighten nuts to:

 Tighten nuts to 15 N.m (133 in. lbs.).
 Tighten nuts to 40 N.m (30 ft. lbs.).


5. Install the EGR and cooler assembly bracket (2). Tighten bolts to 45 N.m (33 ft. lbs.).

7. Connect the EGR cooler supply hose (1).

8. Using a new O-ring seal and gasket install the EGR cooler coolant tube (2). Tighten bolts (1 and 3) to 18
N.m (159 in. lbs.).

9. Using a new gasket, install the turbocharger-to-EGR cooler tube clamp (1) and securely tighten.

10. Install the EGR tube. Refer to TUBE, EXHAUST GAS RECIRCULATION (EGR),
INSTALLATION .


12. Connect the EGR valve harness connector (2).


13. Install the right exhaust manifold heat shield (2). Tighten bolts (1) to 15 N.m (133 in. lbs.).

14. Using a new O-ring seal, install the oil dipstick tube. Tighten upper nut to 11 N.m (97 in. lbs.).
15. Connect the exhaust gas temperature sensor wire harness connector.
16. Connect the oxygen sensor wire harness connector (1).



20. Install the cowl extension silencer. Refer to SILENCER, COWL EXTENSION, INSTALLATION .

21. Connect the CAC hose (1) from the EGR air flow control valve.

22. Install the charge air resonator (3).

23. Install the charge air hose (2) to the turbo.
24. Connect the CAC hose at resonator.
26. Install the lower oil dipstick tube bolt. Tighten bolt to 11 N.m (97 in. lbs.).
INSTALLATION .


LEFT BANK
Fig. 387: Exhaust Manifold, Gaskets, Turbocharger, Cylinder Head & Fasteners
1. Clean the cylinder head and exhaust manifold sealing surfaces. Refer to CLEANING.
2. Install new exhaust manifold gaskets (1 and 4), to the cylinder head (2) and the turbocharger (3).
3. Install the exhaust manifold (6) and the retaining nuts (5 and 7) finger tight.
Fig. 388: Left Bank Exhaust Manifold Tightening Sequence

4. Using the tightening sequence shown in illustration tighten nuts to:

 Step 1: tighten nuts to 15 N.m (133 in. lbs.).
 Step 2: Tighten nuts to 40 N.m (30 ft. lbs.).
Fig. 389: Exhaust Manifold Pipe To Turbocharger Heat Shield & Bolts
5. Install the turbocharger-to-cowl extension heat shield.

6. Install the exhaust heat shield (1). Tighten bolt (2) to 15 N.m (133 in. lbs.).
Fig. 390: Left Exhaust Manifold Heat Shield & Bolts

7. Install the left exhaust manifold heat shield (2). Tighten bolts (1) to 15 N.m (133 in. lbs.).





12. Install the air cleaner body and intake air tube. Refer to BODY, AIR CLEANER, INSTALLATION.


15. Install the charge air resonator mount bracket.

17. Install the CAC hose (2) from the turbocharger.
20. Install the rear A/C compressor mounting bolt and tighten to bolt to 28 N.m (21 ft. lbs.).
INSTALLATION .


MANIFOLD, INTAKE
REMOVAL
REMOVAL

2. Remove the turbocharger. Refer to TURBOCHARGER, REMOVAL.
Fig. 398: (EGR) Air Flow Control Valve

3. Remove the EGR air flow control valve (2). Refer to VALVE, EXHAUST GAS RECIRCULATION
(EGR) AIRFLOW CONTROL, REMOVAL .
4. Disconnect the EGR solenoid vacuum lines.
5. Detach the vacuum brake booster tube from top of intake manifold.
6. Remove the engine wiring harness and position aside.

Fig. 400: Right & Left High Pressure Fuel Tubes & Union Nuts
8. Remove the left side high pressure feed tube (11).

9. Detach the fuel injector return line from top of intake manifold.
Fig. 401: Glow Plugs & Bolts

CAUTION: Do Not rest the intake manifold on the swirl valve actuator. Care must
be taken when handling the swirl valve assembly.
10. Remove bolts (1) and the intake manifold.

11. Remove and discard gasket.
INSTALLATION
INSTALLATION
Fig. 402: Intake Manifold Gasket


2. Install a new intake manifold gasket (1).
Fig. 403: Glow Plugs & Bolts

3. Install the intake manifold and tighten bolts finger tight.

Fig. 404: Intake Manifold Tightening Sequence

NOTE: Fuel tubes are a one time only use and must be replaced anytime they
have been removed.
5. Attach the fuel injector return line to the top of intake manifold.
6. Install the new left high pressure fuel tube (11) and tighten union nuts (10, 12) finger tight:
 Tighten union nut (10) to 5 N.m (44 in. lbs.) plus an additional 75 degrees turn.


8. Position and properly route and install the engine wiring harness.
9. Attach the vacuum brake booster tube to the top of intake manifold.
10. Connect the EGR solenoid vacuum lines.
11. Install the EGR air flow control valve (2). Refer to VALVE, EXHAUST GAS RECIRCULATION
(EGR) AIRFLOW CONTROL, INSTALLATION .
12. Install the turbocharger. Refer to TURBOCHARGER, INSTALLATION.
14. Start the engine, allow to warm, turn the engine off and inspect for leaks.
TURBOCHARGER SYSTEM
ACTUATOR, TURBOCHARGER
DESCRIPTION
DESCRIPTION
The turbocharger boost pressure servomotor is bolted to the side of the turbocharger housing and is responsible
for controlling turbocharger boost pressure. It controls the boost pressure by varying the position of the guide
vanes. The servomotor operates in response to a PWM signal from the Powertrain Control Module (PCM).
The turbocharger boost pressure servomotor is serviced with the turbocharger and is not serviceable separately.
To replace the servomotor, replace the turbocharger. Refer to TURBOCHARGER, REMOVAL.
COOLER AND HOSES, CHARGE AIR
DESCRIPTION
DESCRIPTION
The charge air system consists of a inlet air compressor which is part of the turbocharger housing, charge air
cooler locate in front of the radiator, and charge air cooler plumbing. The is also a electronic control valve
placed after the charge air cooler, inline, that assists with air flow during the EGR operating mode.
The charge air cooler is a heat exchanger that uses air flow from vehicle motion to dissipate heat from the intake
air. As the turbocharger increases air pressure, the air temperature increases. Lowering the intake air
temperature increases engine efficiency and power.
REMOVAL
REMOVAL
WARNING: If the engine was just turned off, the air intake system tubes may be hot.
NOTE: Note the location of the rubber air charge 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.
1. Disconnect the battery negative cable.

Fig. 408: Front Bumper Fascia Assembly, Fog Lamp Connectors & Lower Retainers
3. Remove the front bumper fascia. Refer to FASCIA, FRONT, REMOVAL .
Fig. 409: Front Grill, Horns, Center Supports & Fasteners

4. Remove the grille (3). Refer to GRILLE, REMOVAL .

5. Remove the horns (2).
6. Remove the center supports (5).
Fig. 410: Charge Air Cooler

7. Remove the hoses from the charge air cooler (1).
NOTE: Care must be taken not to damage the charge air cooler fins and the fins of
other ancillary cooler components.
8. Remove the charge air cooler (1).
INSPECTION
INSPECTION
Visually inspect the charge air cooler and plumbing for cracks, holes, loose clamps, or damage. Inspect the
tubes, fins, and welds for tears, breaks, or other damage. Replace the charge air cooler if damage is found.
INSTALLATION
INSTALLATION
NOTE: Note the location of the rubber air charge 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.
Fig. 411: Charge Air Cooler

1. Position the charge air cooler (1) into the vehicle.

2. Press the charge air cooler to the radiator support till it clicks into place.
3. Install the hoses to the charge air cooler with the clamps in position. Tighten the clamps to 11 N.m (95 in.
lbs.)
Fig. 412: Front Grill, Horns, Center Supports & Fasteners

4. Install the center supports (5). Tighten upper bolts to 20 N.m (15 ft. lbs.). Tighten lower bolts to 15 N.m
(11 ft. lbs.).
5. Install the horns (2).
6. Install the front grille. Refer to GRILLE, INSTALLATION .
Fig. 413: Front Bumper Fascia Assembly, Fog Lamp Connectors & Lower Retainers
7. Install the front bumper fascia. Refer to FASCIA, FRONT, INSTALLATION .

10. Start engine and check for leaks.
TURBOCHARGER
DESCRIPTION
DESCRIPTION
CAUTION: The turbocharger is a performance part and must not be tampered with.
The actuator bracket is an integral part of the turbocharger. Tampering
with the actuator or other components can reduce durability by increasing
cylinder pressure and thermal loading due to incorrect inlet and exhaust
manifold pressure. Poor fuel economy and failure to meet regulatory
emissions laws may result. Increasing the turbocharger boost WILL NOT
increase engine power.
The turbocharger used on this vehicle is of the variable turbine type. These turbochargers use the entire exhaust
energy to boost efficiency of the turbocharger and the engine.
The advantages of a turbocharger with variable turbine geometry are:
 Higher charge pressure already in the lower and in upper engine speed ranges.
 Higher torque as a result of improved cylinder charge.
 Reduction in exhaust emissions as a result of an improvement in the air supply of the engine.
 Increased power output as a result of the higher charge pressure combined with a reduced exhaust back
pressure and thus improved charge cycle.
OPERATION
OPERATION
Fig. 414: Turbocharger Components

1 - COMPRESSOR HOUSING
2 - GUIDE VANE
3 - GUIDE STUD OF GUIDE VANE
4 - GUIDE STUD OF CONTROL LINKAGE
5- ADJUSTING RING
6 - TURBINE HOUSING
7 - TURBINE WHEEL
A - TURBO INLET (FRESH AIR)
B - TURBO OUTLET (COMPRESSED AIR)
C - EXHAUST GASES TO TURBINE WHEEL
D - EXHAUST OUTLET
The exhaust gases of the engine are directed through the exhaust manifold into the turbine housing (6) onto the
turbine wheel (7). The flow energy of the exhaust gases cause the turbine wheel (7) to rotate. Consequently, the
compressor wheel, which is connected through the turbine shaft with the turbine wheel (7), is driven at the same
speed. The fresh air (A) inducted by the compressor wheel is compressed and passed to the engine.
The charge pressure is controlled by varying the position of the guide vanes (2). The guide stud (3) of the
control linkage of the boost pressure actuator turns the adjusting ring (5) in the turbine housing (6). As a result,
all the guide vanes (3) whose guide studs (4) likewise mesh into the adjusting ring (5), are also turned.
At low speeds, the flow cross-section is reduced by closing the guide vanes (2). Consequently the speed at
which the exhaust gas impacts on the turbine wheel (7) is increased, as a result of which the speed of the
turbocharger and thus the charge pressure rises.
At high engine speeds the guide vanes (2) are increasingly opened and the flow cross-section is thus enlarged,
as a result of which the speed of the turbocharger reduces and the charge pressure drops.
The turbocharger guide vanes are controlled by the electronic actuator. The Powertrain Control Module (PCM)
monitors the boost and charge air changes to the turbocharger system during operation. The PCM sends a PWM
signal to the actuator. The actuator will then respond to the signal adjusting the guide vanes.
DIAGNOSIS AND TESTING - TURBOCHARGER
The turbocharger, charge air cooler and exhaust gas recirculation systems operate with one another and must be
tested as a complete system. It is important that all components of the air intake system be thoroughly tested any
time a symptom is present for one of these components.
It is typical to notice a small amount of engine oil in the air intake system. This comes from the crankcase
ventilation and may weep out of hose connections that are not clamped properly. This does not mean that the
turbocharger requires replacement.
If DTC's or the performance of the vehicle lead to the determination that the boost pressure and/or mass air flow
values are out of range, the systems listed below should be inspected. If a DTC for the inlet or intake air
temperature has been stored, refer to the appropriate diagnostics.
NOTE: Also a continuous air leak may result in an intermittent symptom. The
Powertrain Control Module (PCM) monitors the sensor readings continuously
but only sets a DTC or reduces the engine torque when these readings are
outside of the tolerances, which may occur under certain driving conditions.
Inspect the following:
 Air intake system plumbing: Loose or broken hoses or fittings may create an air leak resulting in a loss of
pressure and mass air flow. (A smoke machine does not create enough pressure to find a leak in the air
intake system).
 Turbo Resonator: Inspect the resonator (muffler, connected to the turbocharger) for air leaks at the seam
between the two shells.
 Charge Air Cooler: A charge air cooler damaged by tools or external debris may leak air.
 Exhaust Gas Recirculation (EGR) valve: A sticking EGR valve influences the mass air flow causing
implausibility with MAF, which displays one or more DTC's. Don't replace the EGR valve if no DTC's
are present. Use the actuator test in the scan tool to move the EGR valve at idle speed. The MAF value
should alternate between 500 to 600 mg/strk at 5% ratio (almost closed) and 200 to 300 mg/strk at 95%
ratio (almost opened) when the "EGR Positioner" is being actuated by the scan tool.
 Mass Air Flow Sensor (MAF): The mass air flow, measured and provided by the MAF is critical for
calculations performed by the PCM and may result in several DTC's related to the air intake system if not
accurate.
 Boost Pressure Sensor: Make sure that the correct part number, or superseding part number, is installed.
Refer to MOPAR® for the correct part number information.
 Turbocharger: See TURBOCHARGER DIAGNOSTIC PROCEDURE. Consider that an operating
turbocharger creates a flow sound, which is normal and does not require replacement. Other sounds like
whistling are potentially caused by the resonator or improper line connections.
TURBOCHARGER DIAGNOSTIC PROCEDURE
1. Visually inspect all the blades of the turbocharger compressor and turbine wheel for damage which may
have been caused by foreign particles. For example if the air filter was improperly installed or an
incorrect air filter was installed.
CAUTION: Do NOT try to move the actuator mechanism by pushing or pulling

the connecting rod. There is a worm gear attached to the actuator
mechanism, which doesn't allow any movement from its output side.
2. If the actuator mechanism doesn't move at all check power and ground supply of the actuator.
3. If the actuator mechanism doesn't move even though the electrical connection has been verified or moves
erratically the turbocharger assembly is defective and must be replaced.
REMOVAL
REMOVAL
1. Disconnect the negative battery.

2. Remove the air intake to the turbo.

3. Remove the CAC at the resonator.

4. Remove the CAH from the turbocharger (2) to the resonator.
5. Remove the resonator (3).
Fig. 416: Hood, Hinges & Bolts

6. Remove the hood (1) at the hinges (2). Refer to HOOD, REMOVAL .
7. Raise vehicle.
Fig. 417: Skid Plate & Fasteners

8. If equipped, remove the transmission skid plate (1). Refer to PLATE, SKID, FRONT, REMOVAL ,
PLATE, SKID, FRONT SUSPENSION, REMOVAL , PLATE, SKID, FUEL TANK, REMOVAL ,
PLATE, SKID, TRANSMISSION, REMOVAL and PLATE, SKID, TRANSFER CASE,
REMOVAL .
9. Drain the coolant. Refer to STANDARD PROCEDURE .
Fig. 418: Transmission Crossmember & Fasteners

10. Remove the transmission mount nuts (4) at the transmission crossmember (2).
11. Remove the lower transmission oil indicator tube bolt.
12. Lower vehicle.

13. Remove the left side exhaust manifold. Refer to MANIFOLD, EXHAUST, REMOVAL.

14. Disconnect the O2 sensor wiring harness connector (1).

15. Remove the upper transmission indicator tube ball stud fastener (2).
16. Remove the transmission oil indicator tube mounting bracket.
Fig. 421: Wiring Harness Connectors & Fasteners

17. Remove the wiring harness loom ball stud fastener (2) and the bolt (6).
Fig. 422: Fuel Rail Cross-Over Line & Bolt

NOTE: The crossover fuel line is a one time use only. The fuel line must be
discarded and a new line must be installed.
18. Remove the bolt (2) that secures the cross-over line to the intake manifold.
19. Remove the fuel rail cross-over line (1) and discard the line.
Fig. 423: Turbocharger Outlet, Exhaust Down Pipe & Clamps

20. Disconnect the turbocharger actuator connector.

21. Loosen the clamp (2) for the exhaust down pipe (3) from the turbocharger outlet (1) and separate the
downpipe from the outlet flange.

22. Remove the right side exhaust manifold (2). Refer to MANIFOLD, EXHAUST, REMOVAL.
Fig. 425: Dash Extension Heat Shield & Fasteners

23. Using a suitable jack. Raise the rear of the transmission to allow the engine to tilt forward.
24. Remove the fasteners (2) to the dash extension heat shield (3).
Fig. 426: Upper Banjo Bolt & Turbocharger Supply Lines

25. Remove the banjo bolt (2) at the engine block for the turbocharger supply line (3).
Fig. 427: Actuator, Turbo, Heat Shield & Bolts

26. Remove the turbo mounting bolts (3).
NOTE: The turbocharger oil return line is fitted into a rubber grommet on the
engine block. Care must be used when removing the turbocharger, that
the return line is not damaged.
27. With care, lift the turbo upwards and away from the engine block, to remove the turbocharger oil return
tube from the engine block.
28. If needed, remove the heat shield (4).

29. If needed, remove the actuator (1).
Fig. 428: Upper Turbocharger Supply Line Banjo Bolt & Copper Washers
30. Remove the upper turbocharger supply line banjo bolt (1).
31. Remove the supply line from the turbocharger.
INSPECTION
INSPECTION
Fig. 429: Inspect Compressor Housing For Impeller Rubbing Condition

Visually inspect the turbocharger and exhaust manifold gasket surfaces. Replace stripped or eroded mounting
studs.
1. Visually inspect the turbocharger for cracks. The following cracks are NOT acceptable:
 Cracks in the turbine and compressor housing that go completely through.
 Cracks in the mounting flange that are longer than 15 mm (0.6 in.).
 Cracks in the mounting flange that intersect bolt through-holes.
 Two (2) Cracks in the mounting flange that are closer than 6.4 mm (0.25 in.) together.
2. Visually inspect the impeller and compressor wheel fins for nicks, cracks, or chips. Note: Some impellers
may have a factory placed paint mark which, after normal operation, appears to be a crack. Remove this
mark with a suitable solvent to verify that it is not a crack.
3. Visually inspect the turbocharger compressor housing for an impeller rubbing condition. Replace the
turbocharger if the condition exists.
Fig. 430: Measuring Turbocharger End Play

1 - DIAL INDICATOR
4. Measure the turbocharger end play:

1. Install a dial indicator (1) as shown in illustration. Zero the indicator at one end of travel.
2. Move the impeller shaft fore and aft and record the measurement. Allowable end play is 0.026 mm
(0.0001 in.) MIN. and 0.127 mm (0.005 in.) MAX. If the recorded measurement falls outside these
parameters, replace the turbocharger assembly.
Fig. 431: Measuring Turbocharger Radial Bearing Clearance

1 - FEELER GAGE
5. Measure the turbocharger bearing radial clearance:

1. Insert a narrow blade or wire style feeler gauge (1) between the compressor wheel and the housing.
2. Gently push the compressor wheel toward the housing and record the clearance.
3. With the feeler gauge in the same location, gently push the compressor wheel away from the
housing and again record the clearance.
4. Subtract the smaller clearance from the larger clearance. This is the radial bearing clearance.
5. Allowable radial bearing clearance is 0.076 mm (0.003 in.) MIN. and 0.102 mm (0.040 in.) MAX.
If the recorded measurement falls outside these specifications, replace the turbocharger assembly.
INSTALLATION
INSTALLATION
Fig. 432: Upper Turbocharger Supply Line Banjo Bolt & Copper Washers
1. Install new copper washers (2) for the oil supply line at the turbocharger. Loosely install the banjo bolt.
NOTE: Do to tight clearances. To aid in installation. Use a petroleum based gel to

hold a new copper washer to the engine block to allow installation of the
oil supply line banjo bolt when the turbocharger is positioned into place.
2. Using a new copper washer for the oil supply line. Apply a petroleum base gel to one side of the washer
and press it into the engine block side of the turbocharger supply port.
Fig. 433: Actuator, Turbo, Heat Shield & Bolts

3. Install new oil return line grommet into the engine block.
4. Using care, position the turbo on to the engine block while guiding the oil return tube into the grommet.
5. Install the M10 mounting bolts to the engine block. Tighten M10 bolts to 55 N.m (41 ft. lbs.).
6. Install the M8 mounting bolt to the cylinder head. Tighten M8 bolts to 25 N.m (18 ft. lbs.).
Fig. 434: Upper Banjo Bolt & Turbocharger Supply Lines

7. Install a new copper washer onto the supply line banjo bolt (2).
8. Tighten the oil supply line banjo bolt (2) at the engine block to 35 N.m (26 ft. lbs.).
9. Tighten the upper banjo bolt (1) to 25 N.m (18 ft. lbs.).
Fig. 435: Dash Extension Heat Shield & Fasteners

10. Install the dash extension heat shield (3). Tighten the nuts (2) to 3 N.m (27 in. lbs.).
11. Slowly lower the jack.

Fig. 436: Transmission Crossmember & Fasteners

13. Install the transmission mount nuts (4). Tighten to 61 N.m (45 ft. lbs.).
14. Reposition the transmission indicator tube into position.
15. Install the lower transmission oil indicator tube bolt.
Fig. 437: Skid Plate & Fasteners

16. If equipped, install the transmission skid plate (1). Refer to PLATE, SKID, FRONT,
INSTALLATION , PLATE, SKID, FRONT SUSPENSION, INSTALLATION , PLATE, SKID,

FUEL TANK, INSTALLATION , PLATE, SKID, TRANSMISSION, INSTALLATION and
PLATE, SKID, TRANSFER CASE, INSTALLATION .
17. Lower vehicle.
Fig. 438: Turbocharger Outlet, Exhaust Down Pipe & Clamps

18. Position the exhaust downpipe (3) onto the turbocharger outlet nozzle (1) and tighten the clamp (2) to 25
N.m (18 ft. lbs.).
Fig. 439: Fuel Rail Cross-Over Line & Bolt

NOTE: The crossover fuel line is a one time use only. The fuel line must be
discarded and a new line must be installed.
19. Install a new fuel cross over line (1). Tighten the bolt (2) to 15 N.m (11 ft. lbs.).
Fig. 440: Wiring Harness Connectors & Fasteners

20. Install the wiring loom (2) to the intake manifold. Tighten the Ball stud (2) and the bolt (6) to 15 N.m (11
ft. lbs.).

21. Install the upper transmission indicator tube bracket. Tighten the stud (2) to 15 N.m (11 ft. lbs.).
22. Connect the O2 sensor wiring harness connector (1) and install it into the bracket.

23. Install the right side exhaust manifold. Refer to MANIFOLD, EXHAUST, INSTALLATION.

24. Install the left side exhaust manifold. Refer to MANIFOLD, EXHAUST, INSTALLATION.
Fig. 444: Hood, Hinges & Bolts


26. Install the resonator (3).

27. Install the CAC to the resonator.
28. Install the CAH (2) from the turbocharger to the resonator.
29. Tighten the CAH mounting nut to 25 N.m (18 ft. lbs.).
VALVE TIMING
STANDARD PROCEDURE
CAMSHAFT TIMING
LEFT CAMSHAFT
Fig. 446: Intake Camshaft Gear Timing Mark & Exhaust Camshaft Timing Gear Mark
1. The intake camshaft gear timing mark (1) should be at the four O'clock position and the exhaust camshaft
timing gear mark (2) should be at the seven O'clock position.
Fig. 447: Left Camshaft Gear Dots

2. Rotate the camshafts to line up the three camshaft gear dots and install the (special tool #VM.10338-2,
Timing Tool, Camshaft (Left)) (1).

3. If the (special tool #VM.10338-2, Timing Tool, Camshaft (Left)) (1) locking pins don't align up and fit
into the holes (2) on the camshaft gears then the camshafts are not timed properly.
RIGHT CAMSHAFT
Fig. 449: Exhaust Camshaft Gear Timing Mark & Intake Camshaft Timing Gear Mark
1. The exhaust camshaft gear timing mark (1) should be at the four O'clock position and the intake camshaft
timing gear mark (2) should be at the seven O'clock position.
Fig. 450: Right Camshaft Gear Dots

2. Rotate the camshafts to line up the three camshaft gear dots and install the (special tool #VM.10338-1,
Timing Tool, Camshaft (Right)) (1).

3. If the (special tool #VM.10338-1, Timing Tool, Camshaft (Right)) (1) locking pins don't align up and fit
into the holes (2) on the camshaft gears then the camshafts are not timed properly.
LOCKING ENGINE 30 DEGREES AFTER TDC

Fig. 452: Crankshaft At 12 O'clock Position


2. Rotate the engine until timing mark (1) on the crankshaft is at the 12 O'clock position, (this is 30°
ATDC).

3. Remove the engine block plug (1).


4. Install the (special tool #VM.10339, Tool, Crankshaft Timing) (1) into the starter side of the engine
block. If the (special tool #VM.10339, Tool, Crankshaft Timing) does not fully go into the engine block
and stops short, the engine is not properly set to 30° ATDC. Rotate the engine so the Crankshaft Locking
Tool (special tool #VM.10339, Tool, Crankshaft Timing) fully engages into engine block and crankshaft.
Once full engaged thread tool into engine block and install the bolt. The crankshaft is now set at 30°
ATDC.
CHAIN AND SPROCKETS, TIMING
REMOVAL
REMOVAL


4. Lock the engine to 30 degrees ATDC. Refer to Engine/Valve Timing - Standard.

5. Install the (special tool #VM.10338-1, Timing Tool, Camshaft (Right)) (1) and securely tighten bolts.

6. Install the (special tool #VM.10338-2, Timing Tool, Camshaft (Left)) (1) and securely tighten bolts.
Fig. 458: Pin, Right Timing Chain Tensioner & Bolts

7. Install the (special tool #VM.10359, Pin, Tensioner) (2) into timing chain tensioner (3).
8. Remove bolts (1) and the right timing chain tensioner (3).
Fig. 459: Right Outer Timing Chain Guide & Bolt

9. Remove bolt (1) and the right outer timing chain guide (2).
Fig. 460: Right Inner Timing Chain Guide & Bolts

10. If necessary, remove bolt (1 and 3) and the right inner timing chain guide (2).
Fig. 461: High Pressure Pump Drive Gear, Right Timing Chain Sprocket, Timing Chain & Bolt
11. Remove bolt (1) and the high pressure pump drive gear (2).
12. Remove the right timing chain sprocket (4) and timing chain (3).
Fig. 462: Oil Separator & Oil Separator Remover/Installer Tool

13. Using the (special tool #VM.10344, Tool, Oil Separator Remover/Installer) (2), remove the oil separator
(1) from the left intake camshaft.
Fig. 463: Left Timing Chain Tensioner, Pin & Bolt

14. Install the (special tool #VM.10359, Pin, Tensioner) (2) into the timing chain tensioner (3).
15. Remove bolts (1) and the left timing chain tensioner (3).
Fig. 464: Left Inner Timing Chain Guide & Bolt

16. Remove bolt (1), and the left inner timing chain guide (2).
Fig. 465: Camshaft Position Sensor (CMP) Reluctor Wheel, Left Camshaft Timing Chain Sprocket,
Timing Chain & Bolt
17. Remove bolt (1) and the Camshaft Position Sensor (CMP) reluctor wheel (2).
18. Remove the left camshaft timing chain sprocket (3) and timing chain (4).
Fig. 466: Left Outer Timing Chain Guide & Bolts

19. If necessary, remove bolts (1) and the left outer timing chain guide (2).
20. If necessary, remove the crankshaft timing chain sprocket.
INSPECTION
INSPECTION
Inspect the following valve timing components:
 Sprockets for excessive tooth wear. Some tooth markings are normal and not a cause for sprocket
replacement.
 Idler sprocket assembly bushing and shaft for excessive wear.
 Chain guides and tensioner arms. Replace these parts if grooving in plastic face is more than 1 mm (0.039
in.) deep.
 Secondary chain tensioner piston and ratcheting device. Inspect for evidence of heavy contact between
tensioner piston and tensioner arm. If this condition exist the tensioner arm and chain should be replaced.
 Primary chain tensioner plastic faces. Replace as required.
INSTALLATION
INSTALLATION
Fig. 467: Left Outer Timing Chain Guide & Bolts

NOTE: Camshafts should already be timed with dots facing each other and (special
tool #VM.10338, Tool, Camshaft Timing) installed.
1. If removed, install the left outer timing chain guide (2). Tighten bolts (1) to 30 N.m (22 ft. lbs.).
Fig. 468: Crankshaft Timing Chain Sprocket With Beveled Edge

NOTE: The crankshaft timing chain sprocket bevel edge which should be facing
the engine.
2. If removed, install the crankshaft timing chain sprocket with beveled edge (1) facing the engine.
Timing Chain & Bolt
3. Install the left timing chain (3) and camshaft timing chain sprocket (4).
4. Install the reluctor wheel (2). Tighten bolt (1) finger tight.
Fig. 470: Left Inner Timing Chain Guide & Bolt

5. Install the left inner timing chain guide (2). Tighten bolt (1) to 30 N.m (22 ft. lbs.).

6. Install the left timing chain tensioner (3). Tighten bolts (1) to 14 N.m (124 in. lbs.).
7. Remove the (special tool #VM.10359, Pin, Tensioner) (2) from timing chain tensioner (3).
Timing Chain & Bolt
8. Tighten the reluctor wheel (2) bolt (1) to 100 N.m (74 ft. lbs.).
Fig. 473: Oil Separator & Oil Separator Remover/Installer Tool

9. (1). Using the (special tool #VM.10344, Tool, Oil Separator Remover/Installer) (2), install the oil
separator and tighten to 30 N.m (22 ft. lbs.).

10. Remove the (special tool #VM.10338-2, Timing Tool, Camshaft (Left)) (1).

11. Install the left camshaft bearing caps 13 through 16 and tighten bolts to 11 N.m (97 in. lbs.).
12. Install the right timing chain (4) and timing chain sprocket (3).
13. Install the high pressure pump drive gear (2). Tighten bolt (1) finger tight.
Fig. 477: Right Inner Timing Chain Guide & Bolts

14. If removed install the right inner timing chain guide (2). Tighten bolts (1 and 3) to 30 N.m (22 ft. lbs.).
Fig. 478: Right Outer Timing Chain Guide & Bolt

15. Install the right outer timing chain guide (2). Tighten bolt (1) to 30 N.m (22 ft. lbs.).

16. Install the right timing chain tensioner (3). Tighten bolts (1) to 14 N.m (124 in. lbs.).
17. Remove (special tool #VM.10359, Pin, Tensioner) (2) from timing chain tensioner (3).
18. Tighten the high pressure pump drive gear (2) bolt (1) to 100 N.m (74 ft. lbs.).

19. Remove the (special tool #VM.10338-1, Timing Tool, Camshaft (Right)) (1).

20. Install the right camshaft bearing caps 13 through 16 and tighten bolts to 11 N.m (97 in. lbs.).


22. Install engine block plug (1). Tighten 30 N.m (22 ft. lbs.).


25. Start engine and inspect for leaks. Care must be taken to observe the fuel system warnings.
26. Install engine cover (1).
COVER(S), ENGINE TIMING
REMOVAL
UPPER TIMING COVER


9. Remove the charge air outlet tube.
10. Remove the upper and lower radiator hoses.
11. Remove the high pressure fuel injection pump. Refer to PUMP, FUEL INJECTION, HIGH
PRESSURE, REMOVAL .
12. Remove the vacuum pump. Refer to PUMP, VACUUM, REMOVAL.
13. Remove the right and left cylinder head covers. Refer to COVER(S), CYLINDER HEAD,
REMOVAL.
Fig. 487: Belt Wear Indicator (Measurement A)

14. Remove the serpentine belt tensioner. Refer to TENSIONER, BELT, REMOVAL .
Fig. 488: Serpentine Belt Tensioner Bracket & Bolts

15. Remove bolts (2 and 3) and the serpentine belt tensioner bracket (1).

evacuated.
16. Remove the A/C compressor and position aside.

Fig. 490: A/C Compressor Mounting Bracket & Bolts

17. Remove bolts (2) and the A/C compressor mounting bracket (1).
Fig. 491: CCV Hose

18. Disconnect the breather hose from left timing cover (1).
Fig. 492: Left Timing Cover & Bolts

19. Remove bolts (2) and the left timing cover (1).
Fig. 493: Right Upper Cover & Bolts

20. Remove bolts (2) and the right upper cover (1).
LOWER TIMING CHAIN COVER

2. Remove the right and left upper timing chain cover. Refer to COVER(S), ENGINE TIMING,
REMOVAL.

3. Remove the vibration damper (2). Refer to DAMPER, VIBRATION, REMOVAL.
Fig. 495: Generator Mounting Bracket & Bolts


5. Remove bolts (2) and the generator mounting bracket (1).
Fig. 496: Lower Timing Chain Cover & Bolts

6. Remove the five oil pan-to-lower timing chain cover bolts.

7. Remove bolts (1 and 3) and the lower timing chain cover (2).
INSTALLATION
UPPER TIMING COVER
Fig. 497: RTV Sealant Locations To Right Upper Timing Cover




2. Apply a 3 mm wide bead of Mopar® Threebond Engine RTV Sealant to locations 1 and 2 of the right
upper timing cover.
3. Install the right upper timing cover and tighten bolts finger tight.
Fig. 498: RTV Sealant Locations To Left Upper Timing Cover

4. Apply a 3 mm wide bead of Mopar® Threebond Engine RTV Sealant to locations 1 and 2 of the left
upper timing cover.
5. Install the left upper timing cover and tighten bolts finger tight.
Fig. 499: Left & Right Upper Timing Cover Tightening Sequence
6. Using the sequence shown in illustration, tighten right and left side bolts to:
 M10 to 25 N.m (18 ft. lbs.).
 M6 to 9 N.m (80 in. lbs.).
 Loosen M10 bolt 60 degrees and retighten to 45 N.m (33 ft. lbs.).
 Loosen M6 bolts 60 degrees and retighten to 15 N.m (133 in. lbs.).
Fig. 500: RTV Sealant At The T-Joints

7. Remove any of Mopar® Threebond Engine RTV Sealant that may have squeezed out of the right upper
timing cover T-joint (1).
Fig. 501: Left Upper Timing Cover Excess RTV Sealant Locations
8. Remove any of Mopar® Threebond Engine RTV Sealant that may have squeezed out of the left upper
timing cover T-joint (1).
Fig. 502: A/C Compressor Mounting Bracket & Bolts

9. Install the A/C compressor mounting bracket (1). Tighten bolts (2) to 45 N.m (33 ft. lbs.).
10. Install the A/C compressor and tighten fasteners using the following sequence to:
 Bolt at the rear of compressor to 28 N.m (21 ft. lbs.).
 Bolt at the front of compressor to 28 N.m (21 ft. lbs.).
 Nut at the front of the compressor to 28 N.m (21 ft. lbs.).

Fig. 503: Serpentine Belt Tensioner Bracket & Bolts

11. Install the serpentine belt tensioner bracket (1) and tighten bolts to:
 M10 bolts to 45 N.m (33 ft. lbs.).
 M6 bolt to 11 N.m (97 in. lbs.).

12. Install the serpentine belt tensioner. Refer to TENSIONER, BELT, INSTALLATION .
13. Install the right and left cylinder head covers. Refer to COVER(S), CYLINDER HEAD,
INSTALLATION.
14. Install the vacuum pump. Refer to PUMP, VACUUM, INSTALLATION.
15. Install the lower and upper radiator hoses.
16. Install the charge air outlet tube.



LOWER TIMING CHAIN COVER

Fig. 506: Lower Timing Chain Cover RTV Sealant Locations

1. Clean the oil pan sealing surfaces with isopropyl alcohol in preparation for sealant application. Refer to
CLEANING.


2. Apply a 3 mm wide bead of Mopar® Threebond Engine RTV Sealant to the following locations (1).
Fig. 507: Lower Timing Chain Cover RTV Sealant T-Joint Locations
Fig. 508: Lower Timing Chain Cover & Bolts

4. Install the timing chain cover (2) and tighten bolts (1 and 3) finger tight.
Fig. 509: Lower Timing Chain Cover Tightening Sequence

5. Using the sequence shown in illustration, tighten bolts to:

 M10 bolts (1) 25 N.m (18 ft. lbs.).
 M6 to 9 N.m (80 in. lbs.).
 Loosen M10 bolt 60 degrees and retighten to 45 N.m (33 ft. lbs.).
 Loosen M6 bolts 60 degrees and retighten to 15 N.m (133 in. lbs.).
6. Install the five oil pan-to-lower chain cover bolts and tighten bolts finger tight:
 Tighten bolts to 15 N.m (133 in. lbs.).
 Loosen each bolt 90° one at a time and retighten to 15 N.m (133 in. lbs.).
Fig. 510: Lower Timing Cover Excess RTV Sealant Locations

7. Remove any of Mopar® Threebond Engine RTV Sealant that may have squeezed out of the lower timing
cover joints (1).
Fig. 511: Generator Mounting Bracket & Bolts

8. Install the generator mounting bracket (1). Tighten bolts (2) to 45 N.m (33 ft. lbs.).

10. Install the vibration damper. Refer to DAMPER, VIBRATION, INSTALLATION.

11. Install the left and right upper timing chain cover. Refer to COVER(S), ENGINE TIMING,
INSTALLATION.
TENSIONER, ENGINE TIMING
DESCRIPTION
DESCRIPTION
Both timing chain tensioner is located on the engine block. The tensioner is hydraulically operated with the
adjusting portion riding on the right timing chain guide. Hydraulic support for the tensioner is supplied by
forward oil passages in the engine block.
REMOVAL
REMOVAL


3. Pushing back the tensioner piston, and install Tensioner Pin (special tool #VM.10359, Pin, Tensioner)
(2).
4. Remove bolts (1) and the right timing chain tensioner (3).

5. Pushing back the piston, and install Tensioner Pin (special tool #VM.10359, Pin, Tensioner) (2).
6. Remove bolts (1) and the left timing chain tensioner (3).
INSTALLATION
INSTALLATION

1. Install the left timing chain tensioner (3). Tighten bolts (1) to 11 N.m (97 in. lbs.).

2. Install the right timing chain tensioner (3). Tighten bolts (1) to 11 N.m (97 in. lbs.).
3. Remove both Tensioner Pins (special tool #VM.10359, Pin, Tensioner) (2).
AIR INTAKE SYSTEM

AIR CLEANER
REMOVAL
REMOVAL
Fig. 517: Air Cleaner Housing Cover & Clips

NOTE: Housing removal is not necessary for element (filter) replacement.
1. Release the three spring clips (1) from front of housing cover (2) and remove the cover.
Fig. 518: Air Cleaner Element

2. Remove air cleaner element (1) from housing.
INSTALLATION
INSTALLATION
Fig. 519: Air Cleaner Element

1. If necessary, clean out the air cleaner body.

2. Install the air cleaner element (1) into housing.
Fig. 520: Housing Cover Locating Tabs

3. Position housing cover locating tabs (1) into rear housing and seat cover onto housing.
Fig. 521: Air Cleaner Housing Cover & Clips

4. Lock the spring clips (1) to housing cover (2).
BODY, AIR CLEANER
REMOVAL
REMOVAL
Fig. 522: Mass Air Flow (MAF) Sensor Harness Connectors, Air Cleaner Body, Clamp & Fasteners

2. Detach weather strip seal at air inlet snorkel.
3. Disconnect the Mass Air Flow (MAF) sensor harness connectors (2).
4. Loosen screw clamp (1) and remove the air outlet tube from the MAF sensor.
5. Remove fastener (4) securing the air inlet duct.
6. Pulling upward, remove the air cleaner body (3).
INTAKE AIR TUBE


Fig. 524: CCV Hose

3. Remove the CCV hose (1) from upper timing cover. (During removal of the CCV hose do NOT
disconnect CCV hose at the Air Tube.)
Fig. 525: Crankcase Vent Heater, Air Inlet Hose, Breather Hose & Connector
4. Disconnect the CCV hose heater harness connector (4).

5. Loosen clamp and remove intake air tube from air cleaner body.

6. Remove the cowl extension silencer (1) and the side extensions (2, 5). Refer to SILENCER, COWL
7. Loosen clamp and remove intake air tube from turbocharger.
INSTALLATION
INSTALLATION
Fig. 527: Mass Air Flow (MAF) Sensor Harness Connectors, Air Cleaner Body, Clamp & Fasteners
1. Position the air cleaner body (3) and push down to lock in place.
2. Position the air inlet duct and install the fastener (4).
3. Install the air outlet tube (1) onto Mass Air Flow (MAF) sensor and securely tighten screw clamp.
4. Connect the MAF sensor harness connectors (2).
5. Attach weather strip seal at air inlet snorkel.
INTAKE AIR TUBE


1. Install the intake air tube to turbocharger and securely tighten clamp.
Fig. 529: CCV Hose, Harness Connector & Intake Air Tube
3. Install the intake air tube to air cleaner body and securely tighten clamp.
4. Connect the CCV hose heater wire harness connector (1).
Fig. 530: CCV Hose

5. Install the CCV hose (1) to upper timing cover.


2011 ENGINE 3.6L - Service Information - Grand Cherokee
2011 ENGINE
3.6L - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
Fig. 1: 3.6L (219.7 CID) Flexible Fuel V-6 Engine

The 3.6 liter (219.7 CID) flexible fuel V-6 engine features Variable Valve Timing (VVT), Dual Overhead
Camshafts (DOHC) and a high-pressure die-cast aluminum cylinder block with steel liners in a 60°
configuration. The 3.6 liter engine has a chain driven variable discharge oil pump with a two-stage pressure
regulator for improved fuel economy. The exhaust manifolds are integrated into the cylinder heads for reduced
weight. The cylinders are numbered from front to rear. The right bank is numbered 1, 3, 5 and the left bank is
numbered 2, 4, 6. The firing order is 1-2-3-4-5-6. The engine serial number is located on the left side of the
cylinder block at the transmission flange.

ENGINE DIAGNOSIS - 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 performance (e.g., engine idles rough and stalls) or mechanical
(e.g., a strange noise).
Refer to ENGINE PERFORMANCE DIAGNOSTIC TABLE and ENGINE MECHANICAL

DIAGNOSTIC TABLE for possible causes and corrections of malfunctions.
Refer to FUEL SYSTEM article, for the fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be
isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided
within the following diagnosis:
 Cylinder Compression Pressure Test. Refer to CYLINDER COMPRESSION PRESSURE

LEAKAGE.
 Cylinder Combustion Pressure Leakage Test. Refer to CYLINDER COMBUSTION PRESSURE
LEAKAGE.
 Engine Cylinder Head Gasket Failure Diagnosis. Refer to CYLINDER HEAD GASKET.
 Intake Manifold Leakage Diagnosis. Refer to DIAGNOSIS AND TESTING - INTAKE MANIFOLD
LEAKS.
ENGINE PERFORMANCE DIAGNOSTIC TABLE
CONDITION POSSIBLE CAUSE CORRECTION

ENGINE WILL NOT 1. Weak battery 1. Charge or replace as necessary. Refer to
START BATTERY, AGM, DIAGNOSIS AND
TESTING .
2. Corroded or loose 2. Clean and tighten battery connections. Refer to
battery connections. CLEANING .
3. Faulty engine starting 3. Diagnose engine starting system. Refer to
system. DIAGNOSIS AND TESTING .
4. Faulty coil or control 4. Replace ignition coil. Refer to COIL,
unit. IGNITION, REMOVAL .
5. Incorrect spark plug 5. Correct as necessary.
gap.
6. Incorrect cam timing. 6. Verify cam timing. Refer to Engine/Valve
Timing - Standard Procedure.
7. Dirt or water in fuel 7. Clean fuel system.
system.
8. Faulty fuel pump or 8. Repair or replace as necessary.
wiring.
9. Faulty Camshaft 9. Replace sensor. Refer to SENSOR,
Position (CMP) sensor. CAMSHAFT POSITION, REMOVAL .
10. Faulty Crankshaft 10. Replace sensor. Refer to SENSOR,
Position (CKP) sensor. CRANKSHAFT POSITION, REMOVAL .
ENGINE STALLS OR 1. Vacuum leak. 1. Inspect intake manifold and vacuum hoses, repair
ROUGH IDLE or replace as necessary.

2. Faulty Crankshaft 2. Replace sensor. Refer to SENSOR,
Position (CKP) sensor. CRANKSHAFT POSITION, REMOVAL .
3. Faulty ignition coil. 3. Replace ignition coil. Refer to COIL,
IGNITION, REMOVAL .
ENGINE LOSS OF 1. Dirty or incorrectly 1. Correct as necessary. Refer to SPARK PLUG,
POWER gapped spark plugs. REMOVAL .
system.
3. Faulty fuel pump. 3. Replace fuel pump. Refer to MODULE, FUEL
PUMP, REMOVAL .
4. Leaking cylinder 4. Replace cylinder head gasket. Refer to
head gasket. CYLINDER HEAD, REMOVAL.
5. Low compression. 5. Determine the cause and repair as necessary.
Refer to CYLINDER COMPRESSION
PRESSURE LEAKAGE.
6. Burned, warped or 6. Replace as necessary. Refer to VALVES,
pitted valves. INTAKE AND EXHAUST, REMOVAL.
7. Plugged or restricted 7. Inspect and replace as necessary.
exhaust system.
IGNITION, REMOVAL .
ENGINE MISSES ON 1. Dirty or incorrectly 1. Correct as necessary. Refer to SPARK PLUG,
ACCELERATION gapped spark plugs. REMOVAL .
2. Dirt in fuel system. 2. Clean fuel system.
3. Burned, warped or 3. Replace as necessary. Refer to VALVES,
pitted valves. INTAKE AND EXHAUST, REMOVAL.
IGNITION, REMOVAL .
ENGINE MISSES AT 1. Dirty or incorrectly 1. Correct as necessary. Refer to SPARK PLUG,
HIGH SPEED gapped spark plugs. REMOVAL .
IGNITION, REMOVAL .
system.
ENGINE MECHANICAL DIAGNOSTIC TABLE
CONDITION POSSIBLE CAUSES CORRECTIONS

NOISY VALVES 1. High or low oil level in 1. Refer to Engine/Lubrication/OIL -
crankcase. Standard Procedure.

2. Thin or diluted oil. 2. Change oil and filter.
3. Low oil pressure. 3. Check oil pump, if Ok, check rod and
main bearings for excessive wear.
4. Dirt in lash adjusters. 4. Replace as necessary.
5. Worn rocker arms. 5. Replace as necessary.
6. Worn lash adjusters 6. Replace as necessary.
7. Worn valve guides. 7. Inspect the valve guides for wear,
cracks or looseness. If either condition
exists, replace the cylinder head. Refer
to CYLINDER HEAD, REMOVAL.
8. Excessive runout of valve 8. Refer to Engine/Cylinder
seats on valve faces. Head/VALVES, Intake and Exhaust -
Standard Procedure.
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Refer to Engine/Lubrication/OIL -
Standard Procedure.
2. Low oil pressure. 2. Check oil pump, if OK, check rod and
4. Excessive bearing clearance. 4. Replace as necessary.
5. Connecting rod journal out- 5. Service or replace crankshaft.
of-round.
6. Misaligned connecting rods. 6. Replace bent connecting rods.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Refer to Engine/Lubrication/OIL -
Standard Procedure.
2. Low oil pressure. 2. Check oil pump, if OK, check rod and
5. Excessive end play. 5. Check thrust washers for wear.
6. Crankshaft journal out-of 6. Service or replace crankshaft.
round.
7. Loose flywheel or torque 7. Tighten to correct torque
converter.
CYLINDER COMPRESSION PRESSURE LEAKAGE
NOTE: The results of a cylinder compression pressure test can be utilized to diagnose
several engine malfunctions.
NOTE: 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. Clean the spark plug recesses with compressed air.

2. Remove the spark plugs and record the cylinder number of each spark plug for future reference.
3. Inspect the spark plug electrodes for abnormal firing indicators such as fouled, hot, oily, etc.
4. Disable the fuel system and perform the fuel system pressure release procedure. Refer to FUEL
SYSTEM PRESSURE RELEASE .
5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three
revolutions.
6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders.
NOTE: 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.
7. Compression should not be less than 689 kPa (100 psi) and not vary more than 25 percent from cylinder
to cylinder.
8. If one or more cylinders have abnormally low compression pressures, repeat the compression test.
NOTE: 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.
9. If one or more cylinders continue to have abnormally low compression pressures, perform the cylinder
combustion pressure leakage test. Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE.
CYLINDER COMBUSTION PRESSURE LEAKAGE
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.
1. Check the coolant level and fill as required. DO NOT install the radiator cap.
2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
3. Remove the spark plugs.
4. Remove the oil filler cap.
5. Remove the air cleaner hose.
6. 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 and 552 kPa (80 psi) recommended.
7. Perform the test procedures on each cylinder according to the tester manufacturer's instructions. Set
piston of cylinder to be tested at TDC compression. While testing, listen for pressurized air escaping
through the throttle body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal, with no more than 25% leakage.
FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in
the cylinder.
Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART.
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART

AIR ESCAPES THROUGH Intake valve bent, burnt, or not Inspect valve and valve seat.
THROTTLE BODY seated properly Reface or replace, as necessary.
Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH Exhaust valve bent, burnt, or not Inspect valve and valve seat.
TAILPIPE seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and
RADIATOR cylinder head or block inspect. Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and
FROM ADJACENT cylinder head or block between inspect. Replace gasket, head, or
CYLINDERS adjacent cylinders block as necessary
MORE THAN 25% LEAKAGE Stuck or broken piston rings; Inspect for broken rings or piston.
AND AIR ESCAPES THROUGH cracked piston; worn rings and/or Measure ring gap and cylinder
OIL FILLER CAP OPENING cylinder wall diameter, taper and out-of-round.
ONLY Replace defective part as
necessary
OIL CONSUMPTION TEST AND DIAGNOSIS
DIAGNOSTIC PROCEDURES
The following diagnostic procedures are used to determine the source of excessive internal oil Consumption,
these procedures and tests apply to vehicles with 50, 000 miles or less.
NOTE: Engine oil consumption may be greater than normal during engine break-in.
Repairs should be delayed until vehicle has been driven at least 7, 500 miles.
Severe service (high ambient temperature, short trips, heavy loading, trailer towing, taxi, off-road, or law
enforcement use) may result in greater oil consumption than normal.
Sustained high speed driving and high engine RPM operation may result in increased oil consumption.
Failure to comply with the recommended oil type and viscosity rating, as outlined in the owner's manual,
may impact oil economy as well as fuel economy.
Oil consumption may increase with vehicle age and mileage due to normal engine wear.
NOTE: Because a few drops of external oil leakage per mile can quickly account for the
loss of one quart of oil in a few hundred miles, ensure no external engine oil
leaks are present.
 Oil leakage is not the same as oil consumption and all external leakage must be eliminated before
any action can be taken to verify and/or correct oil consumption complaints.
 Verify that the engine has the correct oil level dipstick and dipstick tube installed.
 Verify that the engine is not being run in an overfilled condition. Check the oil level 15 minutes
after a hot shutdown with the vehicle parked on a level surface. In no case should the level be above
MAX or the FULL mark on the dipstick.
OIL CONSUMPTION TEST
1. Check the oil level at least 15 minutes after a hot shutdown.

2. If the oil level is low, top off with the proper viscosity and API service level engine oil. Add one bottle of
MOPAR® 4-In-1 Leak Detection Dye into the engine oil.
3. Tamper proof the oil pan drain plug, oil filter, dipstick and oil fill cap.
4. Record the vehicle mileage.
5. Instruct the customer to drive the vehicle as usual.
6. Ask the customer to return to the servicing dealer after accumulating 500 miles, Check the oil level at
least 15 minutes after a hot shutdown. If the oil level is half way between the "FULL" and "ADD" mark
continue with the next step.
7. Using a black light, re-check for any external engine oil leaks, repair as necessary, if no external engine
oil leaks are present, continue with oil consumption diagnosis.
OIL CONSUMPTION DIAGNOSIS
1. Check the positive crankcase ventilation (PCV) system. Make sure the system is not restricted and the
PCV valve has the correct part number and correct vacuum source (18-20 in. Hg at idle below 3000 ft.
above sea level is considered normal).
2. Perform a CYLINDER COMPRESSION PRESSURE LEAKAGE test and CYLINDER-TO-
CYLINDER LEAKAGE TEST using the standard leak down gauge following manufacturers suggested
best practices.
NOTE: Verify the spark plugs are not oil saturated. If the spark plugs are oil
saturated and compression is good it can be assumed the valve seals or
valve guides are at fault.
3. If one or more cylinders have more than 15% leak down further engine tear down and inspection will be
required.
TOP 19 REASONS THAT MAY LEAD TO ENGINE OIL CONSUMPTION
1. Tapered and Out-of-Round Cylinders
The increased piston clearances permit the pistons to rock in the worn cylinders. While tilted
momentarily, an abnormally large volume of oil is permitted to enter on one side of the piston. The rings,
also tilted in the cylinder, permit oil to enter on one side. Upon reversal of the piston on each stroke, some
of this oil is passed into the combustion chamber.
2. Distorted Cylinders
This may be caused by unequal heat distribution or unequal tightening of cylinder head bolts. This
condition presents a surface which the rings may not be able to follow completely. In this case, there may
be areas where the rings will not remove all of the excess oil. When combustion takes place, this oil will
be burned and cause high oil consumption.
3. Improper operation of "PCV "system
The main purpose of the Positive Crankcase Ventilation (PCV) valve is to recirculate blow-by gases back
from the crankcase area through the engine to consume unburned hydrocarbons. The PCV system usually
has a one way check valve and a make up air source. The system uses rubber hoses that route crankcase
blow by gases to the intake manifold. Vacuum within the engine intake manifold pulls the blow by gases
out of the crankcase into the combustion chamber along with the regular intake air and fuel mixture.
The PCV system can become clogged with sludge and varnish deposits and trap blow by gases in the
crankcase. This degrades the oil, promoting additional formation of deposit material. If left uncorrected,
the result is plugged oil rings, oil consumption, rapid ring wear due to sludge buildup, ruptured gaskets
and seals due to crankcase pressurization.
4. Worn Piston Ring Grooves
For piston rings to form a good seal, the sides of the ring grooves must be true and flat - not flared or
shouldered. Piston rings in tapered or irregular grooves will not seal properly and, consequently, oil will
pass around behind the rings into the combustion chamber.
5. Worn, Broken or Stuck Piston Rings
When piston rings are broken, worn or stuck to such an extent that the correct tension and clearances are
not maintained, this will allow oil to be drawn into the combustion chamber on the intake stroke and hot
gases of combustion to be blown down the cylinder past the piston on the power stroke. All of these
conditions will result in burning and carbon build up of the oil on the cylinders, pistons and rings.
6. Cracked or Broken Ring Lands
Cracked or broken ring lands prevent the rings from seating completely on their sides and cause oil
pumping. This condition will lead to serious damage to the cylinders as well as complete destruction of
the pistons and rings. Cracked or broken ring lands cannot be corrected by any means other than piston
replacement.
7. Worn Valve Stems and Guides
When wear has taken place on valve stems and valve guides, the vacuum in the intake manifold will draw
oil and oil vapor between the intake valve stems and guides into the intake manifold and then into the
cylinder where it will be burned.
8. Bent or Misaligned Connecting Rods
Bent or misaligned connecting rods will not allow the pistons to ride straight in the cylinders. This will
prevent the pistons and rings from forming a proper seal with the cylinder walls and promote oil
consumption. In addition, it is possible that a bearing in a bent connect rod will not have uniform
clearance on the connecting rod wrist pin. Under these conditions, the bearing will wear rapidly and
throw off an excessive amount of oil into the cylinder.
9. Fuel Dilution
If raw fuel is allowed to enter the lubrication system, the oil will become thinner and more volatile and
will result in higher oil consumption. The following conditions will lead to higher oil consumption;
Excess fuel can enter and mix with the oil via a leaking fuel injector
 Gasoline contaminated with diesel fuel
 Restricted air intake
 Excessive idling
10. Contaminated Cooling Systems
Corrosion, rust, scale, sediment or other formations in the water jacket and radiator will prevent a cooling
system from extracting heat efficiently. This is likely to cause cylinder distortion thus leading to higher
oil consumption.
11. Oil Viscosity
The use of oil with a viscosity that is too light may result in high oil consumption. Refer to the vehicle
owner's manual for the proper oil viscosity to be used under specific driving conditions and/or ambient
temperatures.
12. Dirty Engine Oil
Failure to change the oil and filter at proper intervals may cause the oil to be so dirty that it will promote
accumulation of sludge and varnish and restrict oil passages in the piston rings and pistons. This will
increase oil consumption; dirty oil by nature is also consumed at a higher rate than clean oil.
13. Crankcase Overfull
Due to an error in inserting the oil dip stick so that it does not come to a seat on its shoulder, a low
reading may be obtained. Additional oil may be added to make the reading appear normal with the stick
in this incorrect position which will actually make the oil level too high. If the oil level is so high that the
lower ends of the connecting rods touch the oil in the oil pan excessive quantities of oil will be thrown on
the cylinder walls and some of it will work its way up into the combustion chamber.
14. Excessively High Oil Pressure
A faulty oil pressure relief valve may cause the oil pressure to be too high. The result will be that the
engine will be flooded with an abnormally large amount of oil in a manner similar to that which occurs
with worn bearings. This condition may also cause the oil filter to burst.
15. Aftermarket Performance Chips and Modification
Increasing performance through the use of performance/power enhancement products to a stock or factory
engine will increase the chance of excessive oil consumption.
16. Lugging Engine
Lugging is running the engine at a lower RPM in a condition where a higher RPM (more power/torque)
should be implemented. Especially susceptible on vehicles equipped with a manual transmission. This
driving habit causes more stress loading on the piston and can lead to increases in engine oil
consumption.
17. Turbocharged Engines
There is a possibility for PCV "push-over" due to higher crankcase pressure (as compared to naturally
aspirated engines) which is normal for turbocharged engines. This condition causes varying amounts of
engine oil to enter the intake manifold, charge air cooler and associated plumbing to and from the charge
air cooler, also a leaking turbocharger seal will draw oil into the combustion chamber where it will burn
(blue smoke from tail pipe may be present) and form carbon deposits which contribute to further oil
consumption as they interfere with proper engine function.
18. Restricted Air Intake
Excessive restriction in the air intake system will increase engine vacuum and can increase oil
consumption, an extremely dirty air filter would be one example of this situation.
19. Intake Manifold port seals
Engines that have a "V" configuration and a "wet valley" (3.3/3.8L) could draw oil into the intake ports
due to improper sealing between the intake manifold ports and cylinder head. Causes may include
improper torque of intake manifold bolts, corrosion (aluminum intake manifold) and or warped sealing
surface.
ENGINE LUBRICATION DIAGNOSTIC TABLE

OIL LEAKS 1. Gaskets and O-rings. 1. Replace as necessary.
Misaligned or damaged.
(a) Loose fasteners, broken or (a) Tighten fasteners, Repair or replace

porous metal parts. metal parts.
2. Crankshaft rear oil seal. 2. Replace rear crankshaft oil seal. Refer
to SEAL, CRANKSHAFT OIL,
REAR, REMOVAL.
3. Crankshaft seal flange. 3. Polish or replace crankshaft.
Scratched, nicked or grooved.
4. Oil pan flange cracked. 4. Replace oil pan. Refer to PAN, OIL,
REMOVAL.
5. Engine timing cover seal, 5. Replace seal. Refer to SEAL,
damaged or misaligned. CRANKSHAFT OIL, FRONT,
REMOVAL.
6. Scratched or damaged 6. Polish or replace damper.
vibration damper hub.
OIL PRESSURE DROP 1. Low oil level. 1. Check and correct oil level.
2. Faulty oil pressure sensor. 2. Replace sensor. Refer to SENSOR,
OIL PRESSURE, REMOVAL.
3. Low oil pressure. 3. Check main bearing clearance. Refer
to Engine/Engine Block/BEARING
(S), Crankshaft - Standard
Procedure.
3. Check rod bearing clearance. Refer to
BEARING(S), CONNECTING ROD,
STANDARD PROCEDURE.
4. Clogged oil filter. 4. Replace oil filter. Refer to FILTER,
ENGINE OIL, REMOVAL.
5. Worn oil pump. 5. Replace oil pump. Refer to PUMP,
6. Thin or diluted oil. 6. Change oil and filter. Refer to
Engine/Lubrication/OIL - Standard
Procedure.
7. Excessive bearing clearance. 7. Replace crankshaft bearings. Refer to
Engine/Engine Block/BEARING(S),
Crankshaft - Standard Procedure.
7. Replace rod bearings. Refer to
BEARING(S), CONNECTING ROD,
STANDARD PROCEDURE.
8. Oil pump relief valve stuck. 8. Replace oil pump. Refer to PUMP,
9. Oil pump pick-up tube loose, 9. Replace oil pump pick-up. Refer to
damaged or clogged. PICK-UP, OIL PUMP, REMOVAL.
OIL PUMPING AT RINGS; 1. Worn or damaged rings. 1. Hone cylinder bores and replace
SPARK PLUGS FOULING rings. Refer to Engine/Engine
Block/RING(S), Piston - Standard
Procedure.
2. Carbon in oil ring slots. 2. Replace rings. Refer to ROD,

PISTON AND CONNECTING,
REMOVAL.
3. Worn valve guides. 3. Replace cylinder heads. Refer to
CYLINDER HEAD, REMOVAL.
4. Leaking valve guide seals. 4. Replace valve guide seals. Refer to
SEAL(S), VALVE GUIDE,
REMOVAL.
STANDARD PROCEDURE
Fig. 2: Covers/Caps
created.

procedure.

 Tapping the hole with a special Heli-Coil Tap, or equivalent.
NOTE: All of the sealants mentioned below are not used on every engine, they are
listed as a general reference guide. See service information for specific sealer
usage.
material unless specified. Bead size, continuity, and location are of great importance. Too thin a bead can
continuous bead of the proper width is essential to obtain a leak-free gasket. All sealing surfaces that use form-
in-place gaskets and sealers must free of grease or oil. Surfaces should be cleaned with Mopar® brake parts
cleaner prior to sealer application. After the sealer is applied, the parts should be assembled in no more than 10
minutes.
There are numerous types of form-in-place gasket materials that are used in the engine area. Mopar® Engine
RTV GEN II, Mopar® ATF-RTV, and Mopar® Gasket Maker gasket materials, each have different properties
and can not be used in place of the other.
MOPAR® 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
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.
MOPAR® ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing
MOPAR® 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.
MOPAR® BED PLATE SEALANT is a unique (green-in-color) 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.
MOPAR® THREEBOND ENGINE RTV SEALANT is a unique gasket material that is specially made to
retain adhesion and sealing properties when used to seal components exposed to engine oil.
SEALER APPLICATION
Mopar® 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.
Mopar® 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 and "T"
joint locations, 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.
Mopar® Threebond Engine RTV Sealant gasket material should be applied in a continuous bead approximately
3 mm (0.120 in.) in diameter. The gasket surfaces should be cleaned with isopropyl alcohol wipes in preparation
for sealant application. All mounting holes must be circled. For corner sealing and "T" joint locations, 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 assembled within 20 minutes and torqued in place within 45 minutes.
The usage of a locating dowel is recommended during assembly to prevent smearing material off the location.
ENGINE GASKET SURFACE PREPARATION
Fig. 4: Engine Gasket Surface Preparation

1 - ABRASIVE PAD
2 - 3M ROLOC™ BRISTLE DISC
3 - PLASTIC/WOOD SCRAPER
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 or a wire brush (1).
Only use the following for cleaning gasket surfaces:
 Solvent or a commercially available gasket remover

 Plastic or wood scraper (3).
 Drill motor with 3M Roloc™ Bristle Disc (white or yellow) (2).
CAUTION: Excessive pressure or high RPM (beyond the recommended speed), can
damage the sealing surfaces. The mild (white, 120 grit) bristle disc is
recommended. If necessary, the medium (yellow, 80 grit) bristle disc may
be used on cast iron surfaces with care.
SPECIFICATIONS
SPECIFICATIONS
GENERAL SPECIFICATIONS
Type 60° DOHC V-6 24-Valve
Compression Ratio 10.2:1
Lead Cylinder #1 Right Bank
Firing Order 1-2-3-4-5-6
Metric Standard
Displacement 3.6 Liters 220 Cubic Inches
Bore and Stroke 96.0 x 83.0 mm 3.779 in. x 3.268 in.
CYLINDER BLOCK
Specification
Description
Metric Standard
Cylinder Bore Diameter - Grade 1 95.995 mm ± 0.005 mm 3.7793 in. ± 0.0002 in.
Cylinder Bore Diameter - Grade 2 96.005 mm ± 0.005 mm 3.7797 in. ± 0.0002 in.
Cylinder Bore Out-of-Round (Max.) 0.009 mm 0.00035 in.
Cylinder Bore Cylindricity 0.014 mm 0.0006 in.
Crankshaft Bore Taper* (Max.) 0.006 mm 0.0002 in.
*Measured over length of bulkhead
PISTONS
Specification
Description
Metric Standard
Material Cast Aluminum Alloy
Piston Diameter (Metal to Metal) -
95.955 mm ± 0.005 mm 3.7778 in. ± 0.0002 in.
Grade 1
Piston Diameter (Metal to Metal) -
95.965 mm ± 0.005 mm 3.7781 in. ± 0.0002 in.
Grade 2
Piston Diameter (Metal to
95.970 - 96.000 mm 3.7783 - 3.7795 in.
Coating) - Grade 1
Piston Diameter (Metal to
95.980 - 96.010 mm 3.7787 - 3.7835 in.
Coating) - Grade 2
Clearance at Size Location (Metal
0.030 - 0.050 mm 0.0012 - 0.0020 in.
to Metal)
Clearance at Size Location (Metal

0.010 - 0.030 mm 0.0004 - 0.0012 in.
to Coating)
Piston Weight 354 - 364 grams 12.487 - 12.840 oz.
Piston Pin Offset 0.8 mm 0.031 in.
Piston Ring Groove Diameter -
88.24 - 88.44 mm 3.474 - 3.482 in.
No. 1
86.54 - 86.74 mm 3.407 - 3.415 in.
No. 2
89.16 - 89.36 mm 3.510 - 3.518 in.
No. 3
PISTON PINS
Specification
Description
Metric Standard
Type Full Floating
Pin Diameter 21.9985 ± 0.0015 mm 0.86608 ± 0.00006 in.
Clearance in Piston 0.002 - 0.011 mm 0.0001 - 0.0004 in.
Clearance in Rod 0.011 - 0.024 mm 0.0004 - 0.0009 in.
PISTON RINGS
Specification
Description
Metric Standard
Ring Gap - Number 1 Ring (Top) 0.25 - 0.40 mm 0.010 - 0.016 in.
Ring Gap - Number 2 Ring (Center) 0.30 - 0.45 mm 0.012 - 0.018 in.
Ring Gap - Oil Control Ring (Steel Rails) 0.15 - 0.66 mm 0.006 - 0.026 in.
PISTON RING SIDE CLEARANCE

Specification
Description
Metric Standard
Number 1 Ring (Top) 0.025 - 0.083 mm 0.0010 - 0.0033 in.
Number 2 Ring (Center) 0.030 - 0.078 mm 0.0012 - 0.0031 in.
Oil Control Ring (Steel Rails) 0.007 - 0.173 mm 0.0003 - 0.0068 in.
PISTON RING WIDTH

Specification
Description
Metric Standard
Number 1 Ring (Top) 3.00 - 3.20 mm 0.118 - 0.126 in.
Number 2 Ring (Center) 3.59 - 3.85 mm 0.141 - 0.152 in.
Oil Control Ring (Steel Rails) 1.930 - 2.083 mm 0.076 - 0.082 in.
CONNECTING RODS
Description Specification
Metric Standard
Bearing Clearance (With Crush) 0.023 - 0.064 mm 0.0009 - 0.0025 in.
Side Clearance 0.070 - 0.370 mm 0.0028 - 0.0146 in.
Side Clearance (Max.) 0.370 mm 0.0146 in.
Piston Pin Bore Diameter 22.016 ± 0.005 mm 0.8668 ± 0.0002 in.
Bearing Bore Out of Round (Max.) 0.008 mm 0.0003 in.
Total Weight (Less Bearing) 546.7 ± 8 grams 19.28 ± 0.28 oz.
CRANKSHAFT MAIN BEARING JOURNALS

Specification
Description
Metric Standard
Diameter 71.996 ± 0.009 mm 2.8345 ± 0.0035 in.
Bearing Clearance 0.024 - 0.050 mm 0.0009 - 0.0020 in.
Bearing Clearance (Max.) 0.050 mm 0.0020 in.
Out of Round (Max.) 0.005 mm 0.0002 in.
Taper (Max.) 0.005 mm 0.0002 in.
End Play 0.050 - 0.290 mm 0.0020 - 0.0114 in.
End Play (Max.) 0.290 mm 0.0114 in.
CONNECTING ROD JOURNALS

Specification
Description
Metric Standard
Diameter 59.0 ± 0.009 mm 2.3228 ± 0.0035 in.
Out of Round (Max.) 0.005 mm 0.0002 in.
Taper (Max.) 0.005 mm 0.0002 in.
CAMSHAFT
Specification
Description
Metric Standard
Bore Diameter - No. 1 Cam Towers 32.020 - 32.041 mm 1.2606 - 1.2615 in.
Bore Diameter - No. 2, 3, 4 Cam Towers 24.020 - 24.041 mm 0.9457 - 0.9465 in.
Bearing Journal Diameter - No. 1 31.976 - 31.995 mm 1.2589 - 1.2596 in.
Bearing Journal Diameter - No. 2, 3, 4 23.977 - 23.996 0.9440 - 0.9447 in.
Bearing Clearance - No. 1 0.025 - 0.065 mm 0.00010 - 0.0026 in.
Bearing Clearance - No. 2, 3, 4 0.024 - 0.064 mm 0.0009 - 0.0025 in.
End Play 0.075 - 0.251 mm 0.003 - 0.010 in.
VALVE TIMING-INTAKE VALVES

Opens 2° (ATDC)
Closes 82° (ABDC) or 262° (ATDC)

Duration 260°
Centerline 128°
Note: Units are in crank degrees, using 0.1524 mm (0.006 in.) valve lift as the threshold.
VALVE TIMING-EXHAUST VALVES

Opens 59° (BBDC) or 239° (BTDC)
Closes 12° (ATDC)
Duration 251°
Valve Overlap 10°
Note: Units are in crank degrees, using 0.1524 mm (0.006 in.) valve lift as the threshold.
CYLINDER HEAD
Specification
Description
Metric Standard
Gasket Thickness* (Compressed) 0.48 - 0.60 mm 0.019 - 0.024 in.
Flatness (Head Gasket Surface) 0.09 mm 0.0035 in.
Valve Seat Angle 44.75° ± 0.25° from the valve guide axis
Valve Seat Runout (relative to the valve guide
0.050 mm 0.002 in.
axis) - Intake and Exhaust
Intake Valve Seat Width 1.0 - 1.2 mm 0.04 - 0.05 in.
Exhaust Valve Seat Width 1.41 - 1.61 mm 0.055 - 0.063 in.
Guide Bore Diameter (Std.) 6.00 - 6.02 mm 0.236 - 0.237 in.
Valve Guide Height** - Intake and Exhaust 16.05 - 16.55 mm 0.632 - 0.652 in.
*Measured at the fire ring, not at the outer edge
**Measured from cylinder head valve spring seat surface to top of guide
VALVES
Specification
Description
Metric Standard
Face Angle 45.25° ± 0.25°
Head Diameter - Intake 39.0 ± 0.100 mm 1.535 ± 0.004 in.
Head Diameter - Exhaust 30.0 ± 0.100 mm 1.181 ± 0.004 in.
Length-Intake (Overall) 116.54 ± 0.23 mm 4.588 ± 0.009 in.
Length-Exhaust (Overall) 115.6 ± 0.23 mm 4.551 ± 0.009 in.
Stem Diameter - Intake 5.968 ± 0.009 mm 0.2350 ± 0.0004 in.
Stem Diameter - Exhaust 5.961± 0.009 mm 0.2347 ± 0.0004 in.
Stem-to-Guide Clearance - Intake (New) 0.023 - 0.061 mm 0.0009 - 0.0024 in.
Stem-to-Guide Clearance - Exhaust (New) 0.030 - 0.068 mm 0.0012 - 0.0027 in.
Stem-to-Guide Clearance-Intake (Max.,
0.29 mm 0.011 in.
Rocking Method)
Stem-to-Guide Clearance - Exhaust (Max.,

0.37 mm 0.015 in.
Rocking Method)
Valve Lift-Intake (Zero Lash) 10.3 mm 0.406 in.
Valve Lift-Exhaust (Zero Lash) 10.0 mm 0.394 in.
Valve Stem Tip Height* - Intake 52.4 - 53.5 mm 2.063 - 2.106 in.
Valve Stem Tip Height* - Exhaust 51.8 - 52.9 mm 2.039 - 2.083 in.
*Valve tip to aluminum spring seat boss
VALVE SPRING
Specification
Description
Metric Standard
Free Length - Intake AND Exhaust
52.5 mm 2.067 in.
(Approx.)
Spring Force - Intake AND Exhaust (Valve
295 ± 13 N @ 40.0 mm 66 ± 3 lbs. @ 1.57 in.
Closed)
Spring Force - Intake (Valve Open) 688 ± 31 N @ 10.3 mm 155 ± 7 lbs. @ 0.4055 in.
Spring Force - Exhaust (Valve Open) 676 ± 30 N @ 10.0 mm 152 ± 6 lbs. @ 0.3937 in.
Number of Coils - Intake AND Exhaust 9.35
Wire Diameter - Intake AND Exhaust 3.18 x 3.99 mm (ovate) 0.125 x 0.157 in. (ovate)
Installed Height - Intake AND Exhaust
40.0 mm 1.575 in.
(Spring seat top to bottom of retainer)
OIL PRESSURE
Specification
Description
Metric Standard
(NOTE: At Normal Operating Temperatures)
Pressure @ Curb Idle Speed* 34.7 kPa Min. 5 psi Min.
Pressure @ 600 - 1200 RPM 34.7 (warm) - 958.0 (cold) kPa 5 (warm) - 139 (cold) psi
*CAUTION: If oil pressure is zero at idle, DO NOT run engine at 3000 RPM.

Air Inlet Hose -
4 - 35
Band Clamps
A/C Compressor 25 18 -
to Engine - M8
Bolts
Camshaft Chain
Tensioner 12 - 106
(Primary) - M6
T30
Camshaft Chain
Guide (Primary) 12 - 106
- M6 T30
Camshaft Chain
Idler Sprocket - 25 18 -
M8 T45
Camshaft Chain 12 - 106
LH Tensioner
(Secondary) -
M6 T30
Camshaft Chain
LH Guide
12 - 106
(Secondary) -
M6 T30
Camshaft Chain
RH Tensioner
12 - 106
(Secondary) -
M6 T30
Camshaft Chain
RH Guide
12 - 106
(Secondary) -
M6 T30
Camshaft
Position (CMP)
Sensor to 9 - 80
Cylinder Head -
6M T30
Camshaft 9.5 - 84
Bearing Cap -
M6 T30
Connecting Rod
20 + 90° Turn 15 + 90° Turn -
Cap - M9 Bolts
Coolant Pump to
Engine Timing
12 - 106
Cover - M6
Bolts
Coolant
Crossover
Housing to
12 - 106
Engine Timing
Cover - M6
Bolts
Coolant Pump to
Engine Timing 55 40 -
Cover - M10
Bolt
Crankshaft 10 - 89
Target Wheel to
Counterweight -
M6 T30
Crankshaft Outer 21 + 90° Turn 16 + 90° Turn -
Main Bearing
Cap and
Windage Tray -
M8 Bolts
Crankshaft Inner 20 + 90° Turn 15 + 90° Turn -
Main Bearing
Cap - M11 Bolts
Crankshaft Side
Main Bearing
28 - 250
Cap (Tie Bolt) -
M8 Bolts
Crankshaft 40 + 105° Turn 30 + 105° Turn -
Vibration
Damper - M16
Bolt
Crankshaft
Position (CKP)
12 - 106
Sensor to Engine
Block - M6 Bolt
Crankshaft Rear 12 - 106
Oil Seal Retainer
- M6 T30
Cylinder Head
Oil Restrictor - 15 - 133
M8 Plug
Cylinder Head to
Engine Block -
See INSTALLATION Procedure
M12 Bolts in
Sequence
Cylinder Head 12 - 106
Cover - M6
Bolts
Catalytic 23 17 -
Converter to
Cylinder Head -
M8 Bolts
Engine Coolant
Temperature 11 - 97
(ECT) Sensor
Engine Block
Heater - M6 Bolt 12 - 106

Left/Right 61 45 -
Engine Mount
Bracket to
Engine Block -
M10 Bolts
Left/Right
Engine Mount
Isolator to
61 45 -
Engine Mount
Bracket - M10
Nuts
Left/Right
Engine Mount
Heatshield to
12 - 106
Engine Mount
Bracket - M6
Bolts
Left/Right
Engine Mount
61 45 -
Isolator to Frame
- M10 Bolts
Flexplate to
Crankshaft - 95 70 -
M10 Bolts
Fuel Rail to
Lower Intake
7 - 62
Manifold - M6
Bolts
Generator - M8
25 18 -
Bolts
Heater Core
Supply Tube to
12 - 106
Cylinder Head -
M8 Bolt
Idler Pulley to
Engine Timing
Cover - 25 18 -
Accessory Drive
M8 Bolt
Ignition
Capacitor to
10 - 89
Cylinder Head -
M6 Bolts
Ignition Coil to 8 - 71
Cylinder Head
Cover - M6
Bolts
Intake Manifold
(Upper) - M6 8 - 71
Bolts
Intake Manifold 8 - 71
(Lower) - M6
Bolts
Knock Sensor to
Engine Block - 22 16 -
M8 T40
Negative Battery
5 - 45
Cable to Battery
Engine Block
Oil Gallery - 10 + 1250° Turn - 89 + 1250° Turn
M24 Plugs
Oil Control
Valve - Cam 150 111 -
Phaser M18
Upper Oil Pan to
Engine Block - 25 18 -
M8 Bolts
Transmission to
Upper Oil Pan - 55 41 -
M10 Bolts
Transmission to
Starter - M10 55 41 -
Bolts
Torque
Converter Dust 12 - 106
Shield - M8 Bolt
Oil Cooler to Oil
Filter Housing 4 - 35
Screws
Upper Oil Pan to 12 - 106
Rear Seal
Retainer - M6
Bolts
Oil Pan Drain - 27 20 -
Plug M14
Oil Pressure
Sensor to Oil 20 - 177
Filter Housing
Oil Temperature 20 - 177

Sensor to Oil
Filter Housing
Lower Oil Pan to
Upper Oil Pan - 10.5 - 93
M6 Bolts
Piston Oil 6 - 53
Cooler Jet to
Engine Block -
M5
Oil Filter 12 - 106
Housing/Oil
Cooler to Engine
Block - M6
Bolts
Oil Filter
25 18 -
Housing Cap
Oil Pump to
Block - M6 12 - 106
Bolts
Oil Level
Indicator to
35 26 -
Engine Block -
M10 Bolt
Oil Level 12 - 106
Indicator to
Cylinder Head -
M6 Bolt
Oil Pump
Sprocket - M8 25 18 -
T45
Oil Pump Pick 12 - 106
Up Tube Bracket
to Windage Tray
- M6 Bolt
Oil Pump Pick
Up Tube to Oil 12 - 106
Pump - M6 Bolt
Oxygen Sensor
to Exhaust Pipe - 50 37 -
M18
PCV Valve - M5 4 - 35
T25
Power Steering
Pump to Bracket 25 18 -
- M8 Bolts
Power Steering
Pump Bracket to
Engine - M8
25 18 -
Bolts
Spark Plug to 17.5 13 -
Cylinder Head -
M12
Starter Mounting 55 41 -
- M10 Bolts
Tensioner to
Engine Timing
Cover - 55 41 -
Accessory Drive
M10 Bolt
Thermostat 12 - 106
Housing to
Coolant
Crossover - M6
Bolts
Throttle Body - 7 - 62
M6 Bolts
Engine Timing
Cover - M6 12 - 106
Bolts
Cover - M8 Bolt
Cover - M10
Bolts
Transmission to 55 41 -
Engine Block -
M10 Bolts
Transmission
Fluid Indicator
12 - 106
to Transmission
- M6 Bolt
Torque
Converter - M8 42 31 -
Bolts
Upper Intake
Manifold
Support Bracket 20 - 177
to Cylinder Head
- M8 Bolt
Upper Intake
Manifold 10 - 89
Support Bracket
to Upper Intake
Manifold - M6
Nuts
Variable Valve
Timing Solenoid
4 - 35
to Cylinder Head
Cover - M5 T25
Wire Harness
Retainer Bracket
12 - 106
to LH Cylinder
Head - M6 T30
Rear Engine
Mount Bracket
33 24 -
to Transmission
- M8 Bolts
Rear Engine
Mount Isolator
to Rear Engine 61 45 -
Mount Bracket -
M10 Bolts
Rear Engine
Mount
Crossmember to 55 41 -
Frame - M10
Bolts
Rear Engine
Mount Isolator
61 45 -
to Crossmember
- M10 Bolts
Left/Right
Crossmember
Brace to 55 41 -
Crossmember -
M8 Bolts
Left/Right
Crossmember
55 41 -
Brace to Frame -
M8 Bolts
REMOVAL
REMOVAL - 3.6L ENGINE

1. Perform the fuel pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE .
2. Disconnect and isolate the negative battery cable.
Fig. 6: Air Inlet Hose, Air Temperature (IAT) Sensor Connector & Clamps
5. Remove the air inlet hose (3) and the air cleaner body. Refer to BODY, AIR CLEANER, REMOVAL.
Fig. 7: Mounting Bracket, Bolts, Electrical Connector, Vacuum Pump, Locking Tab & Quick-
Connect Type End
6. Remove the electric vacuum pump (4) and mounting bracket (1). Refer to PUMP, ELECTRIC
VACUUM, REMOVAL .
Fig. 8: Heater Core Return Tube, Nut & Bolt

NOTE: Power steering pump not shown in illustration.
8. If equipped, remove the front skid plate, the front suspension skid plate, the transmission skid plate and
the transfer case skid plate. Refer to UNDER BODY PROTECTION .
10. Drain the engine oil. Refer to Engine/Lubrication/OIL - Standard Procedure.

11. Remove the nut (1) and bolt (4) from the support brackets of the heater core return tube (3).
12. Remove the A/C compressor mounting stud (2).
Fig. 9: Heater Core Return Hose, Heater Core Return Tube & Nut

14. Remove the nut (2) from the support bracket of the heater core return tube (3) and reposition the tube.
Fig. 10: Vapor Purge Tube & Fuel Purge Solenoid

15. Remove the vapor purge tube (1) from the fuel purge solenoid (2). Refer to STANDARD PROCEDURE
- QUICK-CONNECT FITTINGS .
Fig. 11: PCV Hose & PCV Valve

16. Remove the PCV hose (1) from the PCV valve (2).
Fig. 12: Upper Intake Manifold & Bolts

17. Remove the upper intake manifold (2) and insulator. Refer to MANIFOLD, INTAKE, REMOVAL.
Fig. 13: Transmission Breather Hose, Make-Up Air Tube & Clips
18. Disengage the clips (1), remove the make-up air tube (3) from the left cylinder head cover and reposition
the transmission breather hose (2).
Fig. 14: Fuel Supply Hose At Underbody Fuel Supply Tube

19. Disconnect the fuel supply hose (1) from the underbody fuel tube (2). Refer to STANDARD
PROCEDURE - QUICK-CONNECT FITTINGS .
Fig. 15: Cooling Fan Module Components

20. Remove the cooling fan module. Refer to FAN, COOLING, REMOVAL .
Fig. 16: Drive Belt Tensioners & Accessory Drive Belt Routing
22. Remove the generator (8). Refer to GENERATOR, REMOVAL .
Fig. 17: Right Upstream Oxygen Electrical Sensor Connector, Down Pipe Flanges & Bolts
NOTE: Right catalytic converter shown in illustration, left catalytic converter

similar.
23. Disconnect the right and left upstream oxygen sensor connectors (4) from the main wire harness.
24. Loosen the lower catalytic converter flange bolts (3).
25. Remove the upper catalytic converter flange bolts (1) and reposition the right and left catalytic converters
(2).
Fig. 18: Engine Mount Heatshield & Bolts

NOTE: Left engine mount shown in illustration, right engine mount similar.
26. Remove the bolts (1) and the engine mount heatshield (2) from both the left and right engine mounts.
Fig. 19: Variable Valve Timing Solenoid Connectors & Harness Retainers
NOTE: Mark the variable valve timing solenoid connectors (2) with a paint pen or
equivalent so that they may be reinstalled in their original locations.
27. Disconnect the electrical connectors (2) from the variable valve timing solenoids on the right cylinder
head.
28. Disengage the starter harness to main harness retainer (3).
29. Disengage two starter wire harness retainers (1) from the right cylinder head cover.
Fig. 20: Main Wire Harness Retainer & Connector

30. Disconnect the electrical connector (1) from the right Camshaft Position (CMP) sensor.
31. Disengage the main wire harness retainer (2) from the right cylinder head cover mounting stud.
Fig. 21: Main Wire Harness Retainers At Right Cylinder Head Cover
32. Disengage four main wire harness retainers (1) from the right cylinder head cover.
Fig. 22: Wire Harness Retainers, Oil Pump Solenoid Electrical Connector & Ground Strap
33. Disconnect the oil pump solenoid electrical connector (2).

34. Disengage four wire harness retainers (1).
35. Remove the ground strap (3) from the right engine mount bracket.
Fig. 23: Variable Valve Timing Solenoid Connectors & Wire Harness Retainers
36. Disconnect the electrical connectors (2) from the left variable valve timing solenoids.
37. Disengage two starter wire harness retainers (1) from the left cylinder head cover.
Fig. 24: A/C Compressor Electrical Connector & Wire Harness Retainer
38. Disconnect the A/C compressor electrical connector (1) and disengage the wire harness retainer (2) from
the A/C compressor discharge line.
Fig. 25: Starter Wire Harness Retainers, Main Wire Harness Retainer & Manifold Support
Bracket Retainers
39. Disengage two starter wire harness retainers (1) from the upper intake manifold support brackets.
40. Disengage one main wire harness retainer (3) from the left cylinder head cover and two retainers (2) from
the upper intake manifold support brackets.
Fig. 26: ECT Sensor Connector, CMP Sensor & Main Wire Harness Retainers
41. Disconnect the Engine Coolant Temperature (ECT) sensor connector (3).
42. Disconnect the left Camshaft Position (CMP) sensor (5).
43. Disengage one main wire harness retainer (2) from the cylinder head cover and one main wire harness
retainer (4) from the cylinder head cover mounting stud.
44. Disengage the main wire harness retainer (1) form the rear of the lower intake manifold.
Fig. 27: A/C Compressor, Nut, Stud & Three Bolts

45. Remove the remaining three bolts (1) and reposition the A/C compressor (2).
Fig. 28: Upper Radiator Hose

46. Remove the upper radiator hose (1) from the engine thermostat housing.
Fig. 29: Lower Radiator Hose

47. Remove the lower radiator hose (1) from the engine coolant pump housing.
48. Disconnect the heater core return hose (1).

Fig. 31: Power Steering Pump Mounting Bolts

NOTE: Only two power steering pump mounting bolts are shown in illustration.
Another bolt is on the lower end of the pump near the pulley.
49. Remove the three power steering pump mounting bolts (1) and reposition the power steering pump.

Fig. 33: Wire Harness Retainers


53. Disengage the starter wire harness retainer (2) and the main wire harness retainer (1) from the engine
block.
Fig. 34: Engine Mount Isolator, Left Engine Mount Bracket & Retaining Bolts
54. Reinstall the left engine mount bracket (1) and isolator (4) assembly with four bolts (5) and two bolts (3).
Tighten all bolts to 61 N.m (45 ft. lbs.).
Fig. 35: Transmission Cooler Line Retainer

55. Unclip the transmission cooler line retainer (1) from the upper oil pan flange.
Fig. 36: CKP Sensor Heat Shield

56. Push back the heatshield (1) from the crankshaft position (CKP) sensor.
Fig. 37: Main Wire Harness Retainers & CKP Sensor

57. Disconnect the main wire harness from the Crankshaft Position (CKP) sensor (3).
58. Disengage one main wire harness retainer (1) from the engine block and one main wire harness retainer
(2) from the right engine mounting bracket.
59. Disconnect and reposition the power cord from the engine block heater (if equipped).
Fig. 38: Torque Converter Bolt

60. Rotate the crankshaft in a clockwise direction until the torque converter bolts (1) are accessible through
the starter mounting. Remove the six torque converter bolts (1).
Fig. 39: Crossmember Brace & Bolts

NOTE: If equipped with AWD, the rear of the engine must be lowered in order to
access the upper transmission to engine bolts.
61. If equipped with AWD, support the transmission with a suitable jack, remove three crossmember brace
bolts (1), six crossmember bolts (2) and adjust the jack to lower the rear of the engine.
Fig. 40: Transmission Fluid Level Indicator Tube & Bolt

62. Loosen the bolt (1) securing the transmission fluid level indicator tube (2) to the transmission housing.
Fig. 41: Upper Transmission Engine Bolts

63. Remove four upper transmission to engine bolts (1).
Fig. 42: Engine Injection/Ignition Harness & Engine Oil Pressure/Temperature Harness
64. Disconnect the main harness from the engine injection/ignition harness (1) at the rear of the left cylinder
head.
65. Disconnect the main harness from the engine oil pressure/temperature harness (2) at the rear of the left
cylinder head.

66. If equipped with AWD, raise the rear of the engine, reinstall six crossmember bolts (2) and three
crossmember brace bolts (1). Tighten all bolts to 55 N.m (41 ft. lbs.).
Fig. 44: Side Engine-To-Transmission Bolt, Transmission Dust Shield Retaining Bolt & Dust Shield
67. Remove the bolt (2) and the torque converter dust shield (3).
68. Remove the side engine to transmission bolt (1).
Fig. 45: Rubber Plugs

69. Remove two rubber plugs (1) covering the rear oil seal retainer flange bolts.
Fig. 46: Transmission-To-Engine Oil Pan Bolts

70. Remove four transmission to the engine oil pan bolts (1).
Fig. 47: Oil Level Indicator & Retaining Bolt


72. Remove the bolt (1) and remove the oil level indicator (2).
Fig. 48: Heater Core Supply Tube Support Bracket & Retaining Bolt
73. Remove the bolt (2) and the heater core supply tube (1).
Fig. 49: Transfer Case Vent Hose Retainer & Upper Intake Manifold Support Bracket
74. If equipped with AWD, disengage the transfer case vent hose retainer (1) from the upper intake manifold
support bracket (2).
Fig. 50: Left Intake Manifold Support Brackets & Retaining Bolts
75. Remove the bolts (2) and remove the LH upper intake manifold support brackets (1).
Fig. 51: Driver Side Engine Lifting Bracket & Bolts

76. Install the Driver Side Engine Lifting Bracket (special tool #10242-1, Brackets, Engine Lifting, Left Side)
(1) on the LH cylinder head with bolts (2) provided with the Engine Lifting Bracket. Tighten the bolts to
21 N.m (15 ft. lbs.).
Fig. 52: Passenger Side Engine Lifting Bracket & Bolts

77. Install the Passenger Side Engine Lifting Bracket (special tool #10242-2, Brackets, Engine Lifting, Right
Side) (1) on the RH cylinder head with bolts (2) from the Engine Lifting Bracket. Tighten the bolts to 21
N.m (15 ft. lbs.).
Fig. 53: Lifting Sling, Engine Lifting Brackets & Engine Hoist
78. Reposition the starter wire harness and the main wire harness to the rear of the engine compartment.
79. Position a load-leveling lifting sling (2), such as OTC® 4305 Engine Load Leveler or equivalent, between
the engine lifting brackets (3) and an engine hoist (1).
Fig. 54: Left Engine Mount Isolator & Upper Retaining Nut
80. Support the transmission with a suitable jack.

81. Remove both the left and right engine mount nuts (1).
CAUTION: While slowly separating the engine from the vehicle, constant checks
must be made to assure proper positioning and that no damage to
other components or wiring harnesses occur during separation.
82. Carefully remove the engine from the engine bay area.
83. If required, remove the following components for installation on the replacement engine:
 LH engine mount bracket

 RH engine mount bracket
 Accessory drive belt tensioner
 Upper intake manifold support bracket
 Heater core return tube
 Block heater (if equipped)
INSTALLATION
INSTALLATION - 3.6L ENGINE

NOTE: If installing a replacement engine, transfer components such as engine mount

brackets, block heater, accessories, heater hoses and tubes to the replacement
engine.
1. If required, remove the upper intake manifold. Refer to MANIFOLD, INTAKE, REMOVAL.
Fig. 56: Driver Side Engine Lifting Bracket & Bolts

2. Install the Driver Side Engine Lifting Bracket (special tool #10242-1, Brackets, Engine Lifting, Left Side)
(1) on the LH cylinder head with bolts (2) provided with the Engine Lifting Bracket. Tighten the bolts to
21 N.m (15 ft. lbs.).
Fig. 57: Passenger Side Engine Lifting Bracket & Bolts

3. Install the Passenger Side Engine Lifting Bracket (special tool #10242-2, Brackets, Engine Lifting, Right
Side) (1) on the RH cylinder head with bolts (2) from the Engine Lifting Bracket. Tighten the bolts to 21
N.m (15 ft. lbs.).
4. Position a load-leveling lifting sling (2), such as OTC® 4305 Engine Load Leveler or equivalent, between
the engine lifting brackets (3) and an engine hoist (1).
5. Reposition the starter wire harness and the main wire harness to the rear of the engine compartment.
6. Position the engine in the vehicle while aligning the two locator dowels into the transmission housing.
7. Align the tab on the isolators (3) with the notch in the engine mount brackets (2) and lower the engine so
the weight is resting on the isolators.
8. Install the left and right engine mount nuts (1) and tighten to 61 N.m (45 ft.lbs.).
9. Remove the engine lifting brackets and install the LH upper intake manifold support brackets (1). Loosely
install the studbolts (2).
Bracket Retainers
10. Route the main wire harness and starter wire harness on the engine.
11. Engage two starter wire harness retainers (1) to the upper intake manifold support brackets.
12. Engage one main wire harness retainer (3) to the left cylinder head cover and two retainers (2) to the
upper intake manifold support brackets.
13. Connect the Engine Coolant Temperature (ECT) sensor connector (3).
14. Connect the left Camshaft Position (CMP) sensor (5).
15. Engage one main wire harness retainer (2) to the cylinder head cover and one main wire harness retainer
(4) to the cylinder head cover mounting stud.
16. Engage the main wire harness retainer (1) to the rear of the lower intake manifold.

17. Connect the electrical connector (1) to the right Camshaft Position (CMP) sensor.
18. Engage the main wire harness retainer (2) to the right cylinder head cover mounting stud.
19. Engage four main wire harness retainers (1) to the right cylinder head cover.
20. Connect the electrical connectors (2) to the variable valve timing solenoids on the right cylinder head.
21. Engage two starter wire harness retainers (1) to the right cylinder head cover.
22. Engage the starter harness to main harness retainer (3).
Fig. 66: Wire Harness Retainers, Oil Pump Solenoid Electrical Connector & Ground Strap
23. Connect the oil pump solenoid electrical connector (2).

24. Engage four wire harness retainers (1).
25. Install the ground strap (3) to the right engine mount bracket.

27. Install the four transmission to the engine oil pan bolts (1). Tighten the bolts to 55 N.m (41 ft. lbs.).

28. Install two rubber plugs (1) covering the rear oil seal retainer flange bolts.
29. Install the side engine to transmission bolt (1). Tighten the bolt to 55 N.m (41 ft. lbs.).
30. Install the torque converter dust shield (3) with the bolt (2). Tighten the bolt to 12 N.m (106 in. lbs.).

NOTE: If equipped with AWD, the rear of the engine must be lowered in order to
access the upper transmission to engine bolts.
31. If equipped with AWD, support the transmission with a suitable jack, remove three crossmember brace
bolts (1), six crossmember bolts (2) and adjust the jack to lower the rear of the engine.
Fig. 71: Upper Transmission Engine Bolts

32. Install the four upper transmission to engine bolts (1). Tighten the bolts to 55 N.m (41 ft. lbs.).

33. Install the bolt (1) securing the transmission fluid level indicator tube (2) to the transmission housing and
tighten to 12 N.m (106 in. lbs.).
Fig. 73: Engine Injection/Ignition Harness & Engine Oil Pressure/Temperature Harness
34. Connect the main harness to the engine injection/ignition harness (1) at the rear of the left cylinder head.
35. Connect the main harness to the engine oil pressure/temperature harness (2) at the rear of the left cylinder
head.

36. If equipped with AWD, raise the rear of the engine, reinstall six crossmember bolts (2) and three
crossmember brace bolts (1). Tighten all bolts to 55 N.m (41 ft. lbs.).
Fig. 75: Torque Converter Bolt

37. Rotate the crankshaft in a clockwise direction and install the six torque converter bolts (1) through the
starter mounting. Tighten the bolts to 42 N.m (31 ft. lbs.).

38. Clip the transmission cooler line retainer (1) to the oil pan flange.
Fig. 77: Wire Harness Retainers

39. Engage the starter wire harness retainer (2) and the main wire harness retainer (1) to the engine block.

41. Connect the power cord to the engine block heater (if equipped).
42. Connect the main wire harness to the Crankshaft Position (CKP) sensor (3).
43. Engage one main wire harness retainer (1) to the engine block and one main wire harness retainer (2) to
the right engine mounting bracket.
Fig. 79: CKP Sensor Heat Shield

44. Position the heatshield (1) over the crankshaft position (CKP) sensor.

Fig. 81: Transfer Case Vent Hose Retainer & Upper Intake Manifold Support Bracket

47. If equipped with AWD, engage the transfer case vent hose retainer (1) to the upper intake manifold
support bracket (2).
48. Install the heater core supply tube (1) with one bolt (2) tightened to 12 N.m (106 in. lbs.).

49. Install the oil level indicator (2) with bolt (1) tightened 12 N.m (106 in. lbs.).

50. Position the power steering pump (4) to the mounting bracket. Install the three pump mounting bolts (1)
and tighten to 25 N.m (18 ft. lbs.).

51. Install the A/C compressor (2) with three bolts (1) tightened to 25 N.m (18 ft. lbs.).
52. Connect the heater core return hose (1).
Fig. 87: Lower Radiator Hose

53. Install the lower radiator hose (1) to the engine coolant pump housing.
Fig. 88: Upper Radiator Hose

54. Install the upper radiator hose (1) to the engine thermostat housing.
55. Connect the electrical connectors (2) to the left variable valve timing solenoids.
56. Engage two starter wire harness retainers (1) to the left cylinder head cover.
57. Connect the A/C compressor electrical connector (1) and Engage the wire harness retainer (2) to the A/C
compressor discharge line.

58. Install the engine mount heatshield (2) to both the left and right engine mounts with two bolts (1)
tightened to 12 N.m (106 in. lbs.).

similar.
59. Install the right and left catalytic converters (2) onto the partially installed lower catalytic converter flange
bolts (3).
60. Install the upper catalytic converter flange bolts (1) and tighten all M8 bolts to 23 N.m (17 ft. lbs.).
61. Connect the right and left upstream oxygen sensor connectors (4) to the main wire harness.
62. Install the generator (8). Refer to GENERATOR, INSTALLATION .


64. Install the cooling fan module. Refer to FAN, COOLING, INSTALLATION .
Fig. 95: Fuel Supply Hose At Underbody Fuel Supply Tube

65. Connect the fuel supply hose (1) to the underbody fuel tube (2). Refer to STANDARD PROCEDURE -
QUICK-CONNECT FITTINGS .
66. Install the make-up air tube (3) to the left cylinder head cover and engage the clips (1) to the transmission
breather hose (2).
Fig. 97: Upper Intake Manifold Bolt Tightening Sequence

67. Install the upper intake manifold and insulator. Refer to MANIFOLD, INTAKE, INSTALLATION.

68. Install the PCV hose (1) to the PCV valve (2).

69. Install the vapor purge tube (1) to the fuel purge solenoid (2). Refer to STANDARD PROCEDURE -
70. Install the nut (2) to the support bracket of the heater core return tube (3) and tighten to 12 N.m (106 in.
lbs.).

72. Install the A/C compressor mounting stud (2) and tighten to 25 N.m (18 ft. lbs.).
73. Install the nut (1) and bolt (4) to the support brackets of the heater core return tube (3). Tighten to 12 N.m
(106 in. lbs.).
74. If equipped, install the transfer case skid plate, the transmission skid plate, the front suspension skid plate
and the front skid plate. Refer to UNDER BODY PROTECTION .
Connect Type End

76. Install the electric vacuum pump (4) and mounting bracket (1). Refer to PUMP, ELECTRIC
VACUUM, INSTALLATION .
77. Install the air inlet hose (3) and the air cleaner body. Refer to BODY, AIR CLEANER,
INSTALLATION.

78. If removed, install the oil filter and fill the engine crankcase with the proper oil to the correct level. Refer
to Engine/Lubrication/OIL - Standard Procedure.
82. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
83. Run the engine until it reaches normal operating temperature. Check cooling system for correct fluid
level. Refer to STANDARD PROCEDURE .
NOTE: The Cam/Crank Variation Relearn procedure must be performed using the scan
tool anytime there has been a repair/replacement made to a powertrain system,
for example: flywheel, valvetrain, camshaft and/or crankshaft sensors or
components.
SPECIAL TOOLS
SPECIAL TOOLS
10198 - Holder, Vibration Dampener

10199 - Installer, Front Crankshaft Oil Seal
10200-1 - Holder, Timing Chain, Left Side
10200-2 - Holder, Timing Chain, Right Side
10200-3 - Pin
10202 - Locks, Camshaft/Phaser
10202-1 - Lock, Camshaft/Phaser, Right Side

10202-2 - Lock, Camshaft/Phaser, Left Side
10242-1 - Brackets, Engine Lifting, Left Side
10242-2 - Brackets, Engine Lifting, Right Side
10255 - Installer, Spark Plug Tube
10256 - Installer, Cam Installer, Cam Sensor/ Spark Plug Tube Seal
10369 - Holder, Timing Chain
7700-A - Tester, Cooling System
8189 - Guide Pins
(Originally Shipped In Kit Number(s) 8180, 8180CC, 8263, 8263CC.)
8511 - Remover, Seal
(Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC, 9975.)
8514 - Pins, Tensioner
C-119 - Cylinder Indicator
C-3292A - Gauge, Pressure
C-3339A - Set, Dial Indicator
C-3685-A - Bloc-Chek Kit
C-385 - Compressor, Piston
MD998772A - Compressor, Valve Spring
(Originally Shipped In Kit Number(s) 8678, 8853, 8854.)
AIR INTAKE SYSTEM

AIR CLEANER
REMOVAL
REMOVAL - AIR CLEANER

Fig. 105: Air Cleaner Housing Cover Latches

1. Release the air cleaner housing cover latches (1).
Fig. 106: Air Cleaner Housing Cover, Tabs & Air Cleaner Element
2. Lift the cover (1) and release the cover to housing alignment tabs (2).
3. Remove the air cleaner element (3).
CAUTION: Do not use compressed air to clean out the air cleaner housing
without first covering the air inlet to the throttle body. Dirt or foreign
objects could enter the intake manifold causing engine damage.
4. Remove any dirt or debris from the bottom of the air cleaner housing.
INSTALLATION
INSTALLATION - AIR CLEANER
Fig. 107: Air Cleaner Housing Cover, Tabs & Air Cleaner Element
1. Install the air cleaner element (3) into the air cleaner housing.
2. Position the cover (1) so that the alignment tabs insert into the lower housing (2).
Fig. 108: Air Cleaner Housing Cover Latches

3. Seat the cover onto the housing and secure the housing cover latches (1).
BODY, AIR CLEANER

REMOVAL
REMOVAL - AIR CLEANER BODY


3. Disconnect the electrical connector (2) from the Inlet Air Temperature (IAT) sensor.
4. Loosen the clamp (1) at the throttle body.
5. Loosen the clamp (4) at the air cleaner body.
6. Remove the air inlet hose (3).
Fig. 111: Air Cleaner Body, Hood Seal, Push Pin, Air Makeup Hose & Hose Retainer
7. Disconnect the fresh air makeup hose (4) from the air cleaner body.
8. Disengage the hose retainer (5) from the air cleaner body.
9. Remove the push pin (3).
10. Reposition the hood seal (2) and pull the air cleaner body (1) straight up off of the locating pins.
INSTALLATION
INSTALLATION - AIR CLEANER BODY
Fig. 112: Air Cleaner Body, Hood Seal, Push Pin, Air Makeup Hose & Hose Retainer
1. Install the air cleaner body (1) straight down on the locating pins while routing the air inlet under the
hood seal (2).
2. Install the push pin (3).
3. Engage the hose retainer (5) to the air cleaner body.
4. Install the fresh air makeup hose (4) to the air cleaner body.
5. Install the air inlet hose (3) to the air cleaner body and the throttle body. Tighten the clamps (1) and (4) to
4 N.m (35 in. lbs.).
6. Connect the electrical connector (2) to the Inlet Air Temperature (IAT) sensor.


CYLINDER HEAD
DESCRIPTION
DESCRIPTION
Fig. 115: Aluminum Cylinder Head

The 3.6L aluminum cylinder heads are a unique design with left and right castings. The exhaust manifolds are
integrated into the cylinder heads. The cylinder head features four valves per cylinder with pressed in powdered
metal valve guides. The valve guides are not serviceable. The DOHC valvetrain uses roller rocker arms with
hydraulic lifters. The cylinder head's camshaft bearing caps are made of powdered metal and the location and
direction of each cap is marked on the side of the caps. The spark plug tubes are pressed into the cylinder heads
and sealed in place. The tubes are a thin wall design and caution must be taken when working in the spark plug
tube area.
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
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in
Cylinder Compression Pressure Test. Refer to CYLINDER COMPRESSION PRESSURE LEAKAGE. An
engine cylinder head gasket leaking between adjacent cylinders will result in approximately a 50 - 70%
reduction in compression pressure.
CYLINDER-TO-WATER 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
Fig. 116: Cooling System Pressure Tester - 7700-A

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).
Install Cooling System Tester (special tool #7700-A, Tester, Cooling System) 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
Fig. 117: Bloc-Chek Kit C-3685-A

Combustion leaks into the cooling system can also be checked by using Bloc-Chek Kit (special tool #C-3685-A,
Bloc-Chek Kit) or equivalent. Perform test following the procedures supplied with the tool kit.
HYDRAULIC LASH ADJUSTER
A tappet-like noise may be produced from several items. Check the following items.
1. Engine oil level too high or too low. This may cause aerated oil to enter the adjusters and cause them to
be spongy.
2. Insufficient running time after rebuilding cylinder head. Low speed running up to 1 hour may be required.
3. Turn engine off and let set for a few minutes before restarting. Repeat this several times after engine has
reached normal operating temperature.
4. Low oil pressure.
5. The oil passage in cylinder head gasket or the oil passage to the cylinder head is plugged with debris.
6. Air ingested into oil due to broken or cracked oil pump pick up.
7. Worn valve guides.
8. Rocker arm ears contacting valve spring retainer.
9. Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system.
10. Oil leak or excessive cam bore wear in cylinder head.
11. Faulty lash adjuster.
a. Check lash adjusters for "sponginess" while installed in cylinder head and cam on camshaft at base circle.
Depress part of rocker arm over adjuster. Normal adjusters should feel firm when pressed quickly. When
pressed very slowly, lash adjusters should collapse.
b. Remove suspected lash adjusters, and replace.
c. Before installation, make sure adjusters are full of oil. This can be verified by little plunger travel when
lash adjuster is depressed quickly.
REMOVAL
LEFT
Fig. 118: Magnetic Timing Wheels

CAUTION: The magnetic timing wheels (1) must not come in contact with magnets
(pickup tools, trays, etc.) or any other strong magnetic field. This will
destroy the timing wheels ability to correctly relay camshaft position to the
camshaft position sensor.

4. Remove the air inlet hose (3) and the air cleaner body. Refer to BODY, AIR CLEANER, REMOVAL.
Connect Type End
VACUUM, REMOVAL .


7. If equipped, remove the front skid plate and front suspension skid plate. Refer to UNDER BODY
PROTECTION .
10. Remove the nut (1) and bolt (4) from the support brackets of the heater core return tube (3).
11. Remove the A/C compressor mounting stud (2).

13. Remove the nut (2) from the support bracket of the heater core return tube (3) and reposition the tube.

14. Remove the vapor purge tube (1) from the fuel purge solenoid (2). Refer to STANDARD PROCEDURE
- QUICK-CONNECT FITTINGS .

15. Remove the upper and lower intake manifolds (2) and insulator. Refer to MANIFOLD, INTAKE,
REMOVAL.

similar.
17. Disconnect the left upstream oxygen sensor connector (4) from the main wire harness.
19. Remove the upper catalytic converter flange bolts (1) and reposition the catalytic converter (2).
21. Disconnect the A/C compressor electrical connector (1) and disengage the wire harness retainer (2) from
the A/C compressor discharge line.

22. Remove the remaining three bolts (1) and reposition the A/C compressor (2).
23. Disconnect the Engine Coolant Temperature (ECT) sensor electrical connector (3).
Fig. 132: Injection/Ignition Electrical Connector & Engine Oil Pressure/Temperature Sensor
Electrical Connector
24. Disconnect the ignition coil capacitor electrical connector.

25. Disengage the injection/ignition harness connector (1) and the engine oil pressure/temperature harness
connector (3) from the retainer bracket (2) on the rear of the left cylinder head.
Bracket Retainers
26. Disengage two starter wire harness retainers (1) from the upper intake manifold support brackets.
27. Disengage one main wire harness retainer (3) from the left cylinder head cover and two retainers (2) from
the upper intake manifold support brackets.
28. Remove the bolts (2) and remove the LH upper intake manifold support brackets (1).
Fig. 135: Piston Extension & RH Cam Chain Tensioner

29. Remove the spark plugs. Refer to SPARK PLUG, REMOVAL .

30. Remove the cylinder head covers, lower and upper oil pans, crankshaft vibration damper and engine
timing cover. Refer to COVER(S), ENGINE TIMING, REMOVAL.
NOTE: Take this opportunity to measure timing chain wear. Refer to Engine/Valve

Fig. 136: Rotating Crankshaft Clockwise To Position No. 1 Piston At TDC On Exhaust Stroke
CAUTION: When aligning timing marks, always rotate engine by turning the
crankshaft. Failure to do so will result in valve and/or piston damage.
32. Rotate the crankshaft CW to place the number one piston at TDC on the exhaust stroke by aligning the
dimple (4) on the crankshaft with the block/bearing cap junction (5). The left side cam phaser arrows (2)
should point toward each other and be parallel to the valve cover sealing surface (3). The right side cam
phaser arrows (7) should point away from each other and the scribe lines (9) should be parallel to the
valve cover sealing surface (8).
CAUTION: Always reinstall timing chains so that they maintain the same
direction of rotation. Inverting a previously run chain on a previously
run sprocket will result in excessive wear to both the chain and
sprocket.
33. Mark the direction of rotation on the timing chain using a paint pen or equivalent to aid in reassembly.
Fig. 137: Resetting Left Cam Chain Tensioner

CAUTION: When the timing chains are removed and the cylinder heads are still
installed, DO NOT rotate the camshafts or crankshaft without first
locating the proper crankshaft position. Failure to do so will result in
valve and/or piston damage.
34. Reset the LH cam chain tensioner by lifting the pawl (1), pushing back the piston (2) and installing
Tensioner Pin (special tool #8514, Pins, Tensioner) (3). Refer to Engine/Valve Timing - Standard
Procedure.
Fig. 138: Phaser Timing Marks, Oil Control Valves & LH Camshaft Phaser Lock
NOTE: Minor rotation of a camshaft (a few degrees) may be required to install the
camshaft phaser lock.
35. Install the LH Camshaft Phaser Lock (special tool #10202, Locks, Camshaft/Phaser) (4).
36. Loosen both the intake oil control valve (6) and exhaust oil control valve (2).
37. Remove the LH Camshaft Phaser Lock (special tool #10202, Locks, Camshaft/Phaser) (4).
38. Remove the oil control valve (2) from the left side exhaust cam phaser and pull the phaser off of the
camshaft.
39. Remove the oil control valve (6) from the left side intake cam phaser and pull the phaser off of the
camshaft.
Fig. 139: Left Cam Chain Tensioner, Arm, Guide & Bolts
40. Remove the LH cam chain tensioner arm (1).

41. Remove two T30 bolts (6) and the LH cam chain tensioner (5).
42. Remove two T30 bolts (4) and the LH cam chain guide (2).
Fig. 140: Cylinder Head Retaining Bolt Removal Sequence

43. Remove the left camshafts. Refer to CAMSHAFT, ENGINE, REMOVAL.
NOTE: If the rocker arms are to be reused, identify their positions so that they can
be reassembled into their original locations.
44. Remove the rocker arms. Refer to ROCKER ARM, VALVE, REMOVAL.
NOTE: If the hydraulic lifters are to be reused, identify their positions so that they
can be reassembled into their original locations.
45. If required, remove the hydraulic lifters. Refer to LIFTER(S), HYDRAULIC, REMOVAL.
46. Using the sequence shown in illustration, remove the cylinder head retaining bolts.
Fig. 141: Head Gasket & Locating Dowels

NOTE: Right head gasket shown in illustration, left head gasket similar.
WARNING: The multi-layered steel head gaskets have very sharp edges that
could cause personal injury if not handled carefully.
NOTE: The head gasket (1) crimps the locating dowels (2) and the dowels may
pull out of the engine block when the head gasket is removed.
47. Remove the cylinder head and gasket (1). Discard the gasket.
CAUTION: Do not lay the cylinder head on its gasket sealing surface, due to the
design of the cylinder head gasket, any distortion to the cylinder
head sealing surface may prevent the gasket from properly sealing
resulting in leaks.
Fig. 142: ECT Sensor, Ignition Coil Capacitor, Engine Wire Harness Retainer Bracket & Bolts
48. If required, remove the Engine Coolant Temperature (ECT) sensor (4).
49. If required, remove the bolt (2) and the ignition coil capacitor (1).
50. If required, remove the bolt (3) and the engine wire harness retainer bracket (5).
RIGHT


Connect Type End
VACUUM, REMOVAL .


PROTECTION .
14. Remove the PCV hose (1) from the PCV valve (2).

15. Remove the upper and lower intake manifolds (2) and insulator. Refer to MANIFOLD, INTAKE,
REMOVAL.
16. Disconnect the right upstream oxygen sensor connector (4) from the main wire harness.
18. Remove the upper catalytic converter flange bolts (1) and reposition the catalytic converter (2).

22. Remove the bolt (2) and the heater core supply tube (1).
Fig. 153: Upper Intake Manifold Support Bracket, Stud & Fasteners
23. Disconnect the ignition coil capacitor electrical connector.

24. Remove the studbolt (3) and remove the upper intake manifold support bracket (2).


26. Remove the cylinder head covers, lower and upper oil pans, crankshaft vibration damper and engine
timing cover. Refer to COVER(S), ENGINE TIMING, REMOVAL.
28. Rotate the crankshaft CW to place the number one piston at TDC on the exhaust stroke by aligning the
dimple (4) on the crankshaft with the block/bearing cap junction (5). The left side cam phaser arrows (2)
should point toward each other and be parallel to the valve cover sealing surface (3). The right side cam
phaser arrows (7) should point away from each other and the scribe lines (9) should be parallel to the
valve cover sealing surface (8).
sprocket.
29. Mark the direction of rotation on the timing chain using a paint pen or equivalent to aid in reassembly.
Fig. 156: Resetting Right Cam Chain Tensioner

installed, DO NOT rotate the camshafts or crankshaft without first
locating the proper crankshaft position. Failure to do so will result in
valve and/or piston damage.
30. Reset the RH cam chain tensioner by pushing back the tensioner piston and installing Tensioner Pin
(special tool #8514, Pins, Tensioner) (1).
Fig. 157: Phaser Timing Marks, Oil Control Valves & RH Camshaft Phaser Lock
camshaft phaser lock.
31. Install the RH Camshaft Phaser Lock (special tool #10202, Locks, Camshaft/Phaser) (5).
32. Loosen both the intake oil control valve (2) and exhaust oil control valve (7).
33. Remove the RH Camshaft Phaser Lock (special tool #10202, Locks, Camshaft/Phaser) (5).
34. Remove the oil control valve (2) from the right side intake cam phaser and pull the phaser off of the
camshaft.
35. Remove the oil control valve (7) from the right side exhaust cam phaser and pull the phaser off of the
camshaft.
Fig. 158: Right Cam Chain Tensioner, Arm, Guide & Bolts
36. Remove the RH cam chain tensioner arm (6).

37. Remove two T30 bolts (4) and the RH cam chain tensioner (3).
38. Remove three T30 bolts (2) and the RH cam chain guide (1).
Fig. 159: Cylinder Head Retaining Bolt Removal Sequence

39. Remove the right camshafts. Refer to CAMSHAFT, ENGINE, REMOVAL.
40. Remove the rocker arms. Refer to ROCKER ARM, VALVE, REMOVAL.
41. If required, remove the hydraulic lifters. Refer to LIFTER(S), HYDRAULIC, REMOVAL.
42. Using the sequence shown in illustration, remove the cylinder head retaining bolts.

NOTE: The head gasket (1) crimps the locating dowels (2) and the dowels may
pull out of the engine block when the head gasket is removed.
43. Remove the cylinder head and gasket. Discard the gasket.
CAUTION: Do not lay the cylinder head on its gasket sealing surface, due to the
design of the cylinder head gasket, any distortion to the cylinder
head sealing surface may prevent the gasket from properly sealing
resulting in leaks.
Fig. 161: Ignition Coil Capacitor & Bolt

44. If required, remove the bolt (2) and the ignition coil capacitor (1).
CLEANING
CLEANING
CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT use a
metal scraper because the surfaces could be cut or ground. Use ONLY a
wooden or plastic scraper.
1. Remove all gasket material from cylinder head and block. Refer to Engine - Standard Procedure. Be
careful not to gouge or scratch the aluminum head sealing surface.
2. Clean all engine oil passages.
CAUTION: Non-compressible debris such as oil, coolant or RTV sealants that

are not removed from bolt holes can cause the aluminum casting to
crack when tightening the bolts.
3. Clean out the cylinder head bolt holes in the engine block.
INSPECTION
INSPECTION
Fig. 162: Checking Cylinder Head Flatness

1. Check cylinder head warpage with a straight edge (2) and feeler gauge (1).
2. Cylinder head must be flat within specification. Refer to Engine - Specifications.
3. Verify that the valve tappets move freely in theirs bores and that they have been rotating.
4. Inspect camshaft bearing journals for scoring.
5. Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
6. Inspect the following components and verify that they are within specification : Refer to Engine -
Specifications.
 Camshafts
 Valve Tappets
 Springs
 Valve Seats
 Valve Guides
 Valves
INSTALLATION
LEFT

Fig. 164: ECT Sensor, Ignition Coil Capacitor, Engine Wire Harness Retainer Bracket & Bolts
1. If removed, install the Engine Coolant Temperature (ECT) sensor (4) and tighten to 11 N.m (97 in. lbs.).
2. If removed, install the ignition coil capacitor (1) with a M6 bolt (2) tightened to 10 N.m (89 in. lbs.).
3. If removed, install the engine wire harness retainer bracket (5) with a T30 bolt (3) tightened to 12 N.m
(106 in. lbs.).
Fig. 165: Checking Cylinder Head Bolts For Stretching (Necking)

CAUTION: The cylinder head bolts are tightened using a torque plus angle
procedure. The bolts must be examined BEFORE reuse. If the threads
are necked down the bolts must be replaced.
NOTE: Typical cylinder head bolt shown in illustration.
4. Check cylinder head bolts for necking by holding a scale or straight edge against the threads. If all the
threads do not contact the scale (2) the bolt must be replaced.

NOTE: Right head gasket shown in illustration, left head gasket similar.
CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT
use a metal scraper because the surfaces could be cut or ground.
Use ONLY a wooden or plastic scraper.
5. Clean and prepare the gasket sealing surfaces of the cylinder head and block. Refer to Engine - Standard
Procedure.

CAUTION: The cylinder head gaskets are not interchangeable between the left
and right cylinder heads and are clearly marked (3) with "R" for right
and "L" for left.
7. Position the new cylinder head gasket (1) on the locating dowels (2).
Fig. 167: Cylinder Head Retaining Bolt Tightening Sequence

8. Position the cylinder head onto the cylinder block. Make sure the cylinder head seats fully over the
locating dowels.
NOTE: Do not apply any additional oil to the bolt threads.
9. Install the eight head bolts finger tight.

10. Tighten the cylinder head bolts in the sequence shown in illustration, following this 9 step torque plus
angle method. Tighten according to the following torque values:
 Step 1: All to 30 N.m (22 ft. lbs.)

 Step 3: All + 75° Turn Do not use a torque wrench for this step.
 Step 5: Loosen all fasteners in reverse of sequence shown in illustration
Fig. 168: Positioning Camshaft Alignment Holes Vertically

NOTE: If the hydraulic lifters are being reused, reassemble them into their original
locations.
11. If removed, install the hydraulic lifters. Refer to LIFTER(S), HYDRAULIC, INSTALLATION.
NOTE: If the rocker arms are being reused, reassemble them into their original
locations.
12. Install the rocker arms and camshafts. Refer to CAMSHAFT, ENGINE, INSTALLATION.
13. Rotate the camshafts CW to TDC by positioning the alignment holes (1) vertically.
14. Install the LH cam chain guide (2) with two bolts (4). Tighten the T30 bolts (4) to 12 N.m (106 in. lbs.).
15. Install the LH cam chain tensioner (5) to the cylinder head with two bolts (6). Tighten the T30 bolts (6) to
12 N.m (106 in. lbs.).
16. Reset the LH cam chain tensioner (5) by lifting the pawl (3), pushing back the piston and installing
Procedure.
17. Install the LH tensioner arm (1).
Fig. 170: Idler Sprocket, Plated Link & Arrow

18. Press the LH intake cam phaser onto the intake camshaft. Install and hand tighten the oil control valve.
sprocket.
19. Drape the left side cam chain over the LH intake cam phaser and onto the idler sprocket (1) so that the
arrow (3) is aligned with the plated link (2) on the cam chain.
20. While maintaining this alignment, route the cam chain around the exhaust and intake cam phasers so that
the plated links are aligned with the phaser timing marks (1). Position the left side cam phasers so that the
arrows (3) point toward each other and are parallel to the valve cover sealing surface (5). Press the
exhaust cam phaser onto the exhaust cam, install and hand tighten the oil control valve (2).
camshaft phaser or phaser lock.
21. Install the LH Camshaft Phaser Lock (special tool #10202, Locks, Camshaft/Phaser) (4) and tighten the
oil control valves (2) and (6) to 150 N.m (110 ft. lbs.).
22. Remove the LH Camshaft Phaser Lock (special tool #10202, Locks, Camshaft/Phaser).
23. Remove the Tensioner Pin (special tool #8514, Pins, Tensioner) (1) from the LH cam chain tensioner.
24. Rotate the crankshaft CW two complete revolutions stopping when the dimple (4) on the crankshaft is
aligned the with the block/bearing cap junction (5).
25. While maintaining this alignment, verify that the arrows on the left side cam phasers (2) point toward
each other and are parallel to the valve cover sealing surface (3) and that the right side cam phaser arrows
(7) point away from each other and the scribe lines (9) are parallel to the valve cover sealing surface (8).
Fig. 173: Chain Pins, Exhaust Cam Phaser Triangle Marking & Circle Marking
26. There should be 12 chain pins (2) between the exhaust cam phaser triangle marking (1) and the intake
cam phaser circle marking (3).
27. If the engine timing is not correct, repeat this procedure.
28. Install the engine timing cover, crankshaft vibration damper, upper and lower oil pans and cylinder head
covers. Refer to COVER(S), ENGINE TIMING, INSTALLATION.
29. Install the LH upper intake manifold support brackets (1). Loosely install the studbolts (2).
Bracket Retainers
30. Engage two starter wire harness retainers (1) to the upper intake manifold support brackets.
31. Engage one main wire harness retainer (3) to the left cylinder head cover and two retainers (2) to the
upper intake manifold support brackets.
Fig. 176: Injection/Ignition Electrical Connector & Engine Oil Pressure/Temperature Sensor
Electrical Connector
32. Install the spark plugs. Tighten to 17.5 N.m (13 ft. lbs.). Refer to SPARK PLUG, INSTALLATION .
33. Connect the ignition coil capacitor electrical connector.
34. Engage the injection/ignition harness connector (1) and the engine oil pressure/temperature harness
connector (3) to the retainer bracket (2) on the rear of the left cylinder head.
35. Connect the Engine Coolant Temperature (ECT) sensor electrical connector (3).

36. Install the A/C compressor (2) with three bolts (1) tightened to 25 N.m (18 ft. lbs.).
37. Connect the A/C compressor electrical connector (1) and Engage the wire harness retainer (2) to the A/C
compressor discharge line.

similar.
39. Install the left catalytic converter (2) onto the partially installed lower catalytic converter flange bolts (3).
41. Connect the left upstream oxygen sensor connector (4) to the main wire harness.
breather hose (2).

43. Install the upper and lower intake manifolds. Refer to MANIFOLD, INTAKE, INSTALLATION.

44. Install the vapor purge tube (1) to the fuel purge solenoid (2). Refer to STANDARD PROCEDURE -
lbs.).

47. Install the A/C compressor mounting stud (2) and tighten to 25 N.m (18 ft. lbs.).
48. Install the nut (1) and bolt (4) to the support brackets of the heater core return tube (3). Tighten to 12 N.m
(106 in. lbs.).
49. If equipped, install the front skid plate and front suspension skid plate. Refer to UNDER BODY
PROTECTION .
Connect Type End

52. Install the air inlet hose (3) and the air cleaner body. Refer to BODY, AIR CLEANER,
INSTALLATION.


components.
RIGHT

Fig. 191: Ignition Coil Capacitor & Bolt

1. If removed, install the ignition coil capacitor (1) with a M6 bolt (2) tightened to 10 N.m (89 in. lbs.).

CAUTION: The cylinder head bolts are tightened using a torque plus angle
NOTE: Typical cylinder head bolt shown in illustration.
2. Check cylinder head bolts for necking by holding a scale or straight edge against the threads. If all the
threads do not contact the scale (2) the bolt must be replaced.

CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT
use a metal scraper because the surfaces could be cut or ground.
Use ONLY a wooden or plastic scraper.
3. Clean and prepare the gasket sealing surfaces of the cylinder head and block. Refer to Engine - Standard
Procedure.

and right cylinder heads and are clearly marked (3) with "R" for right
and "L" for left.
5. Position the new cylinder head gasket (1) on the locating dowels (2).
Fig. 194: Cylinder Head Retaining Bolt Tightening Sequence

6. Position the cylinder head onto the cylinder block. Make sure the cylinder head seats fully over the
locating dowels.
NOTE: Do not apply any additional oil to the bolt threads.
7. Install the eight head bolts finger tight.

8. Tighten the cylinder head bolts in the sequence shown in illustration, following this 9 step torque plus
angle method. Tighten according to the following torque values:
 Step 5: Loosen all fasteners in reverse of sequence shown in illustration

NOTE: If the hydraulic lifters are being reused, reassemble them into their original
locations.
9. If removed, install the hydraulic lifters. Refer to LIFTER(S), HYDRAULIC, INSTALLATION.
locations.
10. Install the rocker arms and camshafts. Refer to CAMSHAFT, ENGINE, INSTALLATION.
CAUTION: Do not rotate the camshafts more than a few degrees independently
of the crankshaft. Valve to piston contact could occur resulting in
possible valve damage. If the camshafts need to be rotated more than
a few degrees, first move the pistons away from the cylinder heads
by rotating the crankshaft counterclockwise to a position 30° before-
top-dead-center. Once the camshafts are returned to their top-dead-
center position, rotate the crankshaft clockwise to return the
crankshaft to top-dead-center.
11. Verify that the camshafts are set at TDC by positioning the alignment holes (1) vertically.
12. Install the RH cam chain guide (1) with three bolts (2). Tighten the T30 bolts (2) to 12 N.m (106 in. lbs.).
13. Install the RH cam chain tensioner (3) to the engine block with two bolts (4). Tighten the T30 bolts (4) to
12 N.m (106 in. lbs.).
14. Reset the RH cam chain tensioner (3) by pushing back the tensioner piston and installing Tensioner Pin
15. Install the RH tensioner arm (6).
Fig. 197: Idler Sprocket, Dimple & Plated Link

16. Press the RH exhaust cam phaser onto the exhaust camshaft. Install and hand tighten the oil control valve.
sprocket.
17. Drape the right side cam chain over the RH exhaust cam phaser and onto the idler sprocket (1) so that the
dimple (2) is aligned with the plated link (3) on the cam chain.
the plated links are aligned with the phaser timing marks (1). Position the right side cam phasers so that
the arrows (3) point away from each other and the scribe lines (4) are parallel to the valve cover sealing
surface (6). Press the intake cam phaser onto the intake cam, install and hand tighten the oil control valve
(2).
19. Install the RH Camshaft Phaser Lock (special tool #10202, Locks, Camshaft/Phaser) (5) and tighten the
oil control valves (2) and (7) to 150 N.m (110 ft. lbs.).
20. Remove the RH Camshaft Phaser Lock (special tool #10202, Locks, Camshaft/Phaser).
21. Remove the Tensioner Pin (special tool #8514, Pins, Tensioner) (6) from the RH cam chain tensioner.
22. Rotate the crankshaft CW two complete revolutions stopping when the dimple (4) on the crankshaft is
aligned the with the block/bearing cap junction (5).
23. While maintaining this alignment, verify that the arrows on the left side cam phasers (2) point toward
each other and are parallel to the valve cover sealing surface (3) and that the right side cam phaser arrows
(7) point away from each other and the scribe lines (9) are parallel to the valve cover sealing surface (8).
24. There should be 12 chain pins (2) between the exhaust cam phaser triangle marking (1) and the intake
cam phaser circle marking (3).
26. Install the engine timing cover, crankshaft vibration damper, upper and lower oil pans and cylinder head
covers. Refer to COVER(S), ENGINE TIMING, INSTALLATION.
28. Connect the ignition coil capacitor electrical connector.
29. Install the upper intake manifold support bracket (2) with the studbolt (3) hand tight.


34. Install the right catalytic converter (2) onto the partially installed lower catalytic converter flange bolts
(3).
36. Connect the right upstream oxygen sensor connectors (4) to the main wire harness.

37. Install the upper and lower intake manifolds. Refer to MANIFOLD, INTAKE, INSTALLATION.

38. Install the PCV hose (1) to the PCV valve (2).
PROTECTION .
Connect Type End

4 N.m (35 in. lbs.).

components.
ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL VALVE
DESCRIPTION
DESCRIPTION
Fig. 211: Exhaust Phaser Assembly

The 3.6L engine is equipped with Variable Valve Timing (VVT). This system adjusts the timing of all four
camshafts independently using solenoids and oil control valves to direct oil pressure into the camshaft phaser
assemblies. The camshaft phaser assembly advances and/or retards camshaft timing to improve engine
performance, mid-range torque, idle quality, fuel economy, and reduce emissions. The four phasers are located
on the front of the camshafts, behind the VVT solenoids, inside of the engine timing cover. The exhaust phasers
are identified with EXH and the intake phasers are identified with INT. The exhaust phaser has a clockspring,
the intake phaser does not. The camshaft sprockets are integrated with the camshaft phaser and are serviced as
an assembly. Do not attempt to disassemble the phasers, they are not serviceable. Phasers are interchangeable
between the right and left cylinder heads but should be installed in the same location as removed.
The 3.6L engine has an Oil Control Valve (OCV) for each phaser. The OCV also acts as a bolt for mounting the
Phaser to the camshaft. The OCVs spool valve is spring loaded and should move freely within the OCV body.
The four OCVs are identical but should be installed in the same location as removed.
OPERATION
OPERATION
Fig. 212: Oil Control Valve (OCV), VVT Solenoid, Solenoid Pintle & Internal Spool Valve
Each phaser position is adjusted using regulated oil pressure through the Oil Control Valve (OCV) (3). To begin
phaser movement, a voltage signal is applied to the VVT solenoid (1) to extend or retract the solenoid pintle (4).
The pintle pushes against an internal spool valve (2) within the OCV moving the valve forwards and backwards
to direct oil flow.
Fig. 213: Phasers In Lock-Pin Position

At engine startup, system oil pressure overcomes spring pressure and unlocks the phaser lock-pin (1) in
preparation for phasing. The phasers remain in this position until a PCM signal is given to pulse-width modulate
the VVT solenoid. At engine shutdown, as oil pressure is reduced, both Phasers return to their lock-pin position
(1). However, because the exhaust Phaser needs to travel to a position above and beyond the standard camshaft
clockwise rotation, the assistance of a clock spring is required. The intake Phaser on the other hand, simply
relies on the torsional resistance from the valvetrain to push it back towards lock-pin position.
Fig. 214: Spool Valve, Vanes, OCV & Advance, Hold Or Retard Position
The position of the spool valve (1) inside the OCV (2) determines which ports and chambers inside the phaser
are being fed, either to advance (3), hold (4) or retard (5) the timing of the phaser sprocket relative to the
camshaft. The spool valve also returns oil from the chambers to the sump (6). The Camshaft Position (CMP)
sensor monitors the position of the camshaft with respect to the crankshaft and provides feedback to the PCM.
As oil pressure pushes against the vanes (6) of the phaser rotor, the rotor begins to move. Since this rotor is
physically attached to the camshaft, rotor rotation causes the camshaft position to rotate relative to the standard
sprocket (7) position.
REMOVAL
LEFT

Fig. 216: Mount Dial Indicator Set To Stationary Point On Engine

1. Remove the upper intake manifold, left ignition coils and left cylinder head cover. Refer to COVER(S),
CYLINDER HEAD, REMOVAL.
2. Remove the right ignition coils and all spark plugs. Refer to SPARK PLUG, REMOVAL .
3. Mount Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) (1) to a stationary point on the
engine, such as the number three cylinder ignition coil mount. Position the indicator probe into the
number one cylinder, rotate the crankshaft clockwise (as viewed from the front) to place the number one
cylinder piston at top-dead-center on the exhaust stroke and set the indicator dial to zero.
Fig. 217: Arrows, Scribe Lines & Cylinder Head Cover Mounting Surface
4. The left side cam phaser SCRIBE LINES (3) should face away from each other and the ARROWS (1)
should point toward each other and be parallel to the cylinder head cover mounting surface (2) when the
number one cylinder piston is positioned at top-dead-center on the exhaust stroke.
Fig. 218: Chain Pins, Arrows, Scribe Lines, Oil Control Valves & Cam Phaser Triangle Marking &
Circle Marking
NOTE: The phaser markings (1 and 3) could align with either an external or
internal chain link. Either alignment is acceptable as long as there are
twelve chain pins between the markings.
5. There should be twelve chain pins (2) BETWEEN the exhaust cam phaser triangle marking (3) and the
intake cam phaser circle marking (1) as viewed from either the front or rear of the cam phasers.
6. Mark both sides of the cam chain at the phaser timing marks (1 and 3) using a paint pen or equivalent to
aid in reassembly.
Fig. 219: Camshaft Phaser Lock, Oil Control Valves & Wrench
NOTE: It may be necessary to rock the camshaft slightly (a few degrees) with a
wrench (4) when installing the camshaft phaser lock.
7. Install the (special tool #10202-2, Lock, Camshaft/Phaser, Left Side) (1) against the cylinder head cover
mounting surface with the tool number facing up.
8. Loosen, but do not remove, the exhaust oil control valve (2) and the intake oil control valve (3).
9. Remove the (special tool #10202-2, Lock, Camshaft/Phaser, Left Side) (1).
Fig. 220: Pin, Rack & Timing Chain Holder

NOTE: Graphic shows engine timing cover removed for clarity.

10. Using (special tool #10200-3, Pin) (2), lift the pawl off of the rack (3). While holding the pawl off of the
rack, push (special tool #10200-1, Holder, Timing Chain, Left Side) (1) into place between the cylinder
head and the cam chain guide to force the rack and piston back into the tensioner body. The holder
remains in place while the phasers are removed. Refer to Engine/Valve Timing - Standard Procedure.
Fig. 221: Pin, Rack, Timing Chain Holder & Oil Control Valves
11. Remove the oil control valve (4) and pull the left side exhaust cam phaser off of the camshaft.
12. Remove the oil control valve (3) and pull the left side intake cam phaser off of the camshaft.
RIGHT


1. Remove the upper intake manifold, right ignition coils and right cylinder head cover. Refer to COVER
(S), CYLINDER HEAD, REMOVAL.
2. Remove the left ignition coils and all spark plugs. Refer to SPARK PLUG, REMOVAL .
engine, such as the cylinder head cover mounting surface. Position the indicator probe into the number
one cylinder, rotate the crankshaft clockwise (as viewed from the front) to place the number one piston at
top-dead-center on the exhaust stroke and set the indicator dial to zero.
Fig. 224: Arrows, Scribe Lines & Cylinder Head Cover Mounting Surface
4. The right side cam phaser ARROWS (2) should point away from each other and the SCRIBE LINES (1)
should be parallel to the cylinder head cover mounting surface (3) when the right side number one
cylinder piston is positioned at top-dead-center on the exhaust stroke.
Circle Marking
6. Mark both sides of the cam chain at the phaser timing marks (1 and 3) using a paint pen or equivalent to
aid in reassembly.
7. Install the (special tool #10202-1, Lock, Camshaft/Phaser, Right Side) (1) against the cylinder head cover
9. Remove the (special tool #10202-1, Lock, Camshaft/Phaser, Right Side) (1).
Fig. 227: Locating Bolt

NOTE: Early production engines have an M6 bolt (1). Late production engines
have an M8 bolt (1). If the bolt is an M6 (10 mm head), use Timing Chain
Holder 10200-2. If the bolt is an M8 (13 mm head), use Timing Chain Holder
10369.
Fig. 228: Compressing Tensioner By Slightly Rotating Exhaust Camshaft Clockwise

CAUTION: Do not insert the Timing Chain Holder into position without first
compressing the tensioner. The Timing Chain Holder is not designed
to compress the tensioner and excessive force can damage the
timing chain tensioner arm.
10. Use the timing chain to compress the tensioner by slightly rotating the exhaust camshaft clockwise (4).
Insert (special tool #10200-2, Holder, Timing Chain, Right Side) (1) (early production) or (special tool
#10369, Holder, Timing Chain) (1) (late production) into place between the cylinder head boss and the
tensioner arm to hold the tensioner in the compressed position. The Timing Chain Holder remains in
place while the phasers are removed.
Fig. 229: Timing Chain Holder, Trim Stick & Tensioner Arm
NOTE: If the Timing Chain Holder (1) does not engage or slips from position,
wedge a trim stick (2) or equivalent between the front cover and the
tensioner arm (3) to push the tensioner arm towards the rear of the engine
and then repeat the previous step.
Fig. 230: Compressing Tensioner By Slightly Rotating Exhaust Camshaft Clockwise

11. Remove the oil control valve (3) and pull the right side exhaust cam phaser off of the camshaft.
12. Remove the oil control valve (2) and pull the right side intake cam phaser off of the camshaft.
INSTALLATION
LEFT


CAUTION: Do not rotate the crankshaft more than a few degrees independently of the
camshafts. Piston to valve contact could occur resulting in possible valve
damage. If the crankshaft needs to be rotated more than a few degrees,
first remove the camshafts. Refer to CAMSHAFT, ENGINE, REMOVAL.
1. Verify that the indicator dial (1) is set to zero when the right side number one cylinder piston is
positioned at top-dead-center on the exhaust stroke.

possible valve damage.
2.
3. Verify that the camshafts are set at top-dead-center by positioning the alignment holes (1) vertically.
Fig. 234: Timing Chain Holder

NOTE: The Timing Chain Holder (1) should still be in place as inserted during the
Removal procedure. If required, the Timing Chain Holder can be reinserted
by repeating Step 10 of the Removal procedure. Refer to ASSEMBLY,
VARIABLE VALVE TIMING, PHASER / OIL CONTROL VALVE, REMOVAL.
Circle Marking
camshaft phaser.
4. Route the cam chain around the left intake cam phaser while aligning the paint mark with the phaser
timing mark (1). Press the left intake cam phaser onto the intake camshaft. Install and hand tighten the oil
control valve (7).
5. While maintaining this alignment, route the cam chain around the exhaust cam phaser so that the paint
mark is aligned with the phaser timing mark (3). Press the exhaust cam phaser onto the exhaust cam,
install and hand tighten the oil control valve (4).
6. The SCRIBE LINES (5) on the cam phasers should face away from each other and the ARROWS (6)
should point toward each other and be parallel to the cylinder head cover mounting surface. There should
be twelve chain pins (2) BETWEEN the exhaust cam phaser triangle marking (3) and the intake cam
phaser circle marking (1).
7. Install the (special tool #10202-2, Lock, Camshaft/Phaser, Left Side) (1) against the cylinder head cover
8. Tighten the oil control valves (2) and (3) to 150 N.m (110 ft. lbs.).
9. Remove the Camshaft Phaser Lock (1) and the Timing Chain Holder.
Fig. 237: Chain Pins, Arrows, Scribe Lines, Cam Phaser Triangle Marking & Circle Marking
10. Rotate the crankshaft clockwise two complete revolutions stopping when the right side number one
cylinder piston is again positioned at top-dead-center on the exhaust stroke. To assure correct engine
timing, verify the following;
 The indicator dial is set to ZERO when the right side number one cylinder piston is positioned at
top-dead-center on the exhaust stroke.
 The SCRIBE LINES (3) on the left side cam phasers face away from each other.
 The ARROWS (4) on the left side cam phasers point toward each other and are parallel to the
cylinder head cover mounting surface.
 There are twelve chain pins (2) BETWEEN the exhaust cam phaser triangle marking (1) and the
intake cam phaser circle marking (3).
12. Install the spark plugs. Refer to SPARK PLUG, INSTALLATION .
13. Install the right ignition coils. Refer to COIL, IGNITION, INSTALLATION .
14. Install the left cylinder head cover and left ignition coils. Refer to COVER(S), CYLINDER HEAD,
INSTALLATION.
15. Install the upper intake manifold and air cleaner housing assembly. Refer to MANIFOLD, INTAKE,
INSTALLATION.
17. Start the engine and perform the appropriate POWERTRAIN VERIFICATION TEST located in
appropriate Electrical Diagnostics article.
 Cam/Crank Variation Relearn
 Target Coefficient Relearn
NOTE: Following the first restart after a DTC driven phaser replacement, clear all DTCs
and verify that subsequent restarts do not set any additional codes. for any
DTCs that reset. Refer to appropriate Electrical Diagnostics article. .
RIGHT


CAUTION: Do not rotate the crankshaft more than a few degrees independently of the
camshafts. Piston to valve contact could occur resulting in possible valve

damage. If the crankshaft needs to be rotated more than a few degrees,
first remove the camshafts. Refer to CAMSHAFT, ENGINE, REMOVAL.
1. Verify that the indicator dial (1) is set to zero when the right side number one cylinder piston is
positioned at top-dead-center on the exhaust stroke.

possible valve damage.
2.
Fig. 241: Timing Chain Holder

NOTE: The Timing Chain Holder (1) should still be in place as inserted during the
Removal procedure. If required, the Timing Chain Holder can be reinserted
by installing the exhaust cam phaser and repeating Step 10 of the Removal
procedure. Refer to ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL
CONTROL VALVE, REMOVAL.
Circle Marking
camshaft phaser.
4. Route the cam chain around the right exhaust cam phaser while aligning the paint mark with the phaser
timing mark (1). Press the right exhaust cam phaser onto the exhaust camshaft. Install and hand tighten
the oil control valve (7).
5. While maintaining this alignment, route the cam chain around the intake cam phaser so that the paint
mark is aligned with the phaser timing mark (3). Press the intake cam phaser onto the intake cam, install
and hand tighten the oil control valve (4).
6. The ARROWS (5) on the cam phasers should point away from each other and the SCRIBE LINES (6)
should be parallel to the cylinder head cover mounting surface. There should be twelve chain pins (2)
BETWEEN the exhaust cam phaser triangle marking (1) and the intake cam phaser circle marking (3).
7. Install the (special tool #10202-1, Lock, Camshaft/Phaser, Right Side) (1) against the cylinder head cover
9. Remove the Camshaft Phaser Lock (1) and the Timing Chain Holder.
Fig. 244: Chain Pins, Arrows, Scribe Lines, Cam Phaser Triangle Marking & Circle Marking
10. Rotate the crankshaft clockwise two complete revolutions stopping when the right side number one
cylinder piston is again positioned at top-dead-center on the exhaust stroke. To assure correct engine
timing, verify the following;
 The indicator dial is set to ZERO when the right side number one cylinder piston is positioned at
top-dead-center on the exhaust stroke.
 The ARROWS (4) on the right side cam phasers point away from each other.
 The SCRIBE LINES (5) on the right side cam phasers are parallel to the cylinder head cover
mounting surface.
 There are twelve chain pins (2) BETWEEN the exhaust cam phaser triangle marking (1) and the
intake cam phaser circle marking (3).
12. Install the spark plugs. Refer to SPARK PLUG, INSTALLATION .
13. Install the left ignition coils. Refer to COIL, IGNITION, INSTALLATION .
14. Install the right cylinder head cover and right ignition coils. Refer to COVER(S), CYLINDER HEAD,
INSTALLATION.
INSTALLATION.
17. Start the engine and perform the appropriate POWERTRAIN VERIFICATION TEST located in
appropriate Electrical Diagnostics article.
 Cam/Crank Variation Relearn
 Target Coefficient Relearn
NOTE: Following the first restart after a DTC driven phaser replacement, clear all DTCs
and verify that subsequent restarts do not set any additional codes. for any
DTCs that reset. Refer to appropriate Electrical Diagnostics article. .
CAMSHAFT, ENGINE
DESCRIPTION
DESCRIPTION
Fig. 245: Dual Over Head Camshaft (DOHC) Configuration

The 3.6L engine uses a Dual Over Head Camshaft (DOHC) configuration. The camshafts are a nodular cast iron
design and have a pressed on magnetic timing wheel that is magnetic encoded. The two Camshaft Position
(CMP) sensors are located between the timing wheels. Attached to the rear of the right exhaust camshaft is a
centrifuge which is part of the crankcase ventilation system. The centrifuge is used to separate oil droplets from
the crankcase gases before they enter the PCV valve. Four bearing journals are machined into the camshaft.
Camshaft end play is controlled by two thrust walls that border the nose piece journal.
OPERATION
OPERATION
Fig. 246: Right Hand Camshafts

NOTE: RH camshafts shown in illustration, LH camshafts similar.
The camshaft has precisely machined (egg shaped) lobes to provide accurate valve timing and duration. The
camshaft is driven by the crankshaft via drive sprockets and chains.
STANDARD PROCEDURE
STANDARD PROCEDURE - CAMSHAFT END PLAY

Fig. 247: Measuring Camshaft End Play Using Dial Indicator

NOTE: Right intake camshaft shown in illustration, other camshafts similar.
1. Remove the cylinder head cover. Refer to COVER(S), CYLINDER HEAD, REMOVAL.
2. Mount Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) (1) to a stationary point at the front
of the engine. Locate the probe perpendicular against the nose of the camshaft.
3. Move the camshaft all the way to the rear of its travel.
5. Move the camshaft forward to the limit of travel and read the dial indicator. Compare the measured end
play to the specification. Refer to Engine - Specifications.
REMOVAL
LEFT

Fig. 249: Camshaft Bearing Cap Bolts Removal Sequence - Left

CAUTION: When the timing chain is removed and the cylinder heads are still
installed, Do not forcefully rotate the camshafts or crankshaft
independently of each other. Severe valve and/or piston damage can
occur.
CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS. SEVERE

DAMAGE WILL OCCUR TO THE BEARING CAPS.
1. Remove the upper intake manifold, all ignition coils, all spark plugs, left cylinder head cover and left cam
phasers. Refer to ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL
VALVE, REMOVAL.
2. Rotate the camshafts counterclockwise to position the alignment holes (1) approximately 30° before top-
dead-center. This places the camshafts in the neutral position (no valve load).
NOTE: Camshaft bearing caps should have been marked during engine
manufacturing. For example, the number one exhaust camshaft bearing
cap is marked "1E->". The caps should be installed with the notch forward.
3. Loosen the camshaft bearing cap bolts in the sequence shown in illustration.
NOTE: When the camshaft is removed the rocker arms may slide downward, mark
the rocker arms before removing the camshaft.
4. Remove the camshaft bearing caps and the camshafts.
RIGHT

Fig. 251: Camshaft Bearing Cap Bolts Removal Sequence - Right

CAUTION: When the timing chain is removed and the cylinder heads are still
installed, Do not forcefully rotate the camshafts or crankshaft
independently of each other. Severe valve and/or piston damage can
occur.
CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS. SEVERE

DAMAGE WILL OCCUR TO THE BEARING CAPS.
1. Remove the upper intake manifold, all ignition coils, all spark plugs, right cylinder head cover and right
cam phasers. Refer to ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL
VALVE, REMOVAL.
NOTE: Camshaft bearing caps should have been marked during engine
manufacturing. For example, the number one exhaust camshaft bearing
cap is marked "1E->". The caps should be installed with the notch forward.
2. Loosen the camshaft bearing cap bolts in the sequence shown in illustration.
NOTE: When the camshaft is removed the rocker arms may slide downward, mark
the rocker arms before removing the camshaft.
3. Remove the camshaft bearing caps and the camshafts.
INSPECTION
INSPECTION
Fig. 252: Inspecting Camshaft Bearing Journals & Cam Lobes

NOTE: RH intake camshaft shown in illustration, other camshafts similar.
1. Inspect camshaft bearing journals (4) for damage and binding. If journals are binding, check the cylinder
head for damage. Also check cylinder head oil holes for clogging.
2. Check the surface of the cam lobes (5) for abnormal wear (3). Measure and compare the unworn area (1)
to the worn area (2). Replace camshafts that are not within specification. Refer to Engine -
Specifications.
INSTALLATION
LEFT

Fig. 254: Bearing Cap Retaining Bolts Tightening Sequence - Left

1. Lubricate the camshaft journals with clean engine oil.

2. Install the left side camshaft(s) with the alignment holes (1) positioned approximately 30° before top-
dead-center. This will place the camshafts at the neutral position (no valve load) easing the installation of
the camshaft bearing caps.
3. Install the camshaft bearing caps and hand tighten the retaining bolts to 2 N.m (18 in. lbs.).
NOTE: Caps are identified numerically (1 through 4), intake or exhaust (I or E) and
should be installed from the front to the rear of the engine. All caps should
be installed with the notch forward so that the stamped arrows (<) on the
caps point toward the front of the engine.
4. Tighten the bearing cap retaining bolts in the sequence shown in illustration to 9.5 N.m (84 in. lbs.).

5. Rotate the camshafts clockwise to top-dead-center by positioning the alignment holes (1) vertically.
6. Install the left cam phasers, cylinder head cover, spark plugs, ignition coils and the upper intake manifold.
Refer to ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL VALVE,
INSTALLATION.
components.
RIGHT

Fig. 257: Bearing Cap Retaining Bolts Tightening Sequence - Right

1. Lubricate camshaft journals with clean engine oil.

2. Install the right side camshaft(s) at top-dead-center by positioning the alignment holes (1) vertically. This
will place the camshafts at the neutral position (no valve load) easing the installation of the camshaft
bearing caps.
3. Install the camshaft bearing caps and hand tighten the retaining bolts to 2 N.m (18 in. lbs.).
NOTE: Caps are identified numerically (1 through 4), intake or exhaust (I or E) and
should be installed from the front to the rear of the engine. All caps should
be installed with the notch forward so that the stamped arrows (<) on the
caps point toward the front of the engine.
4. Tighten the bearing cap retaining bolts in the sequence shown in illustration to 9.5 N.m (84 in. lbs.).
5. Install the right cam phasers, cylinder head cover, spark plugs, ignition coils and the upper intake
manifold. Refer to ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL
VALVE, INSTALLATION.
components.
DESCRIPTION
DESCRIPTION
Fig. 258: Cylinder Head Covers

The cylinder head covers are made of a carbon and fiberglass composite. The cylinder head covers are not
interchangeable from side-to-side. The cylinder head covers are sealed with a press-in-place gasket that is
designed to isolate the cover from the cylinder head for improved NVH. There are two dowel pins on the
outboard side of the cover flange to locate the cover to holes in the cylinder head. RTV is used to seal the T-
joint at the timing cover, cylinder head and cylinder head cover.
REMOVAL
LEFT



2. Remove the air inlet hose and upper intake manifold (2). Refer to MANIFOLD, INTAKE, REMOVAL.
Fig. 261: Intake Manifold Seals, Insulator & Alignment Posts

3. Cover the open intake ports (1) to prevent debris from entering the engine.
4. Remove the insulator (2) from the LH cylinder head cover.
6. Disconnect the electrical connectors (2) from the left variable valve timing solenoids.
7. Disengage two starter wire harness retainers (1) from the left cylinder head cover.
Fig. 264: Variable Valve Timing Solenoids, Connectors & Bolts

8. Mark the variable valve timing solenoids (2 and 4) with a paint pen or equivalent so that they may be
reinstalled in their original locations.
9. Remove the variable valve timing solenoids. Refer to SOLENOID, VARIABLE VALVE TIMING,
REMOVAL .
Bracket Retainers
10. Disengage one main wire harness retainer (3) from the left cylinder head cover.

12. Disengage one main wire harness retainer (2) from the cylinder head cover and one main wire harness
retainer (4) from the cylinder head cover mounting stud.
Fig. 267: CMP Sensor & Bolt

NOTE: The RH CMP sensor is shown in illustration, the LH CMP sensor is similar.
If removing both RH and LH CMP sensors, mark the sensors so they can
be installed in their original locations.
13. Remove the camshaft position sensor. Refer to SENSOR, CAMSHAFT POSITION, REMOVAL .
Fig. 268: Injection/Ignition Harness Retainers

14. Disengage two injection/ignition harness retainers (1) from the left cylinder head cover.
Fig. 269: Electrical Connector, Ignition Coils & Ignition Coil Retaining Bolts
15. Remove the ignition coils (2). Refer to COIL, IGNITION, REMOVAL .
Fig. 270: Cylinder Head Cover Mounting Bolts & Studbolts

16. Loosen ten cylinder head cover mounting bolts (1) and two studbolts (2) and remove the cylinder head
cover.
Fig. 271: Cylinder Head Cover Gasket & Spark Plug Tube Seals
17. Remove and discard the cylinder head cover gasket (1).
18. The spark plug tube seals (2) can be reused if not damaged.
Fig. 272: RTV Sealant Locations

CAUTION: Do not use oil based liquids, wire brushes, abrasive wheels or metal
scrapers to clean the engine gasket surfaces. Use only isopropyl
(rubbing) alcohol, along with plastic or wooden scrapers. Improper
gasket surface preparation may result in engine fluid leakage.
19. Remove all residual sealant (1) from the cylinder head, timing chain cover and cylinder head cover
mating surfaces. Refer to Engine - Standard Procedure.
RIGHT CYLINDER HEAD COVER




3. Cover the open intake ports (1) to prevent debris from entering the engine.
4. Disconnect the electrical connectors (2) from the variable valve timing solenoids on the right cylinder
head.
5. Disengage the starter harness to main harness retainer (3).
6. Disengage two starter wire harness retainers from the right cylinder head cover (1).

7. Mark the variable valve timing solenoids (2 and 4) with a paint pen or equivalent so that they may be
reinstalled in their original locations.
8. Remove the variable valve timing solenoids. Refer to SOLENOID, VARIABLE VALVE TIMING,
REMOVAL .
9. Disengage four main wire harness retainers (1) from the right cylinder head cover.

10. Disconnect the electrical connector (1) from the right Camshaft Position (CMP) sensor.
11. Disengage the main wire harness retainer (2) from the right cylinder head cover mounting stud.

NOTE: If removing both RH and LH CMP sensors, mark the sensors so they can
12. Remove the camshaft position sensor. Refer to SENSOR, CAMSHAFT POSITION, REMOVAL .

13. Disengage three injection/ignition harness retainers (1) from the right cylinder head cover.
NOTE: The LH ignition coils are shown in illustration, the RH ignition coils are
similar.

16. Loosen the bolt (1) securing the transmission fluid level indicator tube (2) to the transmission housing.
Fig. 284: Upper Transmission-To-Engine Bolt & Transmission Oil Level Indicator Tube
17. Remove the upper transmission to engine bolt (1) and reposition the transmission oil level indicator tube
(2).
Fig. 285: PCV Valve & Screws


19. Remove the PCV valve (1). Refer to VALVE, POSITIVE CRANKCASE VENTILATION (PCV),
3.6L, REMOVAL .
Fig. 286: Cylinder Head Cover Mounting Bolts & Studbolts

20. Loosen nine cylinder head cover mounting bolts (1) and three studbolts (2) and remove the cylinder head
cover.
NOTE: The LH cylinder head cover is shown in illustration, the RH cylinder head
cover is similar.
21. Remove and discard the cylinder head cover gasket (1).

NOTE: The LH cylinder head cover T-joints are shown in illustration, the RH
cylinder head cover T-joints are similar.
23. Remove all residual sealant (1) from the cylinder head, timing chain cover and cylinder head cover
mating surfaces. Refer to Engine - Standard Procedure.
INSTALLATION
LEFT

1. Install the cylinder head cover gasket (1).

Fig. 291: Spark Plug Tube Seal & Installer

3. If required, install new spark plug tube seals (2) in the cylinder head cover:
 Lubricate the spark plug tube seal inner and outer diameters with clean engine oil.
 Place the spark plug tube seal (2) on the Cam Sensor/Spark Plug Tube Seal Installer (special tool
#10256, Installer, Cam Installer, Cam Sensor/ Spark Plug Tube Seal) (1).
 Push the seal into the cylinder head cover until the base of the seal is seated.
 Remove the tool.


4. Clean the timing engine timing cover, cylinder head and cylinder head cover mating surfaces with
isopropyl alcohol in preparation for sealant application.


5. Apply a 2 to 3 mm wide bead of Mopar® Threebond Engine RTV Sealant (1) to the two engine timing
cover to cylinder head T-joints as shown in illustration.
Fig. 293: Cylinder Head Cover Bolts & Double Ended Studs Tightening Sequence - Left
6. Align the locator pins (1) to the cylinder head and install the cylinder head cover.
7. Tighten the cylinder head cover bolts and double ended studs in the sequence shown in illustration to 12
N.m (106 in. lbs.).
8. If removed, install the spark plugs. Refer to SPARK PLUG, INSTALLATION .

9. Install the ignition coils. Refer to COIL, IGNITION, INSTALLATION .

10. Engage two injection/ignition harness retainers (1) to the left cylinder head cover.

11. Refer to the markings made at disassembly and install the variable valve timing solenoids (2 and 4) in
their original locations. Refer to SOLENOID, VARIABLE VALVE TIMING, INSTALLATION .
12. Connect the electrical connectors (2) to the left variable valve timing solenoids.
13. Engage two starter wire harness retainers (1) to the left cylinder head cover.
Bracket Retainers
14. Engage one main wire harness retainer (3) to the left cylinder head cover.

NOTE: The RH CMP sensor is shown in illustration, the LH CMP sensor is similar.
If both RH and LH CMP sensors where removed, install them into their
original locations.
15. Install the camshaft position sensor. Refer to SENSOR, CAMSHAFT POSITION, INSTALLATION .
16. Connect the electrical connector (5) to the left Camshaft Position (CMP) sensor.
17. Engage one main wire harness retainer (2) to the cylinder head cover and one main wire harness retainer
(4) to the cylinder head cover mounting stud.
breather hose (2).

19. Install the insulator (2) to the two alignment posts (3) on top of the LH cylinder head cover.

20. Install the upper intake manifold (1), support brackets and air inlet hose. Refer to MANIFOLD,
INTAKE, INSTALLATION.
components.
RIGHT CYLINDER HEAD COVER

NOTE: The LH cylinder head cover is shown in illustration, the RH cylinder head cover
is similar.
1. Install the cylinder head cover gasket (1).

Fig. 306: Spark Plug Tube Seal & Installer

3. If required, install new spark plug tube seals (2) in the cylinder head cover:
 Lubricate the spark plug tube seal inner and outer diameters with clean engine oil.
 Place the spark plug tube seal (2) on the Cam Sensor/Spark Plug Tube Seal Installer 10256 (1).

NOTE: The LH cylinder head cover T-joint is shown in illustration, the RH cylinder
head cover T-joint is similar.
4. Clean the timing engine timing cover, cylinder head and cylinder head cover mating surfaces with
isopropyl alcohol in preparation for sealant application.


5. Apply a 2 to 3 mm wide bead of Mopar® Threebond Engine RTV Sealant (1) to the two engine timing
cover to cylinder head T-joints as shown in illustration.
Fig. 308: Cylinder Head Cover Bolts & Double Ended Studs Tightening Sequence - Right
6. Align the locator pins (1) to the cylinder head and install the cylinder head cover.
7. Tighten the cylinder head cover bolts and double ended studs in the sequence shown in illustration to 12
N.m (106 in. lbs.).
NOTE: The LH ignition coils are shown in illustration, the RH ignition coils are
similar.
8. If removed, install the spark plugs. Refer to SPARK PLUG, INSTALLATION .

9. Install the ignition coils (2). Refer to COIL, IGNITION, INSTALLATION .

10. Engage three injection/ignition harness retainers (1) to the right cylinder head cover.

11. Refer to the markings made at disassembly and install the variable valve timing solenoids (2 and 4) in
their original locations. Refer to SOLENOID, VARIABLE VALVE TIMING, INSTALLATION .
12. Connect the electrical connectors (2) to the variable valve timing solenoids on the right cylinder head.
13. Engage two starter wire harness retainers to the right cylinder head cover (1).
14. Engage the starter harness to main harness retainer (3).
15. Engage four main wire harness retainers (1) to the right cylinder head cover.

NOTE: If both RH and LH CMP sensors where removed, install them into their
original locations.
16. Install the camshaft position sensor. Refer to SENSOR, CAMSHAFT POSITION, INSTALLATION .

17. Connect the electrical connector (1) to the right Camshaft Position (CMP) sensor.
18. Engage the main wire harness retainer (2) to the right cylinder head cover mounting stud.
Fig. 316: PCV Valve & Screws

19. Install the PCV valve (1). Refer to VALVE, POSITIVE CRANKCASE VENTILATION (PCV), 3.6L,
REMOVAL .
Fig. 317: Upper Transmission-To-Engine Bolt & Transmission Oil Level Indicator Tube
21. Install the transmission oil level indicator tube (2) with the upper transmission to engine bolt (1) tightened
to 55 N.m (41 ft. lbs.).

22. Install the bolt (1) securing the transmission fluid level indicator tube (2) to the transmission housing and
tighten to 12 N.m (106 in. lbs.).


24. If removed, install the insulator (2) to the two alignment posts (3) on top of the LH cylinder head cover.

components.
LIFTER(S), HYDRAULIC
DIAGNOSIS AND TESTING - HYDRAULIC LIFTER(S) NOISE DIAGNOSIS
Proper noise diagnosis is essential in locating the source of an NVH complaint. Locating a lash adjuster (tappet)
type noise can sometimes be difficult. As a result, an initial misdiagnosis may occur.
Refer to the following chart for possible causes and correction of a lash adjuster (tappet) type noise.
LASH ADJUSTER (TAPPET) NOISE CHART

POSSIBLE CAUSES CORRECTION
1. Engine oil level-too high or too low. This may 1. Check and correct the engine oil level.
allow aerated oil to enter the adjusters and cause
them to be spongy.
2. Insufficient running time after rebuilding a 2. Low speed running of up to 1 hour may be
cylinder head. required to fully evacuate trapped air from the valve
train system. During this time, turn engine off and
let set for a few minutes before restarting. Repeat

this several times after engine has reached normal
operating temperature.
3. Air trapped in the lash adjuster (after 1 hour of 3. See below:
run time). (a) Check lash adjusters for sponginess while
installed in the cylinder head. Depress the rocker
arm over the adjuster. Normal adjusters should feel
very firm. Very spongy adjusters can be bottomed
out easily.
(b) If the lash adjuster(s) are still spongy, replace
the lash adjuster(s). Refer to LIFTER(S),
HYDRAULIC, REMOVAL.
4. Low oil pressure. 4. See below:
(a) Check and correct the engine oil level.
(b) Check the engine oil pressure. Refer to
CHECKING ENGINE OIL PRESSURE.
(c) Check for excessive main bearing clearance and
correct. Refer to Engine/Engine Block/BEARING
(S), Crankshaft - Standard Procedure.
(d) Check for a worn oil pump. Refer to
Engine/Lubrication/PUMP, Engine Oil -
Inspection.
5. Oil passage to the cylinder head(s) plugged with 5. Check cylinder head oil passages for blockage.
debris. Clean or replace as necessary.
6. Worn valve guide(s). 6. Measure valve stem-to-guide clearance. Refer to
VALVES, INTAKE AND EXHAUST,
INSPECTION.
7. Air ingested into oil due to broken or cracked oil 7. Inspect pickup tube and replace as necessary.
pump pickup tube. Refer to PICK-UP, OIL PUMP, REMOVAL.
8. Collapsed lash adjuster due to debris ingestion. 8. Clean debris from engine and replace lash
adjuster(s). Refer to LIFTER(S), HYDRAULIC,
REMOVAL.
REMOVAL
REMOVAL
Fig. 321: Hydraulic Lifters

NOTE: The LH cylinder head hydraulic lifters are shown in illustration, the RH cylinder
head hydraulic lifters are similar.

2. Remove the camshaft(s). Refer to CAMSHAFT, ENGINE, REMOVAL.
3. Remove the rocker arm(s). Refer to ROCKER ARM, VALVE, REMOVAL.
4. Remove the hydraulic lifter(s) (1).
INSTALLATION
INSTALLATION
Fig. 322: Hydraulic Lifters

NOTE: The LH cylinder head hydraulic lifters are shown in illustration, the RH cylinder
head hydraulic lifters are similar. If the hydraulic lifters are being reused,
reassemble them into their original locations.
1. Verify that the hydraulic lifters are at least partially full of oil. There should be little or no plunger travel
when the hydraulic lifter is depressed.
2. Install the hydraulic lifter(s) (1).
locations.
3. Install the rocker arm(s). Refer to ROCKER ARM, VALVE, INSTALLATION.

4. Install the camshaft(s), phasers, cylinder head cover(s) and upper intake manifold. Refer to
CAMSHAFT, ENGINE, INSTALLATION.
ROCKER ARM, VALVE
DESCRIPTION
DESCRIPTION
Fig. 323: Rocker Arm

The rocker arms are steel stampings with an integral roller bearing. The rocker arms incorporate a 0.5 mm oil
hole in the lash adjuster socket for roller and camshaft lubrication.
REMOVAL
REMOVAL
Fig. 324: Locating Rocker Arms

NOTE: The LH cylinder head rocker arms are shown in illustration, the RH cylinder
head rocker arms are similar.

3. Remove the rocker arm(s) (1).
INSPECTION
INSPECTION
Fig. 325: Rocker Arm

Inspect the cam follower assembly for wear or damage. Refer to Fig. 325. Replace as necessary.
INSTALLATION
INSTALLATION

NOTE: The LH cylinder head rocker arms are shown in illustration, the RH cylinder
head rocker arms are similar. If the rocker arms are being reused, reassemble
them into their original locations.
1. Lubricate the rocker arms with clean engine oil before installation.
2. Install the rocker arm(s) (1).
SEAL(S), VALVE GUIDE
DESCRIPTION
DESCRIPTION
Fig. 327: Valve Stem Oil Seal, Valve Spring & Valve Guide
The valve stem oil seals (1) are made of elastomer over-molded steel in a non-integrated type guide mounted
configuration. The seal is not held in place by the valve spring (2). The valve stem seals are not reusable if
removed from the valve guides (3), they must be replaced. Always coat the valve seals with clean engine oil
before installing the valves.
REMOVAL
REMOVAL
Fig. 328: Valve Spring & Valve Spring Retainer

NOTE: If the springs are to be reused, identify their positions so that they can be
reassembled into their original locations. Number 5 cylinder exhaust valve
spring shown in illustration, all other valve springs similar.
1. Remove the valve spring(s) (2). Refer to SPRING(S), VALVE, REMOVAL.
Fig. 329: Valve Guide Seal & Valve Seal Tool

NOTE: Number 5 cylinder exhaust valve guide seal shown in illustration, all other
valve guide seals similar.
2. Remove the valve guide seal (1) using a valve seal tool (2). Discard the removed seal.
Fig. 330: Valve Spring Seat

NOTE: Number 5 cylinder exhaust valve spring seat shown in illustration, all other
valve spring seats similar.
3. If required, remove the valve spring seat (1).

4. If required, remove the valve(s). Refer to VALVES, INTAKE AND EXHAUST, REMOVAL.
INSTALLATION
INSTALLATION
Fig. 331: Valve Spring Seat

1. If removed, install the valve(s). Refer to VALVES, INTAKE AND EXHAUST, INSTALLATION.
NOTE: Reassemble the valves into their original locations. If the valves or valve
seats have been refinished, verify that the valve stem tip height is within
specification. Refer to Engine - Specifications. Number 5 cylinder exhaust
valve shown in illustration, all other valves similar.
2. If removed, install the spring seat (1) over the valve guide.
Fig. 332: Installing Valve Guide Seal

3. Apply engine oil to the lip of the valve guide seal (3). Install the valve guide seal (3) over the valve stem.
Using an appropriate driver (1), push the seal firmly and squarely over the valve guide. Do Not Force the
seal against the top of guide.
NOTE: Ensure that the garter spring (2) is intact around the top of the valve guide
seal (3). Number 5 cylinder exhaust valve guide seal shown in illustration,
all other valves similar.

NOTE: If the valve springs are being reused, reassemble them into their original
locations. Number 5 cylinder exhaust valve spring shown in illustration, all
other valves similar.
4. Install the valve spring(s) (2). Refer to SPRING(S), VALVE, INSTALLATION.
SPRING(S), VALVE
DESCRIPTION
DESCRIPTION
Fig. 334: Valve Spring Components

The valve springs are a beehive design and made from high strength chrome silicon steel. The springs are
common for intake and exhaust applications. Valve guide seals are rubber overmolded on a steel support
cylinder with a garter spring at the seal lip. The seals are not integrated with the valve spring seat. The valve
spring seat is a flat steel washer. The steel valve spring retainers are designed for use with beehive springs and
the valve spring retainer locks are a three bead Butt type design.
REMOVAL
IN VEHICLE

Fig. 336: A/C Suction & Liquid Line Assembly


2. Remove the cowl extension silencer. Refer to Body/Exterior/SILENCER, Cowl Extension - Removal .
3. If removing the LH exhaust valve springs, recover the refrigerant from the refrigerant system and remove
the A/C suction and liquid line assembly (1). Refer to LINE, A/C SUCTION, REMOVAL .

4. If removing the LH exhaust valve springs, remove the nut (1) and bolt (4) from the support brackets of
the heater core return tube (3) and reposition the tube.
Fig. 338: Transmission Fluid Level Indicator Tube Assembly

5. If removing the RH valve springs, remove the transmission fluid level indicator tube (2). Refer to SEAL,
FILL TUBE, REMOVAL , SEAL, OUTPUT SHAFT, REMOVAL and SEAL, TORQUE
CONVERTER HUB, REMOVAL .
6. Remove both cylinder head covers. Refer to COVER(S), CYLINDER HEAD, REMOVAL.

NOTE: The LH cylinder head rocker arms are shown in illustration, the RH
cylinder head rocker arms are similar.
NOTE: Only remove the camshafts from one head at a time. The opposite head
must remain assembled in order to lock the crankshaft against rotation.
8. Remove the rocker arm(s) (1). Refer to ROCKER ARM, VALVE, REMOVAL.
NOTE: RH camshaft phaser lock shown in illustration, LH camshaft phaser lock

similar.
CAUTION: Air pressure applied to the cylinder holds the valves in place. This air
pressure also has a tendency to force the piston down and rotate the
crankshaft. Do not allow the crankshaft to rotate. Crankshaft rotation
may damage the timing chain or front timing cover and affect
camshaft timing.
9. If removing the LH camshafts, install the RH Camshaft Phaser Lock (special tool #10202, Locks,
Camshaft/Phaser) (5) to lock the crankshaft against rotation. If removing the RH camshafts, install the LH
Camshaft Phaser Lock (special tool #10202, Locks, Camshaft/Phaser) to lock the crankshaft against
rotation.
Fig. 341: Shop Air Supply & Valve Spring Compressor

NOTE: Number 4 cylinder intake valve spring compression shown in illustration,

10. Remove the spark plug. Refer to SPARK PLUG, REMOVAL .

11. Install Valve Spring Compressor (special tool #MD998772A, Compressor, Valve Spring) (2) onto the
cylinder head.
12. Install a spark plug adapter attached to a regulated shop air supply (1). Pressurize the cylinder being
serviced to 620.5 - 689 kPa (90 - 100 psi) to hold the valves in place.
CAUTION: Air pressure must be maintained as long as the valve springs are
removed to prevent the valves from dropping into the cylinders.
13. Using Valve Spring Compressor Adapter (special tool #10224, Adapter, Valve Spring) (3), compress
valve spring (4) and remove valve retaining locks (5).

14. Release the valve spring compression and remove the valve spring retainer (1) and valve spring (2).
15. If required, remove the valve guide seal and spring seat. Refer to SEAL(S), VALVE GUIDE,
REMOVAL.
OFF VEHICLE
Fig. 343: Valve Spring Compressor Components

1. Remove the cylinder head(s). Refer to CYLINDER HEAD, REMOVAL.

2. Position the Valve Spring Compressor Adapter (special tool #10224, Adapter, Valve Spring) (2) in the
Valve Spring Compressor (special tool #C-3422-D, Compressor, Valve Spring) (1).
Fig. 344: Compressing Valve Spring & Locating Valve Retaining Locks

3. Compress the valve spring (3) and remove the valve retaining locks (4).

spring shown in illustration, all other valves similar.
4. Release the valve spring compression and remove the valve spring retainer (1) and valve spring (2).
5. If required, remove the valve(s). Refer to VALVES, INTAKE AND EXHAUST, REMOVAL.
6. If required, remove the valve guide seal and spring seat. Refer to SEAL(S), VALVE GUIDE,
REMOVAL.
INSPECTION
INSPECTION
Fig. 346: Testing Valve Spring

When valves have been removed for inspection, reconditioning or replacement, valve springs should be checked
against specifications for free-length, spring force and spring installed height. Refer to Engine - Specifications.
Spring force can be measured with a test fixture (2). Follow the tool manufactures instructions. Replace any
springs that do not meet specifications.
Fig. 347: Checking Valve Spring Installed Height

Installed height of the valve spring must be checked with the valve assembled into the cylinder head. Refer to
SPRING(S), VALVE, INSTALLATION.
If the valves or valve seats have been refinished and the installed valve spring height (4) is greater than 40.0
mm (1.575 in.), install an additional spring seat (8) in the head counterbore under the original valve spring seat
(8) to bring the spring height back within specification. Make sure the measurement is taken from the top of
spring seat (6) to the bottom surface of spring retainer (1).
INSTALLATION
IN VEHICLE
Fig. 348: Spring Seat, Valve Guide Seal & Garter Spring
1. If removed, install the spring seat (3) and valve guide seal (1) over the valve guide. Refer to SEAL(S),
VALVE GUIDE, INSTALLATION.

2. Install the valve spring (2) and valve spring retainer (1).
Fig. 350: Shop Air Supply & Valve Spring Compressor


3. Using Valve Spring Compressor Adapter (special tool #10224, Adapter, Valve Spring) (3) with Valve
Spring Compressor (special tool #MD998772A, Compressor, Valve Spring) (2), compress the valve
spring (4) only enough to install the valve retaining locks (5).
4. Relieve the air pressure and remove the spark plug adapter.
5. Install the spark plug and tighten to 17.5 N.m (13 ft. lbs.). Refer to SPARK PLUG, INSTALLATION .

NOTE: The LH cylinder head rocker arms are shown in illustration, the RH
cylinder head rocker arms are similar. If the rocker arms are being reused,
reassemble them into their original locations.
6. Install the rocker arm(s) (1). Refer to ROCKER ARM, VALVE, INSTALLATION.
Fig. 352: Transmission Fluid Level Indicator Tube Assembly

8. If removed, install the transmission fluid level indicator tube (2). Refer to SEAL, FILL TUBE,
INSTALLATION , SEAL, OUTPUT SHAFT, INSTALLATION and SEAL, TORQUE
CONVERTER HUB, INSTALLATION .


9. If removed, install the nut (1) and bolt (4) to the support brackets of the heater core return tube (3).
Tighten the fasteners to 12 N.m (106 in. lbs.).
Fig. 354: A/C Suction & Liquid Line Assembly

10. If removed, install the A/C suction and liquid line assembly (1). Refer to LINE, A/C SUCTION,
INSTALLATION .
11. Install the cowl extension silencer. Refer to Body/Exterior/SILENCER, Cowl Extension -
Installation .
OFF VEHICLE
1. If removed, install the valve(s). Refer to VALVES, INTAKE AND EXHAUST, INSTALLATION.
NOTE: Reassemble the valves into their original locations. If the valves or valve
seats have been refinished, verify that the valve stem tip height is within
specification. Refer to Engine - Specifications. Number 5 cylinder exhaust
valve shown in illustration, all other valves similar.


4. Compress valve springs (3) with the Valve Spring Compressor Adapter (special tool #10224, Adapter,
Valve Spring) (2) mounted in the Valve Spring Compressor (special tool #C-3422-D, Compressor, Valve
Spring) (1). Install the retaining locks (4) and release the valve spring compression.

5. If the valves or valve seats have been refinished, check the installed height of the valve springs (4). If the
installed valve spring height (4) is greater than 40.0 mm (1.575 in.), install an additional spring seat (8) in
the head counterbore under the original valve spring seat (8) to bring the spring height back within
specification. Make sure the measurement is taken from the top of spring seat (6) to the bottom surface of
spring retainer (1).
6. Install the cylinder head(s). Refer to CYLINDER HEAD, INSTALLATION.
TUBE, SPARK PLUG
REMOVAL
REMOVAL

Fig. 360: Spark Plug Tube Installer & Spark Plug Tube

2. Remove the ignition coils. Refer to COIL, IGNITION, REMOVAL .
3. Using compressed air, blow out any dirt or contaminates from around the top of the spark plugs.
4. Remove the cylinder head cover(s). Refer to COVER(S), CYLINDER HEAD, REMOVAL.
5. Install the top half of Spark Plug Tube Installer (special tool #10255, Installer, Spark Plug Tube) (1) into
the spark plug tube to be removed (2).
Fig. 361: Locking Pliers & Spark Plug Tube

6. Using suitable locking pliers (1), remove the spark plug tube (2) from the cylinder head and discard the
tube.
7. Clean the area around the spark plug tube mounting with Mopar® Parts Cleaner or equivalent.
INSTALLATION
INSTALLATION

Fig. 363: Spark Plug Tube Installer

1. Remove the spark plug. Refer to SPARK PLUG, REMOVAL .

2. Install the lower half of Spark Plug Tube Installer (special tool #10255, Installer, Spark Plug Tube) (1)
into the cylinder head and tighten to 17.5 N.m (13 ft. lbs.).
Fig. 364: Applying Stud & Bearing Mount Bead To Spark Plug Tube
3. Apply Mopar® Stud and Bearing Mount to the new spark plug tube approximately 3 mm (0.118 in.) from
the end of the tube, in a 2 mm (0.078 in.) wide bead (1).
Fig. 365: Spark Plug Tube, Thrust Washers, Spark Plug Tube Installer & Bolt
4. Position the spark plug tube (3) on the top half of Spark Plug Tube Installer (special tool #10255,
Installer, Spark Plug Tube) (2) and assemble the tool on the cylinder head. Make sure there are two thrust
washers (4) installed.
CAUTION: Do not overtighten the bolt (1). Overtightening can damage the
cylinder head spark plug threads.
5. Tighten the bolt (1) to draw the spark plug tube into position. When the top half of the tool contacts the
bottom half of the tool, the tube is installed.
NOTE: LH cylinder head cover shown in illustration, RH cylinder head cover

similar.
CAUTION: Spark plug torque is critical and must not exceed the specified value.
Overtightening stretches the spark plug shell reducing its heat
transfer capability resulting in possible catastrophic engine failure.
6. Install the spark plug and tighten to 17.5 N.m (13 ft. lbs.). Refer to SPARK PLUG, INSTALLATION .
7. If required, install a new spark plug tube seal (2). Refer to COVER(S), CYLINDER HEAD,
INSTALLATION.
8. Install the cylinder head cover(s). Refer to COVER(S), CYLINDER HEAD, INSTALLATION.
Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
DESCRIPTION
DESCRIPTION
Fig. 367: Intake Valve & Exhaust Valve Component Configuration

The intake valve (6) is made from a one piece forged heat resistant (martensitic) steel. The exhaust valve (7) is a
two piece construction with a forged (austenitic) head welded to the (martensitic) stem. Both valves have a
nitrided surface treatment to prevent scuffing except at the tip and lock grooves. The four valves per cylinder
are actuated by roller rocker arms, which pivot on stationary lash adjusters. All valves use three bead lock
keepers (1) to retain springs (3) and to promote valve rotation.
STANDARD PROCEDURE
STANDARD PROCEDURE - REFACING INTAKE AND EXHAUST VALVES

Fig. 368: Valve Face & Seat

1 - SEAT WIDTH
2 - FACE ANGLE
3 - SEAT ANGLE
4 - SEAT CONTACT AREA
The intake and exhaust valves have a 45.25 ± 0.25 degree face angle (1). The valve seats (2) have a 44.75 ±
0.25 degree face angle.
VALVES
Fig. 369: Inspecting Valve Margin

Inspect the remaining margin (5) after the valves are refaced. Refer to Engine - Specifications.
VALVE SEATS
Fig. 370: Valve Face & Seat

1 - SEAT WIDTH
2 - FACE ANGLE
3 - SEAT ANGLE
4 - SEAT CONTACT AREA
NOTE: When refacing the valve seats, it is important that the correct size valve guide
pilot be used for the reseating stones. A true and complete surface must be
obtained.
1. Measure the concentricity of the valve seat using a dial indicator. Total runout should not exceed 0.050
mm (0.002 inch.) total indicator reading.
2. Inspect the valve seat (3) with Prussian blue to determine where the valve contacts the seat. To do this,
coat the valve seat (3) LIGHTLY with Prussian blue then set the valve in place. Rotate the valve with
light pressure. If the blue is transferred to the center of the valve face (4), contact is satisfactory. If the
blue is transferred to the top edge of the valve face, then lower the valve seat with a 15 degree stone. If
the blue is transferred to the bottom edge of the valve face, then raise the valve seat with a 65 degree
stone.
NOTE: Valve seats which are worn or burned can be reworked, provided that the
correct angle and seat width are maintained. Otherwise the cylinder head
must be replaced.
3. When the seat is properly positioned the width of the intake seat should be 1.0 - 1.2 mm (0.04 - 0.05 in.)
and the exhaust seats should be 1.41 - 1.61 mm (0.055 - 0.063 in.).
VALVE AND SPRING INSTALLED HEIGHT

1. Coat the valve stems (2) with clean engine oil and install the valves into the cylinder head.
NOTE: If the valves are being reused, reassemble them into their original
locations.
2. If the valves or valve seats have been refinished, check the valve tip height (5). If the valve tip height (5)
exceeds the specification, grind the valve tip until it is within specification. Refer to Engine -
Specifications. Make sure the measurement is taken from the cylinder head surface (7) to the top of the
valve stem (2).


5. Compress valve springs (3) with the Valve Spring Compressor Adapter (special tool #10224, Adapter,
Valve Spring) (2) mounted in the Valve Spring Compressor (special tool #C-3422-D, Compressor, Valve
Spring) (1). Install the retaining locks (4) and release the valve spring compression.

6. If the valves or valve seats have been refinished, check the installed height of the valve springs (4). If the
installed valve spring height (4) is greater than 40.0 mm (1.575 in.), install a second spring seat (8) in the
head counterbore under the valve spring seat (8) to bring the spring height back within specification.
Make sure the measurement is taken from the top of spring seat (6) to the bottom surface of spring
retainer (1).
REMOVAL
REMOVAL

1. Remove the cylinder head(s). Refer to CYLINDER HEAD, REMOVAL.
2. Remove the valve spring(s) (2). Refer to SPRING(S), VALVE, REMOVAL.


CAUTION: Before removing the valves, remove any burrs from the valve stem
retainer lock grooves (2) and stem tip (1) to prevent damage to the
valve guides.
3. Remove the valve(s) (3). Identify each valve to ensure installation in the original location.
4. If required, remove the valve guide seal (1) and spring seat (3). Refer to SEAL(S), VALVE GUIDE,
REMOVAL.
INSPECTION
INSPECTION
VALVES

1. Clean and inspect the valves thoroughly. Replace burned, warped and cracked valves.
2. Inspect the retainer lock grooves for wear or damage (2).
3. Inspect the valve face (4) for wear and pitting.
4. Measure the valve stems (3) and margins (5) for wear. Refer to Engine - Specifications.
VALVE GUIDES
Fig. 380: Measuring Valve Guide Wear

1. Remove carbon and varnish deposits from inside of the valve guides with a reliable guide cleaner.
2. Measure valve stem-to-guide clearance as follows:
3. Install the valve (2) into the cylinder head so that it is 15 mm (0.590 inch.) off of the valve seat. A small
piece of hose may be used to hold the valve in place.
4. Attach the Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) (1) to the cylinder head and set
it at a right angle to the valve stem being measured.
5. Move the valve to and from the indicator. Compare this reading to the specification. Refer to Engine -
Specifications.
NOTE: If stem-to-guide clearance exceeds specifications, you must measure the valve
stem. If the valve stem is within specification or if the valve guide is loose in the
cylinder head, replace the cylinder head.
INSTALLATION
INSTALLATION

1. Coat the valve stems (2) with clean engine oil and install the valves into the cylinder head.
NOTE: If the valves are being reused, reassemble them into their original
locations.
2. If the valves or valve seats have been refinished, check the valve tip height (5). If the valve tip height (5)
exceeds the specification, grind the valve tip until it is within specification. Refer to Engine -
Specifications. Make sure the measurement is taken from the cylinder head surface (7) to the top of the
valve stem (2).

4. Install the valve spring(s) (2). Refer to SPRING(S), VALVE, INSTALLATION.
NOTE: Reassemble the valves springs into their original locations. If the valves or
valve seats have been refinished, verify that the valve spring installed
height is within specification. Refer to Engine - Specifications. Number 5
cylinder exhaust valve spring shown in illustration, all other valves
springs similar.
5. Install the cylinder head(s). Refer to CYLINDER HEAD, INSTALLATION.
ENGINE BLOCK
DESCRIPTION
DESCRIPTION
Fig. 384: Cylinder Block & Main Bearing Caps

The cylinder block is a 60 degree high-pressure die cast aluminum design with cast steel cylinder liners. The
leading side of the block is on the right side and houses cylinders 1, 3 and 5. The cylinder block is an open deck
design with cut slots between each cylinder. Two knock sensors are located in the block valley. The cylinder
block has three sets of piston cooling jets which are attached to the main oil gallery. The four powdered metal
main bearing caps are a cross-bolted design and have directional arrows molded into the caps. The number 2
main bearing is the location for the two piece upper half thrust bearings. The thrust bearings are installed with
the oil groves facing outward. The main bearing caps are a 6-bolt design and cross-bolted for improved lower
end strength. There are three oil drain back drillings located on each of the cylinder banks.
STANDARD PROCEDURE
MEASURING BEARING CLEARANCE USING PLASTIGAGE
Fig. 385: Plastigage Placed In Lower Shell

NOTE: Typical crankshaft journal shown in illustration.
Engine crankshaft and connecting rod bearing clearances can be determined by the use of Plastigage or
equivalent. The following is the recommended procedure for the use of Plastigage:
1. Remove the oil film from surface to be checked. Plastigage is soluble in oil.
2. Place a piece of Plastigage (1) across the entire width of the journal (In addition, suspected areas can be
checked by placing the Plastigage in the suspected area). Plastigage must not crumble in use. If brittle,
obtain fresh stock.
3. Torque the bearing cap bolts of the bearing being checked to the proper specifications. Refer to Engine -
Specifications.
NOTE: DO NOT rotate the crankshaft. Plastigage will smear, causing inaccurate
results.
Fig. 386: Measuring Bearing Clearance With Plastigage

NOTE: Typical connecting rod cap shown in illustration.
4. Remove the bearing cap and compare the width of the flattened Plastigage (2) with the scale provided on
the package (1). Locate the band closest to the same width. This band shows the amount of clearance.
Differences in readings between the ends indicate the amount of taper present or the possibility of foreign
material trapped under the bearing insert.
5. Record all readings taken. Compare clearance measurements to engine specifications. Refer to Engine -
Specifications.
Fig. 387: Checking Connecting Rod Bearing Clearance With Plastigage

NOTE: Typical connecting rod journal shown in illustration.
NOTE: Plastigage is available in a variety of clearance ranges. Use the most

appropriate range for the specifications you are checking. Plastigage
generally is accompanied by two scales. One scale is in inches, the other
is a metric scale.
6. Install the proper bearings to achieve the specified bearing clearances.

7. Repeat the Plastigage measurement to verify your bearing selection prior to final assembly.
CYLINDER BORE HONING

Fig. 388: Cylinder Bore Crosshatch Pattern

Before honing, stuff plenty of clean shop towels under the bores and over the crankshaft to keep abrasive
materials from entering the crankshaft area.
1. Used carefully, a cylinder bore sizing hone equipped with 220 grit stones, is the best tool for this job. In
addition to deglazing, it will reduce taper and out-of-round, as well as removing light scuffing, scoring
and scratches. Usually, a few strokes will clean up a bore and maintain the required limits.
CAUTION: DO NOT use rigid type hones to remove cylinder wall glaze.
2. Deglazing of the cylinder walls may be done if the cylinder bore is straight and round. Use of a cylinder
surfacing hone equipped with 280 grit stones, about 20-60 strokes, depending on the bore condition, will
be sufficient to provide a satisfactory surface. Use a light honing oil, available from major oil distributors.
CAUTION: DO NOT use engine or transmission oil, mineral spirits, or kerosene.
3. Honing should be done by moving the hone up and down fast enough to get a crosshatch pattern. The
hone marks should INTERSECT at 50° to 60° for proper seating of rings.
4. A controlled hone motor speed between 200 and 300 RPM is necessary to obtain the proper crosshatch
angle (1). The number of up and down strokes per minute can be regulated to get the desired 50° to 60°
angle (2). Faster up and down strokes increase the crosshatch angle.
5. After honing, it is necessary that the block be cleaned to remove all traces of abrasive. Use a brush to
wash parts with a solution of hot water and detergent. Dry parts thoroughly. Use a clean, white, lint-free
cloth to check that the bore is clean. Oil the bores after cleaning to prevent rusting.
INSPECTION
INSPECTION
Fig. 389: Main Bearing Inserts

1. Wipe the main bearing inserts (1 and 2) clean.

2. Inspect the inserts for abnormal wear patterns, scoring, grooving, fatigue, pitting and for metal or other
foreign material imbedded in the lining.
3. Inspect the back of the inserts for fractures, scrapes, or irregular wear patterns.
4. Inspect the insert locking tabs for damage.
5. Inspect the crankshaft thrust washers for scoring, scratches, wear or blueing.
6. Replace any bearing that shows abnormal wear. Refer to Engine/Engine Block/BEARING(S),
7. Inspect the main bearing bores for signs of scoring, nicks and burrs.
8. If the cylinder block main bearing bores show damage the engine block must be replaced.
Fig. 390: Measuring Cylinder Bore Diameter

9. Use Cylinder Indicator (special tool #C-119, Cylinder Indicator) (2) to correctly measure the inside
diameter of the cylinder bore (3). A cylinder bore gauge capable of reading in 0.003 mm (0.0001 in.)
INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer.
10. Measure the inside diameter of the cylinder bore at three levels below the top of the bore (4). Start at the
top of the bore, perpendicular (across or at 90 degrees) to the axis of the crankshaft at point A (1).
11. Repeat the measurement near the middle of the bore, then repeat the measurement near the bottom of the
bore.
12. Determine taper by subtracting the smaller diameter from the larger diameter.
13. Rotate measuring device 90° to point B (1) and repeat the three measurements. Verify that the maximum
taper is within specifications. Refer to Engine - Specifications.
14. Determine out-of-roundness by comparing the difference between A and B at each of the three levels.
Verify that the maximum out of round is within specifications. Refer to Engine - Specifications.
15. If cylinder bore taper and out-of-roundness are within specification, the cylinder bore can be honed. Refer
to Engine/Engine Block - Standard Procedure. If the cylinder bore taper or out-of-round condition
exceeds the maximum limits, the cylinder block must be replaced.
NOTE: A slight amount of taper always exists in the cylinder bore after the engine has
been in use for a period of time.
BEARING(S), CONNECTING ROD
STANDARD PROCEDURE
CONNECTING ROD BEARING FITTING

Fig. 391: Connecting Rod Bearing Journal Diameter Grade Markings

The connecting rod bearings are "select fit" to achieve proper oil clearance. Connecting rod bearing journal
diameter grade markings (2) are stamped into the front crankshaft counterweight. These marks are read from
left to right, corresponding with journal number 1, 2, 3, 4, 5, 6. Select the bearing size that corresponds to the
crankshaft markings for each rod bearing journal.
Connecting rod bearing journal diameter grade markings correspond to specific journal diameters. The chart
below identifies the three crankshaft grade markings and their associated journal diameters.
Crankshaft Marking Journal Size mm (in.)

1 58.9910 - 58.9969 mm (2.3225 - 2.3227 in.)
2 58.9970 - 59.0029 mm (2.3227 - 2.3229 in.)
3 59.0030 - 59.0090 mm (2.3229 - 2.3232 in.)
Fig. 392: Connecting Rod Bearing Shells & Bearing Size

NOTE: Install the rod bearings in pairs. Do not mix sizes or use a new bearing half with
an old bearing half.
The connecting rod bearing shells (1) are marked with the bearing size (2) on the bearing lining surface. The
bearings are available in three different sizes in order to achieve the desired oil clearance.
Rod bearing shells are available in three sizes. The chart below identifies the three bearing sizes.
Bearing Marking Size mm (in.)

1 1.583 - 1.580 mm (0.0623 - 0.0622 in.)
2 1.580 - 1.577 mm (0.0622 - 0.0621 in.)
3 1.577 - 1.574 mm (0.0621 - 0.0620 in.)
Bearing oil clearance can also be determined by using Plastigage or equivalent. Refer to Engine/Engine Block
CONNECTING ROD BEARING REPLACEMENT

The connecting rod bearings (1) are serviced in-vehicle. They must be replaced one-at-a-time in order to prevent
the pistons from contacting the valves. The connecting rod bearings are "select fit" to achieve proper oil
clearances. Refer to BEARING(S), CONNECTING ROD, STANDARD PROCEDURE.
Fig. 394: Main Bearing Cap Bolts From Windage Tray Removal Sequence

3. Remove the oil pan, oil pump pick-up and engine oil pump. Refer to PUMP, ENGINE OIL,
REMOVAL.
4. Remove the eight main bearing cap bolts from the windage tray in the sequence shown in illustration and
remove the windage tray (1).
Fig. 395: Connecting Rod To Cylinder Identification

CAUTION: DO NOT use a number stamp or a punch to mark connecting rods or

caps, as damage to connecting rods could occur
NOTE: Connecting rods and bearing caps are not interchangeable and should be
marked before removing to ensure correct reassembly.
5. Mark connecting rod and bearing cap positions (1) using a permanent ink marker or scribe tool.
Fig. 396: Piston, Connecting Rod Cap, Bolts, Plastic Guide Plates & Guide Pins
NOTE: Typical V6 engine configuration shown in illustration.
CAUTION: Replace only one connecting rod bearing at a time while all other
connecting rod bearing caps remain properly tightened. If all
connecting rod bearing caps are removed, crankshaft rotation will
result in valve and/or piston damage.
CAUTION: Care must be taken not to damage the fractured rod and cap joint
face surfaces, as engine damage may occur.
6. Remove the connecting rod cap bolts (5) and the connecting rod cap (4). Discard the cap bolts.
7. Remove the plastic guide plates (3) from the Guide Pins (special tool #8189, Guide Pins) (7) and install
the Guide Pins to the connecting rod being removed.
CAUTION: Care must be taken not to nick crankshaft journals, as engine

damage may occur.
8. Rotate the crankshaft away from the connecting rod and remove the bearing shell.
9. If required, select and fit new bearings to the connecting rod. Refer to BEARING(S), CONNECTING
ROD, STANDARD PROCEDURE.
10. Install the bearing shell (8) on the connecting rod with the tang inserted into the machined groove in the
rod. Lubricate the bearing surface with clean engine oil.
11. Rotate the crankshaft while guiding the connecting rod into position over the rod journal.
CAUTION: The connecting rod bolts must not be reused. Always replace the
connecting rod bolts whenever they are loosened or removed.
12. Install the bearing shell (6) on the connecting rod cap (4) with the tang inserted into the machined groove
in the cap. Lubricate the bearing surface with clean engine oil.
NOTE: Do not lubricate the threads of the connecting rod cap bolts (5).
13. Install the connecting rod cap and bearing with the tang on the same side as the rod. Tighten the NEW
connecting rod cap bolts (5) to 20 N.m (15 ft. lbs.) plus 90°.
14. If required, check the connecting rod side clearance. Refer to Engine/Engine Block/ROD, Piston and
Connecting - Standard Procedure.
15. Repeat the previous steps for each connecting rod bearing being replaced.

CAUTION: The main bearing cap bolts are tightened using a torque plus angle
16. Check the main bearing cap bolts for necking by holding a scale or straight edge against the threads. If all
the threads do not contact the scale (2) the bolt must be replaced.
Fig. 398: Windage Tray With Main Bearing Cap Bolts Installation Sequence
17. Install the windage tray with eight main bearing cap bolts. Tighten the bolts in the sequence shown in
illustration to 21 N.m (16 ft. lbs.) plus 90°.
18. Install the engine oil pump, oil pump pick-up and oil pan. Refer to PUMP, ENGINE OIL,
INSTALLATION.
19. Install the spark plugs and ignition coils. Refer to SPARK PLUG, INSTALLATION .
22. Operate the engine until it reaches normal operating temperature.
STANDARD PROCEDURE
MAIN BEARING FITTING

Fig. 399: Connecting Rod Bearing Journal Diameter Grade Markings

The upper and lower main bearings are "select fit" to achieve proper oil clearances. Crankshaft main bearing
journal diameter grade markings (1) are stamped into the front crankshaft counterweight. These marks are read
from left to right, corresponding with journal number 1, 2, 3, 4.
Crankshaft main bearing journal diameter grade markings correspond to specific journal diameters. The chart
below identifies the five crankshaft grade markings and their associated journal diameters.
Crankshaft Marking Journal Size mm (in.)

1 71.9870 - 71.9905 mm (2.8341 - 2.8343 in.)
2 71.9906 - 71.9941 mm (2.8343 - 2.8344 in.)
3 71.9942 - 71.9977 mm (2.8344 - 2.8345 in.)
4 71.9978 - 72.0013 mm (2.8346 - 2.8347 in.)
5 72.0014 - 72.0050 mm (2.8347 - 2.8348 in.)
Fig. 400: Engine Block Main Bearing Journal Diameter Grade Markings
Engine block main bearing journal diameter grade markings (2) are stamped into the left side of the engine
block. These marks are read from left to right, corresponding with journal number 1, 2, 3, 4.
Engine block main bearing journal grade markings correspond to specific journal diameters. The chart below
identifies the five engine block grade markings and their associated journal diameters.
Engine Block Marking Journal Size mm (in.)

1 77.0055 - 77.0090 mm (3.0317 - 3.0318 in.)
2 77.0019 - 77.0054 mm (3.0316 - 3.0317 in.)
3 76.9983 - 77.0018 mm (3.0314 - 3.0316 in.)
4 76.9947 - 76.9982 mm (3.0313 - 3.0314 in.)
5 76.9910 - 76.9946 mm (3.0311 - 3.0313 in.)
For upper and lower main bearing selection, obtain the grade identification marks from the crankshaft and
engine block. Main bearings are available in five sizes. Upper and lower sizes can be mixed on a journal in
order to achieve the desired oil clearance. The chart below identifies the five sizes available and how they
should be selected based on crankshaft and engine block grade markings.
Engine Block Crankshaft Marking

Marking 1 2 3 4 5
1 1/1 1/2 2/2 2/3 3/3
2 1/2 2/2 2/3 3/3 3/4
3 2/2 2/3 3/3 3/4 4/4
4 2/3 3/3 3/4 4/4 4/5
5 3/3 3/4 4/4 4/5 5/5
UPPER/LOWER Main Bearings to Achieve 0.024 - 0.050 mm (0.0009 - 0.0020

in.) Oil Clearance

The upper main bearing shell (2) and lower main bearing shell (1) are marked with the bearing size (3) on the
bearing lining surface. The upper and lower bearings are available in five different sizes and can be mixed on a
journal in order to achieve the proper oil clearance.
Upper and lower main bearing shells are available in five sizes. The chart below identifies the five bearing
sizes.
Bearing Marking Size mm (in.)

1 2.4951 - 2.4987 mm (0.0982 - 0.0984 in.)
2 2.4915 - 2.4951 mm (0.0981 - 0.0982 in.)
3 2.4879 - 2.4915 mm (0.0979 - 0.0981 in.)
4 2.4843 - 2.4879 mm (0.0978 - 0.0979 in.)
5 2.4807 - 2.4843 mm (0.0977 - 0.0978 in.)
NOTE: Crankshaft thrust washers are not selectable and are only available in a single
thickness.
Bearing oil clearance can also be determined by using Plastigage or equivalent. Refer to Engine/Engine Block
MAIN BEARING REPLACEMENT

Fig. 402: Main Bearing Identification

The main bearings are serviced in-vehicle. They must be replaced one-at-a-time in order to properly support the
crankshaft. The upper and lower main bearing shells are NOT interchangeable. The upper and lower main
bearings are "select fit" to achieve proper oil clearances. Refer to Engine/Engine Block/BEARING(S),

NOTE: Late production vehicles are equipped with Electro-Hydraulic Power Steering
(EHPS) and do not have an engine mounted power steering pump.


3. If equipped with an engine mounted power steering pump, remove the serpentine drive belt. Refer to
BELT, SERPENTINE, REMOVAL .
4. Remove the three power steering pump mounting bolts (1) and reposition the power steering pump, if
equipped.
5. Remove the oil pan, oil pump pick-up and engine oil pump. Refer to PUMP, ENGINE OIL,
REMOVAL.
Fig. 405: Main Bearing Tie Bolts Removal Sequence

7. Remove the eight main bearing tie bolts in the sequence shown in illustration.
CAUTION: DO NOT use a number stamp or a punch to mark main bearing caps,
as damage to main bearings could occur.
NOTE: Main bearing caps are not interchangeable and are marked to insure
correct assembly.
8. Mark the main bearing cap positions using a permanent ink marker or a scribe tool.
Fig. 406: Main Bearing Caps, Bolts, Crankshaft & Engine Block
CAUTION: Replace only one main bearing at a time while all other main bearing
caps remain properly tightened. If all main bearing caps are removed,
the weight of the unsupported crankshaft will damage the crankshaft
oil seals.
NOTE: Replace the main bearings in the following order; 2, 3, 1, 4.
9. Remove the two cap bolts (2) and remove the main bearing cap (1).
10. When removing the No. 2 bearing cap, also remove the thrust washers (5).
11. Slide the upper main bearing half (6) out from between the crankshaft and the engine block.
12. If required, select fit new main bearings to the engine block. Refer to Engine/Engine Block/BEARING
(S), Crankshaft - Standard Procedure.
13. Lubricate the upper main bearing half (6) with clean engine oil and slide the bearing into position.
Fig. 407: Thrust Washer Installation

14. When installing thrust washers (1) at the No. 2 main bearing location, use the following procedure:
1. Move the crankshaft forward to the limit of travel. Lubricate and install the front thrust washer (1)
by rolling the washer onto the machined shelf between the No. 2 upper main bulk head and
crankshaft thrust surface.
2. Move the crankshaft rearward to the limit of travel. Lubricate and install the rear thrust washer by
rolling the washer onto the machined shelf between the No. 2 upper main bulk head and crankshaft
thrust surface.

16. Lubricate and install the lower bearing half (3) onto the main cap (1).
17. Install the main bearing cap (1) with two inner main bearing cap bolts (2) tightened to 20 N.m (15 ft. lbs.)
plus 90°.
18. Repeat the previous steps for main bearings 3, 1 and 4.
19. Measure crankshaft end play. Refer to Engine/Engine Block/CRANKSHAFT - Standard Procedure.
Fig. 411: Main Bearing Tie Bolts Installation Sequence

21. Install the eight main bearing tie bolts. Tighten the bolts in the sequence shown in illustration to 28 N.m
(21 ft. lbs.).
22. Install the engine oil pump, oil pump pick-up and oil pan. Refer to PUMP, ENGINE OIL,
INSTALLATION.

23. If removed, position the power steering pump (4) to the engine block. Install the three pump mounting
bolts (1) and tighten to 25 N.m (18 ft. lbs.).
24. If removed, install the accessory drive belt. Refer to BELT, SERPENTINE, INSTALLATION .
25. Install the spark plugs and ignition coils. Refer to SPARK PLUG, INSTALLATION .
28. Operate the engine until it reaches normal operating temperature.
CRANKSHAFT
DESCRIPTION
DESCRIPTION
Fig. 413: Crankshaft

The crankshaft is a cast design and is constructed using ductile iron. The crankshaft is a three throw split pin
design with counterweights for balancing purposes. The main journals are crossed drilled for rod bearing
lubrication. The crankshaft is supported by four select fit main bearings with number 2 serving as the thrust
washer location. The rear counterweight has provisions for crankshaft position sensor target wheel mounting.
Both the front and rear seals are a single piece design and are mounted to the timing cover and cylinder block.
STANDARD PROCEDURE
STANDARD PROCEDURE - END PLAY

Fig. 414: Checking Crankshaft End Play

NOTE: Typical V6 engine shown in illustration.
1. Mount Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) to a stationary point at the front of
the engine. Locate the probe perpendicular against the nose of the crankshaft.
2. Move the crankshaft all the way to the rear of its travel.
4. Move the crankshaft forward to the limit of travel and read the dial indicator. Compare the measured end
play to the specification. Refer to Engine - Specifications.
NOTE: Crankshaft thrust washers are not selectable and are only available in a single
thickness.
REMOVAL
REMOVAL
NOTE: To remove the crankshaft from the engine, the engine must be removed from
the vehicle.
1. Remove the engine. Refer to REMOVAL.
2. Remove the cylinder head covers, spark plugs, upper oil pan, engine timing cover, timing chain and
sprockets. Refer to CHAIN AND SPROCKETS, TIMING, REMOVAL.
3. Remove the flexplate and the rear crankshaft oil seal. Refer to SEAL, CRANKSHAFT OIL, REAR,
REMOVAL.
4. Remove the oil pump pick-up and engine oil pump. Refer to PUMP, ENGINE OIL, REMOVAL.


7. Remove the connecting rod cap bolts (5) and the connecting rod caps (4). Discard the cap bolts.

damage may occur.
the Guide Pins to the connecting rod.
CAUTION: Avoid contact with the piston oil cooler jet(s). Positioning of the oil
cooler jet(s) is critical for proper engine operation.
9. Push the connecting rod and piston into the cylinder until the connecting rod is clear of the crankshaft
journal. Remove the guide pins. Repeat this procedure at each cylinder until all of the connecting rods are
clear of the crankshaft.
Fig. 419: Main Bearing Tie Bolts Removal Sequence

Remove the main bearing cross bolts in the sequence shown in illustration.
CAUTION: DO NOT use a number stamp or a punch to mark main bearing caps,
as damage to main bearings could occur.
NOTE: Main bearing caps are not interchangeable and are marked to insure
correct assembly.
10. Mark the main bearing cap positions using a permanent ink marker or a scribe tool.
Fig. 420: Main Bearing Cap Bolts Removal Sequence

11. Remove the eight main bearing cap bolts in the sequence shown in illustration and remove the main
bearing caps.
Fig. 421: Target Wheel & Bolts

CAUTION: Do not rest the crankshaft on the target wheel (1). Damaged or bent
target wheel teeth will destroy the target wheels ability to correctly
relay crankshaft position to the crankshaft position sensor.
12. Remove the crankshaft from the engine block.

13. If required, remove the four bolts (2) and the target wheel (1). Discard the four bolts.
INSPECTION
INSPECTION
Fig. 422: Measuring Crankshaft Journal

NOTE: Typical crankshaft journal measurements shown in illustration.
1. Clean the oil off the bearing journals.

2. Determine the maximum diameter of the journals with a micrometer. Measure at two locations 90° apart
at each end of the journals.
3. Compare the measured rod journal diameter to the crankshaft connecting rod bearing journal diameter
grade marking chart Select the bearing size that corresponds to the crankshaft markings for each rod
bearing journal that will provide the proper oil clearance. Refer to BEARING(S), CONNECTING
4. Compare the measured main bearing journal diameter to the crankshaft main bearing journal diameter
grade marking chart Obtain the main bearing journal grade identification marks from the engine block
and select the upper and lower main bearing sizes that will provide the proper oil clearance. Refer to
Engine/Engine Block/BEARING(S), Crankshaft - Standard Procedure.
5. For connecting rod journals, verify that the maximum taper and maximum out of round are within
specifications. Refer to Engine - Specifications.
6. For main bearing journals, verify that the maximum taper and maximum out of round are within
INSTALLATION
INSTALLATION
Fig. 423: Target Wheel & Bolts

1. If required, select and fit new crankshaft main bearings to the engine block. Refer to Engine/Engine
Block/BEARING(S), Crankshaft - Standard Procedure.
3. If removed, install the target wheel (1) to the crankshaft with four new bolts (2). Ensure the threaded
holes in the crankshaft are free of residual thread lock adhesive. Tighten the bolts to 10 N.m (89 in. lbs.).
4. If removed, lubricate and install the upper main bearing halves (6) into the engine block (7).
CAUTION: When installing the crankshaft, use care not to damage bearing
surfaces on the crankshaft.
5. Install the crankshaft (4) into the engine block (7).
Fig. 425: Thrust Washer Installation

6. Installing thrust washers (1) at the No. 2 main bearing location, using the following procedure:
1. Move the crankshaft forward to the limit of travel. Lubricate and install the front thrust washer (1)
by rolling the washer onto the machined shelf between the No. 2 upper main bulk head and
crankshaft thrust surface.
2. Move the crankshaft rearward to the limit of travel. Lubricate and install the rear thrust washer by
rolling the washer onto the machined shelf between the No. 2 upper main bulk head and crankshaft
thrust surface.


8. If removed, lubricate and install the lower main bearing halves (3) onto the main caps (1).
9. Install the main bearing caps (1) with two inner main bearing cap bolts (2).
Fig. 428: Inner Main Bearing Cap Bolts Tightening Sequence

10. Tighten the inner main bearing cap bolts in the sequence shown in illustration to 20 N.m (15 ft. lbs.) plus
90°.
11. Measure crankshaft end play. Refer to Engine/Engine Block/CRANKSHAFT - Standard Procedure.
12. If removed, install the bearing shell (8) on the connecting rod with the tang inserted into the machined
groove in the rod. Lubricate the bearing surface with clean engine oil.

damage may occur.
the Guide Pins to the connecting rod.
14. Pull the connecting rod and piston toward the crankshaft until the connecting rod is seated on the
crankshaft journal. Remove the guide pins.
15. If removed, install the bearing shell (6) on the connecting rod cap (4) with the tang inserted into the
machined groove in the cap. Lubricate the bearing surface with clean engine oil.
18. Repeat the previous steps for the remaining connecting rods.
19. Install the windage tray (1) with eight main bearing cap bolts. Tighten the bolts in the sequence shown in
Fig. 431: Main Bearing Tie Bolts Installation Sequence

20. Install the eight main bearing tie bolts. Tighten the bolts in the sequence shown in illustration to 28 N.m
(21 ft. lbs.).
21. Install the engine oil pump and oil pump pick-up. Refer to PUMP, ENGINE OIL, INSTALLATION.
22. Install the rear crankshaft oil seal and flexplate. Refer to SEAL, CRANKSHAFT OIL, REAR,
INSTALLATION.
23. Install the timing chain and sprockets, engine timing cover, oil pans, spark plugs and cylinder head
covers. Refer to CHAIN AND SPROCKETS, TIMING, INSTALLATION.
24. Install the engine. Refer to INSTALLATION.

28. Operate the engine until it reaches normal operating temperature. Check cooling system for correct fluid
components.
DAMPER, VIBRATION
REMOVAL
REMOVAL
Fig. 433: Crankshaft Vibration Damper & Vibration Damper Holder

1. Remove the accessory drive belt. Refer to BELT, SERPENTINE, REMOVAL .
NOTE: A force greater than 350 N.m (260 ft. lbs.) may be required to remove the
crankshaft vibration damper bolt.
2. Hold the crankshaft vibration damper (1) with Vibration Damper Holder (special tool #10198, Holder,
Vibration Damper) (2) and remove the crankshaft vibration damper bolt.
3. Pull the crankshaft vibration damper (1) off of the crankshaft.
INSTALLATION
INSTALLATION
Fig. 434: Front Crankshaft Seal Surface

1. Apply a light coating of engine oil to the front crankshaft seal surface (1).
Fig. 435: Crankshaft Vibration Damper & Bolt

2. Align the crankshaft vibration damper (1) to the flywheel key on the crankshaft and install the damper.
Seat the damper on the crankshaft sprocket.
3. Install and hand tighten the crankshaft vibration damper bolt (2).
Fig. 436: Crankshaft Vibration Damper & Vibration Damper Holder

4. Hold the crankshaft vibration damper (1) with Vibration Damper Holder (special tool #10198, Holder,
Vibration Damper) (2) and tighten the crankshaft vibration damper bolt to 40 N.m + 105° (30 ft. lbs. +
105°).
5. Install the accessory drive belt. Refer to BELT, SERPENTINE, INSTALLATION .
FLEXPLATE
REMOVAL
REMOVAL
Fig. 437: Flexplate, Spacer Plate & Bolts


2. Remove the bolts (1) and the spacer plate (2).
3. Remove the flexplate (3).
INSTALLATION
INSTALLATION
Fig. 438: Flexplate, Spacer Plate & Bolts

1. Position the flexplate (3) onto the crankshaft.

2. Install the spacer (2) and the bolts (1) hand tight.
3. Tighten the flexplate retaining bolts (1) to 95 N.m (70 ft. lbs.) in a criss-cross pattern.
RING(S), PISTON
STANDARD PROCEDURE
STANDARD PROCEDURE - PISTON RING FITTING

Fig. 439: Measuring Piston Ring End Gap

1. Wipe the cylinder bore clean.

2. Using a piston, to ensure that the ring is squared in the cylinder bore, slide the ring downward into the
cylinder to a position 12 mm (0.50 in.) from the bottom of the cylinder bore.
3. Using a feeler gauge (1), check the ring end gap. Replace any rings not within specification.
Ring Position Ring End Gap

0.25 - 0.40 mm
No. 1 (top) Ring
(0.010 - 0.016 in.)
0.30 - 0.45 mm
No. 2 (center) Ring
(0.012 - 0.018 in.)
Oil Control Ring 0.15 - 0.66 mm
(Steel Rail) (0.006- 0.26 in.)
Fig. 440: Checking Piston Ring Grooves Clearances

4. Clean the piston ring grooves. Remove any nicks or burrs.

5. Measure the ring side clearance as shown in illustration. Make sure the feeler gauge (1) fits snugly
between the ring land and the ring. Replace any ring not within specification.
Ring Position Ring Side Clearance

No. 1 (top) Ring 0.025 - 0.033 mm (0.0010 - 0.0013 in.)
No. 2 (center) Ring 0.030 - 0.078 mm (0.0012 - 0.0031 in.)
Oil Control Ring (Steel Rails) 0.007 - 0.173 mm (.0003 - 0.0068 in.)
REMOVAL
REMOVAL
Fig. 441: Piston Ring Removal/Installation Sequence

NOTE: Typical piston shown in illustration.
1. Remove the piston and connecting rod(s). Refer to ROD, PISTON AND CONNECTING, REMOVAL.
CAUTION: To avoid damage to the piston rings, they must be removed in the
following order:
 No. 1 (upper) piston ring (1)

 No. 2 (intermediate) piston ring (2)
 Oil ring upper side rail (3)
 Oil ring lower side rail (4)
 Oil ring expander (5)
Fig. 442: Removing/Installing Upper & Intermediate Rings

2. Remove the No. 1 (upper) piston ring using a ring expander tool.
3. Remove the No. 2 (intermediate) piston ring using a ring expander tool.
Fig. 443: Removing/Installing Piston Ring Side Rail

NOTE: Typical piston shown in illustration. Do not use a piston ring expander to
remove the oil ring side rails.
4. Remove the oil ring upper side rail.

5. Remove the oil ring lower side rail.
6. Remove the oil ring expander (1).
INSTALLATION
INSTALLATION
Fig. 444: Piston Ring Removal/Installation Sequence

1. If required, fit new rings to the piston. Refer to Engine/Engine Block/RING(S), Piston - Standard
Procedure.
CAUTION: To avoid damage to the piston rings, they must be installed in the
following order:
 Oil ring expander (5)

 Oil ring lower side rail (4)
 Oil ring upper side rail (3)
 No. 2 (intermediate) piston ring (2)
 No. 1 (upper) piston ring (1)
Fig. 445: Removing/Installing Piston Ring Side Rail

NOTE: Typical piston shown in illustration. Do not use a piston ring expander to
install the oil ring side rails.
2. Install the oil ring expander (1).

3. Install the oil ring lower side rail by placing one end between the piston ring groove and the oil ring
expander. Hold this end firmly and press down the portion to be installed until the side rail is in position.
4. Install the oil ring upper side rail in the same manner as the lower side rail.
Fig. 446: Dot Marks On Piston Rings

NOTE: The No. 1 (upper) piston ring (1) and No. 2 (intermediate) piston ring (3)
have a different cross section. Install the rings with manufacturers I.D.
mark (dot) (2) facing up, towards the top of the piston.
Fig. 447: Removing/Installing Upper & Intermediate Rings

5. Install the No. 2 (intermediate) piston ring using a ring expander tool.
6. Install the No. 1 (upper) piston ring using a ring expander tool.
7. Rotate the rings around the piston, the rings must rotate in the grooves with out binding.
Fig. 448: Piston Ring End Gap Position

8. Position the piston ring end gaps as follows:

 Oil ring expander gap (5)
 Oil ring lower side rail end gap (4)
 Oil ring upper side rail end gap (1)
 No. 2 (intermediate) ring end gap (5)
 No. 1 (upper) ring end gap (2)

9. Install the piston and connecting rod(s). Refer to ROD, PISTON AND CONNECTING,
INSTALLATION.
DESCRIPTION
DESCRIPTION
Fig. 449: Piston & Connecting Rod

CAUTION: Do not use a metal stamp to mark connecting rods as damage may result,
instead use ink or a scratch awl.
The pistons are a lightweight design with ultra low tension piston rings for improved fuel economy. The pistons
are made of a high strength aluminum alloy and the piston skirt has a Moly® coating. The top piston ring land
has an anodized coating for improved wear. The piston is connected to the rod using a full floating pin with two
locking clips. The connecting rod is forged steel with a bolted cracked cap design. The connecting rod bolts are
not reusable. Pistons are available in two different diameters with grade markings for each bore indicated on the
side of the cylinder block. The upper compression ring is a 1.2 mm steel ring with a spray coating. The
intermediate compression ring is 1.2 mm micro napier design. Both compression rings have a dot or a mark on
the piston ring. The marked side of the ring must face the top of the piston. The 2 mm three piece oil control
ring is very thin. These are chrome plated rings and have a stainless steel expander.
STANDARD PROCEDURE
PISTON FITTING
Fig. 450: Engine Block Main Bearing Journal Diameter Grade Markings
The pistons are "select fit" to achieve proper oil clearance. Engine block cylinder bore diameter grade markings
(1) are stamped into the left side of the engine block. These marks are read from left to right, corresponding
with cylinder number 1, 2, 3, 4, 5, 6.
Engine block cylinder bore diameter grade markings correspond to specific cylinder bore diameters. The chart
below identifies the two engine block grade markings and their associated cylinder bore diameters.
Engine Block Marking Cylinder Bore Size mm (in.)

1 95.995 ± 0.005 mm (3.7793 ± 0.0002 in.)
2 96.005 ± 0.005 mm (3.7797 ± 0.0002 in.)
Fig. 451: Piston Size Located On Piston Crown

The piston is marked with the piston size (1 and 2) on the piston crown. The pistons are available in two
different sizes in order to achieve the desired oil clearance. Select the piston size that corresponds to the engine
block cylinder bore diameter grade markings for each cylinder.
Pistons are available in two sizes. The chart below identifies the two piston sizes.
Piston Marking Size mm (in.)

Metal to Metal Metal to Coating
95.995 ± 0.005 mm (3.7793 ± 95.970 - 96.000 mm (3.7783 -
1
0.0002 in.) 3.7795 in.)
95.965 ± 0.005 mm (3.7781 ± 95.980 - 96.010 mm (3.7787 -
2
0.0002 in.) 3.7835 in.)
Fig. 452: Coating Material On Piston

NOTE: Typical coated piston shown in illustration.
The coated pistons are serviced with the piston pin and connecting rod pre-assembled. The coating material (1
and 2) is applied to the piston after the final piston machining process. Piston installation into the cylinder bore
requires slightly more pressure than that required for non-coated pistons. The bonded coating on the piston will
give the appearance of a line-to-line fit with the cylinder bore.
CONNECTING ROD SIDE CLEARANCE
DIAL INDICATOR
Fig. 453: Measuring Connecting Rod Side Clearance

1. Mount Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) to a stationary point on the engine.
Locate the probe perpendicular to and resting against the connecting rod cap being checked.
2. Move the connecting rod all the way to the rear of its travel.
4. Move the connecting rod forward to the limit of travel and read the dial indicator. Compare the measured
side clearance to the specification. Refer to Engine - Specifications.
5. Repeat this procedure for each connecting rod. Rotate the crankshaft for connecting rod accessibility.
FEELER GAUGE
Fig. 454: Measuring Gap Between Connecting Rod & Crankshaft Journal Flange
1. Slide a snug-fitting feeler gauge between the connecting rod and crankshaft journal flange. Compare the
measured side clearance to the specification. Refer to Engine - Specifications.
2. Repeat this procedure for each connecting rod. Rotate the crankshaft for connecting rod accessibility.
REMOVAL
REMOVAL

2. Remove the oil pans, engine timing cover and cylinder heads. Refer to CYLINDER HEAD,
REMOVAL.
3. Remove the engine oil pump. Refer to PUMP, ENGINE OIL, REMOVAL.

5. If necessary, remove the top ridge of the cylinder bores with a reliable ridge reamer before removing the
pistons from the engine block. Be sure to keep the tops of pistons covered during this operation.
Pistons and connecting rods must be removed from the top of the engine block. When removing piston
and connecting rod assemblies from the engine, rotate the crankshaft CW so that each connecting rod is
centered in the cylinder bore.

7. Remove the connecting rod cap bolts (5) and the connecting rod cap (4). Discard the cap bolts.

damage may occur.
the Guide Pins to the connecting rod being removed.
9. Remove the piston and connecting rod (1) from cylinder bore.
10. Repeat the previous steps for each piston being removed.
11. Immediately after piston and connecting rod removal, reinstall the bearing cap (4) on the mating
connecting rod to prevent damage to the fractured cap and rod surfaces.
12. If required, remove the piston rings. Refer to RING(S), PISTON, REMOVAL.
13. Repeat the previous steps for each piston being removed.
CLEANING
CLEANING
CAUTION: DO NOT use a wire wheel or other abrasive cleaning devise to clean the
pistons or connecting rods. The pistons have a Moly coating, this coating
must not be damaged.
CAUTION: Do not remove the piston pin from the piston and connecting rod
assembly.
1. Using a suitable cleaning solvent clean the pistons in warm water and towel dry.
2. Use a wood or plastic scraper to clean the ring land grooves.
INSPECTION
INSPECTION

1. Wipe the inserts (1) clean.

3. Inspect the back of the inserts for fractures, scrapes, or irregular wear patterns.
5. Replace any bearing that shows abnormal wear. Refer to BEARING(S), CONNECTING ROD,
STANDARD PROCEDURE.

6. Inspect the connecting rod bearing bores for signs of scoring, nicks and burrs.
NOTE: Misaligned or bent connecting rods can cause abnormal wear on pistons,
piston rings, cylinder walls, connecting rod bearings and crankshaft
connecting rod journals. If wear patterns or damage to any of these
components indicate the probability of a misaligned connecting rod,
inspect it for correct rod alignment.
7. Replace misaligned, bent or twisted connecting rods.
NOTE: Connecting rods are serviced with the piston pre-assembled. The pistons
are "select fit" to achieve proper oil clearance. Refer to Engine/Engine
Block/ROD, Piston and Connecting - Standard Procedure.
Fig. 460: Coating Material On Piston

NOTE: Typical coated piston shown in illustration.
8. Inspect the piston for scoring or scraping marks in the piston skirts. Check the ring lands for cracks and/or
deterioration.
9. Check the piston for taper and out of round shape.
NOTE: The coating material (1 and 2) is applied to the piston after the final piston
machining process. Measuring the outside diameter of a coated piston will
not provide accurate results. Therefore measuring the inside diameter of
the cylinder bore with a dial Bore Gauge is MANDATORY . Refer to
Engine/Engine Block - Inspection.
10. Compare the measured cylinder bore diameter to the engine block cylinder bore grade marking chart
Select the piston size that corresponds to the engine block markings for each cylinder to provide the
proper oil clearance. Refer to Engine/Engine Block/ROD, Piston and Connecting - Standard
Procedure.
NOTE: Piston installation into the cylinder bore requires slightly more pressure than
that required for non-coated pistons. The bonded coating on the piston will give
the appearance of a line-to-line fit with the cylinder bore.
NOTE: The coated pistons will be serviced with the piston pin and connecting rod pre-
assembled.
INSTALLATION
INSTALLATION

1. If required, select and fit new piston and connecting rod assemblies to the engine block. Refer to
Engine/Engine Block/ROD, Piston and Connecting - Standard Procedure.
3. If required, hone the cylinder bores. Refer to Engine/Engine Block - Standard Procedure.
4. If removed, install the piston rings. Refer to RING(S), PISTON, INSTALLATION.
5. Position the piston ring end gaps as follows:
 Oil ring expander gap (5)
 Oil ring lower side rail end gap (4)
 Oil ring upper side rail end gap (1)
 No. 2 (intermediate) ring end gap (5)
 No. 1 (upper) ring end gap (2)

NOTE: Ensure the position of the ring end gaps does not change when installing
the ring compressor.
6. Lubricate the piston rings with clean engine oil. Position Piston Compressor (special tool #C-385,
Compressor, Piston) (2) over the piston and rings. Tighten the compressor (2).
NOTE: Install the rod bearings in pairs. Do not mix sizes or use a new bearing half
with an old bearing half.
7. Install the bearing shell (8) on the connecting rod with the tang inserted into the machined groove in the
rod. Lubricate the bearing surface with clean engine oil.
the Guide Pins to the connecting rod being installed.
Fig. 463: Piston Installation Position

NOTE: Right cylinder bank shown in illustration, left cylinder bank similar.
9. The pistons crowns are stamped with a mark (1) indicating installation position. This mark must be
positioned toward the front of engine on both cylinder banks.
10. Wipe the cylinder bore clean and lubricate with clean engine oil.
11. Rotate the crankshaft until the connecting rod journal is on the center of cylinder bore.
12. Insert the piston and connecting rod into the cylinder bore and carefully position the guide pins over the
crankshaft journal.
13. Tap the piston down in the cylinder bore using a hammer handle while guiding the connecting rod into
position over the rod journal.
14. Install the bearing shell (6) on the connecting rod cap (4) with the tang inserted into the machined groove
in the cap. Lubricate the bearing surface with clean engine oil.
17. Repeat the previous steps for each piston being installed.

20. Install the engine oil pump and oil pump pick-up. Refer to PUMP, ENGINE OIL, INSTALLATION.
21. Install the cylinder heads, engine timing cover and oil pans. Refer to CYLINDER HEAD,
INSTALLATION.

REMOVAL
REMOVAL
Fig. 467: Sleeve & Flywheel Key

1. Remove the accessory drive belt and the crankshaft vibration damper. Refer to DAMPER,
VIBRATION, REMOVAL.
2. Install the sleeve (2) from Seal Remover (special tool #8511, Remover, Seal) around the flywheel key (1)
and onto the nose of the crankshaft.
Fig. 468: Installing Seal Remover To Front Crankshaft Oil Seal

3. Screw Seal Remover (special tool #8511, Remover, Seal) (1) into the front crankshaft oil seal (2).
Fig. 469: Extractor Screw, Seal Remover & Front Crankshaft Oil Seal
4. Install the extractor screw (2) into the Seal Remover (special tool #8511, Remover, Seal) (1). Hold the
seal remover stationary and tighten the extractor screw against the sleeve until the front crankshaft oil seal
(3) is removed from the engine timing cover.
INSTALLATION
INSTALLATION
Fig. 470: Front Crankshaft Seal Installer & Oil Seal

1. Position the front crankshaft oil seal (3) into place on the engine timing cover.
2. Align the Front Crankshaft Seal Installer (special tool #10199, Installer, Crankshaft Front Oil Seal) (1) to
the flywheel key on the crankshaft and against the front crankshaft oil seal (3).
CAUTION: Only tighten the crankshaft vibration damper bolt until the oil seal is
seated in the cover. Overtightening of the bolt can crack the front
timing cover.
3. Install and tighten the crankshaft vibration damper bolt (2) until the Crankshaft oil seal is seated in the
engine timing cover.
4. Install the crankshaft vibration damper and accessory drive belt. Refer to DAMPER, VIBRATION,
INSTALLATION.
REMOVAL
REMOVAL
Fig. 471: Seal Retainer & Attaching Screws

The rear crankshaft oil seal is incorporated into the seal retainer (2) and can not be removed from the retainer.
The rear crankshaft oil seal and seal retainer (2) are serviced as an assembly.

2. Remove the flexplate. Refer to FLEXPLATE, REMOVAL.
4. Remove the eight seal retainer attaching screws (1).
5. Remove and discard the seal retainer (2).
INSTALLATION
INSTALLATION
Fig. 472: Rear Crankshaft Oil Seal, Retainer & Seal Protector
CAUTION: The rear crankshaft oil seal (2) and retainer (1) are an assembly. To avoid
damage to the seal lip, DO NOT remove the seal protector (3) from the rear
crankshaft oil seal before installation onto the engine.
CAUTION: Whenever the crankshaft is replaced, the rear crankshaft oil seal must also
be replaced. Failure to do so may result in engine fluid leakage.
Fig. 473: Oil Seal Retainer Assembly & Seal Protector

1. Inspect the crankshaft to make sure there are no nicks or burrs on the seal surface.
2. Clean the engine block sealing surfaces thoroughly.
NOTE: It is not necessary to lubricate the seal or the crankshaft when installing
the seal retainer. Residual oil following installation can be mistaken for
seal leakage.
3. Carefully position the oil seal retainer assembly (2), and seal protector (1) on the crankshaft and push
firmly into place on the engine block (during this step, the seal protector will be pushed from the rear oil
seal assembly as a result of installing the rear oil seal).
Fig. 474: Rear Seal Installed

4. Verify that the seal lip (2) on the retainer is uniformly curled inward toward the engine on the crankshaft
(1).
Fig. 475: Seal Retainer & Attaching Screws

5. Install the eight seal retainer bolts (1) and tighten to 12 N.m (106 in. lbs.).
NOTE: Make sure that the seal retainer flange is flush with the engine block oil
pan sealing surface.
6. Install the upper oil pan. Refer to PAN, OIL, INSTALLATION.

7. Install the flexplate. Refer to FLEXPLATE, INSTALLATION.

9. Fill the engine crankcase with the proper oil to the correct level. Refer to Engine/Lubrication/OIL -
Standard Procedure.
ENGINE MOUNTING
INSULATOR, ENGINE MOUNT, LEFT
REMOVAL
REMOVAL - LEFT ENGINE MOUNT INSULATOR


2. Remove the air inlet hose, upper intake manifold (2) and insulator. Refer to MANIFOLD, INTAKE,
REMOVAL.
CAUTION: The engine must be raised substantially to facilitate engine mount

removal. Failure to disconnect the left CMP sensor may result in
damage to the sensor and/or wire harness connector.

Fig. 480: Engine Support Fixture

6. Install Engine Support Fixture (special tool #8534B, Support Fixture, Engine) and carefully lift the engine
as high as possible.

PROTECTION .

10. Remove the nut (1) and bolt (4) from the support brackets and reposition the heater core return tube (3).
11. Remove the four bolts (5) from the left engine mount bracket (1).
12. Remove the two bolts (3) from the left engine mount isolator (4).
13. Reposition the engine mount bracket (1) and isolator (4).
15. Rotate the isolator into the starter location and separate it from the engine mount bracket. Remove the left
engine mount isolator (1) from the vehicle.
16. If required, remove the left engine mount bracket (1) from the vehicle.
INSTALLATION
INSTALLATION - LEFT ENGINE MOUNT INSULATOR

1. If removed, position the left engine mount bracket (1) into the vehicle.
2. Install the left engine mount isolator (4) into the vehicle.
3. Utilize the space from the absent starter to insert the isolator stud into the bracket and rotate the assembly
into position.
5. Install the left engine mount isolator (4) to the frame with two bolts (3) tightened to 61 N.m (45 ft. lbs.).
6. Install the left engine mount bracket (1) to the engine block with four bolts (5) tightened to 61 N.m (45 ft.
lbs.).

7. Install the nut (1) and bolt (4) to the support brackets of the heater core return tube (3). Tighten both
fasteners to 12 N.m (106 in. lbs.).

PROTECTION .

12. Install the left and right engine mount nuts (1) and tighten to 61 N.m (45 ft. lbs.).



15. Install the upper intake manifold, insulator and air inlet hose. Refer to MANIFOLD, INTAKE,
INSTALLATION.
INSULATOR, ENGINE MOUNT, RIGHT
REMOVAL
REMOVAL - RIGHT ENGINE MOUNT INSULATOR


2. Remove the air inlet hose, upper intake manifold (2) and insulator. Refer to MANIFOLD, INTAKE,
REMOVAL.
CAUTION: The engine must be raised substantially to facilitate engine mount

removal. Failure to disconnect the left CMP sensor may result in
damage to the sensor and/or wire harness connector.

Fig. 495: Ground Strap

7. Remove the ground strap (1) from the right engine mount bracket.
Fig. 497: Engine Support Fixture

9. Install Engine Support Fixture (special tool #8534B, Support Fixture, Engine) and carefully lift the engine
as high as possible.
Fig. 498: Knuckle & Half Shaft

PROTECTION .
12. If equipped with AWD, remove the right front half shaft (1). Refer to REMOVAL and REMOVAL .

13. Disengage one main wire harness retainer (2) from the right engine mounting bracket.
Fig. 500: Engine Mount Isolator, Right Engine Mount Bracket & Retaining Bolts
14. Remove the four bolts (3) from the right engine mount bracket (2).
15. Remove the two bolts (5) from the right engine mount isolator (4).
16. Separate the isolator (4) from the engine mount bracket (2) and remove the isolator from the vehicle.
17. If required, remove the right engine mount bracket (2) from the vehicle.
INSTALLATION
INSTALLATION - RIGHT ENGINE MOUNT INSULATOR
Fig. 501: Engine Mount Isolator, Right Engine Mount Bracket & Retaining Bolts
1. If removed, position the right engine mount bracket (2) into the vehicle.
2. Install the right engine mount isolator (4) into the vehicle.
3. Insert the isolator stud into the bracket and rotate the assembly into position.
4. Install the right engine mount isolator (4) to the frame with two bolts (5) tightened to 61 N.m (45 ft. lbs.).
5. Install the right engine mount bracket (2) to the engine block with four bolts (3) tightened to 61 N.m (45
ft. lbs.).

6. Engage one main wire harness retainer (2) to the right engine mounting bracket.

7. If equipped with AWD, install the right front half shaft (1). Refer to INSTALLATION and
INSTALLATION .
PROTECTION .

11. Install the left and right engine mount nuts (1) and tighten to 61 N.m (45 ft. lbs.).
Fig. 505: Ground Strap

12. Install the ground strap (1) to the right engine mount bracket.



17. Install the upper intake manifold, insulator and air inlet hose. Refer to MANIFOLD, INTAKE,
INSTALLATION.
INSULATOR, ENGINE MOUNT, REAR

REMOVAL
REMOVAL - REAR ENGINE MOUNT INSULATOR

2. Remove the skid plate, if equipped. Refer to PLATE, SKID, FRONT, REMOVAL , PLATE, SKID,
4. Remove two bolts (3) and the right crossmember brace (4).

5. Remove the two bolts (2) from the rear engine mount isolator.
6. Using a suitable jack stand and a block of wood positioned under the transmission oil pan, raise the
transmission until the weight is off of the isolator (approximately 5 mm).
7. Remove six bolts (3) and the crossmember (1).



10. On 4x2 vehicles if required, remove four bolts (1) and the rear engine mount bracket (2).
INSTALLATION
INSTALLATION - REAR ENGINE MOUNT INSULATOR

1. On 4x2 vehicles if removed, install the rear engine mount bracket (2) with four bolts (1) tightened to 33
N.m (24 ft. lbs.).

lbs.).

lbs.).

4. Install the crossmember (1) with six bolts (3) tightened to 55 N.m (41 ft. lbs.).
5. Lower the transmission so the weight is resting on the isolator.
6. Install two bolts (2) to the rear engine mount isolator and tighten to 61 N.m (45 ft. lbs.).

7. Install the left crossmember brace (1) with four bolts (2) tightened to 55 N.m (41 ft. lbs.).
8. Install the right crossmember brace (4) with two bolts (3) tightened to 55 N.m (41 ft. lbs.).
9. Install the skid plate, if equipped. Refer to PLATE, SKID, FRONT, INSTALLATION , PLATE,

LUBRICATION
DESCRIPTION
DESCRIPTION
Fig. 520: 3.6L Engine

The lubrication system is a full flow filtration, pressure feed type lubrication system. The oil pump is mounted
to the bottom of the cylinder block and chain driven by the crankshaft sprocket. The oil pump pick-up tube is
attached to the oil pump and supported at the windage tray. There are three oil gallery plugs installed in the
engine block. A system oil pressure sensor allows oil pressure to be monitored with a diagnostic scan tool. The
oil pressure and oil temperature sensors are located on the oil filter housing assembly which is mounted to the
top of the engine block between the cylinder heads. The oil cooler is mounted to the oil filter housing. There is a
pressure relief valve in the oil pump that is only activated on a cold start or for emergency relief since the oil
pump output is self-regulating. There are three piston oil cooler jets mounted to the engine block. Each jet cools
two pistons.
OPERATION
OPERATION
Fig. 521: Engine Lubrication Flow

The oil from the oil pan is pumped by a vane type oil pump mounted to the bottom of the cylinder block that is
chain driven by the crankshaft sprocket. The oil from the pump travels to the oil filter element and then to the
oil cooler assembly. After the oil has been filtered and cooled, the oil enters the main oil gallery. The
pressurized oil travels through the main gallery to the four main journals to lubricate the crankshaft main
bearings. The pressurized oil travels through the crankshaft main journals to cross-drilling supplying oil to the
connecting rod journals. From the number one main bearing gallery, oil travels to the right secondary chain
tensioner and to the primary chain idler shaft. The main oil gallery also supplies oil to three sets of piston oil
cooling jets. From the cylinder block the oil flows through drillings into the left and right cylinder heads. Left
cylinder head oil is supplied to the left secondary timing chain tensioner, camshaft journals and hydraulic lash
adjusters. Right cylinder hear oil is supplied to the right camshaft journals and hydraulic lash adjusters. The
camshaft valve lobes and rocker arms are lubricated through a small hole in the rocker arm; oil flows through
the lash adjuster then through the rocker arm and onto the camshaft lobe. Oil also flows through each of the four
forward camshaft bearings into the camshafts and phasers.
ENGINE LUBRICATION FLOW CHART

FROM TO
Oil Pickup Tube Oil Pump
Oil Pump Oil Filter
Oil Filter Oil Cooler
Oil Cooler Block Main Oil Gallery
Block Main Oil Gallery 1. Crankshaft Main Journals
2. Left Cylinder Head
3. Right Cylinder Head

4. Piston Cooling Jets
1. Primary Chain Idler Shaft
Crankshaft Number One Main Journal 2. Right Secondary Chain Tensioner
3. Oil Pump Feedback
Crankshaft Main Journals Crankshaft Rod Journals
1. Left Secondary Chain Tensioner
2. Hydraulic Lash Adjusters
Left Cylinder Head
3. Camshaft Journals
4. Phaser Oil Control Valves
1. Hydraulic Lash Adjusters
Right Cylinder Head 2. Camshaft Journals
3. Phaser Oil Control Valves
1. Rocker Arms
Hydraulic Lash Adjusters
2. Cam Lobes
ENGINE OIL LEAK
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 de-grease 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 dipstick 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 the
oil leak. If the oil leak is found and identified, repair per service information instructions.
4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat
the inspection.
If the oil leak source is not positively identified at this time, proceed with the AIR LEAK DETECTION
TEST METHOD below.
AIR LEAK DETECTION TEST METHOD
1. Disconnect the make-up air hose from the cylinder head cover. Cap or plug the make-up air hose nipple.
2. Remove the PCV hose from the PCV valve. Cap or plug the PCV valve nipple.
3. Attach an air hose with a pressure gauge and regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of
test pressure.
4. Gradually increase air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the
suspected leak source. Adjust the regulator to a suitable test pressure within this range that provides the
best bubble generation which will pinpoint the leak source. If the oil leak is detected and identified, repair
per service information procedures.
5. If the leakage occurs at the rear oil seal area, follow the procedures for rear seal area leaks. Refer to
REAR SEAL AREA LEAKS.
6. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the
PCV valve and make-up air hoses.
7. Clean the oil off of 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.
CHECKING ENGINE OIL PRESSURE
Fig. 522: Oil Temperature Sensor, Oil Pressure Sensor & Oil Filter Housing

2. Remove the oil pressure sensor (2) from the oil filter housing (3). Refer to SENSOR, OIL PRESSURE,
REMOVAL.
Fig. 523: Pressure Gauge Installed To Oil Pressure Port

3. Install Pressure Gauge (special tool #C-3292A, Gauge, Pressure) (1) to the oil pressure port. Tighten to
20 N.m (177 in. lbs.).
4. Install the upper and lower intake manifolds and air inlet hose. Refer to MANIFOLD, INTAKE,
INSTALLATION.
6. Start and idle the engine. If oil pressure is 0 at idle, shut off the engine and consult the Engine Lubrication
and Diagnostic Table. Refer to ENGINE LUBRICATION DIAGNOSTIC TABLE.
7. Run the engine until it reaches normal operating temperature.
8. Verify that the engine has acceptable oil pressure. Refer to Engine - Specifications.
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:

3. Remove the bolt (2) and the torque converter dust shield (3).

5. Inspect the flexplate and rear of the block for evidence of oil. Use a black light to check for the oil leak:
1. Circular spray pattern generally indicates seal leakage or crankshaft damage.
2. Where leakage tends to run straight down, possible causes are a porous block, rear oil seal retainer,
oil galley pipe plug and rear seal retainer to oil pan mating surfaces.
6. If no leaks are detected, use the Air Leak Detection Method as outlined in Engine Oil Leak. Refer to AIR
LEAK DETECTION TEST METHOD.
test pressure.
7. 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 or scratches. The crankshaft seal flange is
specially machined to complement the function of the rear oil seal.
8. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.
Refer to SEAL, CRANKSHAFT OIL, REAR, REMOVAL.
HOUSING, OIL FILTER
DESCRIPTION
DESCRIPTION
Fig. 526: Oil Filter Housing

The oil filter housing is located in the V of the cylinder block. The oil filter element is located within the
housing and the engine oil cooler is attached to the top of the housing. Both the oil pressure and oil temperature
sensors are located at the rear of the housing.
OPERATION
OPERATION
Fig. 527: Oil Flow & Coolant Flow Locations

Oil flows from the engine oil pump to the oil filter housing inlet (1) and to the oil filter element located within
the oil filter housing. After the oil is filtered and then cooled it travels to the main oil gallery (5). An oil filter
by-pass is built into the housing and is not serviceable. Removing the oil filter cap from the housing allows oil
to drain from the oil filter cavity into to the crankcase (2).
Coolant flows from the right cylinder block water jacket (3) and from the left cylinder block water jacket (4)
into the housing. The coolant flows through the oil cooler and exits the housing from the rear hose nipple (6)
where it is returned to the water pump. A coolant by-pass in the housing is designed to direct excessive coolant
flow around the oil cooler for continuous circulation.
REMOVAL
REMOVAL
Fig. 528: Oil Temperature Sensor Electrical Connector, Oil Pressure Sensor Electrical Connector, Oil
Filter Housing, Heater Hose & Bolts
4. Remove the air cleaner housing assembly, upper and lower intake manifolds. Refer to MANIFOLD,
INTAKE, REMOVAL.
5. Disconnect the oil temperature sensor electrical connector (5).
6. Disconnect the oil pressure sensor electrical connector (4).
7. Remove five bolts (2) and remove the oil filter housing (1).
8. Lift the oil filter housing (1) and remove the heater hose (3).
Fig. 529: Oil Filter Housing Seals & O-Ring Seal

9. Remove and discard the oil filter housing seals (2). The O-ring seal (1) can be reused.
Fig. 530: Oil Cooler & Fasteners

10. If required, remove two screws (1) and (3) and remove the oil cooler (4) from the oil filter housing.
Fig. 531: Oil Cooler Seals

11. Remove and discard the oil cooler seals (1).

12. If required, remove the oil temperature sensor (1) from the oil filter housing (3).
13. If required, remove the oil pressure sensor (2) from the oil filter housing (3).
INSTALLATION
INSTALLATION
1. If removed, install the oil pressure sensor (2) and tighten to 20 N.m (177 in. lbs.).
2. If removed, install the oil temperature sensor (1) and tighten to 20 N.m (177 in. lbs.).

NOTE: Always use new dry seals (1) when installing the oil cooler. Do not
lubricate the seals.
3. If removed, install the new oil cooler seals (1) onto the oil filter housing (2).

4. If removed, position the oil cooler (4) on the oil filter housing and install two screws (1) and (3). Tighten
the screws to 4 N.m (35 in. lbs.).
Fig. 536: Oil Filter Housing Seals & O-Ring Seal

NOTE: Always use new dry seals (2) when installing the oil filter housing. Do not
lubricate the seals. The O-ring seal (1) can be reused. Lubricate the O-ring
seal with clean engine oil prior to installation.
5. Install new oil filter housing seals (2) onto the oil filter housing.
Fig. 537: Heater Hose, Electrical Connectors, Oil Filter Housing & Bolt Tightening Sequence
6. Install the heater hose (2) to the oil filter housing (1).
7. Position the oil filter housing (1) on the engine block.
8. Install five bolts and tighten in the sequence shown in illustration to 12 N.m (106 in. lbs.).
9. Connect the oil pressure sensor electrical connector (3).

10. Connect the oil temperature sensor electrical connector (4).
11. Install the upper and lower intake manifolds and air cleaner housing assembly. Refer to MANIFOLD,
COOLER, OIL
DESCRIPTION
DESCRIPTION
Fig. 538: Oil Filter Housing

The oil cooler is attached to the top of the oil filter housing which is located in the V of the cylinder block. The
oil cooler is a plate style coolant-to-oil heat exchanger.
OPERATION
OPERATION
Fig. 539: Oil Flow & Coolant Flow Locations

Oil flows from the engine oil pump to the oil filter housing inlet (1) and to the oil filter element located within
the oil filter housing. After the oil is filtered it travels internally through the engine oil cooler and then to the
main oil gallery (5).
Coolant flows from the right cylinder block water jacket (3) and from the left cylinder block water jacket (4)
into the housing. The coolant flows through the oil cooler and exits the housing from the rear hose nipple (6)
where it is returned to the water pump. A coolant by-pass in the housing is designed to direct excessive coolant
flow around the oil cooler for continuous circulation.
REMOVAL
REMOVAL

NOTE: The oil cooler can not be cleaned out. In the event that the engine requires
rebuilding or replacement, replace the oil cooler.
4. Remove the air cleaner housing assembly, upper and lower intake manifolds. Refer to MANIFOLD,
INTAKE, REMOVAL.
5. Remove four bolts (2) and two screws (1) and (3).
6. Remove the oil cooler (4).

7. Remove and discard the oil cooler seals (1).
INSTALLATION
INSTALLATION

NOTE: Always use new dry seals (1) when installing the oil cooler. Do not lubricate the
seals.
1. Install the new oil cooler seals (1) onto the oil filter housing (2).

2. Position the oil cooler (4) on the oil filter housing.

3. Install two screws (1) and (3). Tighten the screws to 4 N.m (35 in. lbs.).
4. Install four bolts (2) and tighten to 12 N.m (106 in. lbs.).
Standard Procedure.
FILTER, ENGINE OIL
REMOVAL
REMOVAL
Fig. 544: Oil Filter Cap, O-Ring Seal & Oil Filter
All engines are equipped with a high quality full-flow, disposable type oil filter. Chrysler Corporation
recommends a Mopar® or equivalent oil filter be used.
CAUTION: When performing an engine oil change, the oil filter cap must be removed.
Removing the oil filter cap releases oil held within the oil filter cavity and
allows it to drain into the sump. Failure to remove the cap prior to
reinstallation of the drain plug will not allow complete draining of the used
engine oil.
1. Place an oil absorbent cloth around the oil filter housing at the base of the oil filter cap.
2. Rotate the oil filter cap (1) counterclockwise and remove the cap (1) and filter (3) from the oil filter
housing.
Fig. 545: O-Ring Seal, Oil Filter Cap & Oil Filter
3. Remove the oil filter (3) from the oil filter cap (2).
4. Remove and discard the O-ring seal (1).
INSTALLATION
INSTALLATION
1. Lightly lubricate the new O-ring seal (1) with clean engine oil.
2. Install the O-ring seal (1) on the filter cap (2).
3. Install the new oil filter (3) into the oil filter cap (2).
4. Thread the oil filter cap (1) into the oil filter housing and tighten to 25 N.m (18 ft. lbs.).
5. Add oil, verify crankcase oil level and start engine. Inspect for oil leaks. Refer to
Engine/Lubrication/OIL - Standard Procedure.
OIL
STANDARD PROCEDURE
ENGINE OIL AND FILTER CHANGE
Change the engine oil and filter at mileage and time intervals described in the Maintenance Schedule. Refer to
Fig. 548: Oil Filter Access Cover, Oil Fill Cap & Oil Level Indicator
1. Run the engine until achieving normal operating temperature.

2. Position the vehicle on a level surface and turn the engine off.
3. Remove the oil filter access cover (1).
NOTE: Graphic shows engine cover removed for clarity.
CAUTION: When performing an engine oil change, the oil filter cap must be
removed. Removing the oil filter cap releases oil held within the oil
filter cavity and allows it to drain into the sump. Failure to remove the
cap prior to reinstallation of the drain plug will not allow complete
draining of the used engine oil.
4. Place an oil absorbent cloth around the oil filter housing at the base of the oil filter cap.
5. Rotate the oil filter cap (1) counterclockwise and remove the cap (1) and filter (3) from the oil filter
housing.
Fig. 550: Oil Pan Drain Plug

7. Place a suitable drain pan under the crankcase drain plug (1).
8. Remove the drain plug (1) from oil pan and allow the oil to drain into the pan. Inspect the drain plug
threads for stretching or other damage. Replace the drain plug and gasket if damaged.
9. Install the drain plug (1) in the oil pan and tighten to 27 N.m (20 ft. lbs.).

11. Remove the oil filter (3) from the oil filter cap (2).
12. Remove and discard the O-ring seal (1).
13. Lightly lubricate the new O-ring seal (1) with clean engine oil.
14. Install the O-ring seal (1) on the filter cap (2).
15. Install the new oil filter (3) into the oil filter cap (2).
NOTE: Graphic shows engine cover removed for clarity.
16. Thread the oil filter cap (1) into the oil filter housing and tighten to 25 N.m (18 ft. lbs.).
Fig. 553: Oil Filter Access Cover, Oil Fill Cap & Oil Level Indicator
17. Remove the oil fill cap (2). Fill the crankcase with the specified type and amount of engine oil. Refer to
CAPACITIES AND RECOMMENDED FLUIDS, SPECIFICATIONS .
18. Install the oil fill cap (2).
20. Stop the engine and check the oil level (3).
OIL FILTER SPECIFICATION
All engines are equipped with a high quality full-flow, disposable type oil filter. When replacing oil filter, use a
Mopar® filter or equivalent.
USED ENGINE OIL DISPOSAL
Care should be exercised when disposing of used engine oil after it has been drained from a vehicle engine.
Refer to the WARNING listed above.
PAN, OIL
DESCRIPTION
DESCRIPTION - OIL PAN
Fig. 554: Upper & Lower Oil Pan

There is an upper and lower oil pan. The upper oil pan is cast aluminum and also serves as the lower end
structural support. The lower pan is a stamped steel design. Both upper and lower oil pans are sealed using
Mopar® Threebond Engine RTV Sealant. The lower oil pan must be removed in order to access all of the upper
oil pan attaching bolts.
Fig. 555: Windage Tray

The high pressure die cast aluminum windage tray is mounted to the main bearing caps and is designed to keep
oil off of the connecting rods as the crankshaft rotates. When the oil is kept off the connecting rods, the engine
rotates easier and oil foaming decreases. Like the oil pan, the windage tray is designed to stiffen the lower end
of the engine. The tray is directional and the main bearing cap bolts hold it in place.
REMOVAL
LOWER OIL PAN

Fig. 556: Lower Oil Pan & Fasteners

3. Remove the front suspension skid plate, if equipped. Refer to PLATE, SKID, FRONT, REMOVAL ,
PLATE, SKID, FRONT SUSPENSION, REMOVAL , PLATE, SKID, FUEL TANK, REMOVAL ,
PLATE, SKID, TRANSMISSION, REMOVAL and PLATE, SKID, TRANSFER CASE,
REMOVAL .
NOTE: The lower oil pan must be removed to access all of the upper oil pan
retaining bolts.
4. Remove twelve bolts (1), two nuts (3) and two studs (2) from the flange of the lower oil pan.
Fig. 557: Removing Lower Oil Pan

CAUTION: Do not pry on the lower oil pan flange. There are no designated pry
points for lower oil pan removal. Prying on only one or a few
locations could bend the flange and damage the pan.
5. Using a pry bar (1), apply a side force to the lower oil pan (2) in order to shear the sealant bond and
remove the pan.
6. Remove all residual sealant (1) from the upper and lower oil pans. Refer to PAN, OIL, CLEANING.
UPPER OIL PAN



5. If equipped, remove the front skid plate and the front suspension skid plate. Refer to UNDER BODY
PROTECTION .
NOTE: The lower oil pan must be removed to access all of the upper oil pan
retaining bolts.
6. Remove the lower oil pan. Refer to PAN, OIL, REMOVAL.


8. Remove the steering gear (1). Refer to GEAR, REMOVAL .

Fig. 563: Rear Oil Seal Retainer Flange Bolts

10. Remove two bolts (1) from the rear oil seal retainer flange.

11. Unclip the transmission cooler line retainer (1) from the oil pan flange.

12. Remove four transmission to the engine oil pan bolts (1).
Fig. 566: Oil Pan Mounting Bolts

13. Remove nineteen oil pan mounting bolts (1).

Fig. 567: Pry Points

14. Using the four indicated pry points, carefully remove the upper oil pan.
15. Remove all residual sealant (1) from the upper and lower oil pans, timing chain cover, rear seal retainer
and engine block mating surfaces. Refer to PAN, OIL, CLEANING.
CLEANING
CLEANING - OIL PAN

Fig. 568: Mopar® Threebond Engine RTV Sealant Locations

Fig. 569: Mopar® Threebond Engine RTV Sealant Location

1. Clean the oil pan in solvent and wipe dry with a clean cloth.
2. Remove all residual sealant (1) from the upper and lower oil pans. Refer to Engine - Standard
Procedure.
INSTALLATION
LOWER OIL PAN

Fig. 570: Mopar® Threebond Engine RTV Sealant Location

1. Clean the upper and lower oil pan mating surfaces with isopropyl alcohol in preparation for sealant
application.


2. Apply a 2 to 3 mm wide bead of Mopar® Threebond Engine RTV Sealant (1) to the lower oil pan as
shown in illustration.

3. Install two studs (2) into the upper oil pan flange.
4. Install the lower oil pan to the upper oil pan with twelve bolts (1) and two nuts (3) tightened to 10.5 N.m
(93 in. lbs.).
CAUTION: Following assembly, the Mopar® Threebond Engine RTV Sealant

must be allowed to dry for 45 minutes prior to adding oil and engine
operation. Premature exposure to oil prior to drying may result in
engine fluid leakage.
UPPER OIL PAN

Fig. 572: Mopar® Threebond Engine RTV Sealant Locations

1. Clean the upper and lower oil pans, timing chain cover, rear seal retainer and engine block mating
surfaces with isopropyl alcohol in preparation for sealant application.


2. Apply a 2 to 3 mm wide bead of Mopar® Threebond Engine RTV Sealant to the upper oil pan as shown
in illustration in the following locations:
 Oil pan to engine block flange (1)
 Two timing cover to engine block T-joints (2)
 Two rear seal retainer to engine block T-joints (3)


CAUTION: Make sure that the rear face of the oil pan is flush to the transmission
bell housing before tightening any of the oil pan mounting bolts. A
gap between the oil pan and the transmission could crack the oil pan
or transmission casting.
3. Install the oil pan to the engine block and flush to the transmission bell housing. Secure the oil pan to the
engine block with nineteen oil pan mounting bolts (1) finger tight.

4. Install four transmission to the engine oil pan bolts (1) and tighten to 55 N.m (41 ft. lbs.).

5. Tighten the nineteen previously installed oil pan mounting bolts (1) to 25 N.m (18 ft. lbs.).
Fig. 576: Rear Oil Seal Retainer Flange Bolts

6. Install two bolts (1) to the rear oil seal retainer flange and tighten to 12 N.m (106 in. lbs.).

7. Install two rubber plugs (1) covering the rear oil seal retainer flange bolts.

8. Clip the transmission cooler line retainer (1) to the oil pan flange.

9. Install the steering gear (1). Refer to GEAR, INSTALLATION .


11. Install the lower oil pan. Refer to PAN, OIL, INSTALLATION.
12. Install the front skid plate, if equipped. Refer to PLATE, SKID, FRONT, INSTALLATION , PLATE,


PICK-UP, OIL PUMP
REMOVAL
REMOVAL - OIL PUMP PICK-UP
Fig. 583: Oil Pick-Up Tube & Bolts


2. Remove the oil pan. Refer to PAN, OIL, REMOVAL.
3. Remove the bolt (3) from the oil pump pick-up tube support bracket.
4. Remove the bolt (2) from the oil pick-up tube and remove the oil pick-up tube (1) from the oil pump.
Fig. 584: Oil Pick-Up Tube O-Ring Seal

5. Remove and discard the O-ring seal (1) from the oil pick-up tube.
INSTALLATION
INSTALLATION - OIL PUMP PICK-UP
Fig. 585: Oil Pick-Up Tube O-Ring Seal

1. Lightly lubricate the new O-ring seal (1) with engine oil and install on the oil pick-up tube.

2. Install the oil pick-up tube (1) with two bolts (2 and 3). Tighten the bolts to 12 N.m (106 in. lbs.).
3. Install the oil pan. Refer to PAN, OIL, INSTALLATION.
PUMP, ENGINE OIL
DESCRIPTION
DESCRIPTION
Fig. 587: Oil Pump Chain

The vane type engine oil pump is mounted to the underside of the cylinder block and is driven by the oil pump
chain off the crankshaft at a 1:1 drive ratio. This pump location improves efficiency compared to an on-
crankshaft location. The pump is driven with a silent chain which is tensioned using a spring loaded tensioner.
The pump is not timed to the engine.
An internal mechanical ball and spring type relief valve prevents excess pressure in the engine by dumping oil
into the sump and provides emergency protection at conditions such as a cold start with high engine speed.
The pump has a moving slide mechanism for variable displacement capability and an on-off solenoid for two-
stage pressure regulation. The pump and the solenoid are not to be disassembled. Both are non-serviceable
items and are to be replaced as a complete assembly.
OPERATION
OPERATION
Fig. 588: Moving Element, On/Off Solenoid & Relief Valve

The engine oil pump features seven vanes and a moving element (1) that continuously adjusts to maintain a
regulated oil pressure supply by varying the displacement of the pump. The pump has two regulated pressure
stages of operation controlled by an on/off solenoid (2). Low pressure mode regulation (solenoid on) is
approximately 200 kPa (29 psi) and high pressure mode regulation (solenoid off) is approximately 450 kPa (65
psi). The Powertrain Control Module (PCM) switches the pump between stages based on engine operating
conditions, oil and coolant temperatures, speed and load. Under most typical conditions, the pump will run in
low mode from idle up to around 3000 rpm, and switch from low to high mode between 3000 and 4000 rpm.
The maximum oil pressure in the engine is limited to 1000 kPa (145 psi) by the relief valve (3). Pressure in the
main oil gallery of the engine can be monitored with diagnostic equipment through the oil pressure sensor
mounted on the rear of the oil filter module. The minimum pressure for the engine is 41 kPa (6 psi) at any
operating condition. Anything under this pressure could result in damage to critical moving parts.
Fig. 589: Moving Element, Main Gallery Oil Pressure, Spring Pressure & Pump Driveshaft
In high pressure mode regulation (solenoid off) main gallery oil pressure (2) is applied to the moving element
(1). The main gallery oil pressure works against spring pressure (3) to move the element to a more concentric
location about the pump driveshaft (4) thus reducing displacement and pump output.
Fig. 590: Chamber & Spring

In low pressure mode regulation (solenoid on) the energized solenoid opens an additional chamber (1) to main
gallery oil pressure increasing the force on the spring (2) to further reduce displacement and output pressure.
REMOVAL
REMOVAL - ENGINE OIL PUMP



3. Remove the oil pump pick-up (1). Refer to PICK-UP, OIL PUMP, REMOVAL.
Fig. 592: Oil Pump Solenoid Electrical Connector

4. Disconnect the engine wire harness from the oil pump solenoid electrical connector (1).
Fig. 593: Oil Pump Solenoid Electrical Connector Retention Lock Tab
5. Depress the connector retention lock tab (1) to disengage the oil pump solenoid electrical connector from
the engine block.
Fig. 594: Oil Pump Solenoid Electrical Connector & Primary Chain Tensioner Mounting Bolt
NOTE: Graphic shows the engine timing cover removed for clarity.
6. Push the oil pump solenoid electrical connector into the engine block, rotate the connector slightly CW,
push it past the primary chain tensioner mounting bolt (1) and into the engine.
Fig. 595: Oil Pump Chain Tensioner & Retaining Pin

7. Push back the oil pump chain tensioner (2) and insert a suitable retaining pin (1) such as a 3 mm Allen
wrench.
Fig. 596: Retaining Pin, Retaining Bolt, Oil Pump Chain & Sprocket
sprocket.
8. Mark the direction of rotation on the oil pump chain (3) and sprocket (4) using a paint pen or equivalent
to aid in reassembly.
NOTE: There are no timing marks on the oil pump gear or chain. Timing of the oil
pump is not required.
9. Remove the oil pump sprocket T45 retaining bolt (2) and remove the oil pump sprocket (4).
Fig. 597: Retaining Pin, Oil Pump Chain Tensioner Spring & Dowel Pin
10. Remove the retaining pin (3) and disengage the oil pump chain tensioner spring (1) from the dowel pin
(2).
11. Remove the oil pump chain tensioner from the oil pump.
Fig. 598: Oil Pump, Locator Pins & Bolts

12. Remove the four oil pump bolts (1) and remove the oil pump (3).
INSPECTION
INSPECTION
Fig. 599: Solenoid Wires, Connector Retention Lock Tab & O-Ring Seal
NOTE: The 3.6L Oil pump is released as an assembly. The assembly includes both the
pump and the solenoid. There are no serviceable sub-assembly components. In
the event the oil pump or solenoid are not functioning or out of specification
they must be replaced as an assembly.
1. Inspect the solenoid wires (1) for cuts or chaffing.

2. Inspect the condition of the connector O-ring seal (3).
3. Inspect the connector retention lock tab (2) for fatigue or damage.
INSTALLATION
INSTALLATION - ENGINE OIL PUMP

Fig. 600: Oil Pump, Locator Pins & Bolts

1. Align the locator pins (2) to the engine block and install the oil pump (3) with four bolts (1). Tighten the
bolts to 12 N.m (106 in. lbs.).
Fig. 601: Retaining Pin, Oil Pump Chain Tensioner Spring & Dowel Pin
2. Install the oil pump chain tensioner on the oil pump.

3. Position the oil pump chain tensioner spring (1) above the dowel pin (2).
4. Push back the oil pump chain tensioner and insert a suitable retaining pin (3) such as a 3 mm Allen
wrench.
Fig. 602: Retaining Pin, Retaining Bolt, Oil Pump Chain & Sprocket
NOTE: There are no timing marks on the oil pump gear or chain. Timing of the oil
pump is not required.
sprocket.
5. Place the oil pump sprocket (4) into the oil pump chain (3). Align the oil pump sprocket with the oil
pump shaft and install the sprocket. Install the T45 retaining bolt (2) and tighten to 25 N.m (18 ft. lbs.).
6. Remove the retaining pin (1). Verify that the oil pump chain is centered on the tensioner and crankshaft
sprocket.
7. Rotate the crankshaft CW one complete revolution to verify proper oil pump chain installation.
Fig. 603: Oil Pump Solenoid Electrical Connector & Primary Chain Tensioner Mounting Bolt
NOTE: Graphic shows the engine timing cover removed for clarity.
8. Position the oil pump solenoid electrical connector (2) into the engine block. Rotate the connector so that
it can be pushed past the primary chain tensioner mounting bolt (1). Then rotate the connector slightly
CCW and push it into the engine block until it locks in place.
Fig. 604: Oil Pump Solenoid Electrical Connector Retention Lock Tab
9. Verify that the oil pump solenoid electrical connector retention lock tab (1) is engaged to the engine
block.
Fig. 605: Oil Pump Solenoid Electrical Connector

10. Connect the engine wire harness to the oil pump solenoid electrical connector (1).

11. Install the oil pump pick-up (1). Refer to PICK-UP, OIL PUMP, INSTALLATION.
12. Install the oil pan. Refer to PAN, OIL, INSTALLATION.
CAUTION: A MIL or low oil pressure indicator that remains illuminated for more
than 2 seconds may indicate low or no engine oil pressure. Stop the
engine and investigate the cause of the indication.
15. Start and run the engine until it reaches normal operating temperature.
JET, PISTON OIL COOLER
DESCRIPTION
DESCRIPTION
Fig. 607: Engine Blocked-Mounted Oil Jets

The 3.6 liter engine has three engine blocked-mounted oil jets (1) installed to cool the underside of each piston.
The oil jets are fed by the main oil gallery, and spray upward on the bottom of the pistons and cylinder walls.
Each set of jets has a check valve which closes below 2.5 bar (35 psi) to maintain ample oil pressure at idle. All
three sets of oil jets are identical and seal to the engine block using an o-ring and fastener.
REMOVAL
REMOVAL
Fig. 608: Piston Oil Cooler Jet & Bolt

NOTE: Piston oil cooler jet for cylinders one/two shown in illustration. Piston oil cooler
jets for cylinders three/four and five/six are similar.
1. Remove the crankshaft. Refer to CRANKSHAFT, REMOVAL.

2. Remove the bolt (1) and the piston oil cooler jet(s) (2) from the engine block.
Fig. 609: Piston Oil Cooler Jet O-Ring Seal

3. Remove and discard the O-ring seal (1) from the piston oil cooler jet(s).
INSTALLATION
INSTALLATION
Fig. 610: Piston Oil Cooler Jet O-Ring Seal

1. Lubricate a new O-ring seal (1) with engine oil and install on the piston oil cooler jet(s).
Fig. 611: Piston Oil Cooler Jet & Bolt

NOTE: Piston oil cooler jet for cylinders one/two shown in illustration. Piston oil
cooler jets for cylinders three/four and five/six are similar.
2. Install the piston oil cooler jet(s) (2) into the engine block and tighten the retaining bolt (1) to 6 N.m (53
in. lbs.).
3. Install the crankshaft. Refer to CRANKSHAFT, INSTALLATION.
SENSOR, OIL PRESSURE
DESCRIPTION
DESCRIPTION
The oil pressure sensor (2) is located on the oil filter housing (3). The oil pressure sensor is a three wire sensor
with a tapered threaded sensor port. The sensor port is mounted to the oil filter housing through an access hole.
A thread lock patch seals the oil pressure sensor to the oil filter housing.
OPERATION
OPERATION
Fig. 613: Oil Pressure Sensor

The oil pressure sensor is a silicon based sensing unit that measures the pressure of the engine oil. The
Powertrain Control Module (PCM) supplies a 5 volt reference and a ground to the sensor. The input to the PCM
occurs on the signal return circuit. The oil pressure sensor is a linear sensor; as pressure changes, voltage
changes proportionately and returns a voltage signal to the PCM that reflects oil pressure. The zero pressure
reading is 0.5 volt and full scale is 4.5 volt.
REMOVAL
REMOVAL
Fig. 614: Lower Intake Manifold & Attaching Bolts

1. Release fuel system pressure. Refer to FUEL SYSTEM PRESSURE RELEASE .


3. Remove the air inlet hose, upper intake manifold and lower intake manifold with the fuel injectors and
fuel rail (2). Refer to MANIFOLD, INTAKE, REMOVAL.
Fig. 615: Oil Temperature Sensor Electrical Connector, Oil Pressure Sensor Electrical Connector,
Oil Filter Housing, Heater Hose & Bolts
4. Disconnect the oil pressure sensor electrical connector (4).
5. Remove the oil pressure sensor (2) from the oil filter housing (3).
INSTALLATION
INSTALLATION
1. Install the oil pressure sensor (2) and tighten to 20 N.m (177 in. lbs.).
2. Connect the oil pressure sensor electrical connector (3).

SENSOR, OIL TEMPERATURE

DESCRIPTION
DESCRIPTION
The oil temperature sensor (1) is located on the oil filter housing (3). The oil temperature sensor is a two wire
sensor with a tapered threaded sensor probe. The sensor probe is mounted to the oil filter housing through an
access hole. A thread lock patch seals the oil temperature sensor to the oil filter housing.
OPERATION
OPERATION
Fig. 620: Oil Temperature Sensor

The oil temperature sensor is a variable resistor that measures the temperature of the engine oil. The Powertrain
Control Module (PCM) supplies a 5 volt reference and a ground to the sensors low reference signal circuit.
When the oil temperature is low, the sensor resistance is high. When the oil temperature is high, the sensor
resistance is low.
REMOVAL
REMOVAL


3. Remove the air inlet hose, upper intake manifold and lower intake manifold with the fuel injectors and
fuel rail (2). Refer to MANIFOLD, INTAKE, REMOVAL.
Fig. 622: Oil Temperature Sensor Electrical Connector, Oil Pressure Sensor Electrical Connector,
Oil Filter Housing, Heater Hose & Bolts
4. Disconnect the oil temperature sensor electrical connector (5).
5. Remove the oil temperature sensor (1) from the oil filter housing (3).
INSTALLATION
INSTALLATION
Install the oil temperature sensor (1) and tighten to 20 N.m (177 in. lbs.).
1. Connect the oil temperature sensor electrical connector (4).

MANIFOLDS
MANIFOLD, INTAKE
DESCRIPTION
DESCRIPTION
UPPER INTAKE MANIFOLD
Fig. 626: Upper Intake Manifold Design

The upper intake manifold is an injection molded nylon composite design. The upper intake manifold is sealed
to the lower intake manifold using six individual press-in-place port silicone gaskets. Replace the gaskets
whenever the upper intake manifold is removed from the engine. There is a silencer pad positioned between the
upper and lower intake manifolds for improved noise, vibration and harshness (NVH). The left cylinder head
cover has two alignment posts to aid proper installation of the silencer pad. The seven upper intake manifold
fasteners thread directly into the composite lower intake manifold and are a self-taping design. If the upper
intake manifold is damaged or cracked, it must be replaced.
The Electronic Throttle Control (ETC) and Manifold Air Pressure (MAP) sensor are attached directly to the
upper intake manifold. The upper intake manifold also provides vacuum ports for brake booster, positive
crankcase ventilation (PCV) and emissions control.
LOWER INTAKE MANIFOLD

Fig. 627: Lower Intake Manifold Design

The lower intake manifold is an injection molded nylon composite design. The lower intake manifold is sealed
to the cylinder heads using six individual press-in-place port silicone gaskets. Replace the gaskets whenever the
lower intake manifold is removed from the engine. The seven upper intake manifold fasteners thread directly
into the composite lower intake manifold and are a self-taping design.
The fuel injection fuel rail is also a composite design. The four fuel rail fasteners thread directly into the
composite lower intake manifold and are a self-taping design. The lower intake manifold can be serviced
without removing the fuel injector rail. The fuel rail and fuel injectors must be installed into the lower intake
manifold as an assembly. Do not attempt to install the fuel rail when the injectors are in the manifold. Always
install new O-rings on the fuel injectors.
If the lower intake manifold is damaged or cracked, it must be replaced.
DIAGNOSIS AND TESTING - 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.
REMOVAL


Fig. 630: Brake Booster Hose Retainer

7. Disengage the brake booster hose retainer (1) from the upper intake manifold.
Fig. 631: MAP Sensor, ETC, PCV Hose, Brake Booster Vacuum Hose, EVAP Vapor Purge Line,
Clip & Wire Harness Retainer
8. Disconnect the electrical connectors from the Manifold Absolute Pressure (MAP) sensor (2) and the
Electronic Throttle Control (ETC) (4).
9. Disengage the ETC harness from the clip (5) on the throttle body. Disengage the wire harness retainer (1)
from the upper intake manifold near the MAP sensor and reposition the wire harness.
10. Disconnect the following hoses from the upper intake manifold:
 Positive Crankcase Ventilation (PCV) (7)
 vapor purge (3)
 brake booster (6)
11. Disengage the wire harness retainer (4) from the studbolt (3).
12. Remove two nuts (1), loosen the studbolt (3) and reposition the upper intake manifold support bracket (2).
13. Remove the nut (2) from the support bracket of the heater core return tube (3).
Fig. 634: Nuts, Stud Retainers & Upper Intake Manifold Support Brackets
14. Remove two nuts (1), loosen two studbolts (3) and reposition the two upper intake manifold support
brackets (2).

NOTE: The upper intake manifold attaching bolts are captured in the upper intake
manifold. Once loosened, the bolts will have to be lifted out of the lower
intake manifold and held while removing the upper intake manifold.
NOTE: Exercise care not to inadvertently loosen the two fuel rail attachment bolts
that are in close proximity of the upper intake manifold attaching bolts.
15. Remove seven upper intake manifold attaching bolts (1) and remove the upper intake manifold (2).

16. Remove and discard the six upper to lower intake manifold seals (1).
17. Cover the open intake ports to prevent debris from entering the engine.
18. If required, remove the insulator (2) from the LH cylinder head cover.
REMOVAL - LOWER INTAKE MANIFOLD


WARNING: The fuel system is under constant pressure even with engine off. Before
servicing the fuel rail, fuel system pressure must be released.



Fig. 639: Fuel Supply Hose & Fuel Injector Electrical Connectors
5. Disconnect the fuel supply hose (1) from the fuel rail. Refer to STANDARD PROCEDURE - QUICK-
CONNECT FITTINGS .
6. Disconnect the fuel injector electrical connectors (2).
Fig. 640: Injection/Ignition Harness Retainer & Main Wire Harness Retainer
7. Disengage the injection/ignition harness retainer (1) form the rear of the lower intake manifold.
8. Disengage the main wire harness retainer (2) form the rear of the lower intake manifold.

9. Remove the eight lower intake manifold attaching bolts (1).

10. Remove the lower intake manifold (2) with the fuel injectors and fuel rail.
Fig. 642: Lower Intake Manifold To Cylinder Head Seals

11. Remove and discard the six lower intake manifold to cylinder head seals (1).
Fig. 643: Fuel Rail & Retaining Bolts

12. If required, remove the fuel rail (2) and fuel injectors from the lower intake manifold. Refer to RAIL,
FUEL, REMOVAL .
INSPECTION
INSPECTION
Fig. 644: Non-Repairable Damage To Lower Intake Manifold Due To Cross Threading Of An Upper
Intake Manifold Attaching Bolt
NOTE: When the upper intake manifold (3) and lower intake manifold (1) are not aligned
properly, cross threading of the upper intake manifold attaching bolts can
occur. The graphic shows non-repairable damage to the lower intake manifold
(1) due to cross threading of an upper intake manifold attaching bolt (2).
Check both the upper and lower intake manifolds for:
 Damage and cracks

 Gasket surface damage or warping
Check the lower intake manifold for:
 Damaged fuel injector ports
If either the upper or lower manifold exhibits any damaged or warped conditions, replace the manifold.
INSTALLATION
Fig. 645: Fuel Rail Bolt Tightening Sequence

NOTE: Prior to installing the upper intake manifold, verify that the four fuel rail bolts
were not inadvertently loosened. The bolts must tightened in the sequence
shown in illustration to 7 N.m (62 in. lbs.). Refer to RAIL, FUEL, INSTALLATION .

1. Clean and inspect the sealing surfaces. Install new upper to lower intake manifold seals (1).
NOTE: Make sure the fuel injectors and wiring harnesses are in the correct
position so that they don't interfere with the upper intake manifold
installation.
2. If removed, install the insulator (2) to the two alignment posts (3) on top of the LH cylinder head cover.
Fig. 647: Upper Intake Attaching Bolts, Locating Posts & Holes
3. Lift and hold the seven upper intake attaching bolts (1) clear of the mating surface. Back the bolts out
slightly or if required, use an elastic band to hold the bolts clear of the mating surface.
4. Position the upper intake manifold (1) onto the lower intake manifold so that the two locating posts (2) on
the upper intake manifold align with corresponding holes (3) in the lower intake manifold.

5. Install the seven upper intake manifold attaching bolts. Tighten the bolts in the sequence shown in
illustration to 8 N.m (71 in. lbs.).
6. Install two nuts (1) to the upper intake manifold support bracket (2). Tighten the nuts (1) to 10 N.m (89
in. lbs.) and tighten the studbolt (3) to 20 N.m (177 in. lbs.)
7. Engage the wire harness retainer (4) to the studbolt (3).
Fig. 650: Nuts, Stud Retainers & Upper Intake Manifold Support Brackets
8. Install two upper intake manifold support brackets (2) with two studbolts (3) and two nuts (1). Tighten the
studbolts (3) to 20 N.m (177 in. lbs.) and tighten the nuts (1) to 10 N.m (89 in. lbs.).
lbs.).
Fig. 652: MAP Sensor, ETC, PCV Hose, Brake Booster Vacuum Hose, EVAP Vapor Purge Line,
Clip & Wire Harness Retainer
10. Connect the following hoses to the upper intake manifold:

 Positive Crankcase Ventilation (PCV) (7)
 vapor purge (3)
 brake booster (6)
11. Connect the electrical connectors to the Manifold Absolute Pressure (MAP) sensor (2) and the Electronic
Throttle Control (ETC) (4).
12. Secure the ETC harness to the clip (5) on the throttle body and engage the wire harness retainer (1) to the
upper intake manifold near the MAP sensor.
Fig. 653: Brake Booster Hose Retainer

13. Engage the brake booster hose retainer (1) to the upper intake manifold.
4 N.m (35 in. lbs.).


INSTALLATION - LOWER INTAKE MANIFOLD

Fig. 656: Lower Intake Manifold To Cylinder Head Seals

1. Clean and inspect the sealing surfaces. Install new lower intake manifold to cylinder head seals (1).

2. If removed, install the fuel injectors and the fuel rail (1) to the lower intake manifold. Tighten the four
bolts in the sequence shown in illustration to 7 N.m (62 in. lbs.). Refer to RAIL, FUEL,
INSTALLATION .
Fig. 658: Intake Manifold Retaining Bolts Tightening Sequence

3. Position the lower intake manifold (1) on the cylinder head surfaces.
4. Install the manifold attaching bolts and tighten in the sequence shown in illustration to 8 N.m (71 in. lbs.).
Fig. 659: Injection/Ignition Harness Retainer & Main Wire Harness Retainer
5. Engage the main wire harness retainer (2) to the rear of the lower intake manifold.
6. Engage the injection/ignition harness retainer (1) to the rear of the lower intake manifold.
Fig. 660: Fuel Supply Hose & Fuel Injector Electrical Connectors
7. Connect the fuel injector electrical connectors (2).

8. Connect the fuel supply hose to the fuel rail (1). Refer to STANDARD PROCEDURE - QUICK-
CONNECT FITTINGS .


MANIFOLD, EXHAUST
DESCRIPTION
DESCRIPTION
Fig. 663: Aluminum Cylinder Head

The 3.6L aluminum cylinder heads are a unique design with left and right castings. The exhaust manifolds are
integrated into the cylinder heads. If any damaged is found to the exhaust manifold portion, the cylinder head
must be removed for repair or replacement. Refer to CYLINDER HEAD, REMOVAL.
VALVE TIMING
DESCRIPTION
DESCRIPTION
Fig. 664: Valve Timing System Components

The timing drive uses four silent chains. The silent chain link design improves sprocket engagement and
reduces noise, vibration and harshness (NVH). One chain (5) drives the oil pump (4) and three chains drive the
camshafts in a two stage design. The left secondary camshaft chain (1) uses an oil pressure controlled chain
tensioner (9) with a ratcheting device. The right secondary camshaft chain (8) uses an oil pressure controlled
tensioner (7) without a ratchet. The primary chain (2) also uses an oil pressure controlled tensioner (6) without a
ratchet. A spring loaded tensioner (3) takes up the slack in the oil pump chain (5). The chain guides and
tensioner arms are made of glass filled nylon with nylon wear faces.
OPERATION
OPERATION
Fig. 665: Primary Chain, Idler Sprocket & Crankshaft Sprocket

The primary timing chain is a silent type. The primary chain drives the 28 tooth idler sprocket directly from a
21 tooth crankshaft sprocket. This results in a 75% speed reduction to the idler sprocket. The idler sprocket
assembly connects the primary chain drive and the secondary chain drive. The idler sprocket assembly consists
of two integral 22 tooth sprockets a 28 tooth sprocket. The idler sprocket assembly spins on a stationary idler
shaft. The idler shaft is a light press-fit into the cylinder block. A large washer on the idler shaft bolt and the
rear flange of the idler shaft are used to control sprocket thrust movement. Pressurized oil is routed through the
center of the idler shaft to provide lubrication for the bushings used in the idler sprocket assembly. Primary
chain motion is controlled by a hydraulic oil damped tensioner and a fixed guide. The tensioner and the guide
both use nylon plastic wear faces for low friction and long wear. The primary chain receives oil splash
lubrication.
Fig. 666: Secondary Drive Chains

There are two identical secondary drive chains, both are silent type, one to drive the camshafts in each double
overhead cam (DOHC) cylinder head. The secondary chains drive the 33 tooth camshaft sprockets directly from
the 22 tooth idler sprockets. This speed reduction combined with the crankshaft to idler sprocket speed
reduction produces the required 2:1 camshaft drive ratio. A fixed chain guide and a hydraulic oil damped
tensioner are used to maintain tension in each secondary chain system. The left hydraulic secondary chain
tensioner is fed from the main oil gallery through the cylinder head. The right hydraulic secondary chain
tensioner is fed from the number one main bearing journal. Each tensioner incorporates a controlled leak path
through a device known as a vent disc located in the nose of the piston to manage chain loads. Only the left
tensioner has a mechanical ratchet system that limits chain slack if the tensioner piston bleeds down after engine
shut down. The tensioner arms and guides also utilize nylon wear faces for low friction and long wear. The two
secondary timing chains are lubricated by holes in the oil controlled tensioners that spray oil through an opening
in the tensioner arms. The holes are protected from clogging by a fine mesh screen which is located on the back
of the hydraulic tensioners.
STANDARD PROCEDURE
RESETTING LEFT CAM CHAIN TENSIONER

Fig. 667: Left Side Cam Chain Tensioner Ratchet Components

The left side cam chain tensioner used on the 3.6L engine is equipped with a ratchet. The ratchet consists of a
rack (2) and a pawl (1). In use, the rack (2) extends with the piston (3) from the tensioner body. The pawl (1)
will not allow the rack (2) to retract back into the tensioner body. In order to reset the tensioner, the pawl (1)
must be disengaged from the rack (2) so that the piston (3) and rack (2) can be pushed back (4) into the
tensioner body.
WITH ENGINE TIMING COVER REMOVED
Fig. 668: Locating Slot In Rack & Allen Wrench

NOTE: The slot (2) in the rack provides an anchor point for a pin that holds the rack in
the retracted position.
1. Using a suitable tool, such as an allen wrench (1), lift the pawl off of the rack.
2. While holding the pawl off of the rack, push the rack and the piston into the tensioner body.
Fig. 669: Inserting Tensioner Pin To Hold Rack & Piston In Retracted Position
3. When the slot is aligned with the hole in the tensioner body, insert Tensioner Pin (special tool #8514,
Pins, Tensioner) (1) to hold the rack and piston in the retracted position.
WITH ENGINE TIMING COVER INSTALLED
Fig. 670: Pin, Rack & Timing Chain Holder

NOTE: Graphic shows timing cover removed for clarity.

1. Using (special tool #10200-3, Pin) (2), lift the pawl off of the rack (3).
Fig. 671: Positioning Timing Chain Holder To Force Rack & Piston Back Into Tensioner Body
2. While holding the pawl off of the rack, push (special tool #10200-1, Holder, Timing Chain, Left Side) (1)
into place between the cylinder head and the cam chain guide to force the rack and piston back into the
tensioner body. The holder must remain in place during service to keep the rack and piston in the
retracted position.
MEASURING TIMING CHAIN WEAR

1. Remove the engine timing chain cover. Refer to COVER(S), ENGINE TIMING, REMOVAL.
2. To determine if the timing chains are worn, rotate the crankshaft clockwise until maximum tensioner
piston extension (1) is obtained on the RH cam chain tensioner (2). Measure the distance between the
secondary timing chain tensioner housing and the step ledge on the tensioner piston (1). Piston extension
(1) must be less than 16 mm (0.630 in.).
3. Piston extension greater than 16 mm (0.630 in.) indicates that all timing chains are worn and require
replacement. Refer to CHAIN AND SPROCKETS, TIMING, REMOVAL.
ENGINE TIMING VERIFICATION


Correct timing is critical for the NON free-wheeling designed, 3.6L engine. Engine timing can be verified by
using the following procedures:
1. Remove the upper intake manifold and both cylinder head covers. Refer to COVER(S), CYLINDER
HEAD, REMOVAL.
engine, such as the cylinder head cover mounting surface. Position the indicator probe into the number
one cylinder, rotate the crankshaft clockwise (as viewed from the front) to place the number one piston at
top-dead-center on the exhaust stroke and set the indicator dial to ZERO .
Fig. 675: Arrows, Scribe Lines & Cam Phasers

4. While maintaining this alignment, verify that the ARROWS (1) on the left side cam phasers point toward
each other and are parallel to the cylinder head cover mounting surface (2) and that the right side cam
phaser ARROWS (3) point away from each other and the SCRIBE LINES (5) are parallel to the
cylinder head cover mounting surface (4).
6. If the engine timing is not correct, proceed to Timing Chain and Sprockets for service procedures. Refer
to CHAIN AND SPROCKETS, TIMING, REMOVAL.
REMOVAL
REMOVAL


installed, DO NOT rotate the camshafts or crankshaft without first locating
the proper crankshaft position. Failure to do so will result in valve and/or
piston damage.
NOTE: The Variable Valve Timing (VVT) assemblies (Phasers) and Oil Control Valves
(OCVs) can be serviced without removing the engine timing cover. Refer to
ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL VALVE,
REMOVAL.

2. Remove the air cleaner housing assembly and upper intake manifold. Refer to MANIFOLD, INTAKE,
REMOVAL.
3. Remove both cylinder head covers. Refer to COVER(S), CYLINDER HEAD, REMOVAL.
7. Remove the oil pan, accessory drive belts, crankshaft vibration damper and engine timing cover. Refer to
COVER(S), ENGINE TIMING, REMOVAL.
8. Rotate the crankshaft clockwise (as viewed from the front) to place the number one cylinder piston at top-
dead-center on the exhaust stroke by aligning the dimple (4) on the crankshaft with the block/bearing cap
junction (5).
sprocket.
11. Mark the direction of rotation on the following timing chains using a paint pen or equivalent to aid in
reassembly:
 Left side cam chain
 Right side cam chain
 Oil pump chain
 Primary chain
Fig. 681: Resetting Right Cam Chain Tensioner

12. Reset the right side cam chain tensioner by pushing back the tensioner piston and installing Tensioner Pin
Fig. 682: Resetting Left Cam Chain Tensioner

13. Reset the left side cam chain tensioner by lifting the pawl (1), pushing back the piston (2) and installing
Procedure.
Fig. 683: Oil Pump Chain Tensioner, Spring, Retaining Bolt, Dowel Pin, Oil Pump Sprocket & Oil
Pump Chain
14. Disengage the oil pump chain tensioner spring (3) from the dowel pin (2) and remove the oil pump chain
tensioner (1).
15. Remove the oil pump sprocket T45 retaining bolt (4) and remove the oil pump sprocket (5) and oil pump
chain (6).
16. Install the (special tool #10202-1, Lock, Camshaft/Phaser, Right Side) (1) with the tool number facing up.
18. Remove the (special tool #10202-1, Lock, Camshaft/Phaser, Right Side) (1).
19. Remove the oil control valve (2) from the right side intake cam phaser.
20. Pull the right side intake cam phaser off of the camshaft and remove the right side cam chain.
21. If required, remove the oil control valve (3) and pull the right side exhaust cam phaser off of the
camshaft.
22. Install the (special tool #10202-2, Lock, Camshaft/Phaser, Left Side) (1) with the tool number facing up.
24. Remove the (special tool #10202-2, Lock, Camshaft/Phaser, Left Side) (1).
25. Remove the oil control valve (2) from the left side exhaust cam phaser.
26. Pull the left side exhaust cam phaser off of the camshaft and remove the left side cam chain.
27. If required, remove the oil control valve (3) and pull the left side intake cam phaser off of the camshaft.
Fig. 686: Primary Chain Tensioner, Tensioner Pin, Primary Chain Guide & Bolts
28. Reset the primary chain tensioner (5) by pushing back the tensioner piston and installing Tensioner Pin
(special tool #8514, Pins, Tensioner) (3). Remove two T30 bolts (4) and remove the primary chain
tensioner.
29. Remove the T30 bolt (1) and the primary chain guide (2).
Fig. 687: Timing Chain Plated Link At 12 O'Clock, Washer, Retaining Bolt, Block/Bearing Cap
Junction & Dimple
30. Remove the idler sprocket T45 retaining bolt (2) and washer (3).
31. Remove the primary chain, idler sprocket and crankshaft sprocket as an assembly.
32. If required, remove two T30 bolts (6) and the left side cam chain tensioner (5).
33. If required, remove two T30 bolts (4) and the left side cam chain guide (2) and tensioner arm (1).
34. If required, remove two T30 bolts (4) and the right side cam chain tensioner (3).
35. If required, remove three T30 bolts (2) and the right side cam chain guide (1) and tensioner arm (6).
36. Inspect all sprockets and chain guides. Replace if damaged.
INSPECTION
INSPECTION

Prior to disassembly of the timing chains and sprockets, measure the timing chain wear (1). Refer to
Engine/Valve Timing - Standard Procedure.
Inspect the following valve timing components:
 Sprockets for excessive tooth wear. Some tooth markings are normal and not a cause for sprocket
replacement.
 Idler sprocket assembly bushing and shaft for excessive wear.
 Chain guides and tensioner arms. Replace these parts if grooving in plastic face is more than 1 mm (0.039
in.) deep.
 Secondary chain tensioner piston and ratcheting device. Inspect for evidence of heavy contact between
tensioner piston and tensioner arm. If this condition exist the tensioner arm and chain should be replaced.
 Primary chain tensioner plastic faces. Replace as required.
INSTALLATION
INSTALLATION

1. Inspect all sprockets and chain guides. Replace if damaged.

2. If removed, install the right side cam chain guide (1) and tensioner arm (6). Tighten attaching T30 bolts
(2) to 12 N.m (106 in. lbs.).
3. If removed, install the right side cam chain tensioner (3) to the engine block with two bolts (4). Tighten
the T30 bolts (4) to 12 N.m (106 in. lbs.).
4. Reset the right side cam chain tensioner (3) by pushing back the tensioner piston and installing Tensioner
Pin (special tool #8514, Pins, Tensioner) (5).
5. If removed, install the left side cam chain guide (2) and tensioner arm (1). Tighten attaching T30 bolts (4)
to 12 N.m (106 in. lbs.).
6. If removed, install the left side cam chain tensioner (5) to the cylinder head with two bolts (6). Tighten
the T30 bolts (6) to 12 N.m (106 in. lbs.).
7. Reset the left side cam chain tensioner (5) by lifting the pawl (3), pushing back the piston and installing
Procedure.
Fig. 694: Crankshaft Key, Dimple & Block/Bearing Cap Junction

8. Verify that the key (3) is installed in the crankshaft.

CAUTION: Do not rotate the crankshaft more than a few degrees independently
of the camshafts. Piston to valve contact could occur resulting in
possible valve damage. If the crankshaft needs to be rotated more
than a few degrees, first remove the camshafts. Refer to CAMSHAFT,
ENGINE, REMOVAL.
9.
10. Verify that the number one cylinder piston is positioned at top-dead-center by aligning the dimple (2) on
the crankshaft with the block/bearing cap junction (1).

possible valve damage. If the camshafts need to be rotated more than
a few degrees, first move the pistons away from the cylinder heads
by rotating the crankshaft counterclockwise to a position 30° before-
top-dead-center. Once the camshafts are returned to their top-dead-
center position, rotate the crankshaft clockwise to return the
crankshaft to top-dead-center.
11.
Fig. 696: Aligning Arrow With Plated Link On Primary Chain

sprocket.
13. Place the primary chain onto the crankshaft sprocket (3) so that the arrow (2) is aligned with the plated
link (1) on the timing chain.
Fig. 697: Placing Idler Sprocket Into Timing Chain So That Dimple Is Aligned With Plated Link
On Timing Chain
14. While maintaining this alignment, invert the crankshaft sprocket and timing chain and place the idler
sprocket (4) into the timing chain so that the dimple (2) is aligned with the plated link (1) on the timing
chain.
Fig. 698: Timing Chain Plated Link At 12 O'Clock, Washer, Retaining Bolt, Block/Bearing Cap
Junction & Dimple
15. While maintaining this alignment, lubricate the idler sprocket bushing with clean engine oil and install the
sprockets and timing chain on the engine. To verify that the timing is still correct, the timing chain plated
link (6) should be located at 12:00 (1) when the dimple (5) on the crankshaft is aligned with the
block/bearing cap junction (4).
16. Install the idler sprocket retaining bolt (2) and washer (3). Tighten the T45 bolt (2) to 25 N.m (18 ft. lbs.).
Fig. 699: Primary Chain Tensioner, Tensioner Pin, Primary Chain Guide & Bolts
17. Install the primary chain guide (2). Tighten attaching T30 bolt (1) to 12 N.m (106 in. lbs.).
18. Reset the primary chain tensioner (5) by pushing back the tensioner piston and installing Tensioner Pin
19. Install the primary chain tensioner (5) to the engine block with two bolts (4). Tighten the T30 bolts (4) to
12 N.m (106 in. lbs.) and remove the Tensioner Pin (special tool #8514, Pins, Tensioner) (3).
20. Press the left side intake cam phaser onto the intake camshaft. Install and hand tighten the oil control
valve (6).
Fig. 701: Idler Sprocket, Plated Link & Arrow

NOTE: The left side and right side cam chains are identical.
sprocket.
21. Drape the left side cam chain over the left side intake cam phaser and onto the idler sprocket (1) so that
the arrow (3) is aligned with the plated link (2) on the cam chain.
the plated links are aligned with the phaser timing marks (1). Position the left side cam phasers so that the
arrows (3) point toward each other and are parallel to the cylinder head cover mounting surface (5). Press
the exhaust cam phaser onto the exhaust cam, install and hand tighten the oil control valve (2).
23. Install the (special tool #10202-2, Lock, Camshaft/Phaser, Left Side) (4) with the tool number facing up.
25. Remove the Camshaft Phaser Lock (4).
26. Press the right side exhaust cam phaser onto the exhaust camshaft. Install and hand tighten the oil control
valve (7).
Fig. 704: Idler Sprocket, Dimple & Plated Link

sprocket.
27. Drape the right side cam chain over the right side exhaust cam phaser and onto the idler sprocket (1) so
that the dimple (2) is aligned with the plated link (3) on the cam chain.
the plated links are aligned with the phaser timing marks (1). Position the right side cam phasers so that
the arrows (3) point away from each other and the scribe lines (4) are parallel to the cylinder head cover
mounting surface (6). Press the intake cam phaser onto the intake cam, install and hand tighten the oil
control valve (2).
29. Install the (special tool #10202-1, Lock, Camshaft/Phaser, Right Side) (5) with the tool number facing up.
31. Remove the Camshaft Phaser Lock (5).
Fig. 706: Oil Pump Chain Tensioner, Spring, Retaining Bolt, Dowel Pin, Oil Pump Sprocket & Oil
Pump Chain
NOTE: There are no timing marks on the oil pump gear or chain.
sprocket.
32. Place the oil pump sprocket (5) into the oil pump chain (6). Place the oil pump chain onto the crankshaft
sprocket while aligning the oil pump sprocket with the oil pump shaft. Install the oil pump sprocket T45
retaining bolt (4) and tighten to 25 N.m (18 ft. lbs.).
33. Install the oil pump chain tensioner (1). Insure that the spring (3) is positioned above the dowel pin (2).
34. Remove the Tensioner Pins (special tool #8514, Pins, Tensioner) (1) and (6) from the right side and left
side cam chain tensioners.
35. Rotate the crankshaft clockwise (as viewed from the front) two complete revolutions stopping when the
dimple (4) on the crankshaft is aligned with the block/bearing cap junction (5).
37. There should be 12 chain pins (2) BETWEEN the exhaust cam phaser triangle marking (1) and the intake
cam phaser circle marking (3) as viewed from either the front or rear of the cam phasers.
39. Install the engine timing cover, crankshaft vibration damper, accessory drive belts and oil pan. Refer to
COVER(S), ENGINE TIMING, INSTALLATION.
41. Install the cylinder head covers. Refer to COVER(S), CYLINDER HEAD, INSTALLATION.
INSTALLATION.
Standard Procedure.
components.
REMOVAL
REMOVAL - ENGINE TIMING COVER

Fig. 709: Upper Radiator Hose & Thermostat Housing


3. Remove the electric vacuum pump. Refer to PUMP, ELECTRIC VACUUM, REMOVAL .
4. Remove the upper radiator hose (2) and thermostat housing (1). Refer to THERMOSTAT,
REMOVAL .
Fig. 710: Radiator Hose & Heater Hose

5. Remove the heater core return hose (1) from the water pump housing.
6. Remove the lower radiator hose (2) from the water pump housing.
Fig. 711: Heater Core Supply Hose & Coolant Outlet Housing
7. Remove the heater core supply hose (1) from the coolant outlet housing (2).
8. Remove the bolt (2) and reposition the heater core supply tube (1).
10. Remove the accessory drive belt tensioner (7). Refer to TENSIONER, BELT, REMOVAL .
11. Remove the accessory idler pulley (1). Refer to PULLEY, IDLER, REMOVAL .
12. Remove the power steering pump pulley (5). Refer to PULLEY, POWER STEERING PUMP,
REMOVAL .
13. Remove the crankshaft vibration damper (6). Refer to DAMPER, VIBRATION, REMOVAL.
14. Remove the right and left cylinder head covers. Refer to COVER(S), CYLINDER HEAD,
REMOVAL.
15. Remove the upper and lower oil pans. Refer to PAN, OIL, REMOVAL.
Fig. 714: Timing Cover Attaching Bolts

NOTE: It is not necessary to remove the water pump or the coolant outlet housing
for engine timing cover removal.
16. Remove the following timing cover attaching bolts:

 Three M10 bolts (1)
 One M8 bolt (2)
 Twenty-three M6 bolts (3)

Fig. 715: Timing Cover Removal Pry Points

17. Using the seven indicated pry points, carefully remove the timing cover.
Fig. 716: Coolant Outlet Housing, Water Pump & Bolts

18. If required, remove the remaining four M6 bolts (2) and the coolant outlet housing (1) from the engine
timing cover.
19. If required, remove the remaining four M6 bolts (4) and the water pump (3) from the engine timing cover.
Fig. 717: Sealant At Cylinder Head Bosses, Right & Left Flanges, Cylinder Head-To-Engine Block
T-Joints & Cover To Right Cam Chain Tensioner Gap
20. Remove all residual sealant from the timing chain cover, cylinder head and engine block mating surfaces.
Refer to Engine - Standard Procedure.
Fig. 718: Coolant Outlet Housing Gasket & Water Pump Gasket
21. Remove and discard the coolant outlet housing gasket (1) and the water pump gasket (2).
INSTALLATION
INSTALLATION - ENGINE TIMING COVER
Fig. 719: Coolant Outlet Housing, Water Pump & Bolts

1. If removed, install the coolant outlet housing (1) to the timing cover with a new gasket using only the four
bolts (2) shown in illustration tightened to 12 N.m (106 in. lbs.).
2. If removed, install the water pump (3) to the timing cover using only the four bolts (4) shown in
illustration tightened to 12 N.m (106 in. lbs.). Refer to PUMP, WATER, INSTALLATION .
Fig. 720: Coolant Outlet Housing Gasket & Water Pump Gasket
3. Install the coolant outlet housing gasket (1) and the water pump gasket (2).
Fig. 721: Sealant At Cylinder Head Bosses, Right & Left Flanges, Cylinder Head-To-Engine Block
T-Joints & Cover To Right Cam Chain Tensioner Gap
4. Clean the engine timing cover, cylinder head and block mating surfaces with isopropyl alcohol in
preparation for sealant application.


5. Apply a 2 to 3 mm wide bead of Mopar® Threebond Engine RTV Sealant to the front cover as shown in
illustration in the following locations:
 Three cylinder head bosses (1)
 Right and left flanges (2)
 Four cylinder head to engine block T-joints (3)
 Cover to right cam chain tensioner gap (4)
Fig. 722: Timing Cover Attaching Bolts

6. Align the locator pins (4) on the engine block to the engine timing cover and install the cover.
7. Install and tighten the timing cover attaching bolts:
 Twenty-three M6 bolts (3) to 12 N.m (106 in. lbs.).

 One M8 bolt (2) to 25 N.m (18 ft. lbs.).
 Three M10 bolts (1) to 55 N.m (41 ft. lbs.)
8. Install the upper and lower oil pans. Refer to PAN, OIL, INSTALLATION.
9. Install the right and left cylinder head covers. Refer to COVER(S), CYLINDER HEAD,
INSTALLATION.
10. Install the crankshaft vibration damper (6). Refer to DAMPER, VIBRATION, INSTALLATION.
11. Install the power steering pump pulley (5). Refer to PULLEY, POWER STEERING PUMP,
INSTALLATION .
12. Install the accessory idler pulley (1). Refer to PULLEY, IDLER, INSTALLATION .
13. Install accessory drive belt tensioner (7). Refer to TENSIONER, BELT, INSTALLATION .
14. Install the accessory drive belt (4). Refer to BELT, SERPENTINE, REMOVAL .
Fig. 725: Heater Core Supply Hose & Coolant Outlet Housing
16. Install the heater core supply hose (1) to the coolant outlet housing (2).

17. Install the lower radiator hose (2) to the water pump housing.
18. Install the heater core return hose (1) to the water pump housing.
Fig. 727: Upper Radiator Hose & Thermostat Housing

19. Install the thermostat housing (1) and upper radiator hose (2). Refer to THERMOSTAT, REMOVAL .
20. Install the electric vacuum pump. Refer to PUMP, ELECTRIC VACUUM, INSTALLATION .
2011 ENGINE
5.7L - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
The 5.7L engine (348 CID) eight-cylinder engine is a 90° V-Type lightweight, deep skirt cast iron block,
aluminum heads, single cam, overhead valve engine with hydraulic roller tappets. The heads incorporate
splayed valves with a hemispherical style combustion chamber and dual spark plugs. The cylinders are
numbered from front to rear; 1, 3, 5, 7 on the left bank and 2, 4, 6, 8 on the right bank. The firing order is 1-8-4-
3-6-5-7-2.

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 performance (e.g., engine idles rough and stalls) or mechanical
(e.g., a strange noise).
Refer to PERFORMANCE and MECHANICAL for possible causes and corrections of malfunctions.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be
isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided
within the following diagnosis:
 Cylinder Compression Pressure Test. Refer to CYLINDER COMPRESSION PRESSURE

LEAKAGE.
 Cylinder Combustion Pressure Leakage Test. Refer to CYLINDER COMBUSTION PRESSURE
LEAKAGE.
 Engine Cylinder Head Gasket Failure Diagnosis. Refer to DIAGNOSIS AND TESTING - CYLINDER
HEAD GASKET FAILURE.
 Intake Manifold Leakage Diagnosis. Refer to DIAGNOSIS AND TESTING - INTAKE MANIFOLD
LEAKAGE.
PERFORMANCE
CONDITION POSSIBLE CORRECTION

CAUSE
ENGINE WILL 1. Weak battery. 1. Charge or replace
NOT START as necessary.
2. Corroded or 2. Clean and tighten
loose battery battery connections.

connections. Apply a coat of light
mineral grease to the
terminals.
3. Faulty starter. 3. Refer to
DIAGNOSIS AND
TESTING .
4. Incorrect spark 4. Refer to
plug gap. SPECIFICATIONS .
5. Dirt or water in 5. Clean system and
fuel system. replace fuel filter.
6. Faulty fuel pump, 6. Refer to FUEL
relay or wiring. SYSTEM article.
ENGINE STALLS 1. Idle speed set to 1. Refer to Engine -
OR ROUGH IDLE low. Diagnosis and
Testing.
2. Vacuum leak. 2. Inspect intake
manifold and vacuum
hoses, repair or
replace as necessary.
ENGINE LOSS OF 1. Dirty or 1. Replace spark
POWER incorrectly gapped plugs.
spark plugs.
2. Dirt or water in 2. Clean system and
fuel system. replace fuel filter.
3. Blown cylinder 3. Replace cylinder
head gasket. head gasket.
4. Low 4. Refer to
compression. CYLINDER
COMPRESSION
PRESSURE
LEAKAGE.
5. Burned, warped 5. Replace as
or pitted valves. necessary.
6. Plugged or 6. Inspect and replace
restricted exhaust as necessary.
system.
CYLINDER COMPRESSION PRESSURE LEAKAGE
NOTE: The results of a cylinder compression pressure test can be utilized to diagnose
several engine malfunctions.
NOTE: 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. Clean the spark plug recesses with compressed air.

2. Remove the spark plugs and record the cylinder number of each spark plug for future reference.
3. Inspect the spark plug electrodes for abnormal firing indicators such as fouled, hot, oily, etc.
4. Disable the fuel system and perform the fuel system pressure release procedure. Refer to FUEL
SYSTEM PRESSURE RELEASE .
5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three
revolutions.
6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders.
NOTE: 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.
7. Compression should not be less than 689 kPa (100 psi) and not vary more than 25 percent from cylinder
to cylinder.
8. If one or more cylinders have abnormally low compression pressures, repeat the compression test.
NOTE: 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.
9. If one or more cylinders continue to have abnormally low compression pressures, perform the cylinder
combustion pressure leakage test. Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE.
CYLINDER COMBUSTION PRESSURE LEAKAGE
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.
1. Check the coolant level and fill as required. DO NOT install the radiator cap.
2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
3. Remove the spark plugs.
4. Remove the oil filler cap.
5. Remove the air cleaner hose.
6. 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 and 552 kPa (80 psi) recommended.
7. Perform the test procedures on each cylinder according to the tester manufacturer's instructions. Set
piston of cylinder to be tested at TDC compression, While testing, listen for pressurized air escaping
through the throttle body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal, with no more than 25% leakage.
FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in
the cylinder.
Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART.
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART

AIR ESCAPES THROUGH Intake valve bent, burnt, or not Inspect valve and valve seat.
THROTTLE BODY seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Exhaust valve bent, burnt, or not Inspect valve and valve seat.
TAILPIPE seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and
RADIATOR cylinder head or block inspect. Replace defective part.
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and
FROM ADJACENT cylinder head or block between inspect. Replace gasket, head, or
CYLINDERS adjacent cylinders block as necessary.
MORE THAN 25% LEAKAGE Stuck or broken piston rings; Inspect for broken rings or piston.
AND AIR ESCAPES THROUGH cracked piston; worn rings and/or Measure ring gap and cylinder
OIL FILLER CAP OPENING cylinder wall diameter, taper and out-of-round.
ONLY Replace defective part as
necessary.
LUBRICATION

OIL LEAKS 1. Gaskets and O-Rings. 1. Replace as necessary.
a. Misaligned or damaged. a. Replace as necessary.
b. Loose fasteners, broken b. Tighten fasteners, Repair
or porous metal parts. or replace metal parts.
2. Crankshaft rear seal. 2. Replace as necessary.
3. Crankshaft seal flange. 3. Polish or replace crankshaft.
Scratched, nicked or grooved.
4. Oil pan flange cracked. 4. Replace oil pan.
5. Front cover seal, damaged or 5. Replace seal.

misaligned.
6. Scratched or damaged vibration 6. Polish or replace damper.
damper hub.
7. Crankshaft Rear Flange 7. Replace Crankshaft.
Microporosity.
OIL PRESSURE DROP 1. Low oil level. 1. Check and correct oil level.
2. Faulty oil pressure sending unit. 2. Replace sending unit.
3. Low oil pressure. 3. Check pump and bearing
clearance.
4. Clogged oil filter. 4. Replace oil filter.
5. Worn oil pump. 5. Replace as necessary.
8. Oil pump relief valve stuck. 8. Replace oil pump.
9. Oil pickup tube loose or 9. Replace as necessary.
damaged.
OIL PUMPING AT RINGS; 1. Worn or damaged rings. 1. Hone cylinder bores and replace
SPARK PLUGS FOULING rings.
2. Carbon in oil ring slots. 2. Replace rings.
3. Incorrect ring size installed. 3. Replace rings.
4. Worn valve guides. 4. Ream guides and replace
valves.
5. Leaking intake gasket(s). 5. Replace intake gasket(s).
6. Leaking valve guide seals. 6. Replace valve guide seals.
MECHANICAL
ENGINE MECHANICAL DIAGNOSIS CHART

NOISY VALVES/LIFTERS 1. High or low oil level in 1. Check for correct oil level. Adjust the
crankcase. oil level by draining or adding as
needed. Refer to
Procedure.
2. Thin or diluted oil. 2. Change the engine oil. Refer to
Procedure.
3. Low oil pressure. 3. Check the engine oil level. If ok,
Perform oil pressure test. Refer to
CHECKING ENGINE OIL
PRESSURE.
4. Dirt in tappets/lash adjusters. 4. Clean and/or replace the hydraulic
tappets/lash adjusters. Refer to LIFTER
(S), HYDRAULIC, ROLLER,

DIAGNOSIS AND TESTING, 5.7L.
5. Bent push rod(s). 5. Install new push rods. Refer to
SPRING(S), VALVE, REMOVAL,
5.7L.
6. Worn rocker arms 6. Inspect the oil supply to the rocker
arms and replace worn rocker arms as
needed. Refer to ROCKER ARM,
VALVE, REMOVAL, 5.7L.
7. Worn tappets/lash adjusters. 7. Install new hydraulic tappets/lash
adjusters. Refer to LIFTER(S),
HYDRAULIC, ROLLER,
REMOVAL, 5.7L.
exist, replace the cylinder head.
9. Excessive runout of valve 9. Grind the valves and seats. Refer to
seats or valve faces. Engine/Cylinder Head/VALVES,
Intake and Exhaust - Standard
Procedure.
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Check the engine oil level.
Perform the engine oil pressure test.
Refer to CHECKING ENGINE OIL
PRESSURE.
3. Thin or diluted oil. 3. Change the engine oil to correct the
viscosity. Refer to
Procedure.
4. Excessive connecting rod 4. Measure the bearings for correct
bearing clearance. clearance with plasti-gage. Repair as
necessary.
5. Connecting rod journal out 5. Replace the crankshaft. Refer to
of round. CRANKSHAFT, REMOVAL, 5.7L.
6. Misaligned connecting rods. 6. Replace the bent connecting rods.
Refer to SPRING(S), VALVE,
REMOVAL, 5.7L.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Check the engine oil level.
Perform the engine oil pressure test.
Refer to CHECKING ENGINE OIL
PRESSURE.
3. Thin or diluted oil. 3. Change the engine oil to correct
viscosity. Refer to
Procedure.
4. Excessive main bearing 4. Measure the bearings for correct

clearance. clearance with plasti-gage. Repair as
necessary.
5. Excessive end play. 5. Check the crankshaft thrust bearing
for excessive wear on flanges. Refer to
CAMSHAFT, ENGINE,
INSPECTION, 5.7L.
6. Crankshaft main journal out 6. Replace the crankshaft. Refer to
of round or worn. CRANKSHAFT, REMOVAL, 5.7L.
7. Loose flywheel or torque 7. Inspect the crankshaft,
converter. flexplate/flywheel and bolts for damage.
Tighten to correct torque.
LOW OIL PRESSURE 1. Low oil level. 1. Check the oil level and fill if
necessary.
2. Faulty oil pressure sending 2. Install a new sending unit.
unit.
3. Clogged oil filter. 3. Install a new oil filter. Refer to
FILTER, ENGINE OIL, REMOVAL,
5.7L.
4. Worn oil pump. 4. Replace the oil pump assembly. Refer
to PUMP, ENGINE OIL,
REMOVAL, 5.7L.
5. Thin or diluted oil. 5. Change the engine oil to correct
viscosity. Refer to
Procedure.
6. Excessive bearing clearance. 6. Measure the bearings for correct
clearance with plasti-gage. Repair as
necessary.
7. Oil pump relief valve stuck. 7. The oil pump pressure relief valve
and spring should not be removed from
the oil pump. If these components are
disassembled and or removed from the
pump the entire oil pump assembly must
be replaced. Refer to PUMP, ENGINE
OIL, REMOVAL, 5.7L.
8. Oil pickup tube loose, 8. Inspect the oil pickup tube and pump,
broken, bent or clogged. and clean or replace as necessary. Refer
to PAN, OIL, REMOVAL, 5.7L.
9. Oil pump cover warped or 9. Install a new oil pump. Refer to
cracked. PUMP, ENGINE OIL, REMOVAL,
5.7L.
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket.
gaskets.
2. Loose fastener, broken or 2. Tighten, repair or replace the part.
porous metal part.
3. Front or rear crankshaft oil

3. Replace the front seal or rear seal.
seal leaking. Refer to SEAL, CRANKSHAFT OIL,
FRONT, REMOVAL, 5.7L. Refer to
SEAL, CRANKSHAFT OIL, REAR.
4. Leaking oil gallery plug or 4. Remove and reseal threaded plug.
cup plug. Replace the cup style plug.
EXCESSIVE OIL 1. CCV System malfunction. 1. Check for correct operation. Refer to
CONSUMPTION OR SPARK DESCRIPTION .
PLUGS OIL FOULED 2. Defective valve stem seal(s). 2. Repair or replace the seal(s). Refer to
SPRING(S), VALVE, REMOVAL,
5.7L.
3. Worn or broken piston rings. 3. Hone the cylinder bores and Install
new rings. Refer to ROD, PISTON
AND CONNECTING, REMOVAL,
5.7L.
4. Scuffed pistons/cylinder 4. Hone the cylinder bores and replace
walls. pistons as required. Refer to ROD,
PISTON AND CONNECTING,
REMOVAL, 5.7L.
5. Carbon in oil control ring 5. Remove the rings and de-carbon the
groove. piston. Refer to Engine/Engine
Procedure.
exist, replace the cylinder head.
7. Piston rings fitted too tightly 7. Remove the rings and check the ring
in grooves. end gap and side clearance. Replace if
necessary. Refer to Engine/Engine
Procedure.
OIL CONSUMPTION TEST AND DIAGNOSIS
DIAGNOSTIC PROCEDURES
The following diagnostic procedures are used to determine the source of excessive internal oil Consumption,
these procedures and tests apply to vehicles with 50, 000 miles or less.
NOTE: Engine oil consumption may be greater than normal during engine break-in.
Repairs should be delayed until vehicle has been driven at least 7, 500 miles.
Severe service (high ambient temperature, short trips, heavy loading, trailer towing, taxi, off-road, or law
enforcement use) may result in greater oil consumption than normal.
Sustained high speed driving and high engine RPM operation may result in increased oil consumption.
Failure to comply with the recommended oil type and viscosity rating, as outlined in the owner's manual,
may impact oil economy as well as fuel economy.
Oil consumption may increase with vehicle age and mileage due to normal engine wear.
NOTE: Because a few drops of external oil leakage per mile can quickly account for the
loss of one quart of oil in a few hundred miles, ensure no external engine oil
leaks are present.
 Oil leakage is not the same as oil consumption and all external leakage must be eliminated before
any action can be taken to verify and/or correct oil consumption complaints.
 Verify that the engine has the correct oil level dipstick and dipstick tube installed.
 Verify that the engine is not being run in an overfilled condition. Check the oil level 15 minutes
after a hot shutdown with the vehicle parked on a level surface. In no case should the level be above
MAX or the FULL mark on the dipstick.
OIL CONSUMPTION TEST
1. Check the oil level at least 15 minutes after a hot shutdown.

2. If the oil level is low, top off with the proper viscosity and API service level engine oil. Add one bottle of
MOPAR® 4-In-1 Leak Detection Dye into the engine oil.
3. Tamper proof the oil pan drain plug, oil filter, dipstick and oil fill cap.
4. Record the vehicle mileage.
5. Instruct the customer to drive the vehicle as usual.
6. Ask the customer to return to the servicing dealer after accumulating 500 miles, Check the oil level at
least 15 minutes after a hot shutdown. If the oil level is half way between the "FULL" and "ADD" mark
continue with the next step.
7. Using a black light, re-check for any external engine oil leaks, repair as necessary, if no external engine
oil leaks are present, continue with oil consumption diagnosis.
OIL CONSUMPTION DIAGNOSIS
1. Check the Positive Crankcase Ventilation (PCV) system. Make sure the system is not restricted and the
PCV valve has the correct part number and correct vacuum source (18-20 in. Hg at idle below 3000 ft.
above sea level is considered normal).
2. Perform a CYLINDER COMPRESSION PRESSURE LEAKAGE test and CYLINDER-TO-
CYLINDER LEAKAGE TEST using the standard leak down gauge following manufacturers suggested
best practices.
NOTE: Verify the spark plugs are not oil saturated. If the spark plugs are oil
saturated and compression is good it can be assumed the valve seals or
valve guides are at fault.
3. If one or more cylinders have more than 15% leak down further engine tear down and inspection will be
required.
TOP 19 REASONS THAT MAY LEAD TO ENGINE OIL CONSUMPTION
1. Tapered and Out-of-Round Cylinders
The increased piston clearances permit the pistons to rock in the worn cylinders. While tilted
momentarily, an abnormally large volume of oil is permitted to enter on one side of the piston. The rings,
also tilted in the cylinder, permit oil to enter on one side. Upon reversal of the piston on each stroke, some
of this oil is passed into the combustion chamber.
2. Distorted Cylinders
This may be caused by unequal heat distribution or unequal tightening of cylinder head bolts. This
condition presents a surface which the rings may not be able to follow completely. In this case, there may
be areas where the rings will not remove all of the excess oil. When combustion takes place, this oil will
be burned and cause high oil consumption.
3. Improper operation of "PCV "system
The main purpose of the Positive Crankcase Ventilation (PCV) valve is to recirculate blow-by gases back
from the crankcase area through the engine to consume unburned hydrocarbons. The PCV system usually
has a one way check valve and a make up air source. The system uses rubber hoses that route crankcase
blow by gases to the intake manifold. Vacuum within the engine intake manifold pulls the blow by gases
out of the crankcase into the combustion chamber along with the regular intake air and fuel mixture.
The PCV system can become clogged with sludge and varnish deposits and trap blow by gases in the
crankcase. This degrades the oil, promoting additional formation of deposit material. If left uncorrected,
the result is plugged oil rings, oil consumption, rapid ring wear due to sludge buildup, ruptured gaskets
and seals due to crankcase pressurization.
4. Worn Piston Ring Grooves
For piston rings to form a good seal, the sides of the ring grooves must be true and flat - not flared or
shouldered. Piston rings in tapered or irregular grooves will not seal properly and, consequently, oil will
pass around behind the rings into the combustion chamber.
5. Worn, Broken or Stuck Piston Rings
When piston rings are broken, worn or stuck to such an extent that the correct tension and clearances are
not maintained, this will allow oil to be drawn into the combustion chamber on the intake stroke and hot
gases of combustion to be blown down the cylinder past the piston on the power stroke. All of these
conditions will result in burning and carbon build up of the oil on the cylinders, pistons and rings.
6. Cracked or Broken Ring Lands
Cracked or broken ring lands prevent the rings from seating completely on their sides and cause oil
pumping. This condition will lead to serious damage to the cylinders as well as complete destruction of
the pistons and rings. Cracked or broken ring lands cannot be corrected by any means other than piston
replacement.
7. Worn Valve Stems and Guides
When wear has taken place on valve stems and valve guides, the vacuum in the intake manifold will draw
oil and oil vapor between the intake valve stems and guides into the intake manifold and then into the
cylinder where it will be burned.
8. Bent or Misaligned Connecting Rods
Bent or misaligned connecting rods will not allow the pistons to ride straight in the cylinders. This will
prevent the pistons and rings from forming a proper seal with the cylinder walls and promote oil
consumption. In addition, it is possible that a bearing in a bent connect rod will not have uniform
clearance on the connecting rod wrist pin. Under these conditions, the bearing will wear rapidly and
throw off an excessive amount of oil into the cylinder.
9. Fuel Dilution
If raw fuel is allowed to enter the lubrication system, the oil will become thinner and more volatile and
will result in higher oil consumption. The following conditions will lead to higher oil consumption;
Excess fuel can enter and mix with the oil via a leaking fuel injector
 Gasoline contaminated with diesel fuel
 Restricted air intake
 Excessive idling
10. Contaminated Cooling Systems
Corrosion, rust, scale, sediment or other formations in the water jacket and radiator will prevent a cooling
system from extracting heat efficiently. This is likely to cause cylinder distortion thus leading to higher
oil consumption.
11. Oil Viscosity
The use of oil with a viscosity that is too light may result in high oil consumption. Refer to the vehicle
owner's manual for the proper oil viscosity to be used under specific driving conditions and/or ambient
temperatures.
12. Dirty Engine Oil
Failure to change the oil and filter at proper intervals may cause the oil to be so dirty that it will promote
accumulation of sludge and varnish and restrict oil passages in the piston rings and pistons. This will
increase oil consumption; dirty oil by nature is also consumed at a higher rate than clean oil.
13. Crankcase Overfull
Due to an error in inserting the oil dip stick so that it does not come to a seat on its shoulder, a low
reading may be obtained. Additional oil may be added to make the reading appear normal with the stick
in this incorrect position which will actually make the oil level too high. If the oil level is so high that the
lower ends of the connecting rods touch the oil in the oil pan excessive quantities of oil will be thrown on
the cylinder walls and some of it will work its way up into the combustion chamber.
14. Excessively High Oil Pressure
A faulty oil pressure relief valve may cause the oil pressure to be too high. The result will be that the
engine will be flooded with an abnormally large amount of oil in a manner similar to that which occurs
with worn bearings. This condition may also cause the oil filter to burst.
15. Aftermarket Performance Chips and Modification
Increasing performance through the use of performance/power enhancement products to a stock or factory
engine will increase the chance of excessive oil consumption.
16. Lugging Engine
Lugging is running the engine at a lower RPM in a condition where a higher RPM (more power/torque)
should be implemented. Especially susceptible on vehicles equipped with a manual transmission. This
driving habit causes more stress loading on the piston and can lead to increases in engine oil
consumption.
17. Turbocharged Engines
There is a possibility for PCV "push-over" due to higher crankcase pressure (as compared to naturally
aspirated engines) which is normal for turbocharged engines. This condition causes varying amounts of
engine oil to enter the intake manifold, charge air cooler and associated plumbing to and from the charge
air cooler, also a leaking turbocharger seal will draw oil into the combustion chamber where it will burn
(blue smoke from tail pipe may be present) and form carbon deposits which contribute to further oil
consumption as they interfere with proper engine function.
18. Restricted Air Intake
Excessive restriction in the air intake system will increase engine vacuum and can increase oil
consumption, an extremely dirty air filter would be one example of this situation.
19. Intake Manifold port seals
Engines that have a "V" configuration and a "wet valley" could draw oil into the intake ports due to
improper sealing between the intake manifold ports and cylinder head. Causes may include improper
torque of intake manifold bolts, corrosion (aluminum intake manifold) and or warped sealing surface.
STANDARD PROCEDURE
Fig. 1: Covers/Caps
created.

procedure.


 Tapping the hole with a special Heli-Coil Tap.
HYDROSTATIC LOCK
CAUTION: Do not attempt to run engine. Severe damage could occur.
When an engine is suspected of hydrostatic lock (regardless of what caused the problem), follow the steps
below.
1. Perform the Fuel Pressure Release Procedure. Refer to FUEL SYSTEM PRESSURE RELEASE .
2. Disconnect the negative battery cable(s) from the battery.
3. Inspect air cleaner, induction system, and intake manifold to make sure the system is dry and clear of
foreign material.
4. Place a shop towel around the spark plugs to catch any fluid that may possibly be under pressure in the
cylinder head. Remove the spark plugs.
5. With all spark plugs removed, rotate the crankshaft using a breaker bar and socket.
6. Identify the fluid in the cylinders (coolant, fuel, oil).
7. Make sure all fluid has been removed from the cylinders.
8. Repair engine or components as necessary to prevent this problem from occurring again.
9. Squirt a small amount of engine oil into the cylinders to lubricate the walls. This prevents damage on
restart.
10. Install new spark plugs. Tighten the spark plugs to 41 N.m (30 ft. lbs.).
11. Drain engine oil. Remove and discard the oil filter.
12. Install the drain plug. Tighten the plug to 34 N.m (25 ft. lbs.).
13. Install a new oil filter.
14. Fill the engine crankcase with the specified amount and grade of oil. Refer to CAPACITIES AND
15. Connect the negative battery cable(s).
16. Start the engine and check for any leaks.
NOTE: All sealants mentioned below are not used on every engine, they are listed as
general reference guide. See service information for specific sealer usage.
material unless specified. Bead size, continuity, and location are of great importance. Too thin of a bead can
continuous bead of the proper width is essential to obtain a leak-free gasket. All sealing surfaces that use form-
in-place gaskets and sealers must be free of grease or oil. Clean surfaces with Mopar® brake parts cleaner prior
to sealer application. After the sealer is applied, assemble the parts within 10 minutes.
Numerous types of form-in-place gasket materials are used in the engine area. Mopar® Sealant RTV Silicone
Rubber Adhesive, MOPAR® Silicone Rubber RTV, Mopar® ATF-RTV and Mopar® Gasket Maker gasket
materials, each have different properties and cannot be used in place of the other.
MOPAR® SEALANT RTV SILICONE RUBBER ADHESIVE 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 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.
MOPAR® SILICONE RUBBER RTV is used to seal components exposed to engine oil, gear lubricant, and
coolant. This material is a specially designed gray silicone rubber RTV that retains adhesion and sealing
properties when exposed to engine oil, gear lubricant and coolant. Excellent adhesion even on oily surfaces,
withstands temperatures to 330° C (626° F). Moisture in the air causes the material to cure. 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.
MOPAR® ATF-RTV is a specially designed black silicone rubber RTV that retains adhesion and sealing
MOPAR® 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.
MOPAR® 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. It can be used on threaded and machined
parts under all temperatures. This material also prevents corrosion. Mopar® Gasket Sealant is available in a 13
oz. aerosol can or in a 4 oz. or 6 oz. can with applicator.
SEALER APPLICATION
Apply 1 mm (0.040 in.) diameter or less of Mopar® Gasket Maker material to one gasket surface. Be certain the
material surrounds each mounting hole. Excess material can easily be wiped off. Tighten the components in
place within 15 minutes. Use a locating dowel during assembly to prevent smearing material off the location.
Apply Mopar® RTV or ATF-RTV gasket material in a continuous bead approximately 3 mm (0.120 in.) in
diameter. For corner sealing and "T-Joint" locations and waffle pad area, a 0.635 mm (0.025 in.) drop is placed
in the center of the gasket contact area. Remove uncured sealant with a shop towel. Tighten the components in
place while the sealant is still wet to the touch (within 10 minutes). Use a locating dowel during assembly to
prevent smearing material off the location.
SPECIFICATIONS
SPECIFICATIONS
ENGINE SPECIFICATIONS
Metric Standard
Engine Type 90° V-8 OHV
Displacement 5.7 Liters 348 CID
Bore 99.5 mm 3.92 in.
Stroke 90.9 mm 3.58 in.
Compression Ratio 10.5:1
Max. Variation Between Cylinders 25%
Firing Order 1-8-4-3-6-5-7-2
Lubrication Pressure Feed - Full Flow Filtration
Cooling System Liquid Cooled
Cylinder Block Cast Iron
Cylinder Head Aluminum
Crankshaft Nodular Iron
Camshaft Cast Iron
Pistons Aluminum Alloy
Connecting Rods Powdered Metal
CYLINDER BLOCK
CYLINDER BLOCK
Metric Standard
Cylinder Bore Diameter 99.50 mm 3.92 in.
Out of Round (MAX) 0.0076 mm 0.0003 in.
Taper (MAX) 0.0127 mm 0.0005 in.
Lifter Bore Diameter 21.45 - 21.425 mm 0.8444 - 0.8435 in.
PISTONS & PINS
PISTONS
Metric Standard
Clearance
Measured at 38.0 mm (1.5 in.)

0.031 - 0.058 mm 0.012 - 0.023 in.
Below Deck
Ring Groove Diameter
Top Groove 90.4 - 90.6 mm 3.56 - 3.57 in.
Second Groove 88.4 - 88.7 mm 3.48 - 3.49 in.
Weight 413 grams 14.56 oz
Piston Length 53.3 mm 2.10 in.
Ring Groove Width
No. 1 1.23 - 1.26 mm 0.048 - 0.0496 in
No. 2 1.23 - 1.25 mm 0.048 - 0.0492 in.
No. 3 2.03 - 2.05 mm 0.079 - 0.080 in.
PISTON PINS
Metric Standard
Clearance In Piston 0.005 - 0.014 mm 0.0001 - 0.0005 in.
Diameter 24.004 - 24.007 mm 0.945 - 0.9451 in.
Length 62.99 - 63.21 mm 2.47 - 2.48 in.
PISTON RINGS
PISTON RINGS
Metric Standard
Ring Gap
Top Compression Ring 0.40 - 0.55 mm 0.015 - 0.021 in.
Second Compression Ring 0.24 - 0.51 mm 0.009 - 0.020 in.
Oil Control Rails 0.15 - 0.66 mm 0.0059 - 0.0259 in.
Side Clearance
Second Compression Ring 0.04 -.08 mm 0.001 - 0.0031 in.
Ring Width
Second Compression Ring 1.17 - 1.19 mm 0.0460 - 0.0468 in.
CONNECTING RODS
CONNECTING RODS
Metric Standard
Piston Pin Bore Diameter 24.014 - 24.024 mm 0.9454 - 0.9458 in.

Side Clearance 0.10 - 0.35 mm 0.003 - 0.0137 in.
CRANKSHAFT
CRANKSHAFT
Metric Standard
Main Bearing Journal Diameter 64.988 - 65.012 mm 2.5585 - 2.5595 in.
Taper (MAX) 0.003 mm 0.0001 in.
End Play 0.052 - 0.282 mm 0.002 - 0.011 in.
End Play (MAX) 0.282 mm 0.011 in.
Connecting Rod Journal Diameter 53.992 - 54.008 mm 2.126 in.
Taper (MAX) 0.003 mm 0.0001 in.
CAMSHAFT
CAMSHAFT
Metric Standard
Bearing Journal Diameter
No. 1 58.2 mm 2.29 in.
No. 2 57.8 mm 2.28 in.
No. 3 57.4 mm 2.26 in.
No. 4 57.0 mm 2.24 in.
No. 5 43.633 mm 1.72 in.
Bearing To Journal Clearance
Standard
No. 1 0.040 - 0.080 mm .0015 -.003 in.
No. 2 0.050 -0.090 mm 0.0019 -.0035 in.
No. 3 0.040 - 0.080 mm .0015 -.003 in.
No. 4 0.050 - 0.090 mm 0.0019 -.0035 in.
No. 5 0.040 - 0.080 mm .0015 -.003 in.
Camshaft End Play .080 - 0.290 mm 0.0031 - 0.0114 in.
VALVE TIMING
VALVE TIMING
Intake
Opens (BTDC) 5°
Closes (ATDC) 255°
Exhaust
Opens (BTDC) 236°
Closes (ATDC) 32°
Duration 269.3°
Valve Overlap 37°
CYLINDER HEAD
CYLINDER HEAD
Metric Standard
Valve Seat Angle 44.5° - 45.0°
Valve Seat Runout (MAX) 0.05 mm 0.0019 in.
Valve Seat Width (finish)
Intake 1.18 - 1.62 mm .0638 in.
Exhaust 1.48 - 1.92 mm 0.0583 - 0.0756 in.
Guide Bore Diameter (Std.) 7.975 - 8.00 mm 0.3134 - 0.315 in.
HYDRAULIC TAPPETS
HYDRAULIC TAPPETS
Metric Standard
Body Diameter 21.387 - 21.405 mm 0.8420 - 0.8427 in.
Clearance (to bore) 0.020 - 0.063 mm 0.0008 - 0.0025 in.
Dry Lash 3.0 mm (at the valve) 0.1181 in. (at the valve)
VALVES
VALVES
Metric Standard
Face Angle 45.0° - 45.5°
Head Diameter
Intake 50.67 - 50.93 mm 1.99 - 2.01 in.
Exhaust 39.27 - 39.53 mm 1.55 - 1.56 in.
Length (overall)
Intake 123.38 - 123.76 mm 4.857 - 4.872 in.
Exhaust 120.475 - 120.855 mm 4.743 - 4.758 in.
Stem Diameter
Intake 7.935 - 7.953 mm 0.312 - 0.313 in.
Exhaust 7.932 - 7.950 mm 0.312 - 0.313 in.
Stem - to - Guide Clearance
Intake 0.022 - 0.065 mm 0.0008 - 0.0025 in.
Exhaust 0.025 - 0.065 mm 0.0009 - 0.0025 in.
Valve Lift (@ zero lash)
Intake 12.0 mm 0.472 in.
Exhaust 11.70 mm 0.460 in.
VALVE SPRING
VALVE SPRING
Metric Standard
Spring Force (valve closed) 435.0 N +/- 22.0 N @ 45 mm 97.8 lbs +/- 5.0 lbs. @ 1.771 in.
Spring Force (valve open) 1077.0 N +/- 48.0 N @ 32.6 mm. 242.0 lbs. +/- 11 lbs. @ 1.283 in.
Free Length (approx). 55.6 mm 2.189 in.
Number of Coils 7.95
Wire Diameter 4.95 X 4.1 mm 0.194 - 0.161 in.
Installed Height (spring seat to
46.0 mm 1.81 in.
bottom of retainer)
OIL PUMP
OIL PUMP
Metric Standard
Clearance Over Rotors (MAX) 0.095 mm 0.0038 in.
Outer Rotor to Pump Body
.235 mm 0.009 in.
Clearance (MAX)
Tip Clearance Between Rotors 0.150 mm
0.006 in.
(MAX)
OIL PRESSURE
OIL PRESSURE
Metric Standard
At Curb Idle Speed (MIN)* 25 kPa 4 psi
@ 3000 rpm 170 - 758 kPa 25 - 110 psi
* CAUTION: If pressure is zero at curb idle, DO NOT run engine.
TORQUE
TORQUE CHART 5.7L ENGINE

Block Pipe Plugs
(1/4 - 18 NPT)
Oil gallery Plug 20 15 -
(1/4 - 18 NPT)
Coolant Drain Plug 34 25 -
(3/8 NPT) 27 20 -
Camshaft Sprocket Bolt 122 90 -
Camshaft Thrust Plate Bolts 12 - 106
Coil to Cylinder Head Cover Bolts 7 - 62
Timing Chain Case Cover Bolts 28 21 -
Lifting Stud 55 41 -
Connecting Rod Cap Bolts 21 15 -
plus 90° Turn plus 90° Turn
Main Bearing Cap Bolts Refer to CRANKSHAFT,
INSTALLATION, 5.7L.
Cylinder Head Bolts Refer to CYLINDER HEAD,
INSTALLATION, 5.7L.
Cylinder Head Cover Bolts 8 - 71
Exhaust Manifold-to-Cylinder Head 25 18 -
Flexplate-to-Crankshaft Bolts 95 70 -
Flywheel-to-Crankshaft Bolts 75 55 -
Front Insulator Through Bolt/Nut 95 70 -
Through Bolt/Nut (4WD) 102 75 -
Stud Nut (4WD) 41 30 -
Front Insulator-to-Block Bolts (2WD) 95 70 -
Intake Manifold Bolts Refer to MANIFOLD, INTAKE,
INSTALLATION, 5.7L.
Lifter Guide Holder 12 9 -
Oil Pan Bolts 12 9 -
Oil Dipstick Tube 12 9 -
Oil Pan Drain Plug 34 25 -
Oil Pump Attaching Bolts 28 21 -
Oil Pump Pickup Tube Bolt/Nut 28 21 -
Rear Seal Retainer Attaching Bolts 15 11 -
Rear Insulator-to-Bracket Bolt 68 50 -
Rear Insulator-to-Crossmember 41 30 -
Rear Insulator-to-Crossmember Bolt 68 50 -
Rear Insulator-to-Transmission Bolt 68 50 -
Rear Insulator Bracket Bolts 68 50 -

Rear Support Bracket Bolt 41 30 -
Rear Support Plate-to-Transfer Case Bolts 41 30 -
Rocker Arm Bolts 22 16 -
Thermostat Housing Bolts 28 21 -
Throttle Body Bolts 12 9 -
Transfer Case-to-Insulator Bolt 204 150 -
Transmission Support Bracket Bolt 68 50 -
Vibration Damper Bolt 176 130 -
Water Pump-to-Timing Chain Case Cover Bolts 28 21 -
REMOVAL
REMOVAL
Fig. 3: Oil Fill Cap & Engine Cover


2. Remove the oil fill cap (1).
Fig. 4: Negative Battery Cable

5. Disconnect and isolate the negative battery cable (2).
6. Remove the air cleaner and resonator assembly. Refer to BODY, AIR CLEANER, REMOVAL, 5.7L.
Fig. 5: Cowl Panel Cover & Fasteners

7. Remove the cowl panel cover (2). Refer to COVER, COWL PANEL, REMOVAL .
Fig. 6: Power Steering Pump & Return Hose

NOTE: It is not necessary to disconnect the hoses from the power steering pump,
for power steering pump removal.

9. Remove the power steering pump (1) and position aside. Refer to PUMP, REMOVAL .
Fig. 7: Left Upstream O2 Sensor & Electrical Connector

CAUTION: When servicing or replacing exhaust system components,

disconnect the oxygen sensor connector(s). Allowing the exhaust to
hang by the oxygen sensor wires will damage the harness and/or
sensor.
10. Disconnect the left upstream O2 sensor electrical connector (1).
Fig. 8: Right Upstream O2 Sensor & Electrical Connector

11. Disconnect the right upstream O2 sensor electrical connector (1).

13. Drain the cooling system.
Fig. 9: Skid Plate & Retaining Bolts

14. If equipped, remove the skid plate four retaining bolts (2) and remove the skid plate (1).
Fig. 10: Lower Radiator Hose & Clamps

15. Remove the lower radiator hose clamp (1) at the water pump.
16. Remove the lower radiator hose clamp (2) at the radiator and remove the lower radiator hose (3).
Fig. 11: Heat Shield & Retaining Bolts

17. Remove the left catalytic converter heat shield retaining bolts (1) and remove the heat shield (2).
18. Remove both exhaust pipe/catalytic converters. Refer to CONVERTER, CATALYTIC, REMOVAL .
Fig. 12: Starter Motor & Bolts

19. Remove the starter (1). Refer to STARTER, REMOVAL .
NOTE: It is not necessary to disconnect the refrigerant lines for A/C compressor
removal.
20. Remove the A/C compressor from the engine block and position aside. Refer to COMPRESSOR, A/C,
REMOVAL .
Fig. 13: Engine Mount & Retaining Nut

Left side shown in illustration, right side similar.
21. Remove both engine mount (1) retaining nuts (2).

22. Disconnect the transmission oil cooler lines from their retainer at the oil pan.
Fig. 14: Upper Radiator Hose Clamp & Retainer


24. Remove the upper radiator hose clamp (1) at the thermostat housing and remove hose.
25. Remove the upper radiator hose retainer (2) at the fan shroud and position the radiator hose aside.
Fig. 15: Heater Hoses & Clamps

26. Remove both heater hose clamps (1).

27. Remove both heater hoses (2) and position aside.

28. Remove the cooling fan module (1). Refer to FAN, COOLING, REMOVAL .
Fig. 17: Oil Control Valve, Electrical Connector & Retaining Bolt
30. Remove the intake manifold. Refer to MANIFOLD, INTAKE, REMOVAL, 5.7L.
NOTE: The engine must be at room temperature before removing the oil control
valve.
31. Disconnect the oil control valve electrical connector (1).

32. Remove the oil control valve retaining bolt (2).
33. Rotate the oil control valve (3) to break the seal then pull the oil control valve straight out.
Fig. 18: Engine Lift Fixture & Mounting Bolts

NOTE: Do not use air tools to install the Engine Lift Fixture (special tool #8984B,
Engine Lift Fixture).
34. Install the Engine Lift Fixture (special tool #8984B, Engine Lift Fixture) (1).
35. Securely tighten lifting fixture mounting bolts (2).
Fig. 19: Structural Dust Cover & Retaining Bolts

37. Remove the structural dust cover retaining bolts (1).

38. Remove the structural dust cover (2).
Fig. 20: Flexplate/Torque Converter Retaining Bolts

39. Remove the flexplate-to-torque converter retaining bolts (1).
Fig. 21: Rear Engine Mount Isolator, Transmission Crossmember Support Brackets & Bolts
4x4 rear engine mount isolator shown in illustration, 4x2 rear engine mount isolator similar.
40. Loosen but do not remove the rear engine mount isolator retaining bolts (1).
41. Using a suitable transmission hydraulic jack, slightly raise the transmission and support the front of the
transmission using a block of wood between the transmission and engine cradle crossmember.
42. Remove the transmission hydraulic jack.
Fig. 22: Remove/Install Transmission To Engine Bolts

43. Remove the transmission bell housing to engine block bolts (2).

45. Disconnect all remaining left and right engine harness electrical connectors and position the harness over
to the right side of vehicle.
46. Connect a suitable engine lifting devise to the Engine Lift Fixture (special tool #8984B, Engine Lift
Fixture) (1).
47. Separate the engine from the transmission (3) and remove the engine from the vehicle.
Fig. 24: Incorrect Engine Resting

CAUTION: Do not allow the engine to rest on the oil pan, the composite oil pan
will not support the weight of the engine, damage to the oil pan
and/or engine assembly may occur.
48. Place the engine on a suitable engine stand.
INSTALLATION
INSTALLATION

NOTE: Do not use air tools to install Engine Lift Fixture (special tool #8984B, Engine
Lift Fixture) (1).
2. Connect a suitable engine lifting devise to the Engine Lift Fixture (special tool #8984B, Engine Lift
Fixture) (1).
3. Position the engine in the vehicle.

4. Lower and align the engine (1) with the transmission (3).
5. Continue to lower the engine assembly until the engine mounting brackets lineup with the engine mounts.
6. Install two transmission to engine block mounting bolts (2) finger tight.
7. Remove the engine lifting devise.
9. Using a suitable transmission hydraulic jack, slightly raise the transmission and remove the block of
wood between the transmission and engine cradle crossmember, lower the transmission and remove the
jack.
10. Tighten the rear engine mount isolator retaining bolts (1) to 61 N.m (45 ft. lbs.).

11. Install the remaining transmission bell housing-to-engine block retaining bolts (2) and tighten to 68 N.m
(50 ft. lbs.).
Fig. 29: Flexplate/Torque Converter Retaining Bolts

12. Install all torque converter-to-flexplate bolts (1) finger tight.

13. Verify the torque converter is pulled flush to the flexplate and tighten bolts to 31 N.m (23 ft. lbs.).

14. Install the engine mount retaining nuts (2) and tighten to 95 N.m (70 ft. lbs.).

CAUTION: The structural dust cover must be installed as described in the

following steps. Failure to do so may cause severe damage to the
cover.
15. Position the structural cover (2) in the vehicle.

16. Install the structural dust cover bolts (1) to the engine block finger tight.
17. Install the structural dust cover bolts (1) to the transmission finger tight.
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.
18. Tighten the structural dust cover bolts to the transmission to 9 N.m (80 in. lbs.).
19. Tighten the structural dust cover bolts to the engine block to 9 N.m (80 in. lbs.).
20. Again, tighten the structural dust cover bolts to the transmission to 54 N.m (40 ft. lbs.).
21. Again, tighten the structural dust cover bolts to the engine block to 54 N.m (40 ft. lbs.).


23. Remove the Engine Lift Fixture (special tool #8984B, Engine Lift Fixture) (1).
24. Position the engine harness on both right and left sides of the vehicle.
NOTE: Ensure that the O-ring is fully seated into the cylinder block.
25. Position the oil control valve (3) into the cylinder block.
26. Securely tighten the oil control valve retaining bolt (2).
27. Connect the oil control valve electrical connector (1).
28. Install the intake manifold. Refer to MANIFOLD, INTAKE, REMOVAL, 5.7L.


30. Install the cooling fan module (1). Refer to FAN, COOLING, REMOVAL .
Fig. 35: Heater Hoses & Clamps

31. Position both heater hoses (2).

32. Install both heater hose clamps (1).

33. Position the upper radiator hose and secure the retainer (2) at the fan shroud.
34. Connect the upper radiator hose to the thermostat housing and install the hose clamp (1).

36. Install the starter (1). Refer to STARTER, REMOVAL .

37. Install the A/C compressor to the engine block. Refer to COMPRESSOR, A/C, INSTALLATION .
38. Connect the transmission oil cooler lines to their retainer at the oil pan.

39. Install both exhaust pipe/catalytic converters. Refer to CONVERTER, CATALYTIC,

INSTALLATION .
40. Position the left catalytic converter heat shield (2) install the retaining bolts (1) and securely tighten.

41. Connect the lower radiator hose (3) to the radiator and install the hose clamp (2).
42. Connect the lower radiator hose to the water pump and install hose clamp (1).

43. If equipped, position the skid plate, install the four retaining bolts (2) and tighten to 28 N.m (21 ft. lbs.).

45. Connect the left upstream O2 sensor electrical connector (1).


46. Connect the right upstream O2 sensor electrical connector (1).

47. Connect all remaining left and right engine harness electrical connectors.

48. Install the power steering pump (1). Refer to PUMP, INSTALLATION .

50. Install the cowl panel cover (2). Refer to COVER, COWL PANEL, INSTALLATION .
52. Install the air cleaner and resonator assembly. Refer to BODY, AIR CLEANER, INSTALLATION,
5.7L.

53. Fill the engine with oil. Refer to CAPACITIES AND RECOMMENDED FLUIDS,
SPECIFICATIONS .
55. Connect the negative battery cable (2).


59. Road test vehicle.
SPECIAL TOOLS
SPECIAL TOOLS
1023 - Puller
10386 - Holder, Vibration Damper
10387 - Installer, Vibration Damper
6871 - Installer, A/C Hub
7700 - Tester, Cooling System
(Originally Shipped In Kit Number(s) 7700-A.)
(Originally Shipped In Kit Number(s) 8664, 8665, 8665CC, 8702, 9577.)
8507 - Guides, Connecting Rod
(Originally Shipped In Kit Number(s) 8283, 8283CC, 8527, 8527CC, 8575, 8575CC.)
8512A - Installer, Damper
(Originally Shipped In Kit Number(s) 8283, 8527, 8575, 8575CC, 8660, 8661.)
8514 - Pins, Tensioner
8984B - Engine Lift Fixture
(Originally Shipped In Kit Number(s) 8849CC, 9329, 9515, 9516, 9518, 9519, 9540, 9541, 9577.)
9065B - Compressor, Valve Spring
9070 - Retainer, Push Rod
(Originally Shipped In Kit Number(s) 8999, 8999CC, 9329, 9515, 9540, 9541, 9577.)
9071 - Remover, Seal
(Originally Shipped In Kit Number(s) 8999, 8999CC, 9329, 9515, 9540, 9541, 9577.)
9072 - Installer, Seal
(Originally Shipped In Kit Number(s) 8999, 8999CC, 9329, 9515, 9540, 9541, 9577, 9975, 9976.)
C-119 - Cylinder Indicator
C-3292A - Gauge, Pressure
C-3685-A - Bloc-Chek Kit
AIR INTAKE SYSTEM

AIR CLEANER
REMOVAL
REMOVAL
Fig. 47: Hose Clamp, Make Up Air Hose & Spring Clips
1. Loosen the clean air hose clamp (1) at the air cleaner cover and disconnect the clean air hose.
2. Remove the make up air hose (2) at the air cleaner cover.
3. Release the 2 spring clips (3) from the air cleaner cover.
4. Remove the air cleaner cover from the housing assembly.
5. Remove the air filter element from the housing assembly.
INSTALLATION
INSTALLATION
NOTE: Clean the inside of air cleaner housing before replacing the air filter element.
1. Install the air filter element into the housing assembly.

2. Install the air cleaner cover onto the housing assembly locating tabs.
3. Latch the 2 spring clips (3) and lock the air cleaner cover to the housing assembly.
4. Connect the make up air hose (2) to the air cleaner cover.
5. Connect the clean air hose to the air cleaner cover and tighten clamp (1) to 5 N.m (44 in. lbs.).
BODY, AIR CLEANER
REMOVAL
REMOVAL
AIR CLEANER HOUSING

1. Loosen the clean air hose clamp (1) at the air cleaner cover and disconnect the clean air hose.
2. Remove the make up air hose (2) at the air cleaner cover.
3. Release the 2 spring clips (3) from the air cleaner cover.
4. Remove the air cleaner cover from the housing assembly.
5. Remove the air filter element from the housing assembly.
Fig. 50: Air Cleaner Housing Rubber Grommets & Push Pin Retainer
6. Remove the push pin retainer (2) at the air cleaner housing duct.
7. Lift and separate the air cleaner housing rubber grommets (1) from the ball studs and remove the air
cleaner housing.
RESONATOR ASSEMBLY


2. Lift and separate the engine cover retaining grommets from the ball studs and remove the engine cover
(2).
Fig. 52: Intake Air Temperature (IAT) Sensor, Air Cleaner Housing, Resonator Retaining Bolt &
Hose Clamp
3. Disconnect the electrical connector at the Intake Air Temperature (IAT) sensor (1).
4. Loosen the clean air hose clamp at the air cleaner housing (2).
5. Remove the resonator retaining bolt (3).
6. Loosen the resonator hose clamp at the throttle body (4) and remove the resonator.
INSTALLATION
INSTALLATION
AIR CLEANER HOUSING
Fig. 53: Air Cleaner Housing Rubber Grommets & Push Pin Retainer
1. Position the air cleaner housing and secure the air cleaner housing rubber grommets (1) to the ball studs.
2. Install the air cleaner housing duct push pin retainer (2).
3. Install the air filter element into the housing assembly.

4. Install the air cleaner cover onto the housing assembly locating tabs.
5. Latch the 2 spring clips (3) and lock the air cleaner cover to the housing assembly.
6. Connect the make up air hose (2) to the air cleaner cover.
7. Connect the clean air hose to the air cleaner cover and tighten clamp (1) to 5 N.m (44 in. lbs.).
RESONATOR ASSEMBLY
Fig. 55: Intake Air Temperature (IAT) Sensor, Air Cleaner Housing, Resonator Retaining Bolt & Hose
Clamp
1. Connect the resonator hose at the throttle body and tighten clamp (4) to 5 N.m (44 in. lbs.).
2. Install the resonator retaining bolt (3) and tighten to 5 N.m (44 in. lbs.).
3. Connect the clean air hose at the air cleaner housing and tighten clamp (2) to 5 N.m (44 in. lbs.).
4. Connect the electrical connector at the Intake Air Temperature (IAT) sensor (1).

5. Position the engine cover (2) and secure the retaining grommets to the ball studs.
CYLINDER HEAD
OPERATION
OPERATION
The cylinder head closes the combustion chamber allowing the pistons to compress the air fuel mixture to the
correct ratio for ignition. The valves located in the cylinder head open and close to either allow clean air into the
combustion chamber or to allow the exhaust gases out, depending on the stroke of the engine.
DIAGNOSIS AND TESTING - CYLINDER HEAD GASKET FAILURE
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
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in
the CYLINDER COMPRESSION PRESSURE LEAKAGE Test in this information. An engine cylinder
head gasket leaking between adjacent cylinders will results in approximately a 50 - 70% reduction in
compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST
WARNING: Use extreme care when the engine is operating with the coolant pressure
cap removed. Failure to follow these instructions may result in possible
serious or fatal injury.
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
CAUTION: With the cooling system tester in place, pressure builds 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).
Install the Cooling System Tester (special tool #7700, Tester, Cooling System) or equivalent to pressure cap
neck. Start the engine and observe the tester's pressure gauge. If the 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 the Bloc-Chek Kit (special tool #C-
3685-A, Bloc-Chek Kit) or equivalent. Perform the test following the procedures supplied with the tool kit.
REMOVAL
REMOVAL - LEFT CYLINDER HEAD





5. Remove the cowl cover panel (2). Refer to COVER, COWL PANEL, REMOVAL .
Fig. 60: Cylinder Head Cover Removal/Tightening Sequence

Right side shown in illustration, left side similar.

8. Remove the cylinder head cover. Refer to COVER(S), CYLINDER HEAD, REMOVAL, 5.7L.
Fig. 61: Intake Manifold Removal & Tightening Sequence


Fig. 63: Rocker Shafts Retaining Bolt Removal & Tightening Sequence
NOTE: The rocker arms and push rods must be installed in their original location
as removed.
11. Remove the rocker arms and push rods. Note their location to ensure installation in their original
locations as removed. Refer to ROCKER ARM, VALVE, REMOVAL, 5.7L.
Fig. 64: Cylinder Head Bolt Removal & Tightening Sequence

12. Using the sequence shown in illustration, remove the cylinder head bolts.
13. Remove the cylinder head and discard the cylinder head gasket.
REMOVAL - RIGHT CYLINDER HEAD





5. Remove the cowl cover panel (2). Refer to COVER, COWL PANEL, REMOVAL .

8. Remove the cylinder head cover. Refer to COVER(S), CYLINDER HEAD, REMOVAL, 5.7L.
9. Remove the engine oil indicator tube retaining nut at the exhaust manifold and remove the oil indicator
tube.

as removed.
locations. Refer to ROCKER ARM, VALVE, REMOVAL, 5.7L.

13. Remove the cylinder head and discard the cylinder head gasket.
CLEANING
CLEANING
Clean all sealing surfaces of the cylinder block and cylinder heads using Mopar® Brake Parts Cleaner (or
equivalent).
INSPECTION
INSPECTION
1. Inspect the cylinder head for out-of-flatness using a straightedge and a feeler gauge. If tolerances exceed
0.0508 mm (0.002 in.) replace the cylinder head.
2. Inspect the valve seats for damage. Service the valve seats as necessary.
3. Inspect the valve guides for wear, cracks or looseness. If either condition exist, replace the cylinder head.
4. Inspect the pushrods. Replace worn or bent pushrods.
INSTALLATION
INSTALLATION - LEFT CYLINDER HEAD

Fig. 72: Removing/Installing Bolts/Studs From Exhaust Manifold In Sequence

1. If replacing the cylinder head, transfer the valves, valve seals and valve springs to the new cylinder head.
Refer to VALVES, INTAKE AND EXHAUST, INSTALLATION, 5.7L. If valve refacing is necessary,
refer to Engine/Cylinder Head/VALVES, Intake and Exhaust - Standard Procedure.
2. If replacing the cylinder head, transfer the exhaust manifold to the new cylinder head. Using the sequence
shown in illustration, tighten the exhaust manifold bolts/studs to 25 N.m (18 ft. lbs.).
3. If replacing the cylinder head, transfer the spark plugs to the new cylinder head. Refer to SPARK PLUG,
INSTALLATION .
Fig. 73: Cylinder Head Gasket Markings

and right sides. They are marked with an "L" and "R" to indicate the
left or right side and they are marked "TOP" to indicate which side
goes up.
4. Using a suitable solvent, clean all sealing surfaces of the cylinder block and cylinder heads.
Fig. 74: Cylinder Head & Gasket

5. Position the new cylinder head gasket (1) onto the cylinder block.
6. Position the cylinder head (2) onto the cylinder head gasket (1) and cylinder block.

7. Using the sequence shown in illustration, tighten the cylinder head bolts 1 through 10 to 34 N.m (25 ft.
lbs.).
lbs.).
9. Again, using the sequence shown in illustration, tighten the cylinder head bolts 1 through 10 to 54 N.m
(40 ft. lbs.).
(15 ft. lbs.).
11. Again, using the sequence shown in illustration, rotate the cylinder head bolts 1 through 10 90°.
(25 ft. lbs.).
Fig. 76: Pushrod Retaining Plate

13. Using Pushrod Retainer (special tool #9070, Retainer, Push Rod) (1), install the push rods and rocker
arms in their original location as noted during removal. Refer to ROCKER ARM, VALVE,
INSTALLATION, 5.7L.


15. Install the cylinder head cover. Refer to COVER(S), CYLINDER HEAD, INSTALLATION, 5.7L.

16. Install the intake manifold. Refer to MANIFOLD, INTAKE, INSTALLATION, 5.7L.

17. Install the cowl cover panel. Refer to COVER, COWL PANEL, INSTALLATION .
5.7L.

20. Change the engine oil and engine oil filter. Refer to CAPACITIES AND RECOMMENDED FLUIDS,
SPECIFICATIONS .
NOTE: This vehicle is equipped with an engine oil change indicator system. The
"Oil Change Required" message will need to be reset after changing the
engine oil and filter.
24. Reset the "Oil Change Required" indicator system. Refer to CENTER, ELECTRONIC VEHICLE
INFORMATION, STANDARD PROCEDURE .
25. Start the engine check for leaks.
INSTALLATION - RIGHT CYLINDER HEAD


1. If replacing the cylinder head, transfer the valves, valve seals and valve springs to the new cylinder head.
Refer to VALVES, INTAKE AND EXHAUST, INSTALLATION, 5.7L. If valve refacing is necessary,
refer to Engine/Cylinder Head/VALVES, Intake and Exhaust - Standard Procedure.
2. If replacing the cylinder head, transfer the exhaust manifold to the new cylinder head. Using the sequence
shown in illustration, tighten the exhaust manifold bolts/studs to 25 N.m (18 ft. lbs.).
3. If replacing the cylinder head, transfer the spark plugs to the new cylinder head. Refer to SPARK PLUG,
INSTALLATION .

goes up.
Fig. 84: Cylinder Head & Gasket

5. Position the new cylinder head gasket (1) onto the cylinder block.
6. Position the cylinder head (2) onto the cylinder head gasket (1) and cylinder block.

lbs.).
lbs.).
(40 ft. lbs.).
(15 ft. lbs.).
11. Again, using the sequence shown in illustration, rotate the cylinder head bolts 1 through 10 90°.
(25 ft. lbs.).

13. Using Pushrod Retainer (special tool #9070, Retainer, Push Rod) (1), install the push rods and rocker
arms in their original location as noted during removal. Refer to ROCKER ARM, VALVE,
INSTALLATION, 5.7L.

14. Position the engine oil indicator tube, install the retaining nut at the exhaust manifold and tighten to 8
N.m (70 in. lbs.).
15. Install the cylinder head cover. Refer to COVER(S), CYLINDER HEAD, INSTALLATION, 5.7L.


17. Install the cowl cover panel. Refer to COVER, COWL PANEL, INSTALLATION .
5.7L.

20. Change the engine oil and engine oil filter. Refer to CAPACITIES AND RECOMMENDED FLUIDS,
SPECIFICATIONS .

NOTE: This vehicle is equipped with an engine oil change indicator system. The
"Oil Change Required" message will need to be reset after changing the
engine oil and filter.
24. Reset the "Oil Change Required" indicator system. Refer to CENTER, ELECTRONIC VEHICLE
INFORMATION, STANDARD PROCEDURE .
25. Start the engine check for leaks.
REMOVAL
REMOVAL



Fig. 93: EVAP Vacuum Line, Fuel Supply Line & Make Up Air Hose
5. Disconnect the EVAP vacuum line (1) at the throttle body.

6. Disconnect the fuel supply line (2) at the fuel rail.
7. Disconnect the make up air hose (3) at the intake manifold.
Fig. 94: Ignition Coil Connector, Ignition Coil & Mounting Bolts
8. Disconnect the ignition coil electrical connectors (1).

9. Remove the ignition coil retaining bolts (3).
Fig. 95: Removing/Installing Ignition Coil

10. Remove the ignition coils (1).

11. Remove the wiring harness retainers at the cylinder head cover and position wiring harness aside.

12. Using the sequence shown in illustration, remove the cylinder head cover retaining bolts.
Fig. 97: Cylinder Head Cover Gasket & Cylinder Head Cover
13. Remove the cylinder head cover (2).
NOTE: The cylinder head cover gasket (1) may be used again, provided no cuts,
tears, or deformation have occurred.
14. Inspect the cylinder head cover gasket (1), replace if necessary.
INSTALLATION
INSTALLATION
NOTE: The cylinder head cover gasket (1) may be used again, provided no cuts, tears,
or deformation have occurred.
CAUTION: Do not use harsh cleaners to clean the cylinder head covers. Severe
damage to covers may occur.
2. Clean the cylinder head cover (2) and the cylinder head sealing surface.
3. Apply Mopar® Lock & Seal Adhesive to the cylinder head cover bolts.
4. Position the cylinder head cover and hand tighten the bolts.

5. Using the sequence shown in illustration, tighten the cylinder head cover bolts to 8 N.m (70 in. lbs.).

CAUTION: Do not allow other components including the wire harness to rest on
or against the engine cylinder head cover. Prolonged contact with
other objects may wear a hole in the cylinder head cover.
6. Position the wiring harness and attach the retainers to the cylinder head cover.
7. Before installing the ignition coils, apply dielectric grease to the inside of the spark plug boots (1).
8. Install the ignition coils (1).
9. Install the ignition coil retaining bolts (3) and tighten to 7 N.m (62 in. lbs.).
10. Connect the ignition coil electrical connectors (1).
11. Connect the make up air hose (3) to the intake manifold.
12. Connect the fuel supply line (2) to the fuel rail.
13. Connect the EVAP vacuum line (1) to the throttle body.



ROCKER ARM, VALVE
REMOVAL
REMOVAL

1. Disconnect the negative battery cable (2).




5. Using the sequence shown in illustration, remove the cylinder head cover. Refer to COVER(S),
CYLINDER HEAD, REMOVAL, 5.7L.

6. Install the pushrod retainer (special tool #9070, Retainer, Push Rod) (1).
7. Using the sequence shown in illustration, loosen the rocker shafts retaining bolts.
Fig. 111: Intake Rocker Arm Marking

CAUTION: The rocker shaft assemblies are not interchangeable between the
intake and the exhaust, failure to install them in the correct location
could result in engine damage. The intake rocker arms (1) are marked
with the letter "I" (2).
Fig. 112: Retainers, Rocker Arm & Rocker Shaft

as removed.
CAUTION: Do not remove the retainers (1) from the rocker shaft (3).
8. Remove the rocker shaft (3). Note the rocker arms and rocker shafts location to ensure installation in their
original locations as removed.
CAUTION: The longer pushrods are for the exhaust side and the shorter
pushrods are for the intake side.
9. Remove the pushrods. Note the pushrods location to ensure installation in their original locations as
removed.
INSTALLATION
INSTALLATION

CAUTION: The longer pushrods are for the exhaust side and the shorter pushrods are
for the intake side.
1. Install the pushrods in the same order as noted during removal.


CAUTION: Make sure that the retainers (1) and the rocker arms (2) are not
overlapped when tightening bolts or engine damage could result.
CAUTION: Verify the pushrod(s) are installed into the rocker arm(s) (2) and the
tappet(s) correctly while installing the rocker shaft assembly (3) or
engine damage could result. Recheck after the rocker shaft assembly
has been tightened to specification.

3. Install the rocker shaft assemblies in the same location as noted during removal.
4. Using the sequence shown in illustration, tighten the rocker shaft bolts to 22 N.m (16 ft. lbs.).

CAUTION: Do Not rotate or crank the engine during or immediately after rocker
arm installation. Allow the hydraulic roller tappets adequate time to
bleed down (about five minutes).
5. Remove pushrod retainer (special tool #9070, Retainer, Push Rod) (1).

6. Using the sequence shown in illustration, install the cylinder head cover. Refer to COVER(S),
CYLINDER HEAD, INSTALLATION, 5.7L.

7. Install the ignition coils (1). Refer to COIL, IGNITION, REMOVAL .



SEAL(S), VALVE GUIDE
DESCRIPTION
DESCRIPTION
The valve guide seals are made of rubber and incorporate an integral steel valve spring seat. The integral garter
spring maintains consistent lubrication control to the valve stems.
REMOVAL
REMOVAL
The valve stem seal is integral with the valve spring seat, for removal. Refer to SPRING(S), VALVE,
REMOVAL, 5.7L.
INSTALLATION
INSTALLATION
The valve stem seal is integral with the valve spring seat, for installation. Refer to SPRING(S), VALVE,
INSTALLATION, 5.7L.
SPRING(S), VALVE
REMOVAL
REMOVAL


(2).
Hose Clamp
8. Remove the ignition coil electrical connectors (1).

10. Remove one spark plug.

11. Using the sequence shown in illustration, remove the cylinder head cover bolts and remove the cylinder
head covers. Refer to COVER(S), CYLINDER HEAD, REMOVAL, 5.7L.

CAUTION: The piston must be at TDC, and both valves closed on the cylinder to
be serviced.
NOTE: The intake push rods can fall into the engine and become lodged in the oil
pan, if removing intake rocker arm shaft, install the pushrod retainer
(special tool #9070, Retainer, Push Rod) (1) to retain the intake push rods
(2).
12. Install the pushrod retainer (special tool #9070, Retainer, Push Rod) (1) on the cylinder head.
13. Clip the pushrods (2) into the pushrod retainer (1).
14. Using the sequence shown in illustration, remove the rocker arm shaft bolts and remove the rocker arm
shaft.
Fig. 128: Rocker Arm Shaft Adapter & Air Hose

15. Install the rocker arm shaft adapter (special tool #9065B, Compressor, Valve Spring) (1).
16. Insert an air hose (2) into the spark plug hole and charge the cylinder with air.
Fig. 129: Intake Valve Spring Removal/Installation

NOTE: All valve springs and seals are removed in the same manner.
NOTE: Tap the top of the valve spring retainer to loosen the spring retainers
locks.
17. Install Valve Spring Compressor (special tool #9065B, Compressor, Valve Spring) (1) and remove the
intake valve retainer locks.
18. Release the valve spring compressor and remove the valve springs.
Fig. 130: Valve Spring Tool Adapter

19. Install Valve Spring Compressor (special tool #9065B, Compressor, Valve Spring) (2) and the rocker arm
Adapter (special tool #9065B, Compressor, Valve Spring) (1) and remove the exhaust valve retainer
locks.
20. Release the valve spring compressor and remove the valve spring.
NOTE: The valve springs are interchangeable between the intake and exhaust
valves.
21. Remove the valve seal.
INSTALLATION
INSTALLATION
Fig. 131: Valve Spring Tool Adapter

NOTE: The intake seal has a smaller spring seat diameter compared to the exhaust
seal.
1. Install the valve seal.
NOTE: The intake spring damper has a longer free length compared to the
exhaust spring damper.
2. Install the valve spring.

3. Using the valve spring compressor (special tool #9065B, Compressor, Valve Spring) (1, 3), compress the
valve spring and install the valve spring retainer locks.
Fig. 132: Valve Spring Removal Tools

4. Release the air charge (1) in the cylinder.

5. Remove the valve spring compressor (special tool #9065B, Compressor, Valve Spring) (3).
CAUTION: Verify that the pushrods are fully seated into the lifters and the rocker
arms. Recheck after rocker arm shaft has been torqued to
specification.
6. Install the rocker arm shaft and push rods. Refer to ROCKER ARM, VALVE, INSTALLATION, 5.7L.
7. Using the sequence shown in illustration, tighten the rocker arm shaft bolts to 22 N.m (16 ft. lbs.).

8. Remove the pushrod retainer (special tool #9070, Retainer, Push Rod) (1).

9. Install the cylinder head. Refer to CYLINDER HEAD, INSTALLATION, 5.7L.


10. Using the sequence shown in illustration, install the cylinder head cover bolts and tighten to 8 N.m (71 in.
lbs.). Refer to COVER(S), CYLINDER HEAD, INSTALLATION, 5.7L.
11. Install the spark plug.
12. Install the ignition coil (2) and tighten fasteners (3) to 12 N.m (9 ft. lbs.).
13. Connect the ignition coil electrical connectors (1).
Hose Clamp


DESCRIPTION
VALVE GUIDES
The valve guides are made of powdered metal and pressed into the cylinder head. The guides are not
replaceable or serviceable, and valve guide reaming is not recommended. If the guides are worn beyond
acceptable limits, replace the cylinder heads.
VALVES
Both the intake and the exhaust valves are made of steel. The intake valve is 50.93 mm (2.00 inches) in
diameter and the exhaust valve is 39.53 mm (1.55 inches) in diameter. All valves use three-bead lock keepers to
retain the springs and promote valve rotation.
STANDARD PROCEDURE
STANDARD PROCEDURE - REFACING
VALVE FACE AND VALVE SEAT ANGLE CHART

Metric Standard
Seat Width
Intake 1.18 - 1.62 mm 0.0464 - 0.0637 in.
Exhaust 1.48 - 1.92 mm 0.058 - 0.075 in.
Face Angle 45° - 45 1/2 °
Seat Angle 44 1/2 ° - 45°
NOTE: Valve seats that are worn or burned can be reworked, provided that correct
angle and seat width are maintained. Otherwise the cylinder head must be
replaced.
NOTE: When refacing valves and 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.
1. Using a suitable dial indicator, measure the center of the valve seat. Total run out must not exceed 0.051
mm (0.002 in).
2. Apply a small amount of Prussian Blue to the valve seat. Insert the valve into the cylinder head. Rotate
valve while applying light pressure on the valve seat. Remove the valve and examine the valve face. If the
blue is transferred below the top edge of the valve face, lower the valve seat using a 15 degree stone. If
the blue is transferred to the bottom edge of the valve face, raise the valve seat using a 65 degree stone.
3. When the seat is properly positioned the width of the intake seat must be 1.18 - 1.62 mm (0.0464 - 0.0637
in.) and the exhaust seat must be 1.48 - 1.92 mm (0.058 - 0.075 in.).
4. Check the valve spring installed height after refacing the valve and seat. The installed height for both
intake and exhaust valve springs must not exceed 46.0 mm (1.81 in.).
5. The valve seat must maintain a seat angle of 44 1/2 ° - 45°.
6. The valve face must maintain a face angle of 45° - 45 1/2 °.
REMOVAL
REMOVAL

1. Remove the cylinder head. Refer to CYLINDER HEAD, REMOVAL, 5.7L.

Fig. 141: Valve Assembly Configuration

2. Compress the valve springs using the valve spring compressor (special tool #C-3422-D, Compressor,
Valve Spring) and adapter (special tool #8464, Adapter, Valve Spring).
3. Remove the valve retaining locks (1), valve spring retainers (2), valve stem seals (3) and valve springs
(6).
4. Before removing the valves (4, 5), remove any burrs from the valve stem lock grooves to prevent damage
to the valve guides. Identify the valves to ensure installation in original location.
INSTALLATION
INSTALLATION
Fig. 142: Valve Assembly Configuration

1. Clean the valves thoroughly. Discard burned, warped, and cracked valves.
2. Remove carbon and varnish deposits from inside the valve guides with a reliable guide cleaner.
3. Measure the valve stems for wear. If wear exceeds 0.051 mm (0.002 inch), replace the valve.
4. Coat the valve stems with clean engine oil and insert them into the cylinder head.
5. If the valves or seats are reground, check valve stem height. If the valve is too long, replace the cylinder
head.
6. Install new seals (3) on all valve guides. Install the valve springs (6) and valve retainers (2).
Fig. 143: Valve Spring Remove/Install

7. Compress the valve springs with the valve spring compressor (special tool #C-3422-D, Compressor,
Valve Spring) (1) and adapter (special tool #8464, Adapter, Valve Spring), install the locks and release
the tool. If the valves and/or seats are ground, measure the installed height of the springs. Make sure the
measurement is taken from the bottom of spring seat in the cylinder head to the bottom surface of spring
retainer.

ENGINE BLOCK
STANDARD PROCEDURE
MEASURING BEARING CLEARANCE USING PLASTIGAGE
Fig. 145: Plastigage Placed In Lower Shell

NOTE: Typical crankshaft journal shown in illustration.
Engine crankshaft and connecting rod bearing clearances can be determined by the use of Plastigage or
equivalent. The following is the recommended procedure for the use of Plastigage:
1. Remove the oil film from surface to be checked. Plastigage is soluble in oil.
2. Place a piece of Plastigage (1) across the entire width of the journal (In addition, suspected areas can be
checked by placing the Plastigage in the suspected area). Plastigage must not crumble in use. If brittle,
obtain fresh stock.
3. Torque the bearing cap bolts of the bearing being checked to the proper specifications. Refer to Engine -
Specifications.
NOTE: DO NOT rotate the crankshaft. Plastigage will smear, causing inaccurate
results.
Fig. 146: Measuring Bearing Clearance With Plastigage

NOTE: Typical connecting rod cap shown in illustration.
4. Remove the bearing cap and compare the width of the flattened Plastigage (2) with the scale provided on
the package (1). Locate the band closest to the same width. This band shows the amount of clearance.
Differences in readings between the ends indicate the amount of taper present or the possibility of foreign
material trapped under the bearing insert.
5. Record all readings taken. Compare clearance measurements to specifications found in engine
Fig. 147: Checking Connecting Rod Bearing Clearance With Plastigage

NOTE: Typical connecting rod journal shown in illustration.
NOTE: Plastigage is available in a variety of clearance ranges. Use the most

appropriate range for the specifications you are checking. Plastigage
generally is accompanied by two scales. One scale is in inches, the other
is a metric scale.
6. Install the proper bearings to achieve the specified bearing clearances.

7. Repeat the Plastigage measurement to verify your bearing selection prior to final assembly.
CYLINDER BORE HONING

Fig. 148: Cylinder Bore Crosshatch Pattern

Before honing, stuff plenty of clean shop towels under the bores and over the crankshaft to keep abrasive
materials from entering the crankshaft area.
1. Used carefully, a cylinder bore sizing hone equipped with 220 grit stones, is the best tool for this job. In
addition to deglazing, it will reduce taper and out-of-round, as well as removing light scuffing, scoring
and scratches. Usually, a few strokes will clean up a bore and maintain the required limits.
CAUTION: DO NOT use rigid type hones to remove cylinder wall glaze.
2. Deglazing of the cylinder walls may be done if the cylinder bore is straight and round. Use of a cylinder
surfacing hone equipped with 280 grit stones, about 20-60 strokes, depending on the bore condition, will
be sufficient to provide a satisfactory surface. Use a light honing oil, available from major oil distributors.
CAUTION: DO NOT use engine or transmission oil, mineral spirits, or kerosene.
3. Honing should be done by moving the hone up and down fast enough to get a crosshatch pattern. The
hone marks should INTERSECT at 50° to 60° for proper seating of rings.
4. A controlled hone motor speed between 200 and 300 RPM is necessary to obtain the proper crosshatch
angle (1). The number of up and down strokes per minute can be regulated to get the desired 50° to 60°
angle (2). Faster up and down strokes increase the crosshatch angle.
5. After honing, it is necessary that the block be cleaned to remove all traces of abrasive. Use a brush to
wash parts with a solution of hot water and detergent. Dry parts thoroughly. Use a clean, white, lint-free
cloth to check that the bore is clean. Oil the bores after cleaning to prevent rusting.
CLEANING
CLEANING
Thoroughly clean the oil pan and engine block gasket surfaces.
Use compressed air to clean:
 Gallery at the oil filter adaptor hole

 Front and rear oil gallery holes
 Multiple Displacement System (MDS) oil gallery holes in the valley
 Oil feed holes for the crankshaft main bearings
Drilled and tapped holes should be free of debris upon assembly.
Once the block has been completely cleaned, apply Loctite® PST pipe sealant with Teflon 592 to the threads of
the front and rear oil gallery plugs and coolant drain plugs. Tighten the oil gallery 1/4 inch x 18 NPT plugs to
20 N.m (15 ft. lbs.). Tighten the coolant drain 1/4 inch x 18 NPT plugs to 34 N.m (25 ft. lbs.). Tighten the 3/8
inch x 18 NPT plugs to 27 N.m (20 ft. lbs.).
INSPECTION
INSPECTION

1. Wipe the main bearing inserts (1, 2) clean.

3. Inspect the back of the inserts for fractures, scrapes or irregular wear patterns.
5. Inspect the crankshaft thrust washers for scoring, scratches, wear or blueing.
6. Replace any bearing that shows abnormal wear.
7. Inspect the main bearing bores for signs of scoring, nicks and burrs.
8. If the cylinder block main bearing bores show damage, replace the engine block.

9. Use Cylinder Indicator (special tool #C-119, Cylinder Indicator) (2) to correctly measure the inside
diameter of the cylinder bore (3). A cylinder bore gauge capable of reading in 0.003 mm (0.0001 in.)
Increments is required. If a bore gauge is not available, do not use an inside micrometer.
10. Measure the inside diameter of the cylinder bore at three levels below the top of the bore (4). Start at the
top of the bore, perpendicular (across or at 90°) to the axis of the crankshaft at point A (1).
11. Repeat the measurement near the middle of the bore then repeat the measurement near the bottom of the
bore.
12. Determine the taper by subtracting the smaller diameter from the larger diameter.
13. Rotate the measuring device 90° to point B (1) and repeat the three measurements. Verify that the
maximum taper is within specifications.
14. Determine out-of-roundness by comparing the difference between each measurement.
15. If the cylinder bore taper does not exceed 0.025 mm (0.001 inch) and out-of-roundness does not exceed
0.015 mm (0.0006 inch) then the cylinder bore can be honed. If the cylinder bore taper or out- of-round
condition exceeds the maximum limits, replace the cylinder block.
NOTE: A slight amount of taper always exists in the cylinder bore after the engine has
been in use for a period of time.
ASSEMBLY, VARIABLE VALVE TIMING
DESCRIPTION
DESCRIPTION
Fig. 151: Variable Cam Timing (VCT) Assembly

The 5.7L Eagle engine is equipped with Variable Cam Timing (VCT). This system advances and/or retards the
camshaft timing to improve engine performance, mid-range torque, idle quality, fuel economy, and reduce
emissions. The VCT assembly is sometimes referred to as a camshaft phaser.
CAUTION: Never attempt to disassemble the camshaft phaser, severe engine damage
could result.
The VCT assembly consists of the camshaft sprocket and a timing phaser. The VCT phaser assembly bolts to
the camshaft and is serviced as an assembly.
OPERATION
OPERATION
The Variable Cam Timing (VCT) assembly is actuated with engine oil pressure. The oil flow to the VCT
assemblies are controlled by an Oil Control Valve (OCV). The OCV consist of a Pulse Width Modulated
(PWM) solenoid and a spool valve. The PCM actuates the OCV to control oil flow through the spool valve into
the VCT assemblies. The VCT assembly consists of a rotor, stator, and sprocket. The stator is connected to the
timing chain through the sprocket. The rotor is connected to the camshaft. Oil flow in to the VCT assembly
rotates the rotor with respect to the stator, thus rotating the exhaust camshaft with respect to the timing chain
and intake camshaft. An infinitely variable cam timing position can be achieved within the limits of the
hardware. The CMP monitors the position of the camshaft with respect to the crankshaft and provides feedback
to the PCM.
could result.
REMOVAL
REMOVAL
Fig. 152: Camshaft Phaser & Bolt

could result.
1. Remove the timing chain and sprockets. Refer to CHAIN AND SPROCKETS, TIMING, REMOVAL,
5.7L.
2. Remove the camshaft phaser bolt (1).
3. Remove camshaft phaser (2).
INSTALLATION
INSTALLATION
Fig. 153: Phaser Alignment Slot

1. Align the slot (2) in the phaser (1) with the dowel on the camshaft.
Fig. 154: Camshaft Phaser & Bolt

CAUTION: Never attempt to disassemble the camshaft phaser, severe engine

damage could result.
2. Position the phaser (2) in place and install phaser retaining bolt (1) and tighten to 122 N.m (90 ft. lbs.).
3. Install the timing chain and sprockets. Refer to CHAIN AND SPROCKETS, TIMING,
INSTALLATION, 5.7L.
STANDARD PROCEDURE
STANDARD PROCEDURE - CRANKSHAFT MAIN BEARING - FITTING
MAIN BEARING JOURNAL DIAMETER (CRANKSHAFT REMOVED)
Fig. 155: Measuring Main Bearing Journal Diameter

With the crankshaft removed from the cylinder block.
Clean the oil off the main bearing journal.
Determine the maximum diameter of the journal with a micrometer. Measure at two locations 90° apart at each
end of the journal.
The maximum allowable taper is 0.008 mm (0.0004 inch.) and maximum out of round is 0.005 mm (0.0002
inch). Compare the measured diameter with the journal diameter specification (Main Bearing Fitting Chart).
Select the inserts required to obtain the specified bearing-to-journal clearance.
CRANKSHAFT MAIN BEARING SELECTION

Fig. 156: Crankshaft Counterweight Stamped Grade Identification Marks

The main bearings are "select fit" to achieve proper oil clearances. For main bearing selection, the crankshaft
counterweight has grade identification marks stamped into it. These marks are read from left to right. The left
letter (1) refers to the number one main journal and the right letter (2) refers to the number 5 journal.
NOTE: Service main bearings are coded. These codes identify what size or grade of the
bearing.
MAIN BEARING SELECTION CHART - 5.7L

GRADE
BEARING SIZE FOR USE WITH JOURNAL SIZE
MARKING
METRIC STANDARD METRIC STANDARD
A 64.988 - 64.995
0.008 mm U/S 0.0004 in. U/S 2.5585 - 2.5588 in.
mm
B 64.996 - 65.004
NOMINAL 2.5588 - 2.5592 in.
mm
C 65.005 - 65.012
0.008 mm O/S 0.0004 in. O/S 2.5592 - 2.5595 in.
mm
INSPECTION
INSPECTION
Fig. 157: Main Bearing Wear Patterns

Wipe the inserts clean and inspect for abnormal wear patterns and for metal or other foreign material imbedded
in the lining. Normal main bearing insert wear patterns are illustrated.
NOTE: If any crankshaft journals are scored, the crankshaft must be repaired or
replaced.
Inspect the back of the inserts for fractures, scrapings or irregular wear patterns.
Inspect the upper insert locking tabs for damage.
Replace all damaged or worn bearing inserts.
CAMSHAFT, ENGINE
REMOVAL
CAMSHAFT CORE HOLE PLUG

Fig. 158: Flexplate Retaining Bolt Removal & Tightening Sequence

1. Perform the fuel system pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE .
2. Remove the transmission. Refer to appropriate Transmission Service Information article.
3. Using the sequence shown in illustration, remove the flexplate retaining bolts.
4. Remove the flexplate.
Fig. 159: Camshaft Core Hole Plug

CAUTION: Do not damage the rear surface of the camshaft or the core plug
sealing surface, when removing the core plug.
5. Using a suitable sharp punch, place a small hole into the camshaft core hole plug (1).
6. Insert a short sheet metal screw into the small hole in the camshaft core hole plug.
7. Using a suitable slide hammer puller, remove the rear camshaft core hole plug.
CAMSHAFT




4. Remove the engine from the vehicle. Refer to REMOVAL, 5.7L.
Fig. 162: Remove/Install Oil Pan Retaining Bolts

NOTE: The oil pump pickup tube, windage tray and oil pan is one assembly. When
the oil pan is removed, a new oil pan gasket and pickup tube O-ring must
be installed. The old gasket and O-ring cannot be reused.
6. Remove the engine oil dipstick.

7. Using the sequence shown in illustration, remove the oil pan retaining bolts.
8. Remove the oil pan and discard the oil pan gasket and pickup tube O-ring.
9. Clean the sealing surfaces as necessary.


Right cylinder head shown in illustration, left cylinder head similar.
as removed.

17. Remove the cylinder head(s) and discard the cylinder head gasket(s).
18. Remove timing case cover. Refer to COVER(S), ENGINE TIMING, REMOVAL, 5.7L.
Fig. 168: Tappet Guide Holder Assembly

NOTE: Identify lifters to ensure installation in original location.
19. Remove the lifters (2) and retainer (1) as an assembly.

Fig. 169: Oil Pump & Retaining Bolts

20. Remove the oil pump retaining bolts (2) and remove the oil pump (1).
Fig. 170: Timing Chain, Sprockets, Timing Chain Tensioner & Guide
21. Remove timing chain (5). Refer to CHAIN AND SPROCKETS, TIMING, REMOVAL, 5.7L.
Fig. 171: Camshaft Thrust Plate

22. Remove camshaft thrust plate (1).
Fig. 172: Removing/Installing Camshaft

NOTE: Slowly rotate the camshaft while pulling camshaft out.
23. Install a long bolt (2) into front of camshaft (1) to aid in removal of the camshaft. Remove camshaft,
being careful not to damage cam bearings with the cam lobes.
INSPECTION
INSPECTION
The cam bearings are not serviceable. Do not attempt to replace cam bearings for any reason. If the cam
bearings are damaged, the cylinder block must be replaced.
INSTALLATION
CAMSHAFT CORE HOLE PLUG
Fig. 173: Camshaft Core Hole Plug

1. Clean the core hole in the cylinder block.
NOTE: Do not apply adhesive to the new camshaft core hole plug. A new plug has
adhesive pre-applied.
2. Install a new camshaft core hole plug (1) located at the rear of cylinder block, using a suitable flat faced
tool. The plug must be fully seated on the cylinder block shoulder.
3. Install the flexplate. Refer to FLEXPLATE, INSTALLATION, 5.7L.
4. Install the engine. Refer to INSTALLATION, 5.7L.
CAMSHAFT
Fig. 174: Removing/Installing Camshaft

1. Lubricate camshaft lobes and camshaft bearing journals and insert the camshaft (1).
Fig. 175: Camshaft Thrust Plate

2. Position the camshaft thrust plate (1) and install the retaining bolts finger tight.
Fig. 176: Camshaft Thrust Plate Bolt Tightening Sequence

3. Using the sequence shown in illustration, tighten the camshaft thrust plate retaining bolts to 12 N.m (106
in. lbs.).
4. Measure camshaft end play. Refer to Engine - Specifications. If not within specifications install a new
thrust plate.
5. Install the timing chain (5) and sprockets (1, 3). Refer to CHAIN AND SPROCKETS, TIMING,
INSTALLATION, 5.7L.
6. Install the timing chain tensioner (4) and guide (2).

7. Position the oil pump (1), install the retaining bolts and tighten to 28 N.m (21 ft. lbs.).
8. Install the timing chain cover. Refer to COVER(S), ENGINE TIMING, INSTALLATION, 5.7L.
9. Install the oil pan. Refer to PAN, OIL, INSTALLATION, 5.7L.
CAUTION: Engines equipped with MDS use both standard roller lifters (2) and
deactivating roller lifters (1). The deactivating roller lifters must be
used in cylinders 1, 4, 6, 7. The deactivating lifters can be identified
by the two holes in the side of the lifter body (3), for the latching pins.
NOTE: If camshaft replacement is necessary, all lifter and retainer assemblies

must be replaced.
NOTE: The lifter and retainer assemblies must be installed in the same position
as removed.
Fig. 179: Rear MDS Lifter Assembly

10. Install the rear MDS lifter and retainer assembly (2) and tighten bolt (1) to 12 N.m (106 in. lbs.).
Fig. 180: Front MDS Lifter Assembly

11. Install the front MDS lifter and retainer assembly (2) and tighten bolt (1) to 12 N.m (106 in. lbs.).
Fig. 181: T-Joint RTV Application

12. Clean the oil pan gasket mating surface of the block and oil pan.
NOTE: When the oil pan is removed, a new oil pan gasket and pickup tube O-ring
must be installed. The old gasket and O-ring cannot be reused.
13. Install a new oil pan gasket and pickup tube O-ring.
NOTE: Mopar® Engine RTV must be applied to the 4 T-joints (1, 2) area where the
front cover, rear retainer and oil pan gasket meet. The bead of RTV should
cover the bottom of the gasket. This area is approximately 4.5 mm x 25
mm in each of the 4 T-joint locations.
14. Apply Mopar® Engine RTV at the T- joints (1, 2).


15. Position the oil pan, install the mounting bolts and using the sequence shown in illustration, tighten to 12
N.m (9 ft. lbs.).
16. Install the engine oil dipstick.

Right cylinder head gasket shown in illustration, left cylinder head gasket similar.
goes up.
18. Position the new cylinder head gasket(s) (5) onto the cylinder block.
19. Position the cylinder head(s) (4) onto the cylinder head gasket (5) and cylinder block.

lbs.).
lbs.).
22. Again using the sequence shown in illustration, tighten the cylinder head bolts 1 through 10 to 54 N.m
(40 ft. lbs.).
(15 ft. lbs.).
24. Again using the sequence shown in illustration, rotate the cylinder head bolts 1 through 10 90°.
(25 ft. lbs.).

26. Install the pushrods in the same position as noted during removal.


28. Install the rocker shaft assemblies in the same position as noted during removal.

34. Position the cylinder head cover and gasket, install the retaining bolts finger tight.

NOTE: Before installing the ignition coils, apply dielectric grease to the inside of
the spark plug boots.

38. Install the engine into the vehicle. Refer to INSTALLATION, 5.7L.

39. Connect negative battery cable (2).


41. Fill the engine with the proper engine oil. Refer to CAPACITIES AND RECOMMENDED FLUIDS,
SPECIFICATIONS .

43. Fill the cooling system with the proper coolant. Refer to STANDARD PROCEDURE .
45. Road test the vehicle.
COVER, STRUCTURAL DUST
DESCRIPTION
DESCRIPTION
The structural dust cover is made of die cast aluminum and joins the lower half of the transmission bell housing
to the engine.
OPERATION
OPERATION
The structural cover provides additional powertrain stiffness and reduces noise and vibration.
REMOVAL
REMOVAL


INSTALLATION
INSTALLATION

CAUTION: The structural dust cover must be installed as described in the following
steps. Failure to do so may cause severe damage to the cover.
1. Position the structural cover (2) in the vehicle.

2. Install the structural dust cover bolts (1) to the engine block finger tight.
3. Install the structural dust cover bolts (1) to the transmission finger tight.
4. Tighten the structural dust cover bolts to the transmission to 9 N.m (80 in. lbs.).
5. Tighten the structural dust cover bolts to the engine block to 9 N.m (80 in. lbs.).
6. Again, tighten the structural dust cover bolts to the transmission to 54 N.m (40 ft. lbs.).
7. Again, tighten the structural dust cover bolts to the engine block to 54 N.m (40 ft. lbs.).
CRANKSHAFT
REMOVAL
REMOVAL
Fig. 197: Vibration Damper & Bolt Grip Puller

1. Remove the engine. Refer to REMOVAL, 5.7L.

2. Secure the engine to a suitable engine stand.
3. Remove the vibration damper (1). Refer to DAMPER, VIBRATION, REMOVAL, 5.7L.
Fig. 198: Rear Seal Retainer Removal/Tightening Sequence

4. Remove the rear oil seal retainer. Refer to RETAINER, CRANKSHAFT REAR OIL SEAL,
REMOVAL, 5.7L.
5. Remove the oil pan. Refer to PAN, OIL, REMOVAL, 5.7L.

6. Remove the timing cover. Refer to COVER(S), ENGINE TIMING, REMOVAL, 5.7L.

7. Remove the oil pump (1). Refer to PUMP, ENGINE OIL, REMOVAL, 5.7L.
8. Remove the timing chain (5) and sprockets (1, 3). Refer to CHAIN AND SPROCKETS, TIMING,
REMOVAL, 5.7L.
Fig. 201: Mark On Connecting Rod & Bearing Cap

CAUTION: Do not use a number stamp or a punch to mark connecting rods or

caps, as damage to connecting rods could occur.
marked before removal to ensure correct reassembly.
9. Mark the connecting rod and bearing cap positions using a permanent ink marker or scribe tool.
10. Remove the rod bearing caps and bearings.
Fig. 202: Main Bearing Caps & Arrows

CAUTION: Do not use a number stamp or a punch to mark main bearing caps as
damage to bearing caps and/or bearings could occur.
NOTE: Main bearing caps are not interchangeable and should be marked before
removal to ensure correct reassembly.
11. Mark the main bearing caps (1) using a permanent ink marker or scribe tool.
Fig. 203: Main Bearing Cap Removal

12. Remove the main bearing cap bolts.

13. Remove the main bearing cap crossbolts.
14. Remove main bearing caps (1) and bearings one at a time.
Fig. 204: Thrust Washer Location

15. Remove the thrust washers.

16. Remove the crankshaft out of the engine block.
INSTALLATION
INSTALLATION
Fig. 205: Main Bearings

1. Select the proper main bearings. Refer to Engine/Engine Block/BEARING(S), Crankshaft - Standard
Procedure.
2. Install the main bearings in the engine block (1).
Fig. 206: Main Bearing Shells In The Bearing Caps

3. Install the main bearing shells (2) in the bearing caps (1).
Fig. 207: Crankshaft

4. Lubricate the main bearing shells with clean engine oil.

5. Position the crankshaft (1) into the cylinder block.
Fig. 208: Removing/Installing Thrust Washer

6. Lubricate and install the thrust bearings (1).
Fig. 209: Main Bearing Caps & Arrows

7. Install all main bearing caps (1) in the location as noted during removal making sure the arrow (2) faces
forward.
Fig. 210: Main Bearing Cap Bolt Tightening Sequence

NOTE: The main cap crossbolts are torqued after final torque of the main cap
bolts. Always use a new washer/seal on crossbolts.
8. Clean and oil all cap bolts and install finger tight.
9. Using the sequence shown in illustration, tighten the main bearing cap bolts to 13 N.m (10 ft. lbs.).
10. Again, using the sequence shown in illustration, tighten the main bearing cap bolts to 27 N.m (20 ft. lbs.).
11. Rotate the bearing main cap bolts an additional 90° in the sequence shown in illustration.
Fig. 211: Crossbolt Tightening Sequence

12. Install the crossbolts with new seal washer finger tight
13. Using the sequence shown in illustration, tighten the crossbolts to 28 N.m (21 ft. lbs.).
14. Again, using the sequence shown in illustration, repeat the crossbolt tightening procedure.
15. Measure the crankshaft end play. Refer to Engine/Engine Block/BEARING(S), Crankshaft - Standard
Procedure.

16. Wipe the connecting rod caps clean and install the rod bearings.
17. Lubricate the bearing surfaces with clean engine oil and install the bearings and connecting rod caps onto
the connecting rod journals in the same location as noted during removal.
18. Lubricate the new connecting rod bolts with clean engine oil and install the bolts finger tight.
19. Tighten the connecting rod bolts to 21 N.m (15 ft. lbs.) plus a 90° turn.
Fig. 213: Connecting Rod Proper Installation

20. If required, measure the connecting rod side clearance. Refer to Engine - Specifications.
21. Install the timing chain (5) and sprockets (1, 3). Refer to CHAIN AND SPROCKETS, TIMING,
INSTALLATION, 5.7L.

22. Install the oil pump (1). Refer to PUMP, ENGINE OIL, INSTALLATION, 5.7L.
23. Install the timing chain case cover (1). Refer to COVER(S), ENGINE TIMING, INSTALLATION,
5.7L.

24. Install the rear main seal and retainer. Refer to RETAINER, CRANKSHAFT REAR OIL SEAL,
INSTALLATION, 5.7L.
26. Install the vibration damper. Refer to DAMPER, VIBRATION, INSTALLATION, 5.7L.
27. Install the engine. Refer to INSTALLATION, 5.7L.
DAMPER, VIBRATION
DESCRIPTION
DESCRIPTION
The crankshaft damper is used to control the resonance that is produced by the engine. The Noise, Vibration,
and Harshness (NVH) created from the crankshaft can be controlled by dissipating the torque energy through
the damper.
Fig. 217: Crankshaft Damper & Harden Steel Bolt

The crankshaft damper on the engines is held to the crankshaft by means of a harden steel bolt. The damper is
pressed onto a specific machined surface of the crankshaft.
Fig. 218: HEMI® Engine Crankshaft Damper

The HEMI® Engines incorporate various crankshaft vibration dampers depending on the engine application.
And can be removed depending on the application used.
Fig. 219: Removing Vibration Damper

Finding the proper puller for the application will ensure no damage will come to the damper. The flange puller
is used by installing 3 bolts into the pre-tapped holes in the damper.
Fig. 220: Removing Vibration Damper

Some pulleys that do not have bolt holes can be removed with a three jaw style (special tool #1023, Puller).
REMOVAL
REMOVAL
Clamp




7. Remove the upper radiator hose clamp (1) at the thermostat housing.
Fig. 223: Drive Belt Tensioners & Assembly With Drive Belt Routing

Fig. 224: Cooling Fan Motor Assembly


11. Remove the crankshaft damper bolt.
NOTE: When installing the puller tool, ensure the bolts are fully threaded through
the entire crankshaft damper.
12. Install puller tool (2) and remove the crankshaft damper (1).
INSTALLATION
INSTALLATION
Fig. 226: Installing Vibration Damper Onto Crankshaft Using Special Tool
1. Using (special tool #10387, Installer, Vibration Damper). Install the threaded rod (1) into the face of the
crankshaft (3) till the face of the rod (4) bottoms out.
Fig. 227: Installing Vibration Damper

2. Position the vibration damper (2) on the crankshaft.

3. Using Damper Installer (1) and a deep well socket, press the damper onto the crankshaft till seated.
4. Remove the Damper Installer tool (1) and install the crankshaft damper bolt. Tighten the bolt to 176 N.m
(129 ft. lbs.).

5. Install the cooling fan module. Refer to FAN, COOLING, INSTALLATION .
Fig. 229: Drive Belt Tensioners & Assembly With Drive Belt Routing
6. Install serpentine belt (1). Refer to BELT, SERPENTINE, INSTALLATION .


7. Position the upper radiator hose and secure retainer (2) at the fan shroud.
8. Install the upper radiator hose at the thermostat housing and secure hose clamp (1).
9. Install the air cleaner resonator support bracket at the water pump.
Hose Clamp
14. Refill the cooling system. Refer to STANDARD PROCEDURE .

FLEXPLATE
REMOVAL
REMOVAL


2. Using the sequence shown in illustration, remove the flexplate retaining bolts.
3. Remove the flexplate.
INSTALLATION
INSTALLATION

1. Position the flexplate onto the crankshaft and install the retaining bolts hand tight.
2. Using the sequence shown in illustration, tighten the flexplate retaining bolts to 95 N.m (70 ft. lbs.).
LIFTER(S), HYDRAULIC, ROLLER
DESCRIPTION
DESCRIPTION
Fig. 234: MDS Lifter

The Multiple Displacement System (MDS) selectively deactivates cylinders 1, 4, 6 and 7 during steady speed,
low acceleration and shallow grade climbing conditions to increase fuel economy.
The MDS can provide a 5 to 20% fuel economy benefit when operating in four-cylinder mode. Depending on
driving habits and vehicle usage. For EPA rating purposes the fuel economy is 8 to 15% higher than if the
engine was operating on eight-cylinders at all times.
The MDS deactivating lifter (1) can be distinguished from the non-MDS lifter (2) by the disconnecting pin (3)
on the side of the MDS lifter.
MDS is integrated into the basic engine architecture requiring these additional components:
 Unique MDS camshaft

 8 deactivating roller lifters
 4 MDS control valve solenoids
 MDS control valve solenoid wiring harness
 Oil temperature sensor
OPERATION
OPERATION
Fig. 235: MDS Lifter Cross Section

The Multiple Displacement System (MDS) provides cylinder deactivation during steady speed, low acceleration
and shallow grade climbing conditions to increase fuel economy. Both four and eight cylinder configurations
have even firing intervals to provide smooth operation. The MDS selectively deactivates cylinders 1, 4, 6, and
7, to improve fuel economy. All deactivated cylinders have unique hydraulic lifters that collapse when
deactivated to prevent the valves from opening. Engine oil pressure is used to activate and deactivate the valves.
Oil is delivered through special oil passages drilled into the cylinder block. The MDS solenoid valves control
the flow. When activated, pressurized oil pushes a latching pin on each MDS lifter which becomes a lost motion
link. The base of the MDS lifter follows the camshaft while the top remains stationary. The MDS lifter is held
in place against the pushrod by light spring pressure but unable to move because of the much higher force of the
valve spring.
NOTE: It is critical to use the recommended oil viscosity in engines that use MDS.
Deactivation occurs during the compression stroke of each cylinder, after air and fuel enter the cylinder.
Ignition occurs, but the combustion products remain trapped in the cylinder under high pressure, because the
valves no longer open. No fuel/air enters or leaves during subsequent piston strokes, this high pressure gas is
repeatedly compressed and expanded like an air spring.
DIAGNOSIS AND TESTING - HYDRAULIC TAPPETS
Check the oil pressure before disassembling any part of the engine to correct tappet noise. If vehicle has no oil
pressure gauge, install a reliable gauge at the pressure sending-unit. The pressure should be between 207-552
kPa (30-80 psi) at 3, 000 RPM.
Check the oil level after the engine reaches normal operating temperature. Allow five minutes for the oil level
to stabilize before checking the oil level. The oil level in the pan should never be above the FULL mark or
below the ADD OIL mark on the dipstick. Either of these two conditions could be responsible for noisy tappets.
HIGH
If the oil level is above the FULL mark, it is possible for the connecting rods to dip into the oil. With the engine
running, this condition could create foam in the oil pan. Foam in the oil pan would be fed to the hydraulic
tappets by the oil pump causing them to lose length and allow the valves to seat noisily.
LOW
Low oil level may allow the oil pump to take in air. When air is fed to the tappets, they lose length, which
allows valves to seat noisily. Any leaks on the intake side of the oil pump through which air can be drawn
creates the same tappet action. Check the lubrication system from the intake strainer to the pump cover,
including the relief valve retainer cap. When tappet noise is due to aeration, it may be intermittent or constant,
and usually more than one tappet will be noisy. When the oil level and leaks have been corrected, operate the
engine at fast idle. Run the engine for a sufficient amount of time to allow all of the air inside the tappets to be
bleed out.
TAPPET NOISE DIAGNOSIS
1. To determine the source of tappet noise, crank the engine over with the cylinder head covers removed.
2. Feel each valve spring or rocker arm to detect the noisy tappet. The noisy tappet will cause the affected
spring and/or rocker arm to vibrate or feel rough in operation.
NOTE: Worn valve guides or cocked springs are sometimes mistaken for noisy
tappets. 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 pushrod
sockets and pushrod ends for wear.
3. Valve tappet noise ranges from light noise to a heavy click. A light noise is usually caused by excessive
leak-down around the unit plunger, or by the plunger partially sticking in the tappet body cylinder. The
tappet should be replaced. A heavy click is caused by a tappet check valve not seating, or by foreign
particles wedged between the plunger and the tappet body. This will cause 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, tappet assembly should be removed for inspection and cleaning.
4. The valve train generates a noise very much like a light tappet noise during normal operation. Care must
be taken to ensure that tappets are making the noise. If more than one tappet seems to be noisy, it's
probably not the tappets.
REMOVAL
REMOVAL

2. Remove the cylinder head. Refer to CYLINDER HEAD, REMOVAL, 5.7L.

3. Remove the lifter guide holder retaining bolt (1) from the lifter guide holder assembly (2).

CAUTION: The lifter and retainer assembly must be installed as a unit.
CAUTION: If the lifter and retainer assembly are to be reused, identify the lifters
to ensure installation in their original location or engine damage
could result.
4. Remove the lifter guide holder (1) and lifters (2) as an assembly.
5. Check the camshaft lobes for abnormal wear.
INSTALLATION
INSTALLATION

and shallow grade climbing conditions to increase fuel economy.
CAUTION: Engines equipped with MDS use both standard roller lifters (2) and
deactivating roller lifters (1). The deactivating roller lifters must be used in
cylinders 1, 4, 6, 7. The deactivating lifters can be identified by the two
holes in the side of the lifter body (3), for the latching pins.
CAUTION: The lifter and retainer assembly must be installed as a unit.

1. Lubricate the lifter guide holder (1) and lifters (2).

CAUTION: If the lifters and guide holder assembly are to be reused, they must
me installed in their original location.
2. Install the lifter guide holder (2) and lifters.

3. Tighten the lifter guide holder retaining bolt (1) to 12 N.m (9 ft. lbs.).
CAUTION: To prevent damage to valve assemblies, do not run the engine above
fast idle until all hydraulic lifters have filled with oil and have become
quiet.

RETAINER, CRANKSHAFT REAR OIL SEAL
DIAGNOSIS AND TESTING - REAR SEAL AREA LEAKS
The crankshaft rear oil seal is integral to the crankshaft rear oil seal retainer and cannot be serviced separately.

2. Remove the transmission inspection/torque converter access cover.
3. Inspect the rear of the cylinder block for evidence of oil leakage, note the following:
 Circular spray pattern generally indicates seal leakage or crankshaft damage.
 Where leakage tends to run straight down, possible causes are a porous block, camshaft bore cup
plugs, oil galley pipe plugs, oil filter runoff, and main bearing cap to cylinder block mating
surfaces. See appropriate Engine Components service information for proper repair procedures of
these items.
4. If no leaks are detected, pressurize the crankcase as outlined AIR LEAK DETECTION TEST
METHOD.
CAUTION: Do not exceed 20.6 kPa (3 psi).
polished out using an emery cloth.

remove minor nicks or scratches. The crankshaft seal flange is
specially 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. Refer to
RETAINER, CRANKSHAFT REAR OIL SEAL, REMOVAL, 5.7L.
REMOVAL
REMOVAL

NOTE: The crankshaft rear oil seal is integral to the crankshaft rear oil seal retainer and
must be replaced as an assembly.
NOTE: The crankshaft rear oil seal retainer can not be reused after removal.
NOTE: This procedure can be performed in vehicle.

2. Remove the transmission. Refer to appropriate Transmission Service Information article.
3. Remove the flexplate. Refer to FLEXPLATE, REMOVAL, 5.7L.
5. Using the sequence shown in illustration, remove the rear oil seal retainer mounting bolts.
6. Carefully remove the retainer from the engine block.
INSTALLATION
INSTALLATION

NOTE: The crankshaft rear oil seal is integral to the crankshaft rear oil seal retainer and
must be replaced as an assembly.
NOTE: The crankshaft rear oil seal retainer can not be reused after removal.
1. Thoroughly clean all gasket residue from the engine block.

2. Position the gasket onto the new crankshaft rear oil seal retainer.
3. Position the crankshaft rear oil seal retainer onto the engine block.
4. Using the sequence shown in illustration, install the crankshaft rear oil seal retainer mounting bolts and
tighten to 15 N.m (11 ft. lbs.).
6. Install the flexplate. Refer to FLEXPLATE, INSTALLATION, 5.7L.
7. Install the transmission. Refer to appropriate Transmission Service Information article.
8. Fill the engine with oil.
RING(S), PISTON
STANDARD PROCEDURE
STANDARD PROCEDURE - PISTON RING FITTING
PISTON RING END GAP

Fig. 243: Checking Piston Ring End Gap Using Feeler Gauge
NOTE: Before reinstalling used rings or installing new rings, the ring clearances must
be checked.
1. Wipe the cylinder bore clean.

2. Insert the ring in the cylinder bore.
NOTE: The ring gap measurement must be made with the ring positioned at least
12 mm (0.50 inch.) from bottom of cylinder bore.
3. Using a piston, to ensure that the ring is squared in the cylinder bore, slide the ring downward into the
cylinder.
4. Using a feeler gauge check the ring end gap. Replace any rings not within specification.
PISTON RING SIDE CLEARANCE
NOTE: Make sure the piston ring grooves are clean and free of nicks and burrs.
Fig. 244: Measuring Piston Ring Side Clearance

1. Measure the ring side clearance as shown in illustration make sure the feeler gauge (1) fits snugly
between the ring land and the ring. Replace any ring not within specification.
2. Rotate the ring around the piston, the ring must rotate in the groove with out binding.
PISTON RING SPECIFICATION CHART

Piston Ring Position Piston Ring Side Clearance Maximum Clearance
Upper Ring
Metric 0.04 - 0.09 mm 0.11 mm
Standard 0.0015 - 0.0035 in. 0.004 in.
Intermediate Ring
Metric 0.04 - 0.08 mm 0.10 mm
Standard 0.0015 - 0.0031 in. 0.004 in.
Piston Ring Position Piston Ring End Gap Wear Limit
Upper Ring
Metric 0.40 - 0.55 mm 0.43 mm
Standard 0.0157 - 0.0216 in. 0.017 in.
Intermediate Ring
Metric 0.24 - 0.51 mm 0.74 mm
Standard 0.0094 - 0.0200 in. 0.029 in.
Oil Control Ring (Steel Rail)
Metric 0.015 - 0.66 mm 0.76 mm
Standard 0.0059 - 0.0259 in. 0.030 in.
PISTON RING INSTALLATION
Fig. 245: Installing Piston Ring Side Rail

NOTE: The No. 1 and No. 2 piston rings have a different cross section. Ensure No. 2
ring is installed with manufacturers I.D. mark (Dot) facing up, towards top of the
piston.
NOTE: Piston rings are installed in the following order:
 Oil ring expander.

 Lower oil ring side rail.
 Upper oil ring side rail.
 No. 2 Intermediate piston ring.
 No. 1 Upper piston ring.
1. Install the oil ring expander.

2. Install upper side rail by placing one end between the piston ring groove and the expander ring. Hold end
firmly and press down the portion to be installed until side rail is in position. Repeat this step for the
lower side rail.
Fig. 246: Installing Upper & Intermediate Rings

3. Install No. 2 intermediate piston ring using a piston ring installer.

4. Install No. 1 upper piston ring using a piston ring installer.

NOTE: Install the piston rings so the gaps positioned as indicated with the piston
viewed from the top.
NOTE: Staggering ring gap is important for oil control.
5. Install the oil expander so the ring gap is located in the (1) position.
6. Install the oil ring rails so the ring gap is located in the (2, 4) position.
7. Install the second compression ring so the ring gap is located in the (3) position.
8. Install the top compression so the ring gap is located in the (1) position.
DESCRIPTION
DESCRIPTION
CAUTION: Do not use a metal stamp to mark connecting rods as damage may result,
instead use ink or a scratch awl.
The pistons are made of a high strength aluminum alloy. Piston skirts are coated with a solid lubricant
(Molykote®) to reduce friction and provide scuff resistance. The piston top ring groove and land is anodized.
The connecting rods are made of forged powdered metal, with a fractured cap design.
STANDARD PROCEDURE
STANDARD PROCEDURE - PISTON FITTING

1. To correctly select the proper size piston, use Cylinder Indicator (special tool #C-119, Cylinder Indicator)
(2) to measure the inside diameter of the cylinder bore (3). A cylinder bore gauge capable of reading in
0.003 mm (0.0001 in.) Increments is required. If a bore gauge is not available, do not use an inside
micrometer.
2. Measure the inside diameter of the cylinder bore at a point 38.0 mm (1.5 inches) below the top of bore
(4). Start perpendicular (across or at 90°) to the axis of the crankshaft at point A (1) and then take an
additional bore reading 90° at point B (1).
3. The coated pistons will be serviced with the piston pin and connecting rod pre-assembled. The piston-rod
assembly is specific for the left cylinder bank (odd numbered) and the right cylinder bank (even
numbered) and must not be interchanged.
Fig. 249: Piston Diameter Measuring Points

4. Measure the piston diameter with a micrometer at points (1, 2).
REMOVAL
REMOVAL




4. Remove the engine from the vehicle. Refer to REMOVAL, 5.7L.




as removed.

17. Remove the cylinder head(s) and discard the cylinder head gasket(s).
18. If necessary, remove the ridge on top of the cylinder bores with a reliable ridge reamer before removing
the pistons from the cylinder block. Be sure to keep the tops of the pistons covered during this
operation.

CAUTION: Do not use a number stamp or a punch to mark connecting rods or

caps, as damage to connecting rods could occur.
marked before removal to ensure correct reassembly.
19. Mark the connecting rod and bearing cap positions using a permanent ink marker or scribe tool.
Fig. 259: Connecting Rod Guides


damage may occur.
NOTE: Pistons and connecting rod assemblies must be removed from the top of
cylinder block. When removing the piston and connecting rod assemblies
from the engine, rotate the crankshaft so each connecting rod is centered
in the cylinder bore.
20. Perform the measure bearing clearance procedure. Refer to Engine/Engine Block - Standard
Procedure.
21. Remove the connecting rod cap, install the Connecting Rod Guides (special tool #8507, Guides,
Connecting Rod) (1) and carefully remove the piston from the cylinder bore, repeat this procedure for
each piston being removed.
Fig. 260: Measuring Cylinder Bore Diameter Using Dial Bore Gauge
22. Immediately after removing the piston and connecting rod, install the bearing cap on the mating
connecting rod to prevent damage to the fractured cap and rod surfaces.
23. Perform the piston and connecting rod inspection. Refer to Engine/Engine Block/ROD, Piston and
Connecting - Inspection.
24. Perform the piston fitting procedure. Refer to Engine/Engine Block/ROD, Piston and Connecting -
Standard Procedure.
25. Carefully remove the piston rings from the piston(s), starting from the top ring down.
26. Perform the cylinder bore honing procedure. Refer to Engine/Engine Block - Standard Procedure.
CLEANING
CLEANING
CAUTION: Do not use a wire wheel or other abrasive cleaning devise to clean the
pistons or connecting rods. The pistons have a moly coating, this coating
must not be damaged.
1. Using a suitable cleaning solvent, clean the pistons in warm water and towel dry.
2. Use a wood or plastic scraper to clean the ring land grooves.
CAUTION: Do not remove the piston pin from the piston and connecting rod
assembly.
INSPECTION
INSPECTION
Check the connecting rod journal for excessive wear, taper and scoring. Refer to Engine/Engine Block/ROD,
Piston and Connecting - Standard Procedure.
Check the connecting rod for signs of twist or bending.
Check the piston for taper and elliptical shape before it is fitted into the cylinder bore. Refer to Engine/Engine
Block/ROD, Piston and Connecting - Standard Procedure.
Check the piston for scoring or scraping marks in the piston skirts. Check the ring lands for cracks and/or
deterioration.
INSTALLATION
INSTALLATION
Fig. 261: Piston Direction Arrow

1. Before installing piston and connecting rod assemblies into the bore, install the piston rings. Refer to
Engine/Engine Block/RING(S), Piston - Standard Procedure.
2. Immerse the piston head and rings in clean engine oil. Position a ring compressor over the piston and
rings. Tighten the ring compressor. Make sure the position of the rings do not change during this
operation.
3. Position the rod bearing onto the connecting rod and lubricate the bearing surface with clean engine oil.
Fig. 262: Connecting Rod Guides


damage may occur.
4. Install Connecting Rod Guides (special tool #8507, Guides, Connecting Rod) (1) into the connecting rod
bolt threads.
NOTE: The pistons are marked on the piston pin bore surface with an raised "F"
or an arrow on top of piston indicating installation position. This mark
must be pointing toward the front of engine on both cylinder banks.
5. Wipe the cylinder bore clean and lubricate with clean engine oil.
6. Rotate the crankshaft until the connecting rod journal is on the center of cylinder bore. Insert rod and
piston assembly into the cylinder bore and carefully position connecting rod guides over crankshaft
journal.
7. Tap the piston down into the cylinder bore using a hammer handle. While guiding the connecting rod into
position on the rod journal.
8. Remove the connecting rod guides.

9. Wipe the connecting rod cap clean and install the rod bearing.
10. Lubricate the bearing surfaces with clean engine oil and install the bearing and connecting rod cap onto
the connecting rod journal in the same position as noted during removal.
11. Lubricate the new connecting rod bolts with clean engine oil and install the bolts finger tight.
12. Tighten the connecting rod bolts to 21 N.m (15 ft. lbs.) plus a 90° turn.
Fig. 264: Connecting Rod Proper Installation

13. If required, measure the connecting rod side clearance. Refer to Engine - Specifications.
14. Repeat the previous steps for each piston and connecting rod assembly being installed.



N.m (9 ft. lbs.).

Right cylinder head gasket shown in illustration, left cylinder head gasket similar.
goes up.
21. Position the new cylinder head gasket(s) (5) onto the cylinder block.
22. Position the cylinder head(s) (4) onto the cylinder head gasket (5) and cylinder block.

lbs.).
lbs.).
(40 ft. lbs.).
(15 ft. lbs.).
27. Again using the sequence shown in illustration, rotate the cylinder head bolts 1 through 10 90°.
(25 ft. lbs.).

29. Install the pushrods in the same position as noted during removal.


31. Install the rocker shaft assemblies in the same position as noted during removal.

37. Position the cylinder head cover and gasket, install the retaining bolts finger tight.

NOTE: Before installing the ignition coils, apply dielectric grease to the inside of
the spark plug boots.

41. Install the engine into the vehicle. Refer to INSTALLATION, 5.7L.

42. Connect negative cable to battery.


SPECIFICATIONS .

REMOVAL
REMOVAL
Clamp




Fig. 282: Front Crankshaft Seal Removal

13. Using Seal Remover (special tool #9071, Remover, Seal) (1), remove crankshaft front seal (2).
INSTALLATION
INSTALLATION
Fig. 283: Installing Vibration Damper Onto Crankshaft Using Special Tool
1. Install the (special tool #10387, Installer, Vibration Damper) threaded rod (1) onto the crankshaft (2).
Fig. 284: Front Seal Installation

CAUTION: The front crankshaft seal must be installed dry. Do not apply
lubricant to the sealing lip or the outer edge.
2. Using Crankshaft Front Oil Seal Installer (special tool #9072, Installer, Seal) (2) and (special tool #10387,
Installer, Vibration Damper) (1), install the crankshaft front seal.
Fig. 285: Installing Vibration Damper

3. Position the damper (2) onto the crankshaft.

4. Using the (special tool #10387, Installer, Vibration Damper) (1), press the damper onto the crankshaft.
5. Install the crankshaft damper bolt and tighten to 176 N.m (129 ft. lbs.).

6. Install the cooling fan module (3). Refer to FAN, COOLING, INSTALLATION .

10. Install serpentine belt (1). Refer to BELT, SERPENTINE, INSTALLATION .
Hose Clamp
15. Refill the cooling system. Refer to STANDARD PROCEDURE .
DESCRIPTION
DESCRIPTION
The crankshaft rear oil seal is integral to the crankshaft rear oil seal retainer, for more information. Refer to the
following;
 Diagnosis and Testing Refer to RETAINER, CRANKSHAFT REAR OIL SEAL, DIAGNOSIS AND
TESTING, 5.7L.
 Removal Refer to RETAINER, CRANKSHAFT REAR OIL SEAL, REMOVAL, 5.7L.
 Installation Refer to RETAINER, CRANKSHAFT REAR OIL SEAL, INSTALLATION, 5.7L.
SOLENOID, MULTIPLE DISPLACEMENT
DESCRIPTION
DESCRIPTION
The Multi Displacement System selectively deactivates cylinders 1, 4, 6, and 7, to improve fuel economy. It has
two modes of operation:
 8 cylinders for acceleration and heavy loads.

 4 cylinders for cruising and city traffic.
The main components of the Multi Displacement System are:
 Unique MDS camshaft.

 Deactivating roller tappets.
 4 control valves/solenoids.
 control valve/solenoid wiring harness.
 oil temp sensor.
OPERATION
OPERATION
Cylinder Deactivation
 Trap an exhaust charge from a normal combustion event

 Normal combustion event

 Don't open the exhaust valve
 Don't open the intake valve
 Piston is an air spring
 Cylinders deactivated in firing sequence
Cylinder Reactivation
 Open the exhaust valve

 Empty the cylinder
 Open the intake valve
 Normal combustion event
 Cylinders reactivated in firing sequence
DIAGNOSIS AND TESTING - MDS SOLENOID
The Multi-Displacement System (MDS) has the following detectable issues:
 solenoid circuit
 fail to deactivate a cylinder(s)
 fail to reactivate a cylinder(s)
 low oil pressure

MDS does not activate 1. Low oil pressure. 1. Check for proper oil pressure.
2. Bad oil temperature sensor. 2. Replace the oil temperature sensor.
3. Malfunctioning MDS solenoid. 3. Replace the solenoid.
4. Malfunctioning MDS tappet. 4. Replace tappet (s).
MDS does not deactivate 1. Low oil pressure. 1. Check or proper oil pressure.
2. Bad oil temperature sensor. 2. Replace the oil temp sensor.
3. Malfunctioning MDS solenoid. 3. Replace the solenoid.
4. Malfunctioning MDS tappet. 4. Replace tappet(s).
REMOVAL
REMOVAL
Fig. 289: Intake Manifold Foam Insulator Pad, MDS Solenoids & Bolts

3. Remove foam insulator pad (1).
Fig. 290: MDS Solenoids, Electrical Connectors & Retaining Bolts

4. Remove the Multiple Displacement Solenoid (MDS) (2) electrical connector(s) (1).
5. Remove the MDS solenoid (2) retaining bolt(s) (3).
Fig. 291: MDS Solenoid Removal

CAUTION: Do not try to pry the solenoid out. This could lead to breakage and
contamination of the lubrication system.
6. Lightly tap on the MDS solenoid(s) with a rubber mallet. Rotate the MDS solenoid(s) from side to side to
break the seal.
7. Remove the MDS solenoid(s).
INSTALLATION
INSTALLATION
Fig. 292: Intake Manifold Foam Insulator Pad, MDS Solenoids & Bolts
1. Verify the MDS solenoid bores are free of debris before installing the MDS solenoid into the engine
block.
2. Install the MDS solenoid(s) (3), ensure the seal is fully seated into the engine block.
3. Install the retaining bolt(s) (2) and tighten to 11 N.m (8 ft. lbs.).
4. Connect the MDS electrical connector to the solenoid(s) (3).
5. Install the foam insulator pad (1).
ENGINE MOUNTING
INSULATOR, ENGINE MOUNT, FRONT
REMOVAL
REMOVAL

1. Perform fuel pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE .


Hose Clamp
5. Disconnect the electrical connector (1) at the Intake Air Temperature (IAT) sensor.
6. Loosen the hose clamp at the air cleaner housing (2).
8. Loosen the hose clamp at the throttle body (4) and remove the resonator.
NOTE: The engine must be at room temperature for oil control valve removal.

11. Remove the oil control valve fastener (2).

Fig. 298: Engine Support & Engine Lift Fixture

15. Position the Engine Support Fixture (special tool #8534B, Support Fixture, Engine) (1).
16. Connect the Engine Support Fixture (special tool #8534B, Support Fixture, Engine) (1) to the Engine Lift
Fixture (special tool #8984B, Engine Lift Fixture) (2) and tighten to support the engine.
17. Raise and support vehicle.

18. If equipped, remove the skid plate (1) four retaining bolts (2) and remove the skid plate.

19. Remove both engine mount (1) retaining nuts (2),

21. Using the Engine Support Fixture (special tool #8534B, Support Fixture, Engine), raise the engine
enough to gain clearance to remove the engine mount (1).
Fig. 301: Engine Mount & Fasteners


23. Remove the engine mount retaining bolts/nuts (1) and remove the engine mount (2).
Fig. 302: Engine Mount Bracket & Retaining Bolts

24. If necessary, remove the engine mount bracket retaining bolts (1) and remove the engine mount bracket
(2).
INSTALLATION
INSTALLATION
Fig. 303: Engine Mount Bracket & Retaining Bolts

NOTE: Apply Mopar® Lock and Seal Adhesive, Medium Strength Threadlocker to the
engine mount bracket to engine block bolts.
1. If removed, position the engine mount bracket (2) to the engine block, install the retaining bolts (1) and
tighten to 95 N.m (70 ft. lbs.).
Fig. 304: Engine Mount & Fasteners

2. Position the engine mount (2), install the retaining bolts/nuts (1) and tighten to 95 N.m (70 ft. lbs.).


4. Using the Engine Support Fixture (special tool #8534B, Support Fixture, Engine), lower the engine onto
the engine mounts (1).
6. Install both engine mount retaining nuts (2) and tighten to 95 N.m (70 ft. lbs.).

7. If equipped, position the skid plate (1), install the skid plate four retaining bolts (2) and tighten to 28 N.m
(21 ft. lbs.).


9. Remove the Engine Support Fixture (special tool #8534B, Support Fixture, Engine) (1).
11. Install the oil control valve (3) into the cylinder block.
12. Ensure that the O-ring is fully seated into the cylinder block.
Hose Clamp
16. Position the resonator hose onto the throttle body and tighten hose clamp (4) to 5 N.m (45 in. lbs.).
18. Install the fresh air hose onto air cleaner housing and tighten hose clamp (2) to 5 N.m (45 in. lbs.).
19. Connect the electrical connector (1) at the Intake Air Temperature (IAT) sensor.




INSULATOR, ENGINE MOUNT, REAR
REMOVAL
REMOVAL

2. Using a suitable jack, support transmission.
3. Remove the rear engine mount isolator retaining bolts (1).
4. Using a suitable jack, slightly raise the transmission to relieve the load on the crossmember.
5. Remove the both transmission crossmember support bracket retaining bolts (2, 3) and remove support
brackets.
Right side crossmember retaining bolts shown in illustration, left side crossmember retaining bolts
similar.
6. Remove the transmission crossmember retaining bolts (4) and remove the crossmember.
Fig. 313: Rear Engine Mount Isolator & Retaining Bolts

7. Remove the rear engine mount isolator retaining bolts (1)

8. Remove the rear engine mount isolator (2).
INSTALLATION
INSTALLATION
Fig. 314: Rear Engine Mount Isolator & Retaining Bolts

NOTE: Threadlocking compound must be applied to the bolts before installation.
1. Position the rear engine mount isolator, install the retaining bolts and tighten to 61 N.m (45 ft. lbs.).
Right side crossmember retaining bolts shown in illustration, left side crossmember retaining bolts
similar.
2. Position the transmission crossmember, install the retaining bolts (4) and tighten to 54 N.m (40 ft. lbs.).
3. Position both transmission crossmember support brackets, install the retaining bolts (2, 3) and tighten to
54 N.m (40 ft. lbs.).
4. Using a suitable jack, lower the transmission into position, install the rear engine mount isolator retaining
bolts (1) finger tight.
5. Remove the jack supporting the transmission.
6. Tighten the rear engine mount isolator retaining bolts (1) to 54 N.m (40 ft. lbs.).
LUBRICATION
DESCRIPTION
DESCRIPTION
Fig. 316: 5.7L MDS Lubrication System

The 5.7L MDS lubrication system is a full flow filtration pressure feed type.
CHECKING ENGINE OIL PRESSURE
1. Remove the oil pressure sending unit and install gauge assembly (special tool #C-3292A, Gauge,
Pressure).
2. Run the engine until thermostat opens.
3. Oil Pressure:
 Curb Idle-25 kPa (4 psi) minimum
 3000 rpm-170 - 758 kPa (25 - 110 psi)
4. If oil pressure is 0 at idle, shut off engine. Check for a clogged oil pick-up screen or a pressure relief
valve stuck open.
ENGINE OIL LEAK
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 dipstick 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 the
oil leak. If the oil leak is found and identified, repair per service information instructions.
4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat
inspection.
If the oil leak source is not positively identified at this time , proceed with the AIR LEAK
DETECTION TEST METHOD below.
AIR LEAK DETECTION TEST METHOD
1. Remove the PCV valve from the IAFM. Cap or plug the PCV valve grommet.
2. Attach an air hose with a pressure gauge and regulator to the dipstick tube.
test pressure.
3. 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 provide the best bubbles which will pinpoint
the leak source. If the oil leak is detected and identified, repair per service information procedures.
4. If the leakage occurs at the rear oil seal area, refer to INSPECTION FOR REAR SEAL AREA LEAK
below.
5. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the
PCV valve.
6. 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.
INSPECTION FOR REAR SEAL AREA LEAKS
1. Disconnect the battery.

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:
1. Circular spray pattern generally indicates seal leakage or crankshaft damage.
2. Where leakage tends to run straight down, possible causes are a porous block, distributor seal,
camshaft bore cup plugs oil gallery pipe plugs, oil filter runoff, and main bearing cap to cylinder
block mating surfaces.
4. If no leaks are detected, pressurize the crankcase as outlined in AIR LEAK DETECTION TEST
METHOD.
CAUTION: Do not exceed 20.6 kPa (3 psi).
polished out with emery cloth.

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.
CONTROL VALVE, OIL INTAKE
DESCRIPTION
DESCRIPTION
The 5.7L engine is equipped with Variable Valve Timing (VVT). This system uses an oil control valve to direct
oil pressure into the camshaft phaser assembly. The camshaft phaser assembly advances and/or retards camshaft
timing to improve engine performance, mid-range torque, idle quality, fuel economy, and reduce emissions. The
oil control valve is located under the intake manifold.
OPERATION
OPERATION
The Variable Valve Timing (VVT) assembly is actuated with engine oil pressure. The oil flow to the VVT
assemblies are controlled by an Oil Control Valve (OCV). The OCV consist of a Pulse Width Modulated
(PWM) solenoid and a spool valve. The PCM actuates the OCV to control oil flow through the spool valve into
the VVT assemblies. The VVT assembly consists of a rotor, stator, and sprocket. The stator is connected to the
timing chain through the sprocket. The rotor is connected to the camshaft. Oil flow in to the VVT assembly
rotates the rotor with respect to the stator, thus rotating the exhaust camshaft with respect to the timing chain
and intake camshaft. An infinitely variable valve timing position can be achieved within the limits of the
hardware. The CMP monitors the position of the camshaft with respect to the crankshaft and provides feedback
to the PCM.
REMOVAL
REMOVAL
NOTE: To remove the oil control valve, the engine must be at room temperature.

INSTALLATION
INSTALLATION
NOTE: Ensure that the O-ring is fully seated into the cylinder block.
1. Position the oil control valve (3) into the cylinder block.
FILTER, ENGINE OIL
REMOVAL
REMOVAL
All engines are equipped with a high quality full-flow, disposable type oil filter. Chrysler Corporation
recommends a Mopar® or equivalent oil filter be used.
1. Position a drain pan under the oil filter.

2. Using a suitable oil filter wrench loosen filter.
3. Rotate the oil filter counterclockwise to remove it from the cylinder block oil filter boss.
4. When filter separates from cylinder block oil filter boss, tip gasket end upward to minimize oil spill.
Remove filter from vehicle.
NOTE: Make sure filter gasket was removed with filter.
5. With a wiping cloth, clean the gasket sealing surface of oil and grime.
INSTALLATION
INSTALLATION
1. Lightly lubricate oil filter gasket with engine oil.
Fig. 319: Installing Engine Oil Filter

1 - SEALING SURFACE
2 - RUBBER GASKET
3 - OIL FILTER
2. Thread filter onto adapter nipple. When gasket makes contact with sealing surface, hand tighten filter one
half turn, or 180°, do not over tighten. Refer to Fig. 319.
3. Add oil, verify crankcase oil level and start engine. Inspect for oil leaks.
OIL
STANDARD PROCEDURE
STANDARD PROCEDURE - ENGINE OIL SERVICE
The engine oil level indicator is located at the left hand of the engine on the 5.7L engines.
CRANKCASE OIL LEVEL INSPECTION
CAUTION: Do not overfill crankcase with engine oil, pressure loss or oil foaming can
result.
Inspect engine oil level approximately every 800 kilometers (500 miles). Unless the engine has exhibited loss of
oil pressure, run the engine for about ten minutes before checking oil level. Checking engine oil level on a cold
engine is not accurate.
To ensure proper lubrication of an engine, the engine oil must be maintained at an acceptable level. The
acceptable levels are indicated between the ADD and SAFE marks on the engine oil dipstick.
1. Position vehicle on level surface.

2. With engine OFF, allow approximately five minutes for oil to settle to bottom of crankcase, remove
engine oil dipstick.
3. Wipe dipstick clean.
4. Install dipstick and verify it is seated in the tube.
5. Remove dipstick, with handle held above the tip, take oil level reading.
6. Add oil only if level is below the ADD mark on dipstick.
ENGINE OIL CHANGE
Change engine oil at mileage and time intervals described in Maintenance Schedules. Refer to
Run engine until achieving normal operating temperature.

1. Position the vehicle on a level surface and turn engine off.

2. Hoist and support vehicle on safety stands.
3. Remove oil fill cap.
4. Place a suitable drain pan under crankcase drain.
5. 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.
6. Install drain plug in crankcase. Torque to 34 N.m (25 ft. lbs.).
7. Lower vehicle and fill crankcase with specified type and amount of engine oil described in this
information.
8. Install oil fill cap.
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 at beginning of this
information.
PAN, OIL
REMOVAL
REMOVAL



Hose Clamp
7. Loosen the fresh air hose clamp at the air cleaner housing (2).
9. Loosen the resonator hose clamp (4) at the throttle body and remove the resonator.
NOTE: The engine must be at room temperature before removing the oil control
valve.



16. Position the Engine Support Fixture (special tool #8534B, Support Fixture, Engine) (1).
17. Connect the Engine Support Fixture (special tool #8534B, Support Fixture, Engine) (1) to the Engine Lift
Fixture (special tool #8984B, Engine Lift Fixture) (2) and tighten to support the engine.
19. Drain the engine oil.
20. Remove both front wheels and tires.

21. If equipped, remove the skid plate four retaining bolts (2) and remove the skid plate (1).

22. Remove both engine mount (1) retaining nuts (2).
Fig. 328: C/V Joint Retaining Bolts & Reference Line

23. If equipped, mark a line (1) across the C/V joint to companion flange for installation reference.
24. If equipped, remove the C/V joint retaining bolts (2) and separate the C/V joint from the companion
flange.

25. Remove the left catalytic converter heat shield retaining bolts (1) and remove the heat shield (2).
Fig. 330: Lower Steering Shaft Coupler & Pinch Bolt

CAUTION: The steering column module is centered to the vehicles steering

system. Failure to keep the system and steering column module
centered and locked/inhibited from rotating can result in steering
column module damage. Refer to CLOCKSPRING, STANDARD
PROCEDURE .
26. Remove the lower steering shaft coupler pinch bolt (1).
27. Remove the lower steering shaft coupler (2) from the steering gear.
Fig. 331: Front Wheel Speed Sensor, Retainers & Bolts

28. Disconnect both front wheel speed sensor wire harness retainers (1) from the steering knuckles.
29. Remove both front wheel speed sensor retaining bolts (2).
30. Remove both front wheel speed sensors (3) from the steering knuckles and position aside.
Fig. 332: Front Brake Caliper & Mounting Bolts

31. Remove both front brake caliper adapter mounting bolts (1) and using bungee cords or bailing wire,
secure the brake calipers (2) aside.
Fig. 333: Upper Ball Joint Nut & Half Shaft Hub Bearing Nut
32. Remove both upper ball joint nuts (1).

33. If equipped, remove both half shaft hub bearing nuts (2).
Fig. 334: Removing/Installing Axle Shaft & Steering Knuckle Assembly

34. Separate both steering knuckles from the ball joints.

35. If equipped, slightly slide both axle shafts inward while tilting the hub bearing and steering knuckle
assembly outward (do not remove).
Fig. 335: Lower Control Arm & Lower Clevis Bolts

36. Remove both lower clevis bolts (1) at the lower control arms (2).


Fig. 337: Pressure Line & Return Line

39. Remove the pressure line (1) at the steering gear.

40. Remove the return line (2) at the steering gear.
Fig. 338: Steering Gear Pressure Line Retainers & Pressure Line
41. Remove the steering gear pressure line retainers (1) at the engine cradle crossmember and position the
pressure line (2) aside.
Fig. 339: Cradle, Brace Bolts & Cradle Bolts

42. Remove the engine cradle crossmember. Refer to CROSSMEMBER, CRADLE, ENGINE AND
SUSPENSION, REMOVAL .

43. Remove the transmission line retaining bracket at the oil pan.
INSTALLATION
INSTALLATION



N.m (9 ft. lbs.).
5. Install the transmission line retaining bracket at the oil pan.
Fig. 343: Cradle, Brace Bolts & Cradle Bolts

6. Install the engine cradle crossmember. Refer to CROSSMEMBER, CRADLE, ENGINE AND
SUSPENSION, INSTALLATION .
Fig. 344: Steering Gear Pressure Line Retainers & Pressure Line
7. Position the steering gear pressure line and Install the retainers (1) to the engine cradle crossmember.
Fig. 345: Pressure Line & Return Line

8. Install the return line (2) at the steering gear.

9. Install the pressure line (1) at the steering gear.

10. Position the structural dust cover (2).

11. Install the structural dust cover retaining bolts (1) hand tight.
12. Tighten the structural dust cover-to-transmission bolts to 9 N.m (80 in. lbs.).
13. Tighten the structural dust cover-to-engine bolts to 9 N.m (80 in. lbs.).
14. Retighten the structural dust cover-to-transmission bolts to 54 N.m (40 ft. lbs.).
15. Retighten the structural dust cover-to-engine bolts to 54 N.m (40 ft. lbs.).
Fig. 347: Lower Control Arm & Lower Clevis Bolts

16. Install both lower clevis bolts (1) at the lower control arms (2) and tighten to 169 N.m (125 ft. lbs.).
Fig. 348: Removing/Installing Axle Shaft & Steering Knuckle Assembly

17. If equipped, slide both axle shafts into the hub bearing.
18. Position both steering knuckle assemblies onto the ball joint studs.
Fig. 349: Upper Ball Joint Nut & Half Shaft Hub Bearing Nut
19. If equipped, install both half shaft hub bearing nuts (2) and tighten to 135 N.m (100 ft. lbs.).
20. Install both upper ball joint nuts (1) and tighten to 95 N.m (70 ft. lbs.).
Fig. 350: Front Brake Caliper & Mounting Bolts

21. Position the front brake calipers (2), install the caliper adapter mounting bolts (1) and tighten to 169 N.m
(125 ft. lbs.).
Fig. 351: Front Wheel Speed Sensor, Retainers & Bolts

22. Position both front wheel speed sensors (3) into the steering knuckle.
23. Install both front wheel speed sensor retaining bolts (2) and tighten to 14 N.m (10 ft. lbs.).
24. Connect both front wheel speed sensor wire harness retainers (1) to the steering knuckles.
Fig. 352: Lower Steering Shaft Coupler & Pinch Bolt

CAUTION: The steering gear must be centered prior to installing the coupler to
prevent clockspring damage.
25. Position the lower steering shaft coupler (2) onto the steering gear.
26. Install the a new lower steering shaft coupler pinch bolt (1) and tighten to 49 N.m (36 ft. lbs.).

27. Position the left catalytic converter heat shield (2), install the retaining bolts (1) and securely tighten
bolts.
Fig. 354: C/V Joint Retaining Bolts & Reference Line

28. If equipped, position the C/V joint onto the companion flange making sure to align the reference mark (1)
made during removal.
NOTE: Clean all propeller shaft bolts and apply Mopar® Lock and Seal Adhesive,
Medium Strength Thread locker or equivalent to the threads before
installation.
29. Install the bolts (2) to the axle flange and tighten to 32 N.m (24 ft. lbs.).

NOTE: For engine mount retaining nuts, apply Mopar® Lock and Seal Adhesive,
Medium Strength Thread locker or equivalent to the threads before
installation.
30. Install both engine mount (1) retaining nuts (2) and tighten to 75 N.m (55 ft. lbs.).

31. If equipped, position the front skid plate (1), install the four retaining bolts (2) and tighten to 28 N.m (21
ft. lbs.).
32. Install both front wheels and tires.


34. Remove the Engine Support Fixture (special tool #8534B, Support Fixture, Engine) (1).

36. Install the oil control valve (3).

37. Ensure that the O-ring is fully seated into the cylinder block.
Hose Clamp
41. Position the resonator hose onto the throttle body and tighten hose clamp (4) to 5 N.m (45 in. lbs.).
43. Install the fresh air hose to the air cleaner housing and tighten hose clamp (2) to 5 N.m (45 in. lbs.).



48. Fill the engine with clean oil.

PUMP, ENGINE OIL
REMOVAL
REMOVAL


2. Remove the timing cover. Refer to COVER(S), ENGINE TIMING, REMOVAL, 5.7L.
3. Remove the four bolts (2) and the oil pump (1).
CLEANING
CLEANING
1. Wash all parts in a suitable solvent.
INSPECTION
INSPECTION
Fig. 364: Measuring Outer Rotor Clearance In Housing

CAUTION: The oil pump pressure relief valve and spring should not be removed from
the oil pump. If these components are disassembled and or removed from
the pump the entire oil pump assembly must be replaced.
1. Remove the pump cover.

2. Clean all parts thoroughly. Mating surface of the oil pump housing should be smooth. If the pump cover
is scratched or grooved the oil pump assembly should be replaced.
3. Slide outer rotor into the body of the oil pump. Press the outer rotor to one side of the oil pump body and
measure clearance between the outer rotor (2) and the body. If the measurement is 0.235 mm (0.009 in.)
or more the oil pump assembly must be replaced.
Fig. 365: Measuring Clearance Between Rotors

4. Install the inner rotor into the oil pump body. Measure the clearance between the inner (3) and outer
rotors (1). If the clearance between the rotors is 0.150 mm (0.006 in.) or more the oil pump assembly
must be replaced.
Fig. 366: Measuring Clearance Over Rotors

5. Place a straight edge (1) across the body of the oil pump (between the bolt holes), if a feeler gauge (2) of
0.095 mm (0.0038 in.) or greater can be inserted between the straightedge and the rotors, the pump must
be replaced.
6. Reinstall the pump cover. Tighten fasteners to 15 N.m (132 in. lbs.).
NOTE: The 5.7 Oil pump is serviced as an assembly. In the event the oil pump is not
functioning or out of specification, it must be replaced as an assembly.
INSTALLATION
INSTALLATION
Fig. 367: Oil Pump Retaining Bolt Tightening Sequence

1. Position the oil pump on the crankshaft and install the oil pump retaining bolts finger tight.
2. Using the sequence shown in illustration, tighten the oil pump retaining bolts to 28 N.m (21 ft. lbs.).
3. Install the timing cover. Refer to COVER(S), ENGINE TIMING, INSTALLATION, 5.7L.
MANIFOLDS
MANIFOLD, EXHAUST
DESCRIPTION
DESCRIPTION
The exhaust manifolds are log style with a patented flow enhancing design to maximize performance. The
exhaust manifolds are made of high silicon molybdenum cast iron. A multi-layer stainless steel exhaust
manifold gasket is used to improve sealing to the cylinder head. The exhaust manifolds are covered by a three
layer laminated heat shield for thermal protection and noise reduction. The heat shields are fastened with a
torque prevailing nut that is backed off slightly to allow for the thermal expansion of the exhaust manifold, with
the exception of the nut, which also secures the oil dipstick tube bracket. That nut should not be backed off.
OPERATION
OPERATION
The exhaust manifolds collect the engine exhaust exiting the combustion chambers, then channels the exhaust
gases to the exhaust pipes attached to the manifolds.
REMOVAL
REMOVAL
EXHAUST MANIFOLD - LEFT SIDE



5. Remove the air cleaner assembly. Refer to BODY, AIR CLEANER, REMOVAL, 5.7L.
6. Disconnect the EVAP vacuum line (1) at the throttle body.

removal.
REMOVAL .


sensor.
11. Disconnect the left upstream O2 sensor electrical connector (1).

12. Remove the exhaust manifold heat shield front retaining nuts.


15. Disconnect the left exhaust pipe/catalytic converter. Refer to CONVERTER, CATALYTIC,
REMOVAL .
16. Remove the exhaust manifold heat shield rear retaining nuts and remove the heat shield.

17. Remove the lower exhaust manifold retaining bolts.

19. Remove the upper exhaust manifold retaining bolts.
NOTE: The left exhaust manifold is removed from below the engine and out
through the front of the engine compartment.

21. Remove the left exhaust manifold and gasket from below the engine and out through the front of the
engine compartment.
22. Inspect the exhaust manifold for any damage. Refer to MANIFOLD, EXHAUST, INSPECTION, 5.7L.
23. Clean the mating surfaces.
EXHAUST MANIFOLD - RIGHT SIDE







sensor.
4. Disconnect the right upstream O2 sensor electrical connector (1).

5. Remove the exhaust manifold heat shield front retaining nuts.


8. Disconnect the right exhaust pipe/catalytic converter. Refer to CONVERTER, CATALYTIC,
REMOVAL .
9. Remove the exhaust manifold heat shield rear retaining nuts and remove the heat shield.

10. Using the sequence shown in illustration, remove the exhaust manifold retaining bolts.
NOTE: The right exhaust manifold is removed from below the engine and out
through the rear of the engine compartment.
11. Remove the right exhaust manifold and gasket from below the engine and out through the rear of the
engine compartment.
12. Inspect the exhaust manifold for any damage. Refer to MANIFOLD, EXHAUST, INSPECTION, 5.7L.
13. Clean the mating surfaces.
CLEANING
CLEANING
Clean mating surfaces on cylinder head and manifold. Wash with solvent and blow dry with compressed air.
INSPECTION
INSPECTION
Inspect manifold for cracks.
Inspect mating surfaces of manifold for flatness with a straight edge. Gasket surfaces must be flat within 0.2
mm per 300 mm (0.008 inch per foot).
INSTALLATION
INSTALLATION
EXHAUST MANIFOLD - LEFT SIDE

1. Prior to installation, make sure all gasket mating surfaces are clean and free of any debris.
NOTE: Install the left exhaust manifold and gasket from below the engine and
through the front of the engine compartment. Make sure the gasket is
properly seated before installing the manifold bolts/studs.
2. Position the exhaust manifold and gasket and install the bolts/studs hand tight.
3. Using the sequence shown in illustration, tighten the exhaust manifold bolts/studs to 25 N.m (18 ft. lbs.).
4. Position the exhaust manifold heat shield, install the rear heat shield retaining nuts and tighten to 8 N.m
(71 in. lbs.).
5. Install the left exhaust pipe/catalytic converter. Refer to CONVERTER, CATALYTIC,
INSTALLATION .

(21 ft. lbs.).

8. Install the front heat shield retaining nuts and tighten to 8 N.m (71 in. lbs.).
9. Connect the left upstream O2 sensor electrical connector (1).
10. Install the A/C compressor onto the engine block. Refer to COMPRESSOR, A/C, INSTALLATION .
12. Connect the make up air hose (3) at the intake manifold.
13. Connect the fuel supply line (2) at the fuel rail.
14. Connect the EVAP vacuum line (1) at the throttle body.
15. Install the air cleaner assembly. Refer to BODY, AIR CLEANER, INSTALLATION, 5.7L.




EXHAUST MANIFOLD - RIGHT SIDE

1. Prior to installation, make sure all gasket mating surfaces are clean and free of any debris.
NOTE: Install the right exhaust manifold and gasket from below the engine and
through the rear of the engine compartment. Make sure the gasket is
properly seated before installing the manifold bolts/studs.
2. Position the exhaust manifold and gasket and install the bolts/studs hand tight.
3. Using the sequence shown in illustration, tighten the exhaust manifold bolts/studs to 25 N.m (18 ft. lbs.).
4. Position the exhaust manifold heat shield, install the rear heat shield retaining nuts and tighten to 8 N.m
(71 in. lbs.).
5. Install the right exhaust pipe/catalytic converter. Refer to CONVERTER, CATALYTIC,
INSTALLATION .

(21 ft. lbs.).

8. Install the exhaust manifold heat shield front retaining nuts and tighten to 8 N.m (71 in. lbs.).
9. Connect the right upstream O2 sensor electrical connector (1).



MANIFOLD, INTAKE
DESCRIPTION
DESCRIPTION
Fig. 390: Intake Manifold

The intake manifold is made of a composite material and features a dual shaft Short Runner Valve (SRV)
system to maximize both low end torque and peak power. The SRV is bolted to the rear of the intake manifold
and can be service separately from the manifold. The manifold uses a single plane sealing system with
individual port seals and a separate PCV port seal to prevent leaks.
DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKAGE
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. Failure to follow these instructions
may result in possible serious or fatal injury.

2. Spray a small stream of water at the suspected leak area.
3. If a change in RPM is observed the area of the suspected leak has been found.
4. Repair as required.
REMOVAL
REMOVAL



Hose Clamp
Fig. 394: Map Sensor, Brake Booster Vacuum Hose, Fuel Supply Line, Make Up Air Hose, EVAP
Vacuum Purge Hose, Electrical Connector & Electrical Harness
9. Disconnect the MAP sensor (1) electrical connector at the rear of the intake manifold.
10. Disconnect the brake booster vacuum hose (2) at the rear of the intake manifold.
13. Disconnect the EVAP vacuum purge hose (5) at the throttle body.
14. Disconnect the electrical connector (6) at the throttle body.
15. Reposition the electrical harness (7).
NOTE: The factory fuel injection electrical harness is numerically tagged (INJ 1,
INJ 2, etc.) for injector position identification. If the harness is not tagged,
note the electrical connector's location during removal.
16. Disconnect the fuel injector electrical connectors (8) and position aside.

17. Using the sequence shown in illustration, remove the intake manifold retaining bolts.
18. Remove the intake manifold.
CLEANING
CLEANING
NOTE: There is NO approved repair procedure for the intake manifold. If severe
damage is found during inspection, the intake manifold must be replaced.
Before installing the intake manifold thoroughly clean the mating surfaces. Use a suitable cleaning solvent, then
air dry.
INSPECTION
INSPECTION
1. Inspect the intake sealing surface for cracks, nicks and distortion.
2. Inspect the intake manifold vacuum hose fittings for looseness or blockage.
INSTALLATION
INSTALLATION
Fig. 396: Intake Manifold & PCV Seals

NOTE: The intake manifold seals (1, 3) may be used again, provided no cuts, tears, or
deformation have occurred.
1. Inspect the intake manifold seals and replace as necessary.

2. Install the intake manifold seals (1, 3).
3. Position the intake manifold (2) in place.

NOTE: If reinstalling the original manifold apply Mopar® Lock & Seal Adhesive to
the intake manifold bolts. Not required when installing a new manifold.
4. Apply Mopar® Lock & Seal Adhesive to the intake manifold bolts.
5. Using the sequence shown in illustration, install the intake manifold bolts and tighten to 12 N.m (9 ft.
lbs.).
Fig. 398: Map Sensor, Brake Booster Vacuum Hose, Fuel Supply Line, Make Up Air Hose, EVAP
Vacuum Purge Hose, Electrical Connector & Electrical Harness
NOTE: The factory fuel injection electrical harness is numerically tagged (INJ 1,
INJ 2, etc.) for injector position identification. If the harness is not tagged,
use the noted electrical connector's location during removal.

7. Position the electrical harness (7) as shown in illustration.
8. Connect the electrical connector (6) at the throttle body.
9. Connect the EVAP vacuum purge hose (5).
10. Connect the make up air hose (4) at the intake manifold.
11. Connect the fuel supply line (3) at the fuel rail.
12. Connect the brake booster vacuum hose (2) at the rear of the intake manifold.
13. Connect the MAP sensor (1) electrical connector at the rear of the intake manifold.
Hose Clamp
14. Position the resonator onto the throttle body and air cleaner housing.
15. Tighten the hose clamp at the throttle body (4) to 5 N.m (45 in. lbs.).
17. Tighten the hose clamp at the air cleaner housing (2) to 5 N.m (45 in. lbs.).




MDS SYSTEM
DESCRIPTION
DESCRIPTION

The Multiple Displacement System (MDS) selectively deactivates cylinders 1, 4, 6 and 7 during steady speed,
low acceleration and shallow grade climbing conditions to increase fuel economy.
The MDS can provide a 5 to 20% fuel economy benefit when operating in four-cylinder mode. Depending on
driving habits and vehicle usage. For EPA rating purposes the fuel economy is 8 to 15% higher than if the
engine was operating on eight-cylinders at all times.
The MDS deactivating lifter (1) can be distinguished from the non-MDS lifter (2) by the disconnecting pin (3)
on the side of the MDS lifter.
MDS is integrated into the basic engine architecture requiring these additional components:
 Unique MDS camshaft

 8 deactivating roller lifters
 4 MDS control valve solenoids
 MDS control valve solenoid wiring harness
 Oil temperature sensor
OPERATION
OPERATION
Fig. 403: MDS Lifter Cross Section

and shallow grade climbing conditions to increase fuel economy. Both four and eight cylinder configurations
have even firing intervals to provide smooth operation. The MDS selectively deactivates cylinders 1, 4, 6, and
7, to improve fuel economy. All deactivated cylinders have unique hydraulic lifters that collapse when
deactivated to prevent the valves from opening. Engine oil pressure is used to activate and deactivate the valves.
Oil is delivered through special oil passages drilled into the cylinder block. The MDS solenoid valves control
the flow. When activated, pressurized oil pushes a latching pin on each MDS lifter which becomes a lost motion
link. The base of the MDS lifter follows the camshaft while the top remains stationary. The MDS lifter is held
in place against the pushrod by light spring pressure but unable to move because of the much higher force of the
valve spring.
NOTE: It is critical to use the recommended oil viscosity in engines that use MDS.
Deactivation occurs during the compression stroke of each cylinder, after air and fuel enter the cylinder.
Ignition occurs, but the combustion products remain trapped in the cylinder under high pressure, because the
valves no longer open. No fuel/air enters or leaves during subsequent piston strokes, this high pressure gas is
repeatedly compressed and expanded like an air spring.
VALVE TIMING
REMOVAL
REMOVAL

Fig. 404: Front Cover Slide Bushings

NOTE: It is not necessary to remove water pump for timing chain cover removal.
3. Remove the timing chain cover. Refer to COVER(S), ENGINE TIMING, REMOVAL, 5.7L.
4. Verify the slide bushings (1) remain installed in the timing chain cover during removal.

5. Remove the oil pump retaining bolts (2) and remove the oil pump (1).
Fig. 406: Aligning Timing Marks With Timing Chain Sprockets

6. Install the vibration damper bolt finger tight. Using a suitable socket and breaker bar, rotate the crankshaft
to align the timing marks with the timing chain sprockets (1, 2).
Fig. 407: Chain Tensioner Arm

7. Retract the chain tensioner arm (1) until the hole in the arm lines up with the hole in the bracket.
Fig. 408: Timing Chain Tensioner Pin & Bolts

8. Install the Tensioner Pin (special tool #8514, Pins, Tensioner) (1) into the chain tensioner holes.
Fig. 409: Camshaft Phaser Retaining Bolt

CAUTION: Never attempt to disassemble the camshaft phaser, severe engine

damage could result.
9. Remove the camshaft phaser retaining bolt (1) and remove the timing chain with the camshaft phaser and
crankshaft sprocket.

NOTE: Inspect the timing chain tensioner and timing chain guide shoes for wear
and replace as necessary.
10. If the timing chain tensioner is being replaced, remove the retaining bolts (3) and remove the timing chain
tensioner (2).
Fig. 411: Timing Chain Guide & Bolts

11. If the timing chain guide (1) is being replaced, remove the retaining bolts (2) and remove the timing chain
guide.
INSTALLATION
INSTALLATION
Fig. 412: Crankshaft Sprocket

1. Install the crankshaft sprocket (1) and position halfway onto the crankshaft.
Fig. 413: Aligning Timing Chain & Camshaft Phaser Marks

2. While holding the camshaft phaser in hand, position the timing chain on the camshaft phaser and align the
timing marks as shown in illustration.
Fig. 414: Aligning Timing Chain & Crankshaft Sprocket Marks

3. While holding the camshaft phaser and timing chain in hand, position the timing chain on the crankshaft
sprocket and align the timing mark as shown in illustration.

4. Align the slot in the camshaft phaser with the dowel on the camshaft and position the camshaft phaser on
the camshaft while sliding the crankshaft sprocket into position.
5. Install the camshaft phaser retaining bolt (1) finger tight.
Fig. 416: Timing Chain Guide & Bolts

6. If removed, install the timing chain guide (1) and tighten the bolts (2) to 11 N.m (8 ft. lbs.).

7. If removed, install the timing chain tensioner (2) and tighten the bolts (3) to 11 N.m (8 ft. lbs.).
8. Remove the tensioner pin (special tool #8514, Pins, Tensioner) (1).
Fig. 418: Aligning Timing Marks With Timing Chain Sprockets

9. Rotate the crankshaft two revolutions and verify the alignment of the timing marks (1, 2). If the timing
marks do not line up, remove the camshaft sprocket and realign.

10. Tighten the camshaft phaser bolt (1) to 85 N.m (63 ft. lbs.).

11. Position the oil pump (1) onto the crankshaft and install the oil pump retaining bolts (2) finger tight.
Fig. 421: Oil Pump Retaining Bolt Tightening Sequence

12. Using the sequence shown in illustration, tighten the oil pump retaining bolts to 28 N.m (21 ft. lbs.).

13. Verify the slide bushings (1) are installed in the timing chain cover.
14. Install the timing chain cover. Refer to COVER(S), ENGINE TIMING, INSTALLATION, 5.7L.
15. Fill the engine with oil.
REMOVAL
REMOVAL

1. Remove the cooling fan module (1). Refer to FAN, COOLING, REMOVAL .


5. Remove the lower radiator hose clamp (1) at the water pump.
6. Remove the lower radiator hose clamp (2) at the radiator and remove the lower radiator hose (3).
removal.
REMOVAL .
Fig. 425: Camshaft Position Sensor, Connector, Bolt & Timing Cover

9. Disconnect the CMP sensor electrical connector (4).
10. Remove CMP sensor mounting bolt (3).
11. Using a slight rocking motion, carefully remove the CMP sensor (1) from the timing cover (2).
12. Check the condition of the CMP sensor O-ring, replace as necessary.

15. Remove the air cleaner resonator support bracket at the water pump.
Fig. 427: Coolant Temperature Sensor, Heater Tube & Retaining Bolt
16. Disconnect the electrical connector to the coolant temperature sensor (3).
17. Remove the heater tube retaining bolt (1).
18. Lift the heater tube (2) out of the water pump.
19. Check condition of heater tube O-ring, replace as necessary.




NOTE: It is not necessary to remove the water pump for timing cover removal.
24. Remove the timing cover bolts and remove the timing cover.
25. Verify the timing cover slide bushings (1) remain located in the timing cover.
INSTALLATION
INSTALLATION

NOTE: Always install a new timing cover gasket.
1. Clean the timing cover and engine block sealing surfaces.

2. Verify that the slide bushings (1) are installed in the timing cover.
3. Using a new gasket, position the timing cover, install the retaining bolts and tighten to 28 N.m (21 ft.
lbs.).
NOTE: The large lifting stud is tightened to 55 N.m (40 ft. lbs.).
Fig. 432: Pressing Cup & Damper Installer

CAUTION: To prevent severe damage to the crankshaft, damper, and damper

installer (special tool #8512A, Installer, Damper), thoroughly clean the
damper bore and the crankshaft nose before installing damper.
4. Position the damper onto the crankshaft.

5. Assemble the Damper Installer (special tool #8512A, Installer, Damper) (2) and the Pressing Cup (1)
from A/C Hub Installer (special tool #6871, Installer, A/C Hub).
Fig. 433: Pressing Damper Onto Crankshaft

6. Using the Damper Installer (special tool #8512A, Installer, Damper) and Hub Install (special tool #6871,
Installer, A/C Hub), press the damper (1) onto the crankshaft.
7. Install the crankshaft damper bolt and tighten to 176 N.m (129 ft. lbs.).


Fig. 435: Coolant Temperature Sensor, Heater Tube & Retaining Bolt
10. Install the heater tube (2) into the water pump.
11. Install the heater tube retaining bolt (1) and tighten to 12 N.m (9 ft. lbs.).
12. Connect the electrical connector to the coolant temperature sensor (3).

Fig. 437: Camshaft Position Sensor, Connector, Bolt & Timing Cover
16. Clean out the machined hole in the timing cover (2).
17. Install the CMP sensor (1) into the timing cover with a slight rocking motion. Do not the twist sensor into
position as damage to O-ring may result.
CAUTION: Before tightening sensor retaining bolt, be sure the sensor is

completely flush to the timing cover. If the sensor is not flush,

damage to the sensor mounting tang may result.
18. Install the CMP sensor retaining bolt (3) and tighten to 12 N.m (9 ft. lbs.).
19. Connect the CMP sensor electrical connector (4).

Install the oil pan. Refer to PAN, OIL, INSTALLATION, 5.7L.

22. Connect the lower radiator hose (3) to the radiator and secure the hose clamp (2).
23. Connect the lower radiator hose to the water pump and secure hose clamp (1).


25. Install the cooling fan module (1). Refer to FAN, COOLING, INSTALLATION .
SPECIFICATIONS .
TENSIONER, ENGINE TIMING
DESCRIPTION
DESCRIPTION
Fig. 440: Timing Chain Tensioner Arm

The timing chain tensioner is a spring loaded design. It consists of two chain guide shoes. One shoe is fixed in
place and the other is spring loaded to keep tension on the chain.
OPERATION
OPERATION
The timing chain tension is maintained by routing the timing chain through the tensioner assembly. A nylon
shoe presses on the timing chain maintaining the correct chain tension.
STANDARD PROCEDURE
RESETTING TIMING CHAIN TENSIONER
Fig. 441: Tensioner Body, Washer, Spring & Plunger

NOTE: Verify that the tensioner is assembled correctly.
1. Install the washer (1), spring (2), and plunger (3) inside the tensioner body (4).
Fig. 442: Tensioner Pin, Guide Shoe & Tensioner Body

2. Squeeze the tensioner body (3) and movable guide shoe (2) together and install Tensioner Pin (special
tool #8514, Pins, Tensioner) (1).
2011 ENGINE Cooling System - Grand Cherokee
2011 ENGINE
Cooling System - Grand Cherokee
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. The cooling system is
pressurized and uses a centrifugal water pump to circulate coolant throughout the system. A separate and
remotely mounted, coolant bottle is used.
COOLING SYSTEM COMPONENTS
The cooling system consists of:
 Electric cooling fan

 Radiator
 A coolant recovery system
 Thermostat
 Water pump
 Radiator pressure cap
 Coolant
 Water pump
 Hoses and hose clamps
OPERATION
OPERATION
The cooling system regulates engine operating temperature. It allows the engine to reach normal operating
temperature as quickly as possible. It also maintains normal operating temperature and prevents overheating.
The cooling system also provides a source of hot coolant for heating the passenger compartment and cooling the
automatic transmission fluid (if equipped). The cooling system is pressurized and uses a centrifugal water pump
to circulate coolant throughout the system.
 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. On the gas engine coolant flows through the engine,
radiator, heater, and water pump.
An optional factory installed maximum duty cooling package is available on most models. This package will
provide additional cooling capacity for vehicles used under extreme conditions such as trailer towing in high
ambient temperatures.

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
 Debris blocking the grill or cooling module
 Slight tail wind at idle
 Slow traffic
 Traffic jams
 High speed
 Trailer towing
 Steep grades
 Any accessory addition that fully or partially blocks the grille opening
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)
 Changed parts. 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 following Cooling System Diagnosis charts.
These charts are to be used as a quick-reference only. Refer to the group text for information.
COOLING SYSTEM DIAGNOSIS

TEMPERATURE GAUGE READS 1. Has a Diagnostic Trouble 1. For On-Board Diagnostics
LOW Code (DTC) been set indicating and DTC information, refer to
a stuck open thermostat? appropriate Electrical
Diagnostic article. Replace

thermostat if necessary.
2. Is the temperature sending 2. Check the temperature sensor
unit connected? connector. Repair connector if
necessary.
3. Is the temperature gauge 3. Check gauge operation.
operating OK? Repair as necessary.
4. Coolant level low in cold 4. Check coolant level in the
ambient temperatures coolant reserve/overflow tank
accompanied with poor heater and the radiator. Inspect system
performance. for leaks. Repair leaks as
necessary.
5. Improper operation of 5. Inspect heater and repair as
internal heater doors or heater necessary. Refer to HEATER
controls. PERFORMANCE .
TEMPERATURE GAUGE READS 1. Trailer is being towed, a 1. This may be a temporary
HIGH OR THE COOLANT LAMP steep hill is being climbed, condition and repair is not
ILLUMINATES. COOLANT MAY vehicle is operated in slow necessary. Turn off the air
OR MAY NOT BE LOST OR moving traffic, or engine is conditioning and attempt to
LEAKING FROM THE COOLING being idled with very high drive the vehicle without any of
SYSTEM ambient (outside) temperatures the previous conditions.
and the air conditioning is on. Observe the temperature gauge.
Higher altitudes could The gauge should return to the
aggravate these conditions. normal range. If the gauge does
not return to the normal range,
determine the cause for
overheating and repair.
2. Is the temperature gauge 2. Check gauge. Refer to
reading correctly? ENGINE TEMPERATURE .
3. Is the temperature warning 3. Check warning lamp
illuminating unnecessarily? operation. Refer to ENGINE
TEMPERATURE
INDICATOR . Repair as
necessary.
4. Coolant low in coolant 4. Check for coolant leaks and
reserve/overflow tank and repair as necessary. Refer to
radiator? COOLING SYSTEM LEAKS.
5. Pressure cap not installed 5. Tighten cap
tightly. If cap is loose, boiling
point of coolant will be
lowered. Also refer to the
following Step 6.
6. Poor seals at the radiator cap. 6. (a) Check condition of cap
and cap seals. Refer to CAP,
RADIATOR , DIAGNOSIS
AND TESTING.
(b) Check condition of radiator
filler neck. If neck is bent or
damaged, replace radiator.
7. Coolant level low in radiator 7. (a) Check condition of
but not in coolant radiator cap and cap seals. Refer
reserve/overflow tank. This to CAP, RADIATOR ,
means the radiator is not DIAGNOSIS AND TESTING.
drawing coolant from the (b) Check condition of radiator
coolant reserve/overflow tank filler neck. If neck is bent or
as the engine cools damaged, replace radiator.
(c) Check condition of the hose
from the radiator to the coolant
tank. It should fit tight at both
ends without any kinks or tears.
Replace hose if necessary.
(d) Check coolant
reserve/overflow tank and tanks
hoses for blockage. Repair as
necessary.
8. Incorrect coolant 8. Check coolant. for correct
concentration coolant/water mixture ratio.
Refer to COOLANT ,
DESCRIPTION.
9. Coolant not flowing through 9. Check for coolant flow at
system radiator filler neck with some
coolant removed, engine warm
and thermostat open. Coolant
should be observed flowing
through radiator. If flow is not
observed, determine area of
obstruction and repair as
necessary.
10. Radiator or A/C condenser 10. Remove insects and debris
fins are dirty or clogged. from radiator or A/C Condenser
fins.
11. Radiator core is corroded or 11. Have radiator re-cored or
plugged. replaced.
12. Aftermarket A/C installed 12. Install proper radiator.
without proper radiator.
13. Fuel or ignition system 13. Refer to appropriate Fuel
problems. and /or Ignition Control article
for diagnosis.
14. Dragging brakes. 14. Check and correct as
necessary.
15. Bug screen or cardboard is 15. Remove bug screen or
being used, reducing airflow. cardboard.

16. Thermostat partially or 16. Check thermostat operation
completely shut. and replaces necessary.
17. Cylinder head gasket 17. Check for cylinder head
leaking. gasket leaks. Refer to
INTERNAL LEAKAGE
INSPECTION. For repair, refer
to CYLINDER HEAD ,
REMOVAL or CYLINDER
HEAD [ERB] , REMOVAL or
CYLINDER HEAD ,
REMOVAL , 5.7L .
18. Cooling fan operation 18. (a) Check for possible blow
failure. fuse. Replace as necessary.
(b) Check for power at the fan.
(c) Fan motor failure. Repair as
necessary.
19. Heater core leaking. 19. Check heater core for leaks.
Refer to COOLING SYSTEM
LEAKS. Repair as necessary.
TEMPERATURE GAUGE READING 1. During cold weather 1. A normal condition. No
IS INCONSISTENT (FLUCTUATES, operation, with the heater correction is necessary.
CYCLES OR IS ERRATIC) blower in the high position, the
gauge reading may drop
slightly.
2. Temperature gauge or engine 2. Check operation of gauge and
mounted gauge sensor defective repair if necessary. Refer to
or shorted. Also, corroded or ENGINE TEMPERATURE .
loose wiring in this circuit.
3. Gauge reading rises when 3. A normal condition. No
vehicle is brought to a stop after correction is necessary. Gauge
heavy use (engine still running) should return to normal range
after vehicle is driven.
4. Gauge reading high after re- 4. A normal condition. No
starting a warmed up (hot) correction is necessary. The
engine. gauge should return to normal
range after a few minutes of
engine operation.
5. Coolant level low in radiator 5. Check and correct coolant
(air will build up in the cooling leaks. Refer to COOLING
system causing the thermostat SYSTEM LEAKS.
to open late).
6. Cylinder head gasket leaking 6. (a) Check for cylinder head
allowing exhaust gas to enter gasket leaks. Refer to
cooling system causing a INTERNAL LEAKAGE
thermostat to open late. INSPECTION.

(b) Check for coolant in the
engine oil. Inspect for white
steam emitting from the exhaust
system. Repair as necessary.
7. Water pump impeller loose 7. Check water pump and
on shaft. replace as necessary.
8. Loose accessory drive belt. 8. Refer to BELT,
(water pump slipping) SERPENTINE , DIAGNOSIS
AND TESTING. Check and
correct as necessary.
9. Air leak on the suction side 9. Locate leak and repair as
of the water pump allows air to necessary.
build up in cooling system
causing thermostat to open late.
PRESSURE CAP IS BLOWING OFF 1. Pressure relief valve in 1. Check condition of radiator
STEAM AND/OR COOLANT TO radiator cap is defective. cap and cap seals. Refer to
COOLANT TANK. TEMPERATURE CAP, RADIATOR ,
GAUGE READING MAY BE DIAGNOSIS AND TESTING.
ABOVE NORMAL BUT NOT HIGH. Replace cap as necessary.
COOLANT LEVEL MAY BE HIGH
IN COOLANT
RESERVE/OVERFLOW TANK
COOLANT LOSS TO THE GROUND 1. Coolant leaks in radiator, 1. Pressure test and repair as
WITHOUT PRESSURE CAP cooling system hoses, water necessary. Refer to
BLOWOFF. GAUGE READING pump or engine. PRESSURE TESTER
HIGH OR HOT METHOD.
DETONATION OR PRE-IGNITION 1. Engine overheating. 1. Check reason for overheating
(NOT CAUSED BY IGNITION and repair as necessary.
SYSTEM). GAUGE MAY OR MAY 2. Freeze point of coolant not 2. Check coolant concentration.
NOT BE READING HIGH correct. Mixture is too rich or and adjust ratio as required.
too lean. Refer to COOLANT ,
DESCRIPTION.
HOSE OR HOSES COLLAPSE 1. Vacuum created in cooling 1. (a) Radiator cap relief valve
WHILE ENGINE IS RUNNING system on engine cool-down is stuck. Refer to CAP,
not being relieved through RADIATOR , DIAGNOSIS
coolant reserve/overflow AND TESTING. Replace if
system. necessary
(b) Hose between coolant
reserve/overflow tank and
radiator is kinked. Repair as
necessary.
(c) Vent at coolant
reserve/overflow tank is
plugged. Clean vent and repair
as necessary.
(d) Reserve/overflow tank is

internally blocked or plugged.
Check for blockage and repair
as necessary.
INADEQUATE HEATER 1. Thermostat failed in open 1. Check thermostat operation
PERFORMANCE. position and replaces necessary
2. Has a Diagnostic trouble 2. For correct procedures, refer
Code (DTC) been set? to appropriate Electrical
Diagnostic article. Replace
thermostat if necessary.
3. Coolant level low 3. Refer to ADDING
COOLANT.
4. Obstructions in heater 4. Remove heater hoses at both
hose/fittings ends and check for obstructions
5. Heater hose kinked 5. Locate kinked area and repair
as necessary
6. Water pump is not pumping 6. If a slipping belt is detected.
water to/through the heater Refer to BELT,
core. When the engine is fully SERPENTINE , DIAGNOSIS
warmed up, both heater hoses AND TESTING. If heater core
should be hot to the touch. If obstruction is detected, for
only one of the hoses is hot, the cooling system reverse flushing.
water pump may not be Refer to REVERSE
operating correctly or the heater FLUSHING.
core may be plugged.
Accessory drive belt may be
slipping causing poor water
pump operation.
STEAM IS COMING FROM THE 1. During wet weather, 1. Occasional steam emitting
FRONT OF VEHICLE NEAR THE moisture (snow, ice or rain from this area is normal. No
GRILL AREA WHEN WEATHER IS condensation) on the radiator repair is necessary.
WET, ENGINE IS WARMED UP will evaporate when the
AND RUNNING, AND VEHICLE IS thermostat opens. This opening
STATIONARY. TEMPERATURE allows heated water into the
GAUGE IS IN NORMAL RANGE radiator. When the 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. for coolant concentration
necessarily an indication of information. Refer to
adequate corrosion or COOLANT , DESCRIPTION.
temperature protection. Do not Adjust coolant mixture as
rely on coolant color for necessary.
determining condition of
coolant.
COOLANT LEVEL CHANGES IN 1. Level changes are to be 1. A normal condition. No

COOLANT RESERVE/OVERFLOW expected as coolant volume repair is necessary.
TANK. TEMPERATURE GAUGE IS fluctuates with engine
IN NORMAL RANGE temperature. If the level in the
tank was between the FULL
and ADD marks at normal
operating temperature, the level
should return to within that
range after operation at elevated
temperatures.
FAN RUNS ALL THE TIME 1. Fan control sensors 1. Check for DTC's. Verify
inoperative. sensor readings.
2. Fan control solenoid stuck 2. Check fan operation speeds.
"on". Refer to fan speed operation
table.
3. Fan control solenoid harness 3. Check for DTC 1499. Repair
damaged. as required.
4. Transmission temperature 4. Check for transmission over
too high. temp. DTC.
5. Engine coolant temperature 5. (a) Check coolant level.
too high. Correct level as required.
(b) Thermostat stuck. Replace
thermostat.
(c) Water pump failed. Replace
water pump.
(d) Coolant flow restricted.
Clean radiator.
(e) Air flow over radiator
obstructed. Remove obstruction.
COOLING SYSTEM LEAKS
ULTRAVIOLET LIGHT METHOD

Fig. 1: Identifying Ultraviolet Light Method

1 - TYPICAL BLACK LIGHT TOOL
A leak detection additive is available through the parts department that can be added to cooling system. The
additive is highly visible under ultraviolet light (black light). Pour one ounce of additive into cooling system.
Place heater control unit in HEAT position. Start and operate engine until radiator upper hose is warm to touch.
Aim the commercially available black light tool at components to be checked. If leaks are present, black light
will cause additive to glow a bright green color.
The black light can be used in conjunction with a pressure tester to determine if any external leaks exist.
PRESSURE TESTER METHOD
Fig. 2: Pressure Testing Cooling System - Gas -

1 - TYPICAL COOLING SYSTEM PRESSURE TESTER
Fig. 3: Pressure Testing Cooling System - Diesel -

The engine should be at normal operating temperature. Recheck the system cold if cause of coolant loss is not
located during the warm engine examination.
WARNING: Hot, pressurized coolant can cause injury by scalding.
Carefully remove radiator pressure cap from filler neck and check coolant level. Push down on cap to disengage
it from stop tabs. Wipe inside of filler neck and examine lower inside sealing seat for nicks, cracks, paint, dirt
and solder residue. Inspect radiator-to- reserve/overflow tank hose for internal obstructions. Insert a wire
through the hose to be sure it is not obstructed.
Inspect cams on outside of filler neck. If cams are damaged, seating of pressure cap valve and tester seal will be
affected.
Attach pressure tester ((special tool #7700, Tester, Cooling System) or an equivalent) to radiator filler neck.
Operate tester pump to apply 103.4 kPa (15 psi) pressure to system. If hoses enlarge excessively or bulges while
testing, replace as necessary. Observe gauge pointer and determine condition of cooling system according to
following criteria:
Holds Steady: If pointer remains steady for two minutes, serious coolant leaks are not present in system.
However, there could be an internal leak that does not appear with normal system test pressure. If it is certain
that coolant is being lost and leaks cannot be detected, inspect for interior leakage or perform Internal Leakage
Test.
Drops Slowly: Indicates a small leak or seepage is occurring. Examine all connections for seepage or slight
leakage with a flashlight. Inspect radiator, hoses, gasket edges and heater. Seal small leak holes with a Sealer
Lubricant (or equivalent). Repair leak holes and inspect system again with pressure applied.
Drops Quickly: Indicates that serious leakage is occurring. Examine system for external leakage. If leaks are
not visible, inspect for internal leakage. Large radiator leak holes should be repaired by a reputable radiator
repair shop.
INTERNAL LEAKAGE INSPECTION
Remove engine oil pan drain plug and drain a small amount of engine oil. If coolant is present in the pan, it will
drain first because it is heavier than oil. An alternative method is to operate engine for a short period to churn
the oil. After this is done, remove engine dipstick and inspect for water globules.
WARNING: With radiator pressure tester tool installed on radiator, do not allow
pressure to exceed 110 kPa (20 psi). Pressure will build up quickly if a
combustion leak is present. To release pressure, rock tester from side to
side. When removing tester, do not turn tester more than 1/2 turn if
system is under pressure.
Operate engine without pressure cap on radiator until thermostat opens. Attach a Pressure Tester to filler neck.
If pressure builds up quickly it indicates a combustion leak exists. This is usually the result of a cylinder head
gasket leak or crack in engine. Repair as necessary.
If there is not an immediate pressure increase, pump the Pressure Tester. Do this until indicated pressure is
within system range of 110 kPa (16 psi). Fluctuation of gauge pointer indicates compression or combustion
leakage into cooling system.
Because the vehicle is equipped with a catalytic converter, do not remove spark plug cables or short out
cylinders to isolate compression leak.
If the needle on dial of pressure tester does not fluctuate, race engine a few times to check for an abnormal
amount of coolant or steam. This would be emitting from exhaust pipe. Coolant or steam from exhaust pipe may
indicate a faulty cylinder head gasket, cracked engine cylinder block or cylinder head.
A convenient check for exhaust gas leakage into cooling system is provided by a commercially available Block
Leak Check tool. Follow manufacturers instructions when using this product.
COMBUSTION LEAKAGE TEST - WITHOUT PRESSURE TESTER
DO NOT WASTE reusable coolant. If solution is clean, drain coolant into a clean container for reuse.
WARNING: Do not remove cylinder block drain plugs or loosen radiator draincock
with system hot and under pressure. Serious burns from coolant can
occur.
Drain sufficient coolant to allow thermostat removal. Refer to THERMOSTAT , REMOVAL. Remove
accessory drive belt. Refer to BELT, SERPENTINE , REMOVAL.
Add coolant to radiator to bring level to within 6 mm (1/4 in) of top of thermostat housing.
CAUTION: Avoid overheating. Do not operate engine for an excessive period of time.
Open draincock immediately after test to eliminate boil over.
Start engine and accelerate rapidly three times, to approximately 3000 rpm while observing coolant. If internal
engine combustion gases are leaking into cooling system, bubbles will appear in coolant. If bubbles do not
appear, internal combustion gas leakage is not present.
COOLING SYSTEM DEAERATION
As the engine operates, any air trapped in cooling system gathers under the radiator cap. The next time the
engine is operated, thermal expansion of coolant will push any trapped air past radiator cap into the coolant
reserve/overflow tank. Here it escapes to the atmosphere into the tank. When the engine cools down the coolant,
it will be drawn from the reserve/overflow tank into the radiator to replace any removed air.
STANDARD PROCEDURE
DRAINING
Fig. 4: Identifying Cylinder Block Drain Plugs

1 - CYLINDER BLOCK DRAIN PLUG

2 - EXHAUST MANIFOLD AND HEAT SHIELD
WARNING: Do not remove the cylinder block drain plugs or loosen the radiator
draincock with system hot and under pressure. Serious burns from
coolant can occur.
1. DO NOT remove radiator cap first. With engine cold, raise vehicle on a hoist and locate radiator
draincock.
NOTE: Radiator draincock is located on the right/lower side of radiator facing to

rear of vehicle.
2. Attach one end of a hose to the draincock. Put the other end into a clean container. Open draincock and
drain coolant from radiator. This will empty the coolant reserve/overflow tank. The coolant does not have
to be removed from the tank unless the system is being refilled with a fresh mixture. When tank is empty,
remove radiator cap and continue draining cooling system.
STANDARD PROCEDURE - COOLANT AIR EVACUATION

Fig. 5: 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
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 #85-15-0650 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. 6: 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. 7: 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.
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 collapse.
9. Close the vacuum generator/venturi ball valve.

Fig. 8: Suction Hose & Gauge Assembly

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).
Fig. 9: Refilling Cooling System

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.
ADDING COOLANT
The use of aluminum cylinder blocks, cylinder heads and water pumps requires special corrosion protection.
Only Mopar® 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 -37°C (-35°
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.
REVERSE FLUSHING
CAUTION: The cooling system normally operates at 97-124 kPa (14-18 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 (Mopar® 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 97-124 kPa (14-18 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. Refer to 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.
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. Refer to THERMOSTAT , REMOVAL. Install the thermostat and housing with a replacement
gasket. Refer to THERMOSTAT , INSTALLATION. Connect the radiator hoses. Refill the cooling system
with the correct antifreeze/water mixture. Refer to STANDARD PROCEDURE.
SPECIFICATIONS

Automatic Belt Tensioner to Mounting Bracket Bolt
5.7L 41 30 -
3.0 41 30 -
Automatic Belt Tensioner Pulley Bolt
3.6L 55 41 -
5.7L 61 45 -
Block Heater Bolt
3.6L 12 - 106
5.7L 2 - 17
Radiator Upper Isolator to Crossmember Nuts 3 - 20
Radiator Upper Isolator to Radiator Nuts 4 - 36
Radiator Brace Bolts 10 - 89
Thermostat Housing Bolts
3.6L 12 - 106
5.7L 13 - 115
3.0 11 - 97
Upper Radiator Crossmember to Body Bolts 10 - 89
Water Pump Bolts 3.6L
M6 12 9 -
M8 25 18 -
M10 55 41 -
5.7L 24 18 -
3.0 24 18 -
SPECIFICATIONS
US Metric
3.6L Engine 11.4 Quarts 10.8 Liters
3.6L Engine with Trailer Tow
Package 12 Quarts 11.4Liters

5.7L Engine 17.1 Quarts 16.2Liters
SPECIAL TOOLS
SPECIAL TOOLS
7700 - Tester, Cooling System

(Originally Shipped In Kit Number(s) 7700-A.)
8286 - Refractometer
8875A - Disconnect, Transmission Cooler Line
(Originally Shipped In Kit Number(s) 9202, 9328, 9328-CAN, 9329, 9516, 9575.)
ACCESSORY DRIVE
BELT, SERPENTINE
ACCESSORY DRIVE BELT
Fig. 10: Serpentine Accessory Drive Belt Wear Patterns

1 - NORMAL CRACKS BELT OK

2 - NOT NORMAL CRACKS REPLACE BELT
When diagnosing serpentine drive belts, small cracks that run across ribbed surface of belt from rib to rib, are
considered normal. These are not a reason to replace belt. However, cracks running along a rib (not across) are
not normal. Any belt with cracks running along a rib must be replaced. Also replace belt if it has excessive
wear, frayed cords or severe glazing.
For further belt diagnosis. Refer to SERPENTINE DRIVE BELT DIAGNOSIS CHART.
SERPENTINE DRIVE BELT DIAGNOSIS CHART

RIB CHUNKING (ONE OR 1. Foreign objects imbedded in 1. Remove foreign objects from
MORE RIBS HAS SEPARATED pulley grooves. pulley grooves. Replace belt.
FROM BELT BODY) 2. Installation damage. 2. Replace belt.
RIB OR BELT WEAR 1. Pulley(s) 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.
tips.
5. Rubber deteriorated. 5. Replace belt.
LONGITUDINAL BELT 1. Belt has mistracked from pulley 1. Replace belt.
CRACKING (CRACKS groove.
BETWEEN TWO RIBS) 2. Pulley groove tip has worn away 2. Replace belt.
rubber to tensile member.
BELT SLIPS 1. Belt slipping because of 1. Replace automatic belt
insufficient tension. tensioner.
2. Belt routed 2. Verify belt routing.
incorrectly
3. Incorrect belt. 3. Replace belt.
4. Belt or pulley subjected to 4. Replace belt and clean pulleys.
substance (belt dressing, oil
ethylene glycol) that has reduced
friction.
5. Driven component bearing 5. Replace faulty component
failure. bearing.
6. Belt glazed and hardened from 6. Replace belt.
heat and excessive slippage.
"GROOVE JUMPING" (BELT 1. Belt tension either too high or 1. Replace automatic belt
DOES NOT MAINTAIN too low. tensioner.
CORRECT POSITION ON 2. Belt routed 2. Verify belt routing.
PULLEY) incorrectly.
3. Incorrect belt. 3. Replace belt.
4. Pulley(s) not within design 4. Replace pulley(s).
tolerance.
5. Foreign object(s) in grooves. 5. Remove foreign objects from
grooves.
6. Pulley misalignment.
6. Check and replace.
7. Belt cord line is broken.
7. Replace belt.
BELT BROKEN (NOTE: 1. Excessive tension.
1. Replace belt and automatic belt
IDENTIFY AND CORRECT tensioner.
PROBLEM BEFORE NEW 2. Incorrect belt. 2. Replace belt.
BELT IS INSTALLED) 3. Tensile member damaged during 3. Replace belt.
belt installation.
4. Severe misalignment. 4. Check and replace.
5. Bracket, pulley, or bearing 5. Replace defective component
failure. and belt.
NOISE (OBJECTIONABLE 1. Belt slippage. 1. Replace belt or automatic belt
SQUEAL, SQUEAK, OR tensioner.
RUMBLE IS HEARD OR FELT 2. Bearing noise. 2. Locate and repair.
WHILE DRIVE BELT IS IN 3. Belt misalignment. 3. Replace belt.
OPERATION)
4. Belt-to-pulley mismatch. 4. Install correct belt.
REMOVAL
3.6L
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 belt tensioner (7) until it contacts its stop. Remove belt (4), then slowly rotate the tensioner (7) into
the freearm position.
3.6L ELECTRONIC POWER STEERING
Fig. 12: Electronic Power Steering Drive Belt Routing

CAUTION: Do not let the tensioner arm snap back to the freearm position, severe
damage may occur to the tensioner.

2. Remove the air cleaner intake system.
5.7L ENGINE
Fig. 13: Accessory Drive Belt Routing 5.7L

1 - POWER STEERING PUMP PULLEY

2 - ACCESSORY DRIVE BELT
3 - A/C COMPRESSOR PULLEY
4 - CRANKSHAFT PULLEY
5 - GENERATOR PULLEY
6 - IDLER PULLEY
7 - WATER PUMP PULLEY
8 - AUTOMATIC BELT TENSIONER
1. Remove the air intake tube between intake manifold and air filter assembly.
2. Using a suitable square drive tool, release the belt tension by rotating the tensioner (8)clockwise . Rotate
belt tensioner (8) until belt (2) can be removed from pulleys.
3. Remove belt (2).
4. Gently release tensioner (8).
3.0L ENGINE
Fig. 14: Drive Belt Routing 3.0L

CAUTION: Do not let tensioner arm snap back to the freearm position, severe damage
may occur to the tensioner.

2. Remove the air intake assembly.
INSTALLATION
3.6L
1. Check condition of all pulleys.
CAUTION: When installing the serpentine 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 new belt (4). Route the belt around all pulleys except the idler pulley (1). Rotate the tensioner arm
(7) until it contacts its stop position. Route the belt (4) around the idler (1) and slowly let the tensioner (7)
rotate into the belt. Make sure the belt (4) is seated onto all pulleys.

3. With the drive belt installed, inspect the belt wear indicator. The gap between the tang and the housing
stop (measurement A) must not exceed 24 mm (.94 inches).
3.6L ELECTRONIC POWER STEERING

Fig. 17: Electronic Power Steering Drive Belt Routing


4. Install the air cleaner intake system.
5.7L ENGINE

1 - POWER STEERING PUMP PULLEY

2 - ACCESSORY DRIVE BELT
3 - A/C COMPRESSOR PULLEY
4 - CRANKSHAFT PULLEY
5 - GENERATOR PULLEY
6 - IDLER PULLEY
7 - WATER PUMP PULLEY
8 - AUTOMATIC BELT TENSIONER
NOTE: When installing accessory drive belt onto pulleys, make sure that belt is
properly routed and all V-grooves make proper contact with pulleys.
1. Position the drive belt (2) over all pulleys except for the water pump pulley (7).
2. Rotate tensioner (8) clockwise and slip the belt (2) over the water pump pulley (7).
3. Gently release tensioner (8).
4. Install the air intake tube between intake manifold and air filter assembly.
3.0L ENGINE


4. Install the air intake assembly.
5. Connect the negative battery.
PULLEY, IDLER
REMOVAL
5.7L
Fig. 22: Idler Pulley - 5.7L

1. Remove accessory drive belt. Refer to BELT, SERPENTINE , REMOVAL.

2. Remove bolt (2) and idler pulley (1).
5.7L IDLER BRACKET
NOTE: The idler bracket takes the place of the power steering pump on the vehicles
that use electronic power steering.
Fig. 23: Idler Pulley, Idler Bracket & Mounting Bolts

1. Remove the accessory drive belt. Refer to BELT, SERPENTINE , REMOVAL.

2. Remove the idler pulley (4) from the idler bracket (2).
3. Remove the three mounting bolts (3) that hold the idler bracket (2) to the block.
3.6L
1. Remove main drive belt (4). Refer to BELT, SERPENTINE , REMOVAL.

2. Remove the mounting bolt holding the idler pulley (1).
3.0L IDLER PULLEY - REMOVAL

Fig. 25: Idler Pulley 3.0L

1. Disconnect the negative battery.

3. Remove the idler pulley.
INSTALLATION
5.7L
Fig. 26: Idler Pulley - 5.7L

1. Position idler pulley (1).

2. Tighten bolt (2) to 29 N.m (21 ft. lbs.).
3. Install accessory drive belt. Refer to BELT, SERPENTINE , INSTALLATION.
5.7L IDLER BRACKET
Fig. 27: Idler Pulley, Idler Bracket & Mounting Bolts

1. Position the idler bracket to the engine block. Install the three mounting bolts (3). Tighten bolts to 29 N.m
(21 ft. lbs.).
2. Install the idler pulley (4). Tighten bolt (5) to 29 N.m (21 ft. lbs.).
3. Install the accessory drive belt. Refer to BELT, SERPENTINE , INSTALLATION.
3.6L
Fig. 28: Idler Pulley

1. Install bolt for idler pulley (4).

2. Install main drive belt. Refer to BELT, SERPENTINE , INSTALLATION.
3.0L IDLER PULLEY - INSTALLATION
Fig. 29: Idler Pulley 3.0L

1. Position the pulley onto engine. Tighten bolt (2) to 54 N.m (40 ft. lbs.).
2. Install the accessory drive belt. Refer to BELT, SERPENTINE , INSTALLATION.
TENSIONER, BELT
DESCRIPTION
DESCRIPTION

Correct drive belt tension is required to ensure optimum performance of the belt driven engine accessories. If
specified tension is not maintained, belt slippage may cause; engine overheating, lack of power steering assist,
loss of air conditioning capacity, reduced generator output rate, and greatly reduced belt life.
It is not necessary to adjust belt tension. All engines are equipped with an automatic belt tensioner. The
tensioner maintains correct accessory drive belt tension at all times.
3.0L - DESCRIPTION

Correct drive belt tension is required to ensure optimum performance of the belt driven engine accessories. If
specified tension is not maintained, belt slippage may cause; engine overheating, lack of power steering assist,
loss of air conditioning capacity, reduced generator output rate, and greatly reduced belt life.
It is not necessary to adjust belt tension. All engines are equipped with an automatic belt tensioner. The
tensioner maintains correct accessory drive belt tension at all times.
REMOVAL
3.6L


2. Remove the air intake system. Refer to BODY, AIR CLEANER , REMOVAL .
3. Remove main drive belt. Refer to BELT, SERPENTINE , REMOVAL.
4. Remove tensioner assembly from engine front cover.
WARNING: Because of high spring tension, do not attempt to disassemble automatic

tensioner. Unit is serviced as an assembly (except for pulley on
tensioner).
5.7L
Fig. 33: Bolt And Tensioner Assembly


2. Remove the air intake system. Refer to BODY, AIR CLEANER , REMOVAL , 5.7L .
3. Remove accessory drive belt. Refer to BELT, SERPENTINE , REMOVAL.
4. Remove bolt (3) and tensioner assembly.
3.0L ENGINE
WARNING: Because of high spring tension, do not attempt to disassemble automatic

tensioner. Unit is serviced as an assembly (except for pulley on
tensioner).


2. Remove the air intake system. Refer to BODY, AIR CLEANER , REMOVAL .
3. Remove main drive belt (2). Refer to BELT, SERPENTINE , REMOVAL.

4. Remove the belt tensioner assembly from the engine front cover.
INSTALLATION
3.6L

1. An indexing slot is located on back of tensioner. Align this slot to the head of the bolt on the front cover.
Install the mounting bolt. Tighten bolt to 41 N.m (30 ft. lbs.).
3. Check belt indexing marks.
4. Install the air intake system. Refer to BODY, AIR CLEANER , INSTALLATION .
5.7L
Fig. 37: Bolt And Tensioner Assembly

1. Align locator tang on tensioner with slot in front cover.

2. Install tensioner and mounting bolt (3) to front cover. Tighten bolt to 41 N.m (30 ft. lbs.).
3. Install accessory drive belt. Refer to BELT, SERPENTINE , INSTALLATION.
4. Install the air intake system. Refer to BODY, AIR CLEANER , INSTALLATION , 5.7L .
3.0L ENGINE

1. Position the belt tensioner onto the front cover. Install the mounting bolt. Tighten bolts (1) to 41 N.m (30
ft. lbs.).
3. Check belt indexing marks.
ENGINE
BOTTLE, COOLANT RECOVERY
REMOVAL
3.6L/5.7L
Fig. 39: Coolant Recovery Bottle

1. Remove the overflow tube (3) to the recovery bottle (1).

2. Remove the mounting bolts (4) to the recovery bottle.
3. Remove the recovery bottle (1).
4. Remove any excessive coolant into a clean container.
3.0L DIESEL COOLANT BOTTLE - REMOVAL
Fig. 40: Coolant Bottle 3.0L

1. Drain the coolant to the level required to remove the coolant recovery container.
2. Remove coolant recovery container pressure cap.
3. Remove the return hose (3).

4. Remove mounting bolts (1).
5. Remove the supply hose (4).
6. Remove coolant recovery container (2) from vehicle.
INSTALLATION
3.6L/5.7L

1. Position recovery bottle (1) into vehicle.

2. Install mounting nuts (4). Tighten to 10 N.m (89 in. lbs.).
3. Install the overflow tube (3) to the radiator neck (2).
3.0L DIESEL COOLANT BOTTLE - INSTALLATION

Fig. 42: Coolant Bottle 3.0L

1. Position coolant recovery container (2) into position.

2. Install the coolant supply hose (4).
3. Install mounting bolts (1). Tighten to 10 N.m (89 in. lbs.).
4. Install the coolant return hose (3)
5. Fill cooling system. Refer to STANDARD PROCEDURE.
6. Install coolant recovery container pressure cap.
CAP, RADIATOR
DESCRIPTION
DESCRIPTION
Fig. 43: Radiator Cap

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 110 -
138 kPa (16 - 20 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 spring-loaded pressure
relief valve. This valve opens when system pressure reaches the release range of 110 - 138 kPa (16 - 20 psi).
A rubber gasket seals the radiator filler neck. This is done to maintain vacuum during coolant cool-down and to
prevent leakage when system is under pressure.
RADIATOR CAP
Fig. 44: Pressure Testing Radiator Cap

1 - PRESSURE CAP
Remove cap from radiator. Be sure that sealing surfaces are clean. Moisten rubber gasket with water and install
the cap on pressure tester (tool (special tool #7700, Tester, Cooling System) or an equivalent).
Operate the tester pump and observe the gauge pointer at its highest point. The cap release pressure should be
110 to 138 kPa (16 - 20 psi). The cap is satisfactory when the pressure holds steady. It is also good if it holds
pressure within the 110 - 138 kPa (16 - 20 psi) range for 30 seconds or more. If the pointer drops quickly,
replace the cap.
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 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
Visually inspect the pressure valve gasket on the cap. Replace cap if the gasket is swollen, torn or worn. Inspect
the area around radiator filler neck for white deposits that indicate a leaking cap.
COOLANT
DESCRIPTION
ENGINE COOLANT
WARNING: Antifreeze is an ethylene glycol base coolant and is harmful if swallowed

thoroughly after coming in contact with ethylene glycol. 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.
ETHYLENE-GLYCOL MIXTURES
CAUTION: Richer antifreeze mixtures cannot be measured with normal field

equipment and can cause problems associated with 100 percent ethylene-
glycol.
Only Mopar® Antifreeze/Coolant, 5 year/100, 000 Mile Formula (ethylene-glycol base coolant with corrosion
inhibitors called HOAT, for Hybrid Additive Technology) is recommended. This coolant offers the best engine
cooling without corrosion when mixed with 50% distilled water to obtain a freeze point of -37°C (-35°F).
The required ethylene-glycol (antifreeze) and water mixture depends upon the climate and vehicle operating
conditions. The antifreeze concentration must always be a minimum of 44 percent, year-round in all climates.
If percentage is lower than 44 percent, engine parts may be eroded by cavitation, and cooling system
components may be severely damaged by corrosion. Maximum protection against freezing is provided with a
68% antifreeze concentration, which prevents freezing down to -67.7° C (-90° F). A higher percentage will
freeze at a warmer temperature. Also, a higher percentage of antifreeze can cause the engine to overheat
because the specific heat of antifreeze is lower than that of water.
Use of 100 percent ethylene-glycol will cause formation of additive deposits in the system, as the corrosion
inhibitive additives in ethylene-glycol require the presence of water to dissolve. The deposits act as insulation,
causing temperatures to rise to as high as 149°C (300°F). This temperature is hot enough to melt plastic and
soften solder. The increased temperature can result in engine detonation. In addition, 100 percent ethylene-
glycol freezes at 22°C (-8°F).
PROPYLENE-GLYCOL MIXTURES
It's overall effective temperature range is smaller than that of ethylene-glycol. The freeze point of 50/50
propylene-glycol and water is -32°C (-26°F). 5°C higher than ethylene-glycol's freeze point. The boiling point
(protection against summer boil-over) of propylene-glycol is 125°C (257°F) at 96.5 kPa (14 psi), compared to
128°C (263°F) for ethylene-glycol. Use of propylene-glycol can result in boil-over or freeze-up on a cooling
system designed for ethylene-glycol. Propylene glycol also has poorer heat transfer characteristics than ethylene
glycol. This can increase cylinder head temperatures under certain conditions.
Propylene-glycol/ethylene-glycol Mixtures can cause the destabilization of various corrosion inhibitors, causing
damage to the various cooling system components. Also, once ethylene-glycol and propylene-glycol based
coolants are mixed in the vehicle, conventional methods of determining freeze point will not be accurate. Both
the refractive index and specific gravity differ between ethylene glycol and propylene glycol.
HOAT COOLANT
WARNING: Antifreeze is an ethylene-glycol base coolant and is harmful if swallowed

thoroughly after coming in contact with ethylene-glycol. 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 Propylene-Glycol 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.
Mopar® Antifreeze/Coolant, 5 Year/100, 000 Mile Formula (MS-9769), or the equivalent ethylene-glycol 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 -37°C (-35°F). If it loses color or becomes
contaminated, drain, flush, and replace with fresh properly mixed coolant solution.
CAUTION: Mopar® Antifreeze/Coolant, 5 Year/100, 000 Mile Formula (MS-9769) may

not be mixed with any other type of antifreeze. Mixing of coolants other
than specified (non-HOAT 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 ethylene-glycol (antifreeze) and water mixture depends upon climate and vehicle operating
conditions. The coolant performance of various mixtures follows:
Pure Water- Water can absorb more heat than a mixture of water and ethylene-glycol, but this is not suitable
for use in a cooling system. Water also freezes at a higher temperature, boils at a lower temperature and allows
corrosion.
100 percent Ethylene-Glycol - The corrosion inhibiting additives in ethylene-glycol 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 149°C (300°F). This temperature is hot enough to melt plastic and soften solder. The increased
temperature can result in engine detonation. In addition, 100 percent ethylene-glycol freezes at -22°C (-8°F).
50/50 Ethylene-Glycol and Water - Is the recommended mixture, it provides protection against freezing to -
37°C (-34°F). The antifreeze concentration must always be a minimum of 44 percent, year-round in all
climates. If percentage is lower, engine parts may be eroded by cavitation. Maximum protection against
freezing is provided with a 68 percent antifreeze concentration, which prevents freezing down to -67.7°C (-90°
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 ethylene-
glycol.
COOLANT SELECTION AND ADDITIVES
Only Mopar® 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 -37°C (-35°
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 -37°C (-34°F) to -46°C (-50°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 ethylene-glycol, 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 (special tool #8286, Refractometer) 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. Refer to SPECIAL TOOLS.
Some coolant manufactures use other types of glycols into their coolant formulations. Propylene-glycol is the
most common new coolant. However, propylene-glycol 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.
FAN, COOLING
DESCRIPTION
DESCRIPTION
3.6L/5.7L WITHOUT MAX COOLING

The 350W radiator cooling fan used on the 3.6L/5.7L engines is an electrical fan and is integral to the fan
shroud (1). The motor is control by two relays that control the high and the low speeds.
3.6L/5.7L WITH MAX COOLING


The 850W cooling fan is integrated into the fan shroud and is located between the radiator (1) and the engine.
The fan is controlled by a duty cycle signal from the PCM.
The signal is sent the cooling fan control module located on the cooling fan motor assembly. The module
deciphers the signal and controls the fan motor to set the speed required for sufficient cooling.
OPERATION
OPERATION
STANDARD COOLING FAN STRATEGY

The radiator cooling fan used on the engines replaces the engine driven mechanical fan and the hydraulically
controlled fan. This provides cooling at 350 watts to the light duty cooling systems on the vehicles. Helps in
reducing unnecessary power drain on both the engine and the vehicles electrical system while keeping the NVH
of the fan low.
The cooling fan is controlled by the PCM. A ground signal from the PCM is provide for the LOW fan relay. If
the conditions are required for additional cooling. The PCM provides a ground to the HIGH relay.
There are three inputs to the PCM that determine what speed percentage of fan is required by the vehicle. These
inputs are:
 Engine Coolant Temperature

 Transmission Oil Temperature
 A/C System Pressure
By monitoring these three parameters, the PCM can determine if cooling airflow is required. If airflow is
required, the PCM will ground the required fan relay until the parameter(s) are under control. Once the
temperature is reduced to within operating parameters the fan will ramp up or ramp down to maintain the
temperature requirements.
MAX COOLING FAN STRATEGY

The radiator cooling fan used on the engines replaces the engine driven mechanical fan and the hydraulically
controlled fan. This provides max cooling at 850 watts to the vehicles that require the additional cooling.
The radiator cooling fan is controlled by the PCM. A PWM (Pulse With Modulated) signal from the PCM
controls the fan speed.
There are three inputs to the PCM that determine what speed percentage of fan is required by the vehicle. These
inputs are:

 Transmission Oil Temperature
 A/C System Pressure
By monitoring these three parameters, the PCM can determine if cooling airflow is required. If airflow is
required, the PCM will send a signal to the fan module to slowly ramp up (speed up) the fan speed until the
parameter(s) are under control. Once the temperature is reduced to within operating parameters the fan will
ramp up, ramp down, or hold its speed to maintain the temperature requirements, while reducing unnecessary
power drain on both the engine and the vehicles electrical system and keeping the NVH of the fan low.
ACTIVATING THE FAN WITH THE SCAN TOOL
Under the Engine Systems test heading, there is a subheading. "Fan solenoid test", that has the selections,
on/off. Activating the fan with the scan tool will run the fan at a limited 72% duty cycle, which will help
troubleshoot any system problems, and also help with the deaeration procedure.
NOTE: Engine doesn't need to be running to activate the fan with the scan tool.
ELECTRIC RADIATOR FAN
The powertrain control module (PCM) will enter a diagnostic trouble code (DTC) in memory if it detects a
problem in the auxiliary cooling fan relay or circuit. Refer to appropriate Electrical Diagnostic article.
If the electric cooling fan is inoperative, check the 15A fuse in the junction block and the 40A fuse in the Power
Distribution Center (PDC) with a 12 volt test lamp or DVOM. Refer to the inside of the power distribution
center cover for the exact location of the fuse. If fuses are okay, refer to appropriate Electrical Diagnostic article
for the cooling fan and relay circuit schematic.
REMOVAL
COOLING FAN - REMOVAL

Fig. 49: Lower Shroud Cover

CAUTION: Care must be used when trying to remove the upper and lower shroud
covers. Damaging the holes in the cover may cause it to become loose
and not perform properly.
1. Disconnect negative battery cable. Refer to CABLES, BATTERY , REMOVAL .

3. Raise vehicle.
NOTE: The lower shroud cover needs to be removed in order to remove the
cooling fan assembly from the mounting tabs.
4. If equipped, remove the lower engine shield.

5. Remove the lower shroud cover (4) by using a pick (2) to pull the cover retaining hole away from the clip
(3) along the bottom of the cooling fan assembly (1).
6. Lower vehicle.
Fig. 50: Electric Fan Connector

7. Disconnect electric fan connector (1).
NOTE: The cooling fan assembly is held in place by clips that are part of the
radiator. So care must be used so the clips are not damaged during fan
removal.
8. Remove shroud (3) assembly from vehicle by pressing the locking clips (2) inwards with a flat blade
screwdriver.
9. Pull the fan/shroud assembly upwards and away from the radiator with the upper cooling fan assembly
shroud cover in place.
10. Remove the cooling fan assembly from vehicle.
Fig. 51: Upper Fan Shroud Cover

11. Remove the upper fan shroud cover (1) by using a pick (3) to pull the cover retaining hole away from the
clip (2).
3.0L DIESEL COOLING FAN - REMOVAL
CAUTION: Care must be used when trying to remove the upper and lower shroud
covers. Damaging the holes in the cover may cause it to become loose
and not perform properly.
1. Disconnect negative battery cable. Refer to CABLES, BATTERY , REMOVAL .


3. Remove the charge air hose from the resonator and position aside.
4. Unlatch the clamps (1) that hold the resonator (3) and position the resonator aside.
Fig. 53: Clamp & Bolts

5. Remove the clamps (1) from the radiator support.
Fig. 54: Upper Radiator Hose, Support Clip & Cooling Fan Shroud
6. Remove the upper radiator hose (2) support clip (1) from the cooling fan shroud (3).
Fig. 55: Lower Shroud Cover

NOTE: The lower shroud cover needs to be removed in order to remove the
cooling fan assembly from the mounting tabs.
8. If equipped, remove the lower engine shield.

9. Remove the lower shroud cover (4) by using a pick (2) to pull the cover retaining hole away from the clip
(3) along the bottom of the cooling fan assembly (1).
10. Lower vehicle.
Fig. 56: Electric Fan Connector

11. Disconnect electric fan connector (1).

NOTE: The cooling fan assembly is held in place by clips that are part of the
radiator. So care must be used so the clips are not damaged during fan
removal.
12. Remove shroud (3) assembly from vehicle by pressing the locking clips (2) inwards with a flat blade
screwdriver.
13. Pull the fan/shroud assembly upwards and away from the radiator with the upper cooling fan assembly
shroud cover in place.
14. Remove the cooling fan assembly from vehicle.
Fig. 57: Upper Fan Shroud Cover

15. Remove the upper fan shroud cover (1) by using a pick (3) to pull the cover retaining hole away from the
clip (2).
CLEANING
CLEANING
Clean the fan blades using a mild soap and water. Do not use an abrasive to clean the blades.
INSTALLATION
COOLING FAN - INSTALLATION

Fig. 58: Upper Shroud Cover Clips

1. Install the upper shroud cover (1). Apply pressure downwards until the cover snaps into place past clips
(2).
2. Install cooling fan assembly into vehicle.
3. Guide the fan/shroud cover assembly into position between the radiator and upper core support.

4. Position cooling fan assembly onto the mounts (3) located on the radiator.
5. Lock in the fan (1) assembly into place by pressing down firmly on the shroud till the locks (3) engage.
6. Connect electric fan electrical connector (2).
8. Install the lower cooling shroud cover by applying upwards pressure till the cover snaps into place onto
the cooling fan shroud.
9. If equipped, install the lower engine cover.
10. Lower vehicle.
13. Start engine and check fan operation.
3.0L DIESEL COOLING FAN - INSTALLATION
Fig. 60: Upper Shroud Cover Clips

1. Install the upper shroud cover (1). Apply pressure downwards until the cover snaps into place past clips
(2).
2. Install cooling fan assembly into vehicle.
3. Guide the fan/shroud cover assembly into position between the radiator and upper core support.

4. Position cooling fan assembly onto the mounts (3) located on the radiator.
5. Lock in the fan (1) assembly into place by pressing down firmly on the shroud till the locks (3) engage.
6. Connect electric fan electrical connector (2).
8. Install the lower cooling shroud cover by applying pressure till the cover snaps into place onto the cooling
fan shroud.
9. If equipped, install the lower engine cover.
10. Lower vehicle.
Fig. 62: Upper Radiator Hose, Support Clip & Cooling Fan Shroud
11. Install the upper radiator hose (2) support clip (1) into the cooling fan shroud (3).
Fig. 63: Clamp & Bolts

12. Install the resonator mount clamps (1). Tighten the bolts (2) to 10 N.m (89 in. lbs.).

13. Install the resonator (3).

14. Install the charge air hoses (2).
18. Start engine and check fan operation.
HEATER, ENGINE BLOCK
DESCRIPTION
DESCRIPTION
Fig. 65: Engine Block Heater Element

WARNING: Do not operate engine unless block heater cord has been disconnected
from power source and secured in place. The power cord must be
secured in its retaining clips and routed away from exhaust manifolds and
moving parts.
An optional engine block heater (2) is available with all models. The heater is equipped with a power cord. The
cord is attached to an engine compartment component with tie-straps. The heater warms the engine providing
easier engine starting and faster warm-up in low temperatures. The heater is mounted in a core hole of the
engine cylinder block in place of a freeze plug with the heating element immersed in engine coolant.
Fig. 66: 5.7L Engine Block Heater

1 - BLOCK HEATER
The 5.7L engine has the block heater (1) located on the left side of the engine below the exhaust manifold in the
rear of the engine and is not immersed in engine coolant but makes direct contact with the block. Refer to Fig.
66.
ENGINE BLOCK HEATER

Fig. 67: Engine Block Heater Element, Bolt & Fluid Level Indicator/Dipstick
If the unit does not operate, possible causes can be either the power cord or the heater element. Test the power
cord for continuity with a 110-volt voltmeter or 110-volt test light. Test heater element continuity with an
ohmmeter or a 12-volt test light.
CAUTION: To prevent damage, the power cord must be secured in it's retainer clips
and away from any components that may cause abrasion or damage, such
as linkages, exhaust components, etc.
REMOVAL
3.6L ENGINE
Fig. 68: A/C Compressor

1. Remove the A/C compressor (1) and position aside. Refer to COMPRESSOR, A/C , REMOVAL .
Fig. 69: 3.6L Engine Block Heater & Cylinder Block

The heater block is located on the driver side towards the front of the engine.
2. Partially drain coolant from radiator and cylinder block. Refer to STANDARD PROCEDURE.
3. Disconnect the power cord plug from block heater.
4. Loosen screw (2) from the heater. Remove block heater assembly (1).
5.7L ENGINE

1. Raise vehicle.
2. Remove power cord from block heater (2).
3. Remove bolt (3) on block heater (2). Remove heater assembly (2).
INSTALLATION
3.6L ENGINE
Fig. 71: 3.6L Engine Block Heater & Cylinder Block

1. Clean block core hole and heater seat.

2. Insert heater block (1) assembly.
3. With block heater seated, tighten screw (2) to 12N.M (106 in.lbs.) to assure a positive seal.
4. Install power cord plug to block heater (1).
5. Fill cooling system with coolant to the proper level. Refer to STANDARD PROCEDURE.
Fig. 72: A/C Compressor

6. Install the A/C compressor. Refer to COMPRESSOR, A/C , INSTALLATION .
5.7L ENGINE

1. Thoroughly clean cylinder block core hole and block heater seat.
2. Insert block heater assembly (2) into the block.
3. With block heater fully seated, tighten bolt (3) to 12 N.m (106 in. lbs.) torque.
4. Connect power cord to block heater (2).
PUMP, WATER
DESCRIPTION
DESCRIPTION
Fig. 74: Water Pump

A centrifugal water pump (2) circulates coolant through the water jackets, passages, intake manifold, radiator
core, cooling system hoses and heater core. The pump is driven from the engine crankshaft by a single
serpentine main drive belt.
The water pump impeller is pressed onto the rear of a shaft that rotates in bearings pressed into the housing. The
housing has two small holes to allow seepage to escape. The water pump seals are lubricated by the antifreeze
in the coolant mixture. No additional lubrication is necessary.
The water pump (1) is mounted directly to the timing chain cover and is equipped with a non serviceable
integral pulley.
OPERATION
WATER PUMP
A centrifugal water pump circulates coolant through the water jackets, passages, intake manifold, radiator core,
cooling system hoses and heater core, this coolant absorbs the heat generated when the engine is running. The
pump is driven by the engine crankshaft via a drive belt.
WATER PUMP
LOOSE IMPELLER - 3.6/5.7L ENGINES
NOTE: Due to the design of the 3.6/5.7L engine water pumps, testing the pump for a
loose impeller must be done by verifying coolant flow in the radiator. To
accomplish this refer to the following procedure.
DO NOT WASTE reusable coolant. If solution is clean, drain coolant into a clean container for reuse.
1. Drain coolant until the first row of cores is visible in the radiator. Refer to STANDARD PROCEDURE.
2. Leaving the radiator cap off, start the engine. Run engine until thermostat opens.
3. While looking into the radiator through the radiator fill neck, raise engine rpm to 2000 RPM. Observe the
flow of coolant from the first row of cores.
4. If there is no flow or very little flow visible, replace the water pump.
INSPECTING FOR INLET RESTRICTIONS
Inadequate heater performance may be caused by a metal casting restriction in the heater hose inlet.
DO NOT WASTE reusable coolant. If solution is clean, drain the coolant into a clean container for reuse.
WARNING: Do not loosen the radiator draincock with the system hot and under
pressure. Serious burns from the coolant can occur.
1. Drain sufficient coolant from the radiator to decrease the level below the heater hose inlet.
2. Remove the heater hose.
3. Inspect the inlet for metal casting flash or other restrictions.
REMOVAL
3.6L ENGINE
Fig. 75: Air Inlet Hose

NOTE: The water pump on 3.6L engines is bolted directly to the engine timing chain
case cover.

2. Disconnect the intake air temperature sensor (2).
3. Loosen the clamps (1, 4). Remove the air intake hose and resonator (3) assembly.
4. Drain the cooling system. Refer to STANDARD PROCEDURE.
WARNING: Constant tension hose clamps are used on most cooling system
hoses. When removing or installing, use only tools designed for
servicing this type of clamp. Always wear safety glasses when
servicing constant tension clamps.
Fig. 76: Lower Heater Hose, Lower Radiator Hose & Tension Clamps
CAUTION: A number or letter is stamped into the tongue of constant tension

clamps (4). If replacement is necessary, use only an original
equipment clamp with matching number or letter.
6. Remove the lower heater hose (1) at the water pump and position aside.
7. Remove the lower radiator hose (3) from the water pump and position aside.

8. Remove idler pulley (4). Refer to PULLEY, IDLER , REMOVAL.

9. Remove the eleven water pump mounting bolts. Take notice to the four water pump bolts (2) that bolt
directly to the timing cover.
CAUTION: Do not pry on the water pump at the timing chain case/cover. The
machined surfaces may be damaged resulting in leaks.
10. Remove water pump (1) and seal.
5.7L ENGINE
Fig. 78: Thermostat Housing, Water Pump, Belt Tensioner, & Idler Pulley

2. Remove the air intake assembly. Refer to BODY, AIR CLEANER , REMOVAL , 5.7L .
3. Remove the resonator mounting bracket.
4. Remove cooling fan assembly. Refer to FAN, COOLING , REMOVAL.
5. Drain coolant into a clean container. Refer to STANDARD PROCEDURE.
6. Remove the upper radiator hose from the thermostat housing (1) and position aside.
7. Remove serpentine belt. Refer to BELT, SERPENTINE , REMOVAL.
8. Remove idler pulley (5).
9. Remove belt tensioner assembly (4). Refer to TENSIONER, BELT , REMOVAL.
10. Remove lower radiator hose from the water pump and position aside.
11. Remove the upper metal heater tube from the cylinder head.
12. Remove water pump mounting bolts (6) and remove pump (3).
3.0L WATER PUMP - REMOVAL

3. Drain coolant into a clean container. Refer to STANDARD PROCEDURE.
Fig. 79: Thermostat Housing, Purge Tube, Heater Supply Hose Fitting & Bypass Housing
4. Remove the upper radiator hose from the thermostat housing (1) and position aside.
5. Remove the coolant recovery bottle purge hose from purge tube (2).
6. Remove the heater supply hose from the fitting on the water pump (3).
7. Remove the lower radiator hose from the bypass housing (4) and position aside.

8. Remove belt tensioner assembly (7). Refer to TENSIONER, BELT , REMOVAL.

9. Remove the belt tensioner mounting bracket.
Fig. 81: Fuel Supply Line

CAUTION: The fuel lines are a one time torque. If the fuel lines are removed.
They would require replacing.
NOTE: High pressure fuel tubes from the fuel injection pressure pump to the fuel
rail or from the fuel rail to the fuel injector must be replaced with new units
if removed.
10. Remove the fuel supply line (2). Refer to TUBE(S), FUEL, HIGH PRESSURE , REMOVAL .

11. Remove the EGR air control valve (2). Refer to appropriate Emissions Control article.
Fig. 83: Temperature Sensor & Torx Head Fasteners

12. Disconnect the temperature sensor connector.

13. Remove the temperature sensor (4).
14. Remove the four front torx head fasteners (3) and one upper rear torx head fasteners (1).
Fig. 84: Coolant Pipe

CAUTION: It is not necessary to remove the rear section of the water pump
assembly (2).
CAUTION: Removal of the housing may cause the coolant pipe (1) to separate
from under the intake assembly which can disturb the seal and may
leak if not installed properly.
Fig. 85: Exploded View Of Water Pump

15. Remove the thermostat assembly.

16. Remove water pump mounting bolts (6).
17. Separated the water pump front housing (4) from the rear housing (2) and discard the gasket (3).
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
3.6L ENGINE

1. Clean mating surfaces.
NOTE: Take notice the lengths of the mounting bolts. Some M6 bolts mount
directly to the timing cover (2).
2. Using a new gasket, position water pump (1) and hand tighten the M6 mounting bolts.
3. Hand tighten the idler pulley (4) bolt.
4. Hand tighten the upper M8 and M10 water pump to engine block mounting bolts.
Fig. 87: Water Pump Fasteners Tightening Sequence

NOTE: Tightening the water pump fasteners in sequential order, will insure proper
sealing surface.
5. Tighten the bolts 1 - 12 in the sequence shown in illustration. Tighten the bolts to their respective torque:
 Tighten M6 mounting bolts to 12 N.m (9 ft. lbs.).
 Tighten M8 bolts to 25 N.m (18 ft. lbs.).
 Tighten M10 bolt to 55 N.m (41 ft. lbs.).
 Repeat the tightening sequence until the proper torque has been met.
6. Spin water pump to be sure that pump impeller does not rub against timing chain case/cover.

CAUTION: A number or letter is stamped into the tongue of constant tension

clamps (4). If replacement is necessary, use only an original
equipment clamp with matching number or letter.
7. Install the lower radiator hose (2).

8. Install the lower return heater hose (1).
CAUTION: When installing the serpentine accessory drive belt, belt must be
routed correctly. If not, engine may overheat due to water pump
rotating in wrong direction.
9. Install accessory drive belt (4). Refer to BELT, SERPENTINE , INSTALLATION.

10. Evacuate air and refill cooling system. Refer to STANDARD PROCEDURE.

11. Install the air intake hose and resonator (3) assembly at the air filter housing (4).
12. Connect the intake air temperature sensor (2).
14. Check the cooling system for leaks. Refer to COOLING SYSTEM LEAKS.
5.7L ENGINE
Fig. 91: Thermostat Housing, Water Pump, Belt Tensioner, & Idler Pulley
1. Clean mating surfaces and install water pump (3). Tighten mounting bolts to 24 N.m (18 ft. lbs.).
2. Install upper metal heater tube.
3. Install belt tensioner assembly (4). Refer to TENSIONER, BELT , INSTALLATION.

4. Install idler pulley (5).
6. Install serpentine belt. Refer to BELT, SERPENTINE , INSTALLATION.
7. Install the resonator mounting bracket.
8. Install cooling fan assembly. Refer to FAN, COOLING , INSTALLATION.
9. Install the upper radiator hose to the thermostat housing (1).
10. Install the air intake assembly. Refer to BODY, AIR CLEANER , INSTALLATION , 5.7L .
13. Check cooling system for leaks. Refer to COOLING SYSTEM LEAKS.
3.0L WATER PUMP - INSTALLATION
Fig. 92: Exploded View Of Water Pump

1. Clean mating surfaces. Install a new water pump gasket (3).

2. Install the water pump (4) onto the rear water pump housing (2). Loosely install the bolts (6).
3. Tighten front (5) and rear (1) fasteners to 11 N.m (97 in. lbs.).
4. Tighten mounting bolts (6) to 24 N.m (18 ft. lbs.).
Fig. 93: Temperature Sensor & Thermostat Housing

5. Install the temperature sensor (2).

6. Install the thermostat housing assembly (1). Tighten to 11 N.m (97 in. lbs.)
Fig. 94: Thermostat Housing, Purge Tube, Heater Supply Hose Fitting & Bypass Housing
7. Install the heater supply hose to its respected outlet fitting (3) on the water pump.
8. Install the lower radiator hose to the bypass housing (4).
9. Install the coolant recovery bottle purge hose to the purge tube (2).
10. Install the upper radiator hose to the thermostat housing (1).

11. Install the belt tensioner mounting bracket.

12. Install belt tensioner assembly (7). Refer to TENSIONER, BELT , INSTALLATION.

13. Install the EGR air control valve (2). Refer to appropriate Emissions Control article.
Fig. 97: Fuel Supply Line

14. Install the fuel supply line (2). Refer to TUBE(S), FUEL, HIGH PRESSURE , INSTALLATION .
15. Install the air intake assembly. Refer to BODY, AIR CLEANER , INSTALLATION .
18. Check cooling system for leaks. Refer to COOLING SYSTEM LEAKS.
RADIATOR, ENGINE COOLING
DESCRIPTION
DESCRIPTION
Fig. 98: Radiator With Plastic Side Tanks

All vehicles are equipped with a cross flow type radiator with plastic side tanks.
Plastic tanks, while stronger than brass, are subject to damage by impact, such as from tools or wrenches.
Handle radiator with care.
REMOVAL
GAS ENGINES
Fig. 99: Hose Clamp Tool

1 - HOSE CLAMP TOOL 6094

2 - HOSE CLAMP
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. Refer to STANDARD PROCEDURE.
Do not waste reusable coolant. If the solution is clean, drain the coolant into a clean container for reuse.
WARNING: Constant tension hose clamps are used on most cooling system hoses.
When removing or installing, use only tools designed for servicing this
type of clamp. Always wear safety glasses when servicing constant
tension clamps.
Fig. 100: Clamp Number/Letter Location

1 - TYPICAL CONSTANT TENSION HOSE CLAMP

2 - CLAMP NUMBER/LETTER LOCATION
3 - TYPICAL HOSE
CAUTION: A number or letter is stamped into the tongue (2) of constant tension
clamps (1). If replacement is necessary, use only an original equipment
clamp with matching number or letter.
CAUTION: When removing the radiator or A/C condenser for any reason, note the
location of all radiator-to-body and radiator-to-A/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.
1. Disconnect the negative battery cable at battery.

2. Drain coolant from radiator. Refer to STANDARD PROCEDURE.

3. Remove the A/C condenser (4). Refer to CONDENSER, A/C , REMOVAL .

4. Remove the upper radiator crossmember.
5. Disconnect the upper radiator hose.
6. Disconnect the overflow hose from radiator.
7. Remove the cooling fan assembly. Refer to FAN, COOLING , REMOVAL.
8. Remove the lower radiator hose from the water pump.
9. The lower part of the radiator is equipped with two alignment dowel pins and fit into rubber grommets.
These rubber grommets are pressed onto the radiator.
10. Gently lift up and remove radiator from vehicle. Be careful not to scrape the radiator fins against any
other component.
11. Remove the lower radiator hose from the radiator.
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
GAS ENGINES
CAUTION: Before installing the radiator or A/C condenser, be sure the radiator-to-
body and radiator-to-A/C condenser rubber air seals are properly fastened
to their original positions. These are used at the top, bottom and sides of
the radiator and A/C condenser. To prevent overheating, these seals must
be installed to their original positions.
Fig. 102: Radiator Alignment Dowels

1 - RADIATOR
2 - ALIGNMENT DOWEL
3 - RADIATOR LOWER ISOLATOR
4 - RADIATOR LOWER CROSSMEMBER
1. Gently lower the radiator (1) into the vehicle. Guide the two radiator rubber air seals into the lower
radiator support.
CAUTION: The tangs on the hose clamps must be positioned straight down.
2. Install the lower radiator hose to the lower radiator outlet.

3. Install the cooling fan assembly. Refer to FAN, COOLING , INSTALLATION.
4. Install coolant reserve/overflow tank hose at radiator.
5. Install the upper radiator hose.

6. Install the upper radiator crossmember. Align the upper radiator alignment dowel into the upper isolators.
7. Install the A/C condenser. Refer to CONDENSER, A/C , INSTALLATION .
8. Refill cooling system. Refer to STANDARD PROCEDURE.
9. Refill the power steering reservoir and bleed air from system. Refer to STANDARD PROCEDURE .
10. Connect battery cable at battery.
11. Start and warm engine. Check for leaks.
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 two-wire 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 key-on, the Powertrain Control Module (PCM) sends out a regulated 5 volt signal to the ECT sensor. The
PCM then monitors the signal as it passes through the ECT sensor to the sensor ground (sensor return).
When the engine is cold, the PCM will operate in Open Loop cycle. It will demand slightly richer air-fuel
mixtures and higher idle speeds. This is done until normal operating temperatures are reached.
The PCM uses inputs from the ECT sensor for the following calculations:
 For engine coolant temperature gauge operation through CAN BUS communications
 Injector pulse-width
 Spark-advance curves
 ASD relay shut-down times
 Idle Air Control (IAC) motor key-on steps
 Pulse-width prime-shot during cranking
 O2 sensor closed loop times
 Purge solenoid on/off times
 EGR solenoid on/off times (if equipped)
 Leak Detection Pump operation (if equipped)
 Radiator fan relay on/off times (if equipped)
 Target idle speed
REMOVAL
3.6L
Fig. 104: Engine Coolant Temperature (ECT) Sensor

The Engine Coolant Temperature (ECT) sensor on the 3.6L engine is installed into a water jacket at rear of the
cylinder head on the left side of the engine.
WARNING: Hot, pressurized coolant can cause injury by scalding. Cooling system
must be partially drained before removing the coolant temperature
sensor.
NOTE: Do not waste reusable coolant. If solution is clean, drain coolant into a clean
container for reuse.
1. Partially drain the cooling system. Refer to STANDARD PROCEDURE.

2. Disconnect the electrical connector from the sensor.
3. Remove the sensor from the cylinder head.
5.7L
The Engine Coolant Temperature (ECT) sensor is located on the upper portion of the water pump housing. It is
installed into a water jacket inline with the thermostat.
Fig. 105: Electrical Connector, Sensor & Water Pump Housing

sensor.
NOTE: Do not waste reusable coolant. If solution is clean, drain coolant into a
clean container for reuse.

3. Disconnect electrical connector (3) from sensor (2).
4. Remove sensor from the water pump housing.
3.0L ENGINE
The Engine Coolant Temperature (ECT) sensor is located on the upper portion of the water pump housing. It is
installed into a water jacket inline with the thermostat.

sensor.

2. Remove the air intake system.
NOTE: Do not waste reusable coolant. If solution is clean, drain coolant into a
clean container for reuse.

4. Disconnect electrical connector from sensor.
5. Remove sensor (2) from the water pump housing.
INSTALLATION
3.6L
Fig. 107: Engine Coolant Temperature (ECT) Sensor

1. Apply MOPAR™ thread sealant with PFTE part number 04318034 to sensor threads.
2. Install sensor (1) to cylinder head.
3. Tighten sensor to 11 N.m (8 ft. lbs.) torque.
4. Connect electrical connector to sensor.
5. Replace any lost engine coolant. Refer to STANDARD PROCEDURE.
5.7L
Fig. 108: Electrical Connector, Sensor & Water Pump Housing

1. Apply MOPAR® thread sealant with PFTE to the sensor threads.

2. Install the coolant temperature sensor (2) into water pump housing.
3. Tighten the coolant temperature sensor to 11 N.m (8 ft. lbs.).
4. Connect the coolant temperature sensor electrical connector (3).
5. Install air intake system. Refer to BODY, AIR CLEANER , INSTALLATION , 5.7L .
3.0L ENGINE

1. Apply MOPAR® thread sealant with PFTE to the sensor threads.

2. Install the coolant temperature sensor (2) into water pump housing (3).
3. Tighten the coolant temperature sensor to 11 N.m (8 ft. lbs.).
4. Connect the coolant temperature sensor electrical connector.
5. Install air intake system.
THERMOSTAT
DESCRIPTION
DESCRIPTION
Fig. 110: Thermostat Housing & Thermostat

CAUTION: Do not operate an engine without a thermostat, except for servicing or

testing.
A pellet-type thermostat controls the operating temperature of the engine by controlling the amount of coolant
flow to the radiator. On all engines the thermostat is closed below 195°F (90°C). Above this temperature,
coolant is allowed to flow to the radiator. This provides quick engine warm up and overall temperature control.
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 other problems. These are:
longer engine warm-up time, unreliable warm-up performance, increased exhaust emissions and crankcase
condensation. This condensation can result in sludge formation.
The thermostat is part of the housing.
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.
DIAGNOSIS AND TESTING - ENGINE COOLANT THERMOSTAT
The thermostat is operated by a wax filled chamber (pellet) which is sealed. When heated coolant reaches a
predetermined temperature the wax pellet expands enough to overcome the closing spring and water pump
pressure, which forces the valve to open. Coolant leakage into the pellet will cause a thermostat to fail open. Do
not attempt to free up a thermostat with a screwdriver.
Thermostat diagnostics is included in powertrain control module's (PCM) programing for on-board diagnosis.
The malfunction indicator light (MIL) will illuminate and a diagnostic trouble code (DTC) will be set when an
"open too soon" condition occurs. Do not change a thermostat for lack of heater performance or temperature
gauge position, unless a DTC is present. For other probable causes, refer to DIAGNOSIS AND TESTING.
Thermostat failing shut is the normal long term mode of failure, and normally, only on high mileage vehicles.
The temperature gauge will indicate this. .
REMOVAL
3.6L

WARNING: Do not loosen radiator draincock with system hot and pressurized.
Serious burns from coolant can occur.
CAUTION: The Thermostat and housing is serviced as an assembly. Do not remove

the thermostat from the housing, damage to the thermostat may occur.
Do not waste reusable coolant. If solution is clean, drain coolant into a clean container for reuse.
If thermostat is being replaced, be sure that replacement is specified thermostat for vehicle model and engine
type.
1. Disconnect negative battery cable at battery.

2. Remove the air intake assembly. Refer to BODY, AIR CLEANER , REMOVAL .
3. Drain cooling system. Refer to STANDARD PROCEDURE.
4. Remove upper radiator hose clamp and upper radiator hose at thermostat housing (1).
5. Remove thermostat housing mounting bolts, thermostat housing (1) and thermostat (3).
3.6L COOLANT CROSSOVER

1. Remove the thermostat housing assembly. Refer to THERMOSTAT , REMOVAL.
Fig. 113: Coolant Crossover & Four Bolts

2. Remove the Heater supply hose from the coolant crossover (1).
3. Remove the coolant crossover mounting bolts. Take notice to the four bolts (2) that bolt directly to the
timing cover.
4. Remove the coolant crossover and discard Gaskets.
5.7L
Fig. 114: Thermostat Housing & Mounting Bolts

WARNING: Do not loosen the radiator draincock with the cooling system hot and
pressurized. Serious burns from the coolant can occur.
Do not waste reusable coolant. If the solution is clean, drain the coolant into a clean container for reuse.
If the thermostat is being replaced, be sure that the replacement is the specified thermostat for the vehicle model
and engine type.

4. Remove the upper radiator hose at the thermostat housing (2) and position aside.
5. Remove the thermostat housing mounting bolts (1), thermostat housing (2) and thermostat.
3.0L - REMOVAL
Fig. 115: Thermostat & Housing

WARNING: Do not loosen radiator draincock with system hot and pressurized.
Serious burns from coolant can occur.

Do not waste reusable coolant. If solution is clean, drain coolant into a clean container for reuse.
If thermostat is being replaced, be sure that replacement is specified thermostat for vehicle model and engine
type.
Fig. 116: Water Pump, Thermostat Housing & Bolts

1. Disconnect negative battery cable at battery.

2. Remove the air intake assembly. Refer to BODY, AIR CLEANER , REMOVAL .
3. Drain cooling system. Refer to STANDARD PROCEDURE.
4. Remove upper radiator hose at the thermostat housing (1) and position aside.
5. Remove thermostat housing mounting bolts, thermostat housing (1) assembly.
INSTALLATION
3.6L


1. Clean mating areas of timing chain cover and thermostat housing (1).
2. Install a new gasket on to the thermostat housing.
3. Position thermostat housing (1) on the water crossover.
4. Install two thermostat housing bolts. Tighten bolts to 12 N.m (106 in. lbs.).
5. Install upper radiator hose on thermostat housing (1).
8. Connect negative battery cable to battery.
9. Start and warm the engine. Check for leaks.
3.6L COOLANT CROSSOVER
Fig. 118: Coolant Crossover & Four Bolts

1. Clean gasket sealing surfaces.

2. Install new gasket onto the coolant crossover.
NOTE: The shorter M6 mounting bolts (2), bolt directly to the engine timing cover.
3. Hand tighten the M6 mounting bolts. Tighten the bolts in a criss cross pattern to 12 N.m (106 in. lbs.).
4. Install the heater supply hose to the coolant crossover (1).

5. Install the thermostat housing. Refer to THERMOSTAT , INSTALLATION.
5.7L
Fig. 120: Thermostat Housing & Mounting Bolts

1. Position the thermostat and housing (2) on the front cover.

2. Install thermostat housing bolts (1). Tighten the bolts (1) to 13 N.m (115 in. lbs.).
3. Install the radiator hose onto the thermostat housing (2).
4. Fill the cooling system. Refer to STANDARD PROCEDURE.
6. Install the air intake system. Refer to BODY, AIR CLEANER , INSTALLATION , 5.7L .
7. Start and warm the engine. Check for leaks. Refer to COOLING SYSTEM LEAKS.
3.0L - INSTALLATION
Fig. 121: Thermostat & Housing


1. Install a new seal on to the thermostat housing.
Fig. 122: Water Pump, Thermostat Housing & Bolts

2. Position thermostat housing (2) onto the water pump.

3. Install two thermostat housing bolts (1). Tighten bolts to 11 N.m (97 in. lbs.).
4. Install upper radiator hose on thermostat housing (2).
7. Connect negative battery cable to battery.
8. Start and warm the engine. Check for leaks.
TRANSMISSION
COOLER, TRANSMISSION OIL
DESCRIPTION
DESCRIPTION
The automatic transmission cooler assembly is integrated in with the A/C condenser and behind the front fascia.
The transmission 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 assembly is equipped with quick connect fitting for the transmission oil.
The transmission oil cooler is serviced as an assembly with the A/C condenser.
REMOVAL
REMOVAL
NOTE: The transmission cooler has been integrated with the A/C condenser.
1. For removal of the transmission cooler and A/C condenser. Refer to CONDENSER, A/C , REMOVAL .
INSTALLATION
INSTALLATION
NOTE: The transmission cooler is integrated in with the A/C condenser.
1. Install the A/C condenser/Transmission cooler assembly. Refer to CONDENSER, A/C ,

INSTALLATION .
2. Top off the transmission oil to the required level.
3. Take vehicle for test to ensure all the air has escaped from the cooler.
4. Recheck the transmission oil.
TUBES AND HOSES, TRANSMISSION OIL COOLER
STANDARD PROCEDURE
QUICK CONNECT FITTING DISASSEMBLY/ASSEMBLY

DISCONNECT
Fig. 123: Oil Cooler Line Quick Connect Fitting - Disassembly

1 - QUICK CONNECT FITTING

2 - DUST CAP
3 - OIL COOLER LINE
4 - SPECIAL TOOL 8875A
1. Remove dust cap by pulling it straight back off of quick connect fitting.
2. Place disconnect tool Special Tool (special tool #8875A, Disconnect, Transmission Cooler Line) onto
transmission cooler line with the fingers of the tool facing the quick connect fitting.
3. Slide disconnect 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 disconnect tool 60° to expand the retaining clip.
5. While holding the disconnect tool against the quick connect fitting, pull back on the transmission cooler
line to remove.
CONNECT
Fig. 124: Oil Cooler Line Quick Connect Fitting - Assembly

1 - QUICK CONNECT FITTING

2 - CLIP
3 - OIL COOLER LINE
4 - DUST CAP
1. Align transmission cooler line with quick connect fitting while pushing straight into the fitting.
2. Push in on transmission cooler line until a "click" is heard or felt.
3. Slide dust cap down the transmission cooler line and snap it over the quick connect fitting until it is fully
seated and rotates freely. Dust cap will only snap over quick connect fitting when the transmission cooler
line is properly installed.
NOTE: If dust cap will not snap into place, repeat assembly step 2.
2011 ENGINE PERFORMANCE Emission Applications - Jeep Grand Cherokee
2011 ENGINE PERFORMANCE
Emission Applications - Jeep Grand Cherokee
EMISSION APPLICATIONS
GRAND CHEROKEE
Engine & Fuel System (1) Emission Control Systems & Devices
2011
3.6L (220") V6 SFI (2) CCV, EVAP, TWC, FR, SPK, (3) HO2S, CEC, MIL,
EVAP-CPCS, EVAP-LDP, EVAP-ORVR, EVAP-VC
5.7L (345") V8 SFI (2) CCV, EVAP, TWC, FR, SPK, (3) HO2S, CEC, MIL,
EVAP-CPCS, EVAP-LDP, EVAP-ORVR, EVAP-VC
(1) Major emission control systems and devices are listed in bold type; components and other related
devices are listed in light type.
(2) System uses a vacuum controlled (PCV) valve.
(3) Equipped with 4.
ABBREVIATIONS
CCV
Closed Crankcase Ventilation
CEC
Computerized Engine Control
EVAP
Evaporative Emission Control
EVAP-CPCS
EVAP Canister Purge Control Solenoid
EVAP-LDP
EVAP Leak Detection Pump
EVAP-ORVR
EVAP On-Board Refuelling Vapor Recovery System

2011 ENGINE PERFORMANCE Emission Applications - Jeep Grand Cherokee
EVAP-VC
EVAP System Vapor Canister
FR
Fill Pipe Restrictor
HO2S
Heated Oxygen Sensor
MIL
Malfunction Indicator Light
PCV
Positive Crankcase Ventilation
SFI
Sequential Fuel Injection
SPK
Spark Controls
SPK-CC
SPK Computer Controlled
TWC
Three-Way Catalytic Converter

2011 ENGINE PERFORMANCE Emissions Control - Grand Cherokee
2011 ENGINE PERFORMANCE
Emissions Control - Grand Cherokee
DESCRIPTION
STATE DISPLAY TEST MODE
The switch inputs to the Powertrain Control Module (PCM) have two recognized states; HIGH and LOW. For
this reason, the PCM cannot recognize the difference between a selected switch position versus an open circuit,
a short circuit, or a defective switch. If the State Display screen shows the change from HIGH to LOW or LOW
to HIGH, assume the entire switch circuit to the PCM functions properly. Connect a diagnostic scan tool to the
data link connector and access the state display screen. Then access either State Display Inputs and Outputs or
State Display Sensors.
CIRCUIT ACTUATION TEST MODE
The Circuit Actuation Test Mode checks for proper operation of output circuits or devices the Powertrain
Control Module (PCM) may not internally recognize. The PCM attempts to activate these outputs and allow an
observer to verify proper operation. Most of the tests provide an audible or visual indication of device operation
(click of relay contacts, fuel spray, etc.). Except for intermittent conditions, if a device functions properly
during testing, assume the device, its associated wiring, and driver circuit work correctly. Connect a scan tool to
the data link connector and access the Actuators screen.
DIAGNOSTIC TROUBLE CODES
A Diagnostic Trouble Code (DTC) indicates the PCM has recognized an abnormal condition in the system.
Remember that DTC's are the results of a system or circuit failure, but do not directly identify the failed
component or components.
BULB CHECK
Each time the ignition key is turned to the ON position, the malfunction indicator (check engine) lamp on the
instrument panel should illuminate for approximately 2 seconds then go out. This is done for a bulb check.
OBTAINING DTC'S
1. Obtain the applicable Powertrain Diagnostic Information.

2. Obtain the appropriate scan tool.
3. Connect the appropriate scan tool to the data link (diagnostic) connector. This connector is located in the
passenger compartment; at the lower edge of instrument panel; near the steering column.
4. Turn the ignition switch on and access the "Read Fault" screen.
5. Record all the DTC's and "freeze frame" information shown on the appropriate scan tool.
6. To erase DTC's, use the "Erase Trouble Code" data screen on the appropriate scan tool.Do not erase any
DTC's until problems have been investigated and repairs have been performed.
TASK MANAGER
The PCM is responsible for efficiently coordinating the operation of all the emissions-related components. The
PCM is also responsible for determining if the diagnostic systems are operating properly. The software designed
to carry out these responsibilities is call the 'Task Manager'.
TRIP DEFINITION
The term "Trip" has different meanings depending on what the circumstances are. If the MIL (Malfunction
Indicator Lamp) is OFF, a Trip is defined as when the Oxygen Sensor Monitor and the Catalyst Monitor have
been completed in the same drive cycle.
When any Emission DTC is set, the MIL on the dash is turned ON. When the MIL is ON, it takes 3 good trips
to turn the MIL OFF. In this case, it depends on what type of DTC is set to know what a "Trip" is.
For the Fuel Monitor or Mis-Fire Monitor (continuous monitor), the vehicle must be operated in the "Similar
Condition Window" for a specified amount of time to be considered a Good Trip.
If a Non-Contiuous OBDII Monitor fails twice in a row and turns ON the MIL, re-running that monitor which
previously failed, on the next start-up and passing the monitor, is considered to be a Good Trip. These will
include the following:
 Oxygen Sensor
 Catalyst Monitor
 Purge Flow Monitor
 Leak Detection Pump Monitor (if equipped)
 EGR Monitor (if equipped)
 Oxygen Sensor Heater Monitor
If any other Emission DTC is set (not an OBDII Monitor), a Good Trip is considered to be when the Oxygen
Sensor Monitor and Catalyst Monitor have been completed; or 2 Minutes of engine run time if the Oxygen
Sensor Monitor or Catalyst Monitor have been stopped from running.
It can take up to 2 Failures in a row to turn on the MIL. After the MIL is ON, it takes 3 Good Trips to turn the
MIL OFF. After the MIL is OFF, the PCM will self-erase the DTC after 40 Warm-up cycles. A Warm-up cycle
is counted when the ECT (Engine Coolant Temperature Sensor) has crossed 71°C (160°F) and has risen by at
least 4°C (40°F) since the engine has been started.
COMPONENT MONITORS
There are several components that will affect vehicle emissions if they malfunction. If one of these components
malfunctions the Malfunction Indicator Lamp (MIL) will illuminate.
Some of the component monitors are checking for proper operation of the part. Electrically operated
components now have input (rationality) and output (functionality) checks. Previously, a component like the
Throttle Position sensor (TPS) was checked by the PCM for an open or shorted circuit. If one of these
conditions occurred, a DTC was set. Now there is a check to ensure that the component is working. This is done
by watching for a TPS indication of a greater or lesser throttle opening than MAP and engine rpm indicate. In
the case of the TPS, if engine vacuum is high and engine rpm is 1600 or greater, and the TPS indicates a large
throttle opening, a DTC will be set. The same applies to low vacuum if the TPS indicates a small throttle
opening.
All open/short circuit checks, or any component that has an associated limp-in, will set a fault after 1 trip with
the malfunction present. Components without an associated limp-in will take two trips to illuminate the MIL.
OPERATION
TASK MANAGER
The Task Manager determines which tests happen when and which functions occur when. Many of the
diagnostic steps required by OBD II must be performed under specific operating conditions. The Task Manager
software organizes and prioritizes the diagnostic procedures. The job of the Task Manager is to determine if
conditions are appropriate for tests to be run, monitor the parameters for a trip for each test, and record the
results of the test. Following are the responsibilities of the Task Manager software:
 Test Sequence
 MIL Illumination
 Diagnostic Trouble Codes (DTCs)
 Trip Indicator
 Freeze Frame Data Storage
 Similar Conditions Window
TEST SEQUENCE
In many instances, emissions systems must fail diagnostic tests more than once before the PCM illuminates the
MIL. These tests are know as 'two trip monitors.' Other tests that turn the MIL lamp on after a single failure are
known as 'one trip monitors.' A trip is defined as 'start the vehicle and operate it to meet the criteria necessary to
run the given monitor.'
Many of the diagnostic tests must be performed under certain operating conditions. However, there are times
when tests cannot be run because another test is in progress (conflict), another test has failed (pending) or the
Task Manager has set a fault that may cause a failure of the test (suspend).
 Pending
Under some situations the Task Manager will not run a monitor if the MIL is illuminated and a fault is
stored from another monitor. In these situations, the Task Manager postpones monitors pending
resolution of the original fault. The Task Manager does not run the test until the problem is remedied.
For example, when the MIL is illuminated for an Oxygen Sensor fault, the Task Manager does not run the
Catalyst Monitor until the Oxygen Sensor fault is remedied. Since the Catalyst Monitor is based on
signals from the Oxygen Sensor, running the test would produce inaccurate results.
 Conflict
There are situations when the Task Manager does not run a test if another monitor is in progress. In these
situations, the effects of another monitor running could result in an erroneous failure. If this conflict is
present, the monitor is not run until the conflicting condition passes. Most likely the monitor will run later
after the conflicting monitor has passed.
For example, if the Fuel System Monitor is in progress, the Task Manager does not run the EGR Monitor.
Since both tests monitor changes in air/fuel ratio and adaptive fuel compensation, the monitors will
conflict with each other.
 Suspend
Occasionally the Task Manager may not allow a two trip fault to mature. The Task Manager will suspend
the maturing of a fault if a condition exists that may induce an erroneous failure. This prevents
illuminating the MIL for the wrong fault and allows more precis diagnosis.
For example, if the PCM is storing a one trip fault for the Oxygen Sensor and the EGR monitor, the Task
Manager may still run the EGR Monitor but will suspend the results until the Oxygen Sensor Monitor
either passes or fails. At that point the Task Manager can determine if the EGR system is actually failing
or if an Oxygen Sensor is failing.
MIL ILLUMINATION
The PCM Task Manager carries out the illumination of the MIL. The Task Manager triggers MIL illumination
upon test failure, depending on monitor failure criteria.
The Task Manager Screen shows both a Requested MIL state and an Actual MIL state. When the MIL is
illuminated upon completion of a test for a third trip, the Requested MIL state changes to OFF. However, the
MIL remains illuminated until the next key cycle. (On some vehicles, the MIL will actually turn OFF during the
third key cycle) During the key cycle for the third good trip, the Requested MIL state is OFF, while the Actual
MILL state is ON. After the next key cycle, the MIL is not illuminated and both MIL states read OFF.
DIAGNOSTIC TROUBLE CODES (DTCS)
With OBD II, different DTC faults have different priorities according to regulations. As a result, the priorities
determine MIL illumination and DTC erasure. DTCs are entered according to individual priority. DTCs with a
higher priority overwrite lower priority DTCs.
Priorities
 Priority 0 -Non-emissions related trouble codes

 Priority 1 - One trip failure of a two trip fault for non-fuel system and non-misfire.
 Priority 2 - One trip failure of a two trip fault for fuel system (rich/lean) or misfire.
 Priority 3 - Two trip failure for a non-fuel system and non-misfire or matured one trip comprehensive
component fault.
 Priority 4 - Two trip failure or matured fault for fuel system (rich/lean) and misfire or one trip catalyst
damaging misfire.
Non-emissions related failures have no priority. One trip failures of two trip faults have low priority. Two trip
failures or matured faults have higher priority. One and two trip failures of fuel system and misfire monitor take
precedence over non-fuel system and non-misfire failures.
DTC SELF ERASURE
With one trip components or systems, the MIL is illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure in two consecutive trips for MIL illumination. Upon failure
of the first test, the Task Manager enters a maturing code. If the component fails the test for a second time the
code matures and a DTC is set.
After three good trips the MIL is extinguished and the Task Manager automatically switches the trip counter to
a warm-up cycle counter. DTCs are automatically erased following 40 warm-up cycles if the component does
not fail again.
For misfire and fuel system monitors, the component must pass the test under a Similar Conditions Window in
order to record a good trip. A Similar Conditions Window is when engine RPM is within ±375 RPM and load is
within ±10% of when the fault occurred.
NOTE: It is important to understand that a component does not have to fail under a
similar window of operation to mature. It must pass the test under a Similar
Conditions Window when it failed to record a Good Trip for DTC erasure for
misfire and fuel system monitors.
DTCs can be erased anytime with a diagnostic scan tool. Erasing the DTC with the scan tool erases all OBD II
information. The scan tool automatically displays a warning that erasing the DTC will also erase all OBD II
monitor data. This includes all counter information for warm-up cycles, trips and Freeze Frame.
TRIP INDICATOR
The Trip is essential for running monitors and extinguishing the MIL. In OBD II terms, a trip is a set of vehicle
operating conditions that must be met for a specific monitor to run. All trips begin with a key cycle.
GOOD TRIP
The Good Trip counters are as follows:
 Specific Good Trip

 Fuel System Good Trip
 Misfire Good Trip
 Alternate Good Trip (appears as a Global Good Trip on a scan tool)
a. Comprehensive Components
b. Major Monitor
 Warm-Up Cycles
SPECIFIC GOOD TRIP
The term Good Trip has different meanings depending on the circumstances:
 If the MIL is OFF, a trip is defined as when the Oxygen Sensor Monitor and the Catalyst Monitor have
been completed in the same drive cycle.
 If the MIL is ON and a DTC was set by the Fuel Monitor or Misfire Monitor (both continuous monitors),
the vehicle must be operated in the Similar Condition Window for a specified amount of time.
 If the MIL is ON and a DTC was set by a Task Manager commanded once-per-trip monitor (such as the
Oxygen Sensor Monitor, Catalyst Monitor, Purge Flow Monitor, Leak Detection Pump Monitor, EGR
Monitor or Oxygen Sensor Heater Monitor), a good trip is when the monitor is passed on the next start-
up.
 If the MIL is ON and any other emissions DTC was set (not an OBD II monitor), a good trip occurs when
the Oxygen Sensor Monitor and Catalyst Monitor have been completed, or two minutes of engine run
time if the Oxygen Sensor Monitor and Catalyst Monitor have been stopped from running.
FUEL SYSTEM GOOD TRIP
To count a good trip (three required) and turn off the MIL, the following conditions must occur:
 Engine in closed loop

 Operating in Similar Conditions Window
 Short Term multiplied by Long Term less than threshold
 Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will count a good trip (three required) and turn off the MIL.
MISFIRE GOOD TRIP
If the following conditions are met the PCM will count one good trip (three required) in order to turn off the
MIL:
 Operating in Similar Condition Window

 1000 engine revolutions with no misfire
WARM-UP CYCLES
Once the MIL has been extinguished by the Good Trip Counter, the PCM automatically switches to a Warm-Up
Cycle Counter that can be viewed on a diagnostic scan tool. Warm-Up Cycles are used to erase DTCs and
Freeze Frames. Forty Warm-Up cycles must occur in order for the PCM to self-erase a DTC and Freeze Frame.
A Warm-Up Cycle is defined as follows:
 Engine coolant temperature must start below and rise above 71°C (160° F)
 Engine coolant temperature must rise by 4°C (40° F)

 No further faults occur
FREEZE FRAME DATA STORAGE
Once a failure occurs, the Task Manager records several engine operating conditions and stores it in a Freeze
Frame. The Freeze Frame is considered one frame of information taken by an on-board data recorder. When a
fault occurs, the PCM stores the input data from various sensors so that technicians can determine under what
vehicle operating conditions the failure occurred.
The data stored in Freeze Frame is usually recorded when a system fails the first time for two trip faults. Freeze
Frame data will only be overwritten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with a scan tool or by disconnecting the battery, also
clears all Freeze Frame data.
SIMILAR CONDITIONS WINDOW
The Similar Conditions Window displays information about engine operation during a monitor. Absolute MAP
(engine load) and Engine RPM are stored in this window when a failure occurs. There are two different Similar
conditions Windows: Fuel System and Misfire.
FUEL SYSTEM
 Fuel System Similar Conditions Window - An indicator that 'Absolute MAP When Fuel Sys Fail' and
'RPM When Fuel Sys Failed' are all in the same range when the failure occurred. Indicated by switching
from 'NO' to 'YES'.
 Absolute MAP When Fuel Sys Fail - The stored MAP reading at the time of failure. Informs the user at
what engine load the failure occurred.
 Absolute MAP - A live reading of engine load to aid the user in accessing the Similar Conditions
Window.
 RPM When Fuel Sys Fail - The stored RPM reading at the time of failure. Informs the user at what
engine RPM the failure occurred.
 Engine RPM - A live reading of engine RPM to aid the user in accessing the Similar Conditions
Window.
 Adaptive Memory Factor - The PCM utilizes both Short Term Compensation and Long Term Adaptive
to calculate the Adaptive Memory Factor for total fuel correction.
 Upstream O2S Volts - A live reading of the Oxygen Sensor to indicate its performance. For example,
stuck lean, stuck rich, etc.
 SCW Time in Window (Similar Conditions Window Time in Window) - A timer used by the PCM
that indicates that, after all Similar Conditions have been met, if there has been enough good engine
running time in the SCW without failure detected. This timer is used to increment a Good Trip.
 Fuel System Good Trip Counter - A Trip Counter used to turn OFF the MIL for Fuel System DTCs. To
increment a Fuel System Good Trip, the engine must be in the Similar Conditions Window, Adaptive
Memory Factor must be less than calibrated threshold and the Adaptive Memory Factor must stay below
that threshold for a calibrated amount of time.

 Test Done This Trip - Indicates that the monitor has already been run and completed during the current
trip.
MISFIRE
 Same Misfire Warm-Up State - Indicates if the misfire occurred when the engine was warmed up
(above 71°C (160° F).
 In Similar Misfire Window - An indicator that 'Absolute MAP When Misfire Occurred' and 'RPM When
Misfire Occurred' are all in the same range when the failure occurred. Indicated by switching from 'NO' to
'YES'.
 Absolute MAP When Misfire Occurred - The stored MAP reading at the time of failure. Informs the
user at what engine load the failure occurred.
 Absolute MAP - A live reading of engine load to aid the user in accessing the Similar Conditions
Window.
 RPM When Misfire Occurred - The stored RPM reading at the time of failure. Informs the user at what
engine RPM the failure occurred.
 Engine RPM - A live reading of engine RPM to aid the user in accessing the Similar Conditions
Window.
 Adaptive Memory Factor - The PCM utilizes both Short Term Compensation and Long Term Adaptive
to calculate the Adaptive Memory Factor for total fuel correction.
 200 Rev Counter - Counts 0-100 720 degree cycles.
 SCW Cat 200 Rev Counter - Counts when in similar conditions.
 SCW FTP 1000 Rev Counter - Counts 0-4 when in similar conditions.
 Misfire Good Trip Counter - Counts up to three to turn OFF the MIL.
 Misfire Data - Data collected during test.
 Test Done This Trip - Indicates YES when the test is done.
NON-MONITORED CIRCUITS
DESCRIPTION
The PCM does not monitor the following circuits, systems and conditions that could have malfunctions causing
driveability problems. The PCM might not store diagnostic trouble codes for these conditions. However,
problems with these systems may cause the PCM to store diagnostic trouble codes for other systems or
components. EXAMPLE: a fuel pressure problem will not register a fault directly, but could cause a rich/lean
condition or misfire. This could cause the PCM to store an oxygen sensor or misfire diagnostic trouble code
FUEL PRESSURE
The fuel pressure regulator controls fuel system pressure. The PCM cannot detect a clogged fuel pump inlet
filter, clogged in-line fuel filter, or a pinched fuel supply or return line. However, these could result in a rich or
lean condition causing the PCM to store an oxygen sensor or fuel system diagnostic trouble code.
SECONDARY IGNITION CIRCUIT

The PCM cannot detect an inoperative ignition coil, fouled or worn spark plugs, ignition cross firing, or open
spark plug cables.
CYLINDER COMPRESSION
The PCM cannot detect uneven, low, or high engine cylinder compression.
EXHAUST SYSTEM
The PCM cannot detect a plugged, restricted or leaking exhaust system, although it may set a fuel system fault.
FUEL INJECTOR MECHANICAL MALFUNCTIONS
The PCM cannot determine if a fuel injector is clogged, the needle is sticking or if the wrong injector is
installed. However, these could result in a rich or lean condition causing the PCM to store a diagnostic trouble
code for either misfire, an oxygen sensor, or the fuel system.
EXCESSIVE OIL CONSUMPTION
Although the PCM monitors engine exhaust oxygen content when the system is in closed loop, it cannot
determine excessive oil consumption.
THROTTLE BODY AIR FLOW
The PCM cannot detect a clogged or restricted air cleaner inlet or filter element.
VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the vacuum circuits of vacuum assisted engine control system
devices. However, these could cause the PCM to store a MAP sensor diagnostic trouble code and cause a high
idle condition.
PCM SYSTEM GROUND
The PCM cannot determine a poor system ground. However, one or more diagnostic trouble codes may be
generated as a result of this condition. The module should be mounted to the body at all times, also during
diagnostic.
PCM CONNECTOR ENGAGEMENT
The PCM may not be able to determine spread or damaged connector pins. However, it might store diagnostic
trouble codes as a result of spread connector pins.
EVAPORATIVE EMISSIONS
DESCRIPTION
DESCRIPTION
The PCM compares input signal voltages from each input device with established high and low limits for the
device. If the input voltage is not within limits and other criteria are met, the PCM stores a diagnostic trouble
code in memory. Other diagnostic trouble code criteria might include engine RPM limits or input voltages from
other sensors or switches that must be present before verifying a diagnostic trouble code condition.
OBD II MONITOR INFORMATION
Comprehensive Components Monitor Major Monitors Non Fuel Major Monitors Fuel
Control AND Non Misfire Control AND misfire
(Includes All Engine Hardware Sensor, (Monitors Entire Emission (Monitors Entire System)
Switches, Solenoids, etc.) System)
Most are one trip Faults Most are Two Trips Faults Two Trip Faults
Usually Turns on The Mill and Sets DTC Turns On The Mil and Sets The Mil and Sets DTC After
After One Failure DTC after Two Consecutive Two Consecutive Failure
Failure
Priority 3 Priority 1 or 3 Priority 2 or 4
All Checked For Continuity Done Stop Test = Yes Fuel Control Monitor
Open Oxygen Sensor Heater Monitors Fuel Control
Short To Ground Oxygen Sensor Response System For:
Short To Voltage Catalytic Converter Fuel System Lean
Inputs Checked For Rationality Efficiency Except EWMA Fuel System Rich
Outputs Checked For Functionality up to 6 test per trip and a one Requires 3 Consecutive Fuel
trip fault (SBEC) and two trip System Good Trips to
fault on (JTEC) Extinguish the MIL
EGR System Misfire Monitor
Evaporative Emission System Monitors for Engine Misfire
(purge and leak) At:
Non-LDP 4 X 1000 RPM Counter (4000
Revs) (Type B)
LDP **200 X 3 (600) RPM counter
(Type A)
Requires 3 Consecutive Global Good Requires 3 Consecutive Global Requires 3 Consecutive Global
Trips to Extinguish the MIL* Good Trips to Extinguish the Good Trips to Extinguish the
MIL* MIL
*40 Warm Up Cycles are required to ** Type A misfire is a one trip
erase DTCs after the MIL has been failure on pre-1999, 2 trip
extinguished failure on 1999 and later. The
MIL will illuminate at the first
or second failure, based on
MY.
OBD II MONITOR RUN PROCESS

The following procedure has been established to assist Chrysler Dealer Technicians in the field with enabling
and running OBD II Monitors. The order listed in the following procedure is intended to allow the technician to
effectively complete each monitor and to set the CARB Readiness Status in the least time possible.
NOTE: Once the monitor run process has begun, do not turn off the ignition. By
turning the ignition key off, monitor enabling conditions will be lost. NVLD
Monitor runs after key off. By performing a Battery Disconnect, or Selecting
Erase DTCs, the CARB Readiness and all additional OBD II information will be
cleared.
MONITOR PRELIMINARY CHECKS:
1. Plug a scan tool into the vehicle's Data Link Connector (DLC).
2. Turn the ignition, KEY ON - ENGINE OFF. Watch for MIL lamp illumination during the bulb check.
MIL lamp must have illuminated, if not, repair MIL lamp.
3. Using a scan tool check for Powertrain related DTCs.
 Verify that No Emissions Related DTCs are Present.

 * If an Emissions DTC is Present, the OBD II Monitors may not run and the CARB Readiness will not
update.
 The Emissions related DTC, will need to be repaired, then cleared. By clearing DTCs, the OBD Monitors
will need to be run and completed to set the CARB Readiness Status.
Using the scan tool check the CARB Readiness Status.
Do all the CARB Readiness Status Locations read YES?.
 *YES, then all monitors have been completed and this vehicle is ready to be I/M or Emission Tested.
 *NO, then the following procedure needs to be followed to run/complete all available monitors.
NOTE: Only the monitors, which are not YES in the CARB Readiness Status, need to be
completed. Specific criteria need to be met for each monitor. The most efficient
order to run the monitors has been outlined below, including suggestions to aid
the process.
EVAPORATIVE EMISSION SYSTEM LEAK DETECTION WITH PURGE MONITOR
This monitor requires a cool down cycle, usually an overnight soak for at least 8 hours without the engine
running. The ambient temperature must decrease overnight - parking the vehicle outside is advised. To run this
test the fuel level must be between 15-85% full. For the monitor run conditions select the EVAP MON PRE-
TEST in the scan tool, OBD II Monitors Menu. The Purge monitor will run if the small leak test reports a pass.
Criteria for EVAP monitor:
 Engine off time greater than @ one hour.

 Fuel Level between 15% and 85 %.
 Start Up ECT and IAT within 10° C (18° F).

 Vehicle started and run until Purge Monitor reports a result.
NOTE: If the vehicle does not report a result and the conditions where correct. It may
take up to two weeks to fail the small leak monitor. DO NOT use this test to
attempt to determine a fault. Use the appropriate service information procedure
for finding a small leak. If there are no faults and the conditions are correct this
test will run and report a pass. Note the Small leak test can find leaks less than
10 thousands of an inch. If a small leak is present it takes approximately one
week of normal driving to report a failure.
CATALYST / O2 MONITOR
With NGC, Catalyst and O2 Monitor information are acquired and processed at the same time. Most vehicles
will need to be driven at highway speed (< 50 mph) for a few minutes. Some vehicles run the monitor at idle in
drive. If the vehicle is equipped with a manual transmission, using 4th gear may assist in meeting the monitor
running criteria. For the monitor run conditions, select the BANK 1 CAT MON PRE-TEST in the scan tool,
OBD II Monitors Menu.
EGR MONITOR
The EGR monitor now runs in a closed throttle decel or at idle on a warm vehicle. However, it is necessary to
maintain the TPS, Map and RPM ranges to allow the monitor to complete itself. For the monitor run conditions,
select the EGR PRE-TEST in the scan tool, OBD II Monitors Menu.
O2 SENSOR HEATER MONITOR
This monitor is now continuously running once the heaters are energized. Pass information will be processed at
power down. For the monitor run conditions, select the O2S HEATER MON PRE-TEST in the scan tool, OBD
II Monitors Menu.
MIS-FIRE MONITOR
The NGC Misfire Monitor is a continuous two-trip monitor. The monitor uses two different tests/counters:
NOTE: The Adaptive Numerator must be learned before the PCM will run the Mis-Fire
Monitor. The PCM updates the Adaptive Numerator at every key-ON, and is
relearned after battery disconnect. The Misfire Monitor will not run until the
Adaptive Numerator has updated since the last battery disconnect. If the
Adaptive Numerator is equal to the default value then the PCM knows that the
Adaptive Numerator has not been learned and does not permit the Misfire
Monitor to run. If the Adaptive Numerator exceeds a calibrated percentage, the
PCM sets a DTC for CKP NOT LEARNED and illuminates the MIL.
 200 Revolution Counter - Looks for misfire that can cause immediate catalyst damage.
 1000 Revolution Counter - Looks for misfire that can cause emissions to increase 1.5 times the Federal
Test Procedure (FTP) standards. This test must also identify misfire percentages that might cause a
"durability demonstration vehicle" to fail an Inspection and Maintenance Program tailpipe emissions test.
SPECIFICATIONS

PCV Valve (3.6L) 4 - 35
CANISTER, VAPOR
DESCRIPTION
DESCRIPTION
The EVAP vapor canister is located in the left rear quarter panel behind the left rear wheelhouse splash shield.
Fig. 1: ESIM Fresh Air Filter Hose, Electrical Connector, (ESIM), EVAP Vapor Purge Line & Fuel Tank
Vapor Line
 ESIM fresh air filter hose (1).

 ESIM electrical connector (2).
 Evaporative System Integrity Monitor (ESIM) (3).
 EVAP Vapor purge line (4).
 Fuel tank vapor line (5).
Fig. 2: V-Slot Bracket

The vapor canister is mounted to a V-Slot bracket and does not require any fasteners.
OPERATION
OPERATION
The Evaporative System Vapor Canister is filled with granules of an activated carbon mixture. Fuel vapors
entering the EVAP canister is absorbed by the charcoal granules.
Fuel tank pressure vents into the EVAP canister. Fuel vapors are temporarily held in the canister until they can
be drawn into the intake manifold. The duty cycle EVAP canister purge solenoid allows the EVAP canister to
be purged at predetermined times and at certain engine operating conditions.
REMOVAL
REMOVAL
WARNING: Do not smoke or use open flames/sparks when servicing the fuel system.
Wear protective clothing and eye protection. Make sure the area in which
the vehicle is being serviced is in a well ventilated area and free of
flames/sparks. Failure to comply may result in serious or fatal injury.

The Evaporative System Integrity Monitor (ESIM) (3) is very similar to the NVLD. However, the design of the
ESIM has been simplified and unlike the NVLD the ESIM does not require a solenoid. The ESIM mounts
directly to the EVAP vapor canister, eliminating the need for a mounting bracket. The EVAP vapor canister is
located in the left rear quarter panel behind the left rear wheelhouse splash shield.
Fig. 4: Left Rear Wheelhouse Splash Shield

2. Remove the fuel tank filler cap.

4. Remove left rear wheel and tire.

5. Remove the left rear wheelhouse splash shield. Refer to SHIELD, SPLASH, WHEELHOUSE ,
REMOVAL .
Fig. 5: ESIM Fresh Air Filter Hose, Electrical Connector, (ESIM), EVAP Vapor Purge Line & Fuel
Tank Vapor Line
NOTE: When removing the fresh air hose, remove the hose at the fresh air filter
first, this will eliminate the risk of breaking the nipple from the ESIM during
removal.
6. Carefully remove the ESIM fresh air hose (1) at the fresh air filter.
7. Disconnect the electrical connector (2) at the ESIM.
8. Rotate the ESIM (3) counter-clockwise about 70 degrees and remove.
9. Disconnect the vapor purge line (4) quick-connect fitting from the EVAP canister.
10. Disconnect the fuel tank vapor line (5) quick-connect fitting from the EVAP canister.

11. Depress the retaining tab (1) at the back side of the vapor canister and with a lifting motion remove the
vapor canister from the V-Slot (2) mounting bracket.
INSTALLATION
INSTALLATION

1. Position the vapor canister to the V-Slot (2) mounting bracket and slide the canister downward into the V-
Slot until the retaining tab (1) clicks/locks in place.
Fig. 8: ESIM Fresh Air Filter Hose, Electrical Connector, (ESIM), EVAP Vapor Purge Line & Fuel
Tank Vapor Line
NOTE: The vapor/vacuum lines must be firmly connected. Check the

vapor/vacuum lines at the EVAP canister for damage or leaks. If a leak is
present, a Diagnostic Trouble Code (DTC) may be set.
2. Connect the fuel tank vapor line (5) quick-connect fitting to the EVAP canister.
3. Connect the vapor purge line (4) quick-connect fitting to the EVAP canister.
4. Position the ESIM (3) to the EVAP canister and rotate clockwise about 70 degrees and lock in place.
5. Connect the electrical connector (2) at the ESIM.
6. Carefully install the ESIM fresh air hose (1) at the fresh air filter.

7. Install the left rear wheelhouse splash shield. Refer to SHIELD, SPLASH, WHEELHOUSE ,
INSTALLATION .
8. Install left rear wheel and tire.


11. Install the fuel tank filler cap.
CAP, FUEL FILLER
DESCRIPTION
DESCRIPTION
The plastic fuel fill cap is a threaded/quarter turn onto the end of the fuel fill tube. Its purpose is to retain vapors
and fuel in the fuel tank.
OPERATION
OPERATION
The loss of any fuel vapor out of fuel filler tube is prevented by the use of pressure-vacuum fuel fill cap. Relief
valves inside the cap will release fuel tank pressure at predetermined pressures. Fuel tank vacuum will also be
released at predetermined values. This cap must be replaced by a similar unit if replacement is necessary. This
is in order for the system to remain effective.
CAUTION: Remove the fill cap before servicing any fuel system component to relieve
fuel tank pressure. If the cap is left off or loose, a Diagnostic Trouble Code
(DTC) may be set.
REMOVAL
REMOVAL
If replacement of the 1/4 turn fuel tank filler tube cap is necessary, it must be replaced with an identical cap to
be sure of correct system operation.
CAUTION: Remove the fuel tank filler tube cap to relieve fuel tank pressure. The cap
must be removed prior to disconnecting any fuel system component or
before draining the fuel tank.
LINES, VACUUM
DESCRIPTION
DESCRIPTION
A vacuum schematic for emission related items can be found on the vehicles VECI label. Refer to Vehicle
Emission Control Information (VECI) Label for label location.
ONBOARD REFUEL VAPOR RECOVERY (ORVR)
DESCRIPTION
DESCRIPTION
The ORVR (On-Board Refueling Vapor Recovery) system consists of a unique fuel tank, flow management
valve, fluid control valve, one-way check valve and vapor canister.
OPERATION
OPERATION
The ORVR (On-Board Refueling Vapor Recovery) system is used to remove excess fuel tank vapors. This is
done while the vehicle is being refueled.
Fuel flowing into the fuel filler tube (approx. 1" I.D.) creates an aspiration effect drawing air into the fuel fill
tube. During refueling, the fuel tank is vented to the EVAP canister to capture escaping vapors. With air
flowing into the filler tube, there are no fuel vapors escaping to the atmosphere. Once the refueling vapors are
captured by the EVAP canister, the vehicle's computer controlled purge system draws vapor out of the canister
for the engine to burn. The vapor flow is metered by the purge solenoid so that there is no, or minimal impact
on driveability or tailpipe emissions.
As fuel starts to flow through the fuel fill tube, it opens the normally closed check valve and enters the fuel
tank. Vapor or air is expelled from the tank through the control valve and on to the vapor canister. Vapor is
absorbed in the EVAP canister until vapor flow in the lines stops. This stoppage occurs following fuel shut-off,
or by having the fuel level in the tank rise high enough to close the control valve. This control valve contains a
float that rises to seal the large diameter vent path to the EVAP canister. At this point in the refueling process,
fuel tank pressure increases, the check valve closes (preventing liquid fuel from spiting back at the operator),
and fuel then rises up the fuel filler tube to shut off the dispensing nozzle.
SOLENOID, EVAPORATIVE EMISSIONS PURGE
DESCRIPTION
DESCRIPTION
Fig. 11: EVAP Canister Purge Solenoid

The EVAP canister purge solenoid is located in the engine compartment attached to a bracket mounted on the
left strut tower.
The Powertrain Control Module (PCM) operates the EVAP canister purge solenoid depending upon engine
operating conditions.
OPERATION
OPERATION
The Powertrain Control Module (PCM) operates the solenoid.
During the cold start warm-up period and the hot start time delay, the PCM does not energize the solenoid.
When de-energized, no vapors are purged. The PCM de-energizes the solenoid during open loop operation.
The engine enters closed loop operation after it reaches a specified temperature and the time delay ends. During
closed loop operation, the PCM energizes and de-energizes the solenoid 5 or 10 times per second, depending
upon operating conditions. The PCM varies the vapor flow rate by changing solenoid pulse width. Pulse width
is the amount of time the solenoid energizes. The PCM adjusts solenoid pulse width based on engine operating
condition.
REMOVAL
REMOVAL

The EVAP canister purge solenoid (1) is located in the engine compartment attached to a bracket mounted on
the left strut tower.
1. Disconnect the vapor/vacuum lines (1, 2) at the canister purge solenoid.

2. Disconnect the electrical connector (3) at the canister purge solenoid.

3. Depress the retaining tab (4), slide the canister purge solenoid forward and remove solenoid from the
mounting bracket.
INSTALLATION
INSTALLATION

1. Slide the EVAP canister purge solenoid onto the mounting bracket until the locking tab (4) click/locks
into position.
2. Connect the electrical connector (3) at the canister purge solenoid.
3. Connect the vacuum/vapor lines (2, 1) at the canister purge solenoid.
SWITCH, EVAPORATIVE EMISSIONS SYSTEM MONITOR
OPERATION
OPERATION
Fig. 14: Evaporative System Components

The Evaporative System consists of the following components:
 Purge Solenoid (1)

 Intake Manifold (2)
 Fuel Tank (3)
 ORVR Control Valve (4)
 ESIM (5)
 Vapor Canister (6)
 Fresh Air Filter (7)
 Gas Cap (8)
 Throttle Body (9)
The ESIM (Evaporative System Integrity Monitor) is very similar to the NVLD. However, the design of the
directly to the canister, eliminating the need for a mounting bracket. It is critical that the ESIM is mounted
vertically. On vehicles where the canister is mounted on an angle, the ESIM requires an adaptor to maintain a
vertical position. When the ESIM is installed vertically, the electrical connector is in the 3 o'clock position.
Fig. 15: Exploded View Of ESIM

The ESIM consists of the following components:
 ESIM Housing (1)

 Diaphragm (2)
 Switch (3)
 Cover (4)
 Small Check Valve (5)
 Large Check Valve (6)
There is one large weight and one small weight check valve in the ESIM assembly. A seal is attached at the end
of each weighted check valve. The large weight check valve seals for pressure. The small weight check valve
seals for vacuum. The weighted check valves are contained within the ESIM housing.
The ESIM (Evaporative System Integrity Monitor), while physically different than the NVLD system, performs
the same basic function as the NVLD does - controlling evaporative emissions. The ESIM has been simplified
because the solenoid used on the NVLD is not used on the ESIM.
Fig. 16: Cut Away View Of ESIM

The ESIM consists of housing, two check valves (1, 4) (sometimes referred to as weights), a diaphragm (3), a
switch and a cover.
During refueling, pressure is built up in the evaporative system. When pressure reaches approximately.5 inches
of water, the large check valve (1) unseats and pressure vents to the fresh air filter.
Conversely, when the system cools, and the resulting vacuum lifts the small check valve from its seat and
allows fresh air to enter the system through the fresh air inlet (2) and relieves the vacuum condition. When a
calibrated amount of vacuum is achieved in the evaporative system, the diaphragm is pulled inward, pushing on
the spring and closing the contacts.
The ESIM conducts test on the evaporative system as follows: An engine off, non-intrusive test for small leaks
and an engine running, intrusive test for medium/large leaks.
The ESIM weights seal the evaporative system during engine off conditions. If the evaporative system is sealed,
it will be pulled into a vacuum, either due to the cool down from operating temperature or diurnal ambient
temperature cycling. When the vacuum in the system exceeds about 1" H20, the vacuum switch closes. The
switch closure sends a signal to the PCM. In order to pass the non-intrusive small leak test, the ESIM switch
must close within a calculated amount of time and within a specified amount of key-off events.
If the ESIM switch does not close as specified, the test is considered inconclusive and the intrusive engine
running test will be run during the next key-on cycle. This intrusive test will run on the next cold engine
running condition.
Conditions for running the intrusive test are:
 After the vehicle is started, the engine coolant temperature must be within 50° F (10° C) of ambient to
indicate a cold start.
 The fuel level must be between 12% and 88%.

 The engine must be in closed loop.
 Manifold vacuum must be greater than a minimum specified value.
 Ambient temperature must be between 39° F and 98° F (4° C and 37° C) and the elevation level must be
below 8500 feet (2591 meters).
The test is accomplished by the PCM activating the purge solenoid to create a vacuum in the evaporative
system. The PCM then measures the amount of time it takes for the vacuum to dissipate. This is known as the
vacuum decay method. If the switch opens quickly a large leak is recorded. If the switch opens after a
predetermined amount of time, then the small leak matures. If the switch does not close, then a general
evaporative failure is recorded. The purge monitor tests the integrity of the hose attached between the purge
valve and throttle body/intake. The purge monitor is a two stage test and it runs only after the evaporative
system passes the small leak test.
Even when all of the thresholds are met, a small leak won't be recorded until after the medium/large leak
monitor has been run. This is accomplished by the PCM activating the purge solenoid to create a vacuum in the
evaporative system. The PCM then measures the amount of time it takes for the vacuum to dissipate. This is
known as the vacuum decay method. If the switch opens quickly a large leak is recorded. If the switch opens
after a predetermined amount of time, then the small leak matures. If the medium/large leak test runs and the
ESIM switch doesn't close, a general evaporative test is run. The purge solenoid is activated for approximately
10 seconds, increasing the amount of vacuum in the system. If the ESIM switch closes after the extended purge
activation, a large leak fault is generated. If the switch doesn't close, a general evaporative system fault is
generated.
The purge monitor tests the integrity of the hose attached between the purge valve and throttle body/intake. The
purge monitor is a two stage test and it runs only after the evaporative system passes the small leak test.
Stage one of the purge monitor is non-intrusive. The PCM monitors the purge vapor ratio. If the ratio is above a
calibrated specification, the monitor passes. Stage two is an intrusive test and it runs only if stage one fails.
During the stage two test, the PCM commands the purge solenoid to flow at a specified rate to force the purge
vapor ratio to update. The vapor ratio is compared to a calibrated specification and if it is less than specified, a
one-trip failure is recorded.
The ESIM switch stuck closed monitor checks to see if the switch is stuck closed. This is a power down test that
runs at key-off; when the PCM sees 0 RPM's, the purge solenoid is energized for a maximum of 30 seconds,
venting any vacuum trapped in the evaporative system. If the switch opens or was open before the test began,
the monitor passes. If the switch doesn't open, the monitor fails. This is a two-trip MIL. The star scan tool can
be used to force the ESIM switch stick closed monitor to run.
The PCM also uses the ESIM to detect a loose or missing gas cap. The PCM controller looks for a change in the
fuel level (25% minimum) and then gas cap is loose or missing. If a medium/large leak is detected, a loose gas
cap light illuminates and a pending one-trip fault code is set. On the PCM, this is a three-trip fault before the
code matures
REMOVAL
REMOVAL
The Evaporative System Integrity Monitor (ESIM) (3) is very similar to the NVLD. However, the design of the
directly to the EVAP vapor canister, eliminating the need for a mounting bracket. The EVAP vapor canister is
located in the left rear quarter panel behind the left rear wheelhouse splash shield.



2. Remove the fuel tank filler cap.

4. Remove left rear wheel and tire.
5. Remove the left rear wheelhouse splash shield. Refer to SHIELD, SPLASH, WHEELHOUSE ,
REMOVAL .
Fig. 19: ESIM Fresh Air Filter Hose, Electrical Connector, (ESIM), EVAP Vapor Purge Line &
Fuel Tank Vapor Line
NOTE: When removing the fresh air hose, remove the hose at the fresh air filter
first, this will eliminate the risk of breaking the nipple from the ESIM during
removal.
6. Carefully remove the ESIM fresh air hose (1) at the fresh air filter.
7. Disconnect the electrical connector (2) at the ESIM.
Fig. 20: Locating Lock Tab

8. A lock tab (see arrow) is used on the back of the switch. Push the lock tab towards ESIM switch while
rotating counterclockwise 1/4 turn for removal.
The fresh air lines and hoses from the ESIM must have a clear opening to the atmosphere. Check the
fresh air lines, including the fresh air filter, for obstructions or restrictions at the ESIM. If a restriction is
present, the system will not allow free flow passage of clean air, and an early shut off of the fuel fill
nozzle may occur during refueling.
9. Clean any dirt from ESIM switch, lines and EVAP canister opening.
10. Inspect the ESIM O-ring, replace if necessary.
INSTALLATION
INSTALLATION
CAUTION: The electrical connector (3) on the ESIM switch must be in 3 O'clock
position after installation. This step must be done for proper switch
operation.
Fig. 21: Locating Lock Tab

1. A lock tab (see arrow) is used on the back of the switch. Position the ESIM switch into the EVAP canister
and rotate switch until the electrical connector is in 3 O'clock position and the locking tab locks into
position.
Fig. 22: ESIM Fresh Air Filter Hose, Electrical Connector, (ESIM), EVAP Vapor Purge Line &
Fuel Tank Vapor Line
2. Connect the ESIM fresh air hose (1) at the fresh air filter.
3. Connect the electrical connector (2) at the ESIM.

4. Install the left rear wheelhouse splash shield. Refer to SHIELD, SPLASH, WHEELHOUSE ,
INSTALLATION .
5. Install left rear wheel and tire.


8. Install the fuel tank filler cap.
VALVE, POSITIVE CRANKCASE VENTILATION (PCV), 3.6L
REMOVAL
REMOVAL - PCV VALVE
Fig. 25: Hose & PCV Valve

1. Remove the hose (1) from the PCV valve (2).
Fig. 26: Three Screws & PCV Valve

2. Remove the three screws (2) and the PCV valve (1) from the right cylinder head cover.
INSTALLATION
INSTALLATION - PCV VALVE
Fig. 27: Three Screws & PCV Valve

1. Clean and inspect the sealing surfaces of the PCV valve and cylinder head cover. The seal can be reused
provided it is free of cuts or tears.
2. Install the PCV valve seal in the cylinder head cover.
3. Install the PCV valve (1) with three screws (2). Tighten the screws to 4 N.m (35 in. lbs.).
Fig. 28: Hose & PCV Valve

4. Install the PCV hose (1) between the upper intake manifold and the PCV valve (2).
VALVE, POSITIVE CRANKCASE VENTILATION (PCV), 5.7L

REMOVAL
REMOVAL
Fig. 29: PCV Valve

The PCV valve (1) is located at the top right rear of the intake manifold.
Fig. 30: PCV Valve O-rings & Locating Tabs

1. The PCV valve is sealed to the intake manifold with two O-rings (2).
2. Remove the PCV valve by rotating counter-clockwise 90 degrees until the locating tabs (3) have been
released.
3. Pull the PCV valve straight up and remove from the intake manifold.
4. Check the condition of the two PCV valve O-rings (2), replace if necessary.
INSTALLATION
INSTALLATION
Fig. 31: PCV Valve O-rings & Locating Tabs

1. Check the condition of the two PCV valve O-rings (2), replace if necessary.
2. Clean the PCV valve mounting surface of the intake manifold opening.
3. Apply engine oil to the two O-rings (2) on the PCV valve.
Fig. 32: PCV Valve

4. Position the PCV valve (1) into intake manifold and rotate 90 degrees clockwise until the locating tabs
are locked in place.
ON-BOARD DIAGNOSTICS
DESCRIPTION
GLOSSARY OF TERMS
Acronym Description
APPS Accelerator Pedal Position Sensor
AAT Ambient Air Temperature
ABS Anti-Lock Brake System
ASD Auto Shut Down
BARO Barometric
CGW Central Gateway
CKP Crankshaft Position Sensor
CMP Camshaft Position Sensor
CMTC Compass/Mini-Trip Computer
DCHA Diesel Cabin Heater Assist
DLC Data Link Connector
DTC Diagnostic Trouble Code
EATX Electronic Automatic Transaxle
ECT Engine Coolant Temperature
ECM Engine Control Module
EGR Exhaust Gas Recirculation
ETC Electronic Throttle Control

GEN Generator
GPEC Global Powertrain Engine Controller
FCM Front Control Module
FDCM Final Drive Control Module
IAT Intake/Inlet Air Temperature
IAC Idle Air Control
IOD Ignition Off-Draw
IPM Integrated Power Module
JTEC Jeep Truck Engine Controller
KS Knock Sensor
LDP Leak Detection Pump
MAP Manifold Air Pressure
MDS Multi Displacement System
MIC Mechanical Instrument Cluster
MIL Malfunction Indicator Lamp
MTV Manifold Tuning Valve
NGC Next Generation Controller
NVLD Natural Vacuum Leak Detection
O2S Oxygen Sensor
OBD On Board Diagnostic
PDC Power Distribution Center
PCI Programmable Communication Interface
PCM Powertrain Control Module
PCV Positive Crankcase Ventilation
PEP Peripheral Expansion Port
SBEC Single Board Engine Controller
SCM Steering Control Module
S/C Speed Control
SKIM Sentry Key Immobilizer Module
SKREEM Sentry Key Remote Entry Module
SOL Solenoid
SRV Short Runner Valve
TCM Transmission Control Module
TCC Torque Converter Clutch
TIP Throttle Inlet Pressure
TIPM Totally Integrated Power Module
TP Throttle Position
TPMS Tire Pressure Monitor System
TRS Transmission Range Sensor
VSS Vehicle Speed Sensor/Signal
WIN
Wireless Ignition Node
OPERATION
OPERATION
The following procedure has been established to assist technicians in the field with enabling and running OBD
II Monitors. The order listed in the following procedure is intended to allow the technician to effectively
complete each monitor and to set the CARB Readiness Status in the least time possible.
NOTE: Once the monitor run process has begun, do not turn off the ignition. By
turning the ignition key off, monitor enabling conditions will be lost. EVAP
Monitor runs after key off. By performing a Battery Disconnect, or Selecting
Erase DTCs, the CARB Readiness and all additional OBD II information will be
cleared.
MONITOR PRELIMINARY CHECKS:
1. Plug a scan tool into the vehicle's Data Link Connector (DLC).
2. Turn the ignition, KEY ON - ENGINE OFF. Watch for the MIL lamp illumination during the bulb check.
MIL lamp must illuminate, if not, repair MIL lamp.
3. Using a scan tool check for Powertrain related DTCs.
 Verify that No Emissions Related DTCs are Present. If an Emissions DTC is Present, the OBD II
Monitors may not run and the CARB Readiness will not update.
 The Emissions related DTC, will need to be repaired, then cleared. By clearing DTCs, the OBD Monitors
will need to be run and completed to set the CARB Readiness Status.
Using the scan tool check the CARB Readiness Status.
Do all the CARB Readiness Status Locations read YES?
 YES - all monitors have been completed and this vehicle is ready to be I/M or Emission Tested.
 NO - then the following procedure needs to be followed to run/complete all available monitors.
NOTE: Only the monitors, which are not YES in the CARB Readiness Status, need to be
completed. Specific criteria need to be met for each monitor. The most efficient
order to run the monitors has been outlined below, including suggestions to aid
the process.
EVAPORATIVE EMISSION SYSTEM LEAK DETECTION WITH PURGE MONITOR
This monitor requires a cool down cycle, usually an overnight soak for at least 8 hours without the engine
running. The ambient temperature must decrease overnight - parking the vehicle outside is advised. To run this
test the fuel level must be between 15-85% full. Criteria for EVAP monitor:
 Engine off time greater than one hour.

 Fuel Level between 15% and 85%.
 Start Up ECT and IAT within 10°C (18°F).
 Vehicle started and run until Purge Monitor reports a result.
NOTE: If the vehicle does not report a result and the conditions where correct. It may
take up to two weeks to fail the small leak monitor. DO NOT use this test to
attempt to determine a fault. Use the appropriate service information procedure
for finding a small leak. If there are no faults and the conditions are correct this
test will run and report a pass. Note the Small leak test can find leaks less than
10 thousands of an inch. If a small leak is present it takes approximately one
week of normal driving to report a failure.
CATALYST / O2 MONITOR
The Catalyst and O2 Monitor information are acquired and processed at the same time. Most vehicles will need
to be driven at highway speed (less than 50 mph) (73km/h) for a few minutes. Some vehicles run the monitor at
idle in drive. If the vehicle is equipped with a manual transmission, using 4th gear may assist in meeting the
monitor running criteria.
 Engine RPM between 1200 to 3000.

 Engine temperature greater than 70°C (158°F)
 Engine run time greater than 92 seconds
 MAP between 10 - 20 kPa (7.5 - 15 Hg)
 Vehicle speed between 20 - 70 mph (29-103 km/h)
EGR MONITOR
After the vehicle has reached the below conditions and during a throttle decel the EGR monitor will run.
 Engine RPM between 1375 - 2500

 Engine temperature greater than 70°C (158°F)
 Engine run time greater than 125 seconds
 Vehicle speed between 25 - 70 mph (37-103 km/h)
O2 SENSOR HEATER MONITOR
This monitor is now continuously running once the heaters are energized. Pass information will be processed at
power down.
MIS-FIRE MONITOR
The Misfire Monitor is a continuous two-trip monitor. The monitor uses two different tests/counters:
NOTE: The Adaptive Numerator must be learned before the PCM will run the Mis-Fire
Monitor. The PCM updates the Adaptive Numerator at every key-ON, and is
relearned after battery disconnect. The Misfire Monitor will not run until the
Adaptive Numerator has updated since the last battery disconnect. If the
Adaptive Numerator is equal to the default value then the PCM knows that the
Adaptive Numerator has not been learned and does not permit the Misfire
Monitor to run. If the Adaptive Numerator exceeds a calibrated percentage, the
PCM sets a DTC for CKP NOT LEARNED and illuminates the MIL.
 200 Revolution Counter - Looks for misfire that can cause immediate catalyst damage.
 1000 Revolution Counter - Looks for misfire that can cause emissions to increase 1.5 times the Federal
Test Procedure (FTP) standards. This test must also identify misfire percentages that might cause a
"durability demonstration vehicle" to fail an Inspection and Maintenance Program tailpipe emissions test.
EXHAUST GAS RECIRCULATION, DIESEL [EXF]

SPECIFICATIONS

EGR Airflow Control 9 - 80
Valve
EGR Bypass Vacuum
9 - 80
Solenoid Bolts
EGR Cooler Bolts 25 18 -
EGR Cooler Bypass Valve
25 18 -
Support Bracket Bolts
EGR Cooler Coolant Tube
18 - 159
Bolts
EGR Tube Clamp Bolts 4 - 35
EGR Valve Bolts 8 - 71
High Pressure Fuel Tube
11 - 97
Support Bracket Bolt
SOLENOID, VACUUM, EXHAUST GAS RECIRCULATION (EGR) BYPASS
DESCRIPTION
DESCRIPTION
Fig. 33: EGR Cooler Vacuum Solenoid

The EGR Cooler Vacuum Solenoid (1) is located on the intake manifold next to the thermostat housing.
REMOVAL
REMOVAL - EGR VACUUM BYPASS SOLENOID


3. Disconnect EGR vacuum bypass harness connector.
4. Disconnect vacuum lines (3).
5. Remove bolts (2) and the EGR vacuum bypass solenoid (1).
INSTALLATION
INSTALLATION - EGR VACUUM BYPASS SOLENOID

1. Install the EGR vacuum bypass solenoid (1). Tighten bolts (2) to 9 N.m (80 in. lbs.).
2. Connect vacuum lines (3).
3. Connect EGR vacuum bypass harness connector.
4. Install the engine cover
VALVE, EXHAUST GAS RECIRCULATION (EGR)
REMOVAL
REMOVAL - EGR VALVE



2. Remove engine cover.
3. Disconnect the EGR valve harness connector (2).
4. Remove retaining bolts (1) the EGR valve, and discard the gasket.
INSTALLATION
INSTALLATION - EGR VALVE
Fig. 37: EGR Valve Gasket

1. Clean EGR valve sealing surfaces.

2. Install a new gasket (1) onto the EGR valve.

3. Install the EGR valve and securely tighten bolts (1).

5. Install engine cover.
TUBE, EXHAUST GAS RECIRCULATION (EGR)
REMOVAL
REMOVAL - EGR TUBE

Fig. 39: EGR Tube & Clamp Bolts


2. Loosen clamp bolts (1 and 3) and remove the EGR tube (2).
3. Remove and discard gaskets.
Fig. 40: EGR Tube Adapter Pipe

4. If necessary, remove fasteners (1) the EGR tube adapter pipe (2).
5. Remove and discard gasket.
INSTALLATION
INSTALLATION - EGR TUBE

Fig. 41: EGR Tube Adapter Pipe Gasket

1. Clean all gasket sealing areas.

2. If removed, install a new EGR tube adapter pipe gasket (1).
Fig. 42: EGR Tube Adapter Pipe

3. If removed, install the EGR tube adapter pipe (2) and securely tighten fasteners (1).
Fig. 43: EGR Tube, Clamps & Gaskets

4. Using a new gaskets (1 and 5), install the EGR tube (3) and tighten clamps (2 and 4) finger tight.

5. Tighten clamp bolts (1 and 3) to 4 N.m (35 in. lbs.).

COOLER, EXHAUST GAS RECIRCULATION (EGR)
REMOVAL
REMOVAL - EGR COOLER



2. Remove the front skid plate. Refer to PLATE, SKID, FRONT , REMOVAL .
6. Disconnect the EGR valve harness connector (2).



8. Remove the EGR tube. Refer to TUBE, EXHAUST GAS RECIRCULATION (EGR) , REMOVAL.


Fig. 49: Support Bracket & Bolts

Fig. 50: Exploded View Of EGR & Cooler Assembly

11. Remove bolts (1) and the EGR and cooler assembly (2).
12. Remove and discard O-ring seals (3, 5-6).
INSTALLATION
INSTALLATION - EGR COOLER

Fig. 51: Exploded View Of EGR & Cooler Assembly

1. Clean the O-ring sealing surface.

2. Install new O-ring seals (6) onto the EGR cooler and mounting bracket (7).
3. Lubricate and install new lower O-ring seals (5) onto spacers (4) and install spacers into EGR cooler
mounting bracket (7).
4. Lubricate and install new upper O-ring seals (3) onto EGR cooler (2).
5. Install the EGR and cooler assembly (2). Tighten bolts (1) to 25 N.m (18 ft. lbs.).
Fig. 52: Support Bracket & Bolts


7. Using a new gasket the turbocharger-to-EGR cooler tube and securely tighten clamp (1).

8. Install the EGR tube. Refer to TUBE, EXHAUST GAS RECIRCULATION (EGR) ,
INSTALLATION.



13. Install the front skid plate. Refer to PLATE, SKID, FRONT , INSTALLATION .
VALVE, EXHAUST GAS RECIRCULATION (EGR) AIRFLOW CONTROL
DESCRIPTION
DESCRIPTION - EGR AIR FLOW CONTROL VALVE

The Exhaust Gas Recirculation (EGR) Air Flow Control Valve (2) is attached to the intake manifold. The EGR
Air Flow Control Valve is controlled by the Powertrain Control Module (PCM). Refer to the appropriate engine
diagnostic procedures for DTCs related to the EGR Airflow Control Valve.
OPERATION
OPERATION - EGR AIR FLOW CONTROL VALVE
The Exhaust Gas Recirculation (EGR) Air Flow Control Valve adjusts the flow of fresh air into the engine
during EGR operation. A signal from the Powertrain Control Module (PCM) controls the operation of the EGR
throttle valve. The position at which the PCM will set the valve depends on the blended quantity of exhaust gas
that needs to be recirculated into the engine in order for the exhaust gas to remain with the target emission level,
which the PCM calculates based on input received from the oxygen sensors. When not actuated, the EGR
throttle valve is in the open position.
REMOVAL
REMOVAL - EGR AIR FLOW CONTROL VALVE

3. Disconnect air tube from the EGR air flow control valve.
4. Disconnect the EGR Airflow Valve harness connector.

5. Remove the high pressure fuel tube support bracket bolt (1).
6. Remove the four bolts (3) and the EGR airflow control valve (2).
INSTALLATION
INSTALLATION - EGR AIR FLOW CONTROL VALVE
Fig. 59: Air Inlet Housing & O-Ring

1. Clean all gasket sealing surfaces.

2. Install a new O-ring seal onto the air inlet housing (2).
Fig. 60: Intake Manifold O-Ring

3. Install a new O-ring seal (1) onto the intake manifold.

4. Install the EGR airflow control valve (2). Tighten the four bolts (3) to (9 N.m 80 in. lbs.).
5. Install the high pressure fuel tube support bracket bolt (1) and tighten to 11 N.m (97 in. lbs.).
6. Connect the EGR airflow control valve harness connector.
7. Connect the air tube to the EGR air flow control valve.
EVAPORATIVE EMISSIONS, DIESEL [EXF]

HOSE, CRANKCASE BREATHER
REMOVAL
REMOVAL - CRANKCASE VENT HOSE

3. Disconnect the breather hose at left upper timing cover.
4. Disconnect the CCV hose heater harness connector (1).

5. Disconnect the CCV hose (2) from intake air tube (3).
INSTALLATION
INSTALLATION - CRANKCASE VENT HOSE

1. Connect the CCV hose (2) from intake air tube (3).
2. Connect the CCV hose heater harness connector (1).
3. Connect the breather hose at timing cover.
HEATER, CLOSED CRANKCASE VENTILATION (CCV)
REMOVAL
REMOVAL - CLOSED CRANKCASE VENT HEATHER

1. Remove the negative battery cable.

3. Disconnect the crankcase breather hose (1).

4. Disconnect the crankcase vent heater wire harness connector (4).
5. Carefully pull out the crankcase vent heater (2) from turbo air inlet hose (3).
INSTALLATION
INSTALLATION - CLOSED CRANKCASE VENT HEATHER

1. Install the crankcase vent heater (2) into turbo air inlet hose (3).
2. Connect the crankcase vent heater wire harness connector (4).
3. Install the crankcase breather hose (1).


2011 ENGINE Exhaust System - Grand Cherokee
2011 ENGINE
Exhaust System - Grand Cherokee
DESCRIPTION
DESCRIPTION
Fig. 1: Two Catalytic Converters & Single Muffler

exhaust system until it is cooled. Special care should be taken when
CAUTION: Avoid application of rust prevention compounds or undercoating materials

to exhaust system floor pan heat shields. Light overspray near the edges
is permitted. Application of coating will result in excessive floor pan
temperatures and objectionable fumes.
The 3.6L exhaust system uses two catalytic converters (1) located in the front exhaust pipe and a single muffler
(2), with a single resonator/tailpipe assembly.
Fig. 2: Two Catalytic Converters, Single Muffler & Dual Resonator/Tailpipe Assembly
The 5.7L exhaust system uses two catalytic converters (1) located in the front exhaust pipe, and a single muffler
(2), with a dual resonator/tailpipe assembly (3).
The front exhaust pipe/catalytic converter assembly (1) is a hydra-form thin wall air gap design. This design is
used to reduce heat, noise and improve emissions. When replacement is required, use original equipment parts
(or their equivalent).
The exhaust manifolds are equipped with ball flange outlets to assure a tight seal and strain free connections.
The exhaust system must be properly aligned to prevent stress, leakage and body contact. If the system contacts
any body panel, it may amplify objectionable noises originating from the engine or body.
When inspecting an exhaust system, critically inspect for cracked or loose joints, stripped screw or bolt threads,
corrosion damage and worn, cracked or broken hangers. Replace all components that are badly corroded or
damaged. DO NOT attempt to repair.
When replacement is required, use original equipment parts (or their equivalent). This will assure proper
alignment and provide acceptable exhaust noise levels.
The basic exhaust system consists of exhaust manifold(s), exhaust pipe with oxygen sensors, catalytic converter
(s), muffler and tailpipe.

EXHAUST SYSTEM DIAGNOSIS CHART

EXCESSIVE EXHAUST NOISE 1. Leaks at pipe joints. 1. Tighten flanges to specified
torque at leaking joints. Refer to
SPECIFICATIONS.
2. Burned or blown out muffler. 2. Replace muffler/tailpipe

assembly. Refer to MUFFLER,
EXHAUST , REMOVAL. Check
exhaust system.
3. Burned or rusted-out exhaust 3. Replace muffler/tailpipe
pipe. assembly. Refer to MUFFLER,
EXHAUST , REMOVAL. Refer to
TAILPIPE, EXHAUST ,
REMOVAL.
4. Exhaust pipe leaking at 4. Tighten connection attaching
manifold flange. nuts. Refer to SPECIFICATIONS.
5. Exhaust manifold cracked or 5. Replace exhaust manifold. Refer
broken. to MANIFOLD, EXHAUST ,
REMOVAL MANIFOLD,
EXHAUST , REMOVAL , 5.7L .
6. Leak between exhaust 6. Tighten exhaust manifold to
manifold and cylinder head. cylinder head stud nuts or bolts,
refer to appropriate Engine
Mechanical article. .
7. Restriction in muffler or 7. Remove restriction, if possible.
tailpipe. Replace muffler or tailpipe, as
necessary.
8. Exhaust system contacting 8. Re-align exhaust system to clear
body or chassis. surrounding components.
LEAKING EXHAUST GASES 1. Leaks at pipe joints. 1. Tighten flanges. Refer to
SPECIFICATIONS.
SPECIFICATIONS
SPECIFICATIONS

Front Exhaust to Manifold Nuts - 3.6L 23 17 204
Front Exhaust to Manifold Nuts - 5.7L 32 24 283
Muffler flange nuts 47 35 416
Exhaust - band style clamps 55 41 487
Exhaust - standard style clamps 30 22 266
Left side resonator flange nuts - 5.7 75 55 664
Exhaust isolator bracket mounting bolts 28 21 250
Exhaust isolator bracket mounting nuts 11 8 97

Band Clamps 55 40 -
Band Clamp, Diesel Particulate Filter to Turbocharger 25 18 221
Banjo Bolt, Turbocharger Oil Supply Line to Engine Block 35 26 -
Banjo Bolt, Turbocharger Oil Supply Line to Turbocharger 25 18 221
Fasteners, Catalytic Converter to Exhaust Manifold Flange 28 21 248
Fasteners, Cross-Under Pipe 28 21 248
SENSOR, EXHAUST TEMPERATURE [EXF]

DESCRIPTION
DESCRIPTION
Fig. 3: Exhaust Gas Temperature Sensor

The Exhaust Gas Temperature Sensor (7) 1/1 is located the outlet of the Exhaust Manifold and is accessible
from the top of the engine compartment. The Exhaust Gas Temperature Sensor 1/1 operates as a typical two
wire 5-Volt sensor. It sends a signal to the Powertrain Control Module (PCM) indicating the temperature of the
exhaust gases entering the Diesel Particulate Filter.
REMOVAL
EXHAUST TEMPERATURE SENSOR 1/1




EXTENSION , REMOVAL .
Fig. 6: Two Nuts, Air Inlet Duct & Dash Panel

Fig. 7: Oxygen Sensor Connector

5. Disconnect the oxygen sensor wire harness connector (1).

6. Disconnect the upstream exhaust temperature sensor wire harness connector.
Fig. 8: Diesel Particulate Filter Clamp

7. Loosen the clamp (2) and separate the Diesel Particulate Filter (DPF) from turbocharger.

8. Remove the exhaust temperature sensor (7).

Fig. 10: Exhaust Temperature Sensor Connector


2. Remove the transmission skid plate. Refer to PLATE, SKID, TRANSMISSION , REMOVAL .
3. Disconnect the exhaust temperature sensor wire harness connector (1).
Fig. 11: Exhaust Temperature Sensor

4. Remove the exhaust temperature sensor (1).
INSTALLATION


1. Install the exhaust temperature sensor (7) and tighten to 45 N.m (33 ft. lbs.).

2. Align the Diesel Particulate Filter (DPF) pipe to the turbocharger. Tighten the clamp (2) to 25 N.m (18 ft.
lbs.)

3. Connect the upstream exhaust temperature sensor wire harness connector.

4. Connect the oxygen sensor wire harness connector (1).
Fig. 15: Two Nuts, Air Inlet Duct & Dash Panel

6. Install the cowl extension silencer. Refer to SILENCER, COWL EXTENSION , INSTALLATION .



Fig. 18: Exhaust Temperature Sensor

1. Install the exhaust temperature sensor (1) and tighten to 47 N.m (35 ft. lbs.).
Fig. 19: Exhaust Temperature Sensor Connector

2. Connect the exhaust temperature sensor wire harness connector (1).

3. Install the transmission skid plate. Refer to PLATE, SKID, TRANSMISSION , INSTALLATION .
SENSOR, DIFFERENTIAL PRESSURE [EXF]

DESCRIPTION
DESCRIPTION - DIFFERENTIAL PRESSURE SENSOR
Fig. 20: Exhaust Differential Pressure Sensor & Pressure Tubes

The Exhaust Differential Pressure Sensor (2) is remotely mounted on the transmission housing. Two pressure
tubes (3) measure pressure before and after the Diesel Particulate Filter (DPF)/Diesel Oxidation Catalyst
(DOC). The sensor is critical for fail-safe of regeneration strategy, because it interprets high pressure drops as
possible high soot loads.
REMOVAL
REMOVAL - DIFFERENTIAL PRESSURE SENSOR


2. Raise and support vehicle. Refer to JACKING AND HOISTING LIFT POINTS .
3. Remove the transmission skid plate. Refer to PLATE, SKID, TRANSMISSION , REMOVAL .
4. Disconnect the differential pressure sensor harness connector.
5. Disconnect the differential pressure sensor hoses (2).
6. Remove bolt and the differential pressure sensor.
7. If necessary, remove mounting bolts (3) securing the differential pressure sensor tubing to transmission.
8. If necessary, remove the differential pressure sensor tubing (6) from the diesel particulate filter (4).
INSTALLATION
INSTALLATION - DIFFERENTIAL PRESSURE SENSOR

1. If removed, install Differential Pressure Sensor tubing (6) into diesel particulate filter (4). Tighten fittings
to 30 N.m (22 ft. lbs.).

2. If necessary, install the mounting bolts (4) securing the differential pressure sensor tubing to transmission
and securely tighten.
3. Install the differential pressure sensor (2). Tighten bolt (1) to 18 N.m (159 in. lbs.).
NOTE: Before installing, inspect both pressure hoses and make sure there is not
any dip across the hoses. In cases where water is frozen, a dip across the
hoses can cause condensation which can set a MIL.
4. Connect the differential pressure sensor hoses (2).

5. Connect the differential pressure sensor harness connector.
6. Install the transmission skid plate. Refer to PLATE, SKID, TRANSMISSION , INSTALLATION .
FILTER, DIESEL PARTICULATE

REMOVAL
3.0 DIESEL PARTICULATE FILTER (DPF) - REMOVAL

2. Lift the vehicle.
Fig. 25: Skid Plate & Bolts

3. If equipped, remove skid plates.

4. Separate the muffler/resonator from the DPF outlet pipe.

5. Remove the differential pressure hoses (3).

6. Remove the bolt (4) the secures the pressure lines to the transmission.
Fig. 27: Temperature Sensor, DPF & Connector

7. Remove the temperature sensor (2) from the DPF (3).


8. If equipped, remove the rear transfercase steady bracket (6).

9. Loosen the front steady bracket (7) retainer nut for the DPF clamp.
10. Loosen the clamp (3) and separate the DPF from the downpipe.
11. Separated the DPF outlet pipe from the tailpipe.
12. Remove the DPF (4) from the vehicle.

13. Remove the differential pressure lines (6).
INSTALLATION
3.0L DIESEL PARTICULATE FILTER (DPF) - INSTALLATION

1. Install the steel differential pressure lines (5).

2. Position the DPF (4) into the vehicle.
3. Align the DPF to the turbocharger down pipe. Tighten the clamp (3) to 25 N.M (18 ft. lbs.)
4. Align and tighten the front steady bracket (7) retainer nut for the DPF bracket to 26 N.M (19 ft. lbs.)
5. If equipped, install the rear transfercase steady bracket (6). Tighten the nuts to 10 N.M (89 in. lbs.) and
the bolt to 21 N.M (15 ft. lbs.).

6. Install the differential pressure lines bracket bolt (4).

7. Install the differential pressure hoses (3) to the steel lines.
Fig. 32: Temperature Sensor, DPF & Connector

8. Install the temperature sensors (2).

9. Install the tailpipe assembly.
Fig. 33: Skid Plate & Bolts

10. If equipped, install the skid plates (1).

11. Lower vehicle.
CONVERTER, CATALYTIC
DESCRIPTION
DESCRIPTION
Fig. 34: Front Exhaust Pipe/Catalytic Converter Assembly

exhaust system until it is cooled. Special care should be taken when
CAUTION: Do not remove spark plug wires from plugs or by any other means short
out cylinders. Failure of the catalytic converter can occur due to a
temperature increase caused by unburned fuel passing through the
converter.
The front exhaust pipe/catalytic converter assembly (1) is a hydra-form thin wall air gap design. This design is
used to reduce heat, noise and improve emissions. When replacement is required, use original equipment parts
(or their equivalent).
The stainless steel catalytic converter body is designed to last the life of the vehicle. Excessive heat can result in
bulging or other distortion, but excessive heat will not be the fault of the converter. If unburned fuel enters the
converter, overheating may occur. If a converter is heat-damaged, correct the cause of the damage at the same
time the converter is replaced. Also, inspect all other components of the exhaust system for heat damage.
Unleaded gasoline must be used to avoid contaminating the catalyst core.

REMOVAL
3.6L ENGINE
Fig. 35: Catalytic Flange Bolts

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 result in possible serious or fatal injury.

3. Saturate the exhaust flange bolts with heat valve lubricant. Allow 5 minutes for penetration.
4. Remove the upper catalytic flange bolts (1).
6. If equipped, remove skid plates. Refer to PLATE, SKID, TRANSMISSION , REMOVAL or PLATE,
SKID, TRANSFER CASE , REMOVAL .
7. Remove the lower catalytic flange bolts (4).
Fig. 36: Transmission Crossmember Reinforcement Brackets & Oxygen Sensor Connectors
8. Remove transmission crossmember reinforcement brackets (1, 4).

9. Disconnect oxygen sensor (2) electrical connectors.
Fig. 37: Muffler Flange

10. Remove the nuts from the front exhaust pipe/catalytic converter assembly to the muffler flange (2).
11. Remove the front exhaust pipe/catalytic converter assembly (1) from the vehicle.
5.7L ENGINE
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

1. Disconnect the negative cable

4. Saturate the bolts (2) and nuts (3) with heat valve lubricant. Allow 5 minutes for penetration.
5. Remove transmission crossmember reinforcement brackets (1, 4).

6. If equipped, Remove the lower heat shield near the front driveshaft.
7. Remove the upstream and the downstream oxygen sensors from the exhaust, refer to appropriate Fuel
System article.

8. Remove the nuts from the front exhaust pipe/catalytic converter assembly to muffler flange (2).
Fig. 41: Exhaust Pipe/Catalytic Converter Assembly, Bolts And Nuts

9. Remove bolts (4) and flanged nuts (1) at the exhaust manifold.
10. Remove the front exhaust pipe/catalytic converter assembly (3) from the vehicle.
INSPECTION
INSPECTION
Look at the stainless steel body of the converter, inspect for bulging or other distortion that could be a result of
overheating.
If you suspect internal damage to the catalyst, tapping the bottom of the catalyst with a rubber mallet may
indicate a damaged core.
INSTALLATION
3.6L ENGINE
Fig. 42: Exhaust Gasket, Flange, Catalytic Converter Assemblies And Lower Bolts
1. Position new exhaust gasket (6) onto flange (1).

2. Position the front exhaust pipe/catalytic converter assemblies (4) into vehicle.
3. Install the lower bolts (5) at the front exhaust pipe/catalytic converter (4) assembly to exhaust manifold
(1) flange. Do not tighten.
4. Lower vehicle.
5. Install the upper bolts at the front exhaust pipe/catalytic converter assemblies to exhaust manifold flanges.
Tighten bolts to 23 N.m (17 ft. lbs.).
6. Raise vehicle.
7. Tighten lower flange bolts to 23 N.m (17 ft. lbs.).

8. Position the exhaust system for proper clearance with the frame and underbody parts. A minimum
clearance of 25.4 mm (1.0 in.) is required.
9. Tighten the front exhaust pipe/catalytic converter assembly to muffler flange (2) nuts to 47 N.m (35 ft.
lbs.) torque.
10. Connect oxygen sensor (2) electrical connectors.

11. Install transmission crossmember reinforcement brackets (1, 4). Tighten bolts to 55 N.m (41 ft. lbs.).
12. If equipped, install skid plates. Refer to PLATE, SKID, TRANSMISSION , INSTALLATION or
PLATE, SKID, TRANSFER CASE , INSTALLATION .
13. Lower vehicle.

14. Start the vehicle and inspect for exhaust leaks. Repair exhaust leaks as necessary.
5.7L ENGINE

1. Position the front exhaust pipe/catalytic converter assembly (1) into vehicle.
2. Install the nuts (3) at the front exhaust pipe/catalytic converter assembly to muffler flange at the exhaust
manifold (4).
3. Install the bolts (2) at the front exhaust pipe/catalytic converter assembly (4) to exhaust manifold flange.
Do not tighten.

4. Tighten the front exhaust pipe and catalytic converter assembly to muffler flange (2) nuts to 47 N.m (35
ft. lbs.) torque.
5. 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.
6. Tighten front exhaust pipe/catalytic converter assemblies to exhaust manifold bolts (2) to 30 N.m (22 ft.
lbs.) torque.
7. Install the oxygen sensor's, refer to appropriate Fuel System article.

8. If equipped, Install the heat shield for the front drive shaft.
9. Install transmission crossmember reinforcement brackets (1, 4). Tighten bolts to 55 N.m (41 ft. lbs.).
11. Lower vehicle.
12. Start the vehicle and inspect for exhaust leaks. Repair exhaust leaks as necessary.
MUFFLER, EXHAUST
DESCRIPTION
DESCRIPTION
Fig. 48: Muffler & Tailpipe Assembly

All engines use a stainless steel muffler and tailpipe assembly to control exhaust noise levels and exhaust back
pressure. The 3.6L and 5.7L muffler and resonator/tailpipe are a one piece assembly.
On the 5.7L tailpipe. The left side resonator can be serviced separately.
REMOVAL
3.6L/5.7L ENGINE


2. Saturate the bolts and nuts (2) with heat valve lubricant. Allow 5 minutes for penetration.
4. Remove the front exhaust pipe/catalytic converter to muffler/tailpipe (1) assembly flange (2) nuts.
5. Remove ground straps (3).
Fig. 50: Tailpipe/Muffler Assembly & Isolators

NOTE: Muffler removal is a two-man operation. Never allow the muffler to hang
from the isolators. A helper is required so no damage will come to the
isolators or to the tailpipe/muffler assembly.
6. Remove tailpipe/muffler assembly (3) from Isolators (2).

7. Remove the muffler/tailpipe assembly from vehicle.
INSTALLATION
3.6L/5.7L ENGINE

NOTE: Muffler installation is a two-man operation. Never allow the muffler to hang from
the isolators. A helper is required so no damage will come to the isolators or to
the tailpipe/muffler assembly.
1. Position muffler and tailpipe (3) assembly in vehicle.

2. Install insulators (2).

3. Install bolts and nuts at front exhaust pipe/catalytic converter flange (2).
4. Make sure the muffler/tailpipe assembly is correctly positioned and the properly aligned. The minimum
clearance between components is 25mm (1 inch).
5. Tighten nuts (2) to 47 N.m (35 ft. lbs.).

6. Install the ground strap (3).
9. Start the engine and inspect for exhaust leaks. Repair exhaust leaks as necessary.
TAILPIPE, EXHAUST
REMOVAL
3.6/5.7L ENGINE
NOTE: Assistance in removal is recommended. Never allow the muffler to hang from
the isolators this may cause damage to either the isolators or the
tailpipe/muffler assembly.


2. Saturate the bolts and nuts with heat valve lubricant. Allow 5 minutes for penetration.
3. Remove rear tailpipe isolators (2).

4. Remove the tailpipe/resonator to muffler assembly flange (2) nuts.

5. Remove tailpipe/resonator and muffler as an assembly from vehicle.
INSTALLATION
3.6/5.7L ENGINE
NOTE: Muffler installation is a two-man operation. Never allow the muffler to hang from
the isolators. A helper is required so no damage will come to the isolators or to
the tailpipe/muffler assembly.

1. Position the tailpipe/resonator/muffler (3) assembly in vehicle.

2. Install tailpipe/resonator insulators (2).

3. Install muffler insulators (4) and ground straps (3)

4. Align muffler (1) to the catalytic convertor pipe flange. Install and Tighten flange (2) nuts to 47 N.m (35
ft. lbs.).
5. Make sure the tailpipe/resonator assembly is correctly positioned and the properly aligned. The minimum
clearance between components is 25mm (1 inch).
7. Start the engine and inspect for exhaust leaks. Repair exhaust leaks as necessary.
ENGINE PERFORMANCE Firing Order & Cylinder Identification - Chrysler - All Models
ENGINE PERFORMANCE
Firing Order & Cylinder Identification - Chrysler - All Models
FIRING ORDER & CYLINDER IDENTIFICATION
NOTE: This information is intended as a quick reference for firing order and cylinder
identification only. The information provided covers many vehicles and may
include some information that does not apply to the vehicle you have currently
selected.
4 CYLINDER ENGINE
Engine Configuration Firing Order Cylinder Identification
In-Line 4 1-3-4-2
5 CYLINDER ENGINE
In-Line 5 1-2-4-5-3
IN-LINE 6 ENGINE

In-Line 6 1-5-3-6-2-4
V6 ENGINE
3.0L Turbo Diesel V6 Engine
3.0L Turbo Diesel 1-4-2-5-3-6
3.2L (VIN L & N) V6 Engines
3.2L (VIN L & N) 1-4-3-6-2-5

3.7L & 3.9L V6 Engines
3.7L & 3.9L 1-6-5-4-3-2
All Other V6 Engines
All Others 1-2-3-4-5-6

V8 ENGINE
V8 1-8-4-3-6-5-7-2
V10 ENGINE
V10 1-10-9-4-3-6-5-8-7-2
2011 ENGINE Fuel System - Grand Cherokee
2011 ENGINE
Fuel System - Grand Cherokee
FUEL DELIVERY, DIESEL

STANDARD PROCEDURE
DIESEL FUEL SYSTEM CONTAMINATION
NOTE: Fuel system damage that was caused by incorrect or contaminated fuel that
was introduced into the fuel system by the customer is not covered under
warranty.
IF THE ENGINE WAS NOT STARTED AFTER INCORRECT OR CONTAMINATED FUEL WAS USED DURING
REFUELING
If the fuel system has been contaminated (with gasoline, water, etc.) AND the engine WAS NOT STARTED,
the following procedure must be followed:
1. Remove all fuel from the fuel tank. Use an appropriate fuel container. Refer to DRAINING FUEL
TANK - DIESEL. . Dispose of the contaminated fuel using the proper procedures.
CAUTION: Dispose of petroleum based products in a manner consistent with all

applicable Local, State, Federal, and Provincial regulations.
2. Remove the fuel tank. Refer to TANK, FUEL, REMOVAL.

3. Ensure the swirl pot indentation below the in the fuel tank electric fuel pump inlet is completely drained
of any contaminated fuel.
4. Completely drain the low pressure fuel lines, and install a new fuel filter.
5. Install the fuel tank, and fill with clean diesel fuel.
6. Road test the vehicle to verify normal operation.
IF THE ENGINE WAS STARTED AFTER INCORRECT OR CONTAMINATED FUEL WAS USED DURING REFUELING
If the fuel system has been contaminated (with gasoline, water, etc.) AND the engine WAS STARTED, the
following procedure must be followed:
1. Remove all fuel from the fuel tank. Use an appropriate fuel container. Refer to DRAINING FUEL
TANK - DIESEL. . Dispose of the contaminated fuel using the proper procedures.
CAUTION: Dispose of petroleum based products in a manner consistent with all

applicable Local, State, Federal, and Provincial regulations.

3. Ensure the swirl pot indentation below the in the fuel tank electric fuel pump inlet is completely drained
of any contaminated fuel.
4. Completely drain the low pressure fuel lines, and install a new fuel filter.
5. Install the fuel tank, and fill with clean diesel fuel.
6. Detach the low pressure line at the T-Fitting orifice between the fuel injector low pressure return lines and
the fuel filter
7. Connect a clean hose to the T-Fitting orifice, and place the other end in a suitable clean container.
8. Turn the ignition ON, and collect the fuel escaping from the T-Fitting orifice in a clean container. Check
the fuel sample for metal chips, dirt, or other foreign matter.
9. If any dirt or metal chips are present in the fuel sample, completely clean the high pressure side of the fuel
injection system, then install new the fuel injectors, and the high pressure fuel pump.
10. If there are no metal chips or dirt present in the fuel sample, the fuel system is ok. Reconnect the T-Fitting
orifice, and road test the vehicle to verify normal operation.
DRAINING FUEL TANK - DIESEL
A one-way check valve is located within the fuel fill fitting on the fuel tank. Because of this valve, the tank
cannot be drained the conventional way through the fuel fill opening. To drain the tank, the fuel pump module
must be removed.
1. Remove fuel pump module. Refer to MODULE, FUEL PUMP, REMOVAL.

2. After fuel pump module has been removed, drain fuel into an approved diesel fuel oil draining station.
SPECIFICATIONS

Crossmember Brace Bolts 55 41 -
Fuel Filter Cap 20 - 177
Fuel Filter/Water
20 - 177
Separator Bracket Bolt
Fuel Filter/Water
20 - 177
Separator Bracket Nuts
Fuel Heater/Temperature
10 - 89
Sensor Bolts
Fuel Injection Pump
25 18 -
Cover Bolts
Fuel Injection Pump Gear
80 59 -
Nut
Fuel Injection Pump Bolts 25 18 -
Fuel Rail Bolt 25 18 -
Fuel Tank Strap Bolts 68 50 -
Fuel Tube Union Nut at

11 + 75° - 97 + 75°
Fuel Injector
Fuel Tube Union Nut at
5 + 75° - 44 + 75°
Fuel Rail
High Pressure Crossover
5 + 75° - 44 + 75°
Fuel Tube Union Nut
High Pressure Pump Fuel
Tube Union Nut at Fuel 5 + 75° - 44 + 75°
Rail
High Pressure Pump Fuel 11 + 75° - 97 + 75°
Tube Union Nut at High
Pressure Pump
11 - 97
support Bracket Bolt
11 - 97
Support Bracket Nut
FUEL SYSTEM PRESSURE - DIESEL
The correct fuel pressure from the in-tank electric fuel pump to the high pressure injection pump for this vehicle
is 59 psi +/- 2 psi. The correct flow rate for the in-tank electric fuel pump is approximately 53 gph (200 lph) at
an ambient temperature of 73° F (23° C) and a constant battery voltage of 13 volts DC.
SPECIAL TOOLS
SPECIAL TOOLS
8978A - Decay Tool, Fuel

9340 - Sae Fuel Pump Lock Ring Wrench
(Originally Shipped In Kit Number(s) 9327, 9327CC, 9397, 9575.)
VM.10344 - Tool, Oil Separator Remover/Installer
VM.10345 - Tool, High Pressure Pump Installation
FITTING, QUICK CONNECT
DESCRIPTION
DESCRIPTION
Different types of quick-connect fittings are used to attach the various fuel system components, lines and tubes.
These are: a single-button type shown above. a two-button type, a pinch type, a single-tab type, a two-tab 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. For more information, Refer to DISCONNECTING.
CAUTION: Before separating a Quick-Connect fitting, pay attention to what type of

fitting is being used. Refer to STANDARD PROCEDURE - QUICK-
CONNECT FITTINGS. . This will prevent unnecessary fitting or fitting latch

breakage.
CAUTION: The interior components (O-rings, clips and latches) of Quick-Connect

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
STANDARD PROCEDURE - QUICK-CONNECT FITTINGS
Some quick-connect fittings require the use of a special tool for disconnection and removal.
These are the quick-connect 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. Refer to FUEL SYSTEM PRESSURE
RELEASE. .

breakage.
CAUTION: The interior components (O-rings, clips) of quick-connect 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.
REDUNDANT LATCH SINGLE BUTTON TYPE FITTING:
Fig. 1: Redundant Latch & Push Button

This type of quick-connect fitting is equipped with a redundant latch (2) and a single push button (1) that
releases two internal latches located in the quick-connect fitting. Special tools are not required for removal.
Fig. 2: 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 quick-connect fitting.
2. Press on the push button with your thumb, release the internal latches (1) and remove the quick-connect
fitting from the fuel system component.
SINGLE BUTTON TYPE FITTING:
Fig. 3: Single Button Fitting

This type of quick-connect fitting is equipped with a single push button (2) that releases two internal latches
located in the quick-connect fitting. Special tools are not required for removal.
Fig. 4: Ouick-Connect Fitting Latches

1. Press on the push button with your thumb, release the internal latches (1).
2. Remove the quick-connect fitting from the fuel system component.
2 BUTTON TYPE FITTING
Fig. 5: View Of 2-button Type Fitting

This type of quick-connect fitting (1) is equipped with two push buttons (2) that releases two internal latches
1. Press on both push buttons with your thumb, release the internal latches.
2. While holding the two push buttons simultaneously, remove the quick-connect fitting from the fuel
system component.
PINCH TYPE FITTING
Fig. 6: View Of Pinch Type Quick-Connect Fitting

This type of quick-connect fitting (1) is equipped with two finger tabs (2). Special tools are not required for
removal.
1. Pinch both tabs (2) together and release the quick-connect fitting.
SINGLE TAB TYPE FITTING

Fig. 7: View Of Single-Tab Type Fitting

This type of quick-connect fitting (3) is equipped with a single pull tab (1). The tab is removable. After tab is
removed the quick-connect fitting can be separated from the fuel system component. Special tools are not
required for removal.
Fig. 8: Disconnecting Single-Tab 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 quick-connect fitting use a screwdriver (2) to pry up the
pull tab.
3. Raise the pull tab until it separates from the quick-connect fitting.
TWO TAB TYPE FITTING
Fig. 9: Identifying Typical 2-Tab Type Fitting

This type of quick-connect 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 quick-connect fitting is removed. The O-ring and spacer will remain in the quick-connect 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. 10: 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
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 quick-connect fitting. Use an open-end wrench on the shoulder
of the plastic retainer ring to aid in disconnection.
1. Firmly push the quick-connect fitting (5) towards the component being serviced while firmly pushing the
round plastic retainer ring into the quick-connect fitting (6). With the round plastic ring depressed,
remove the quick-connect fitting from the fuel system component.
2. After removal the plastic retainer ring will remain with the quick-connect fitting.
LATCH CLIP TYPE 1 FITTING
Fig. 11: Latch Clip Type 1 Fitting

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 quick-connect fitting while lifting the screwdriver and position aside.
Fig. 12: Fuel Line Disconnection Using Special Tool

3. Insert the commercially available fuel line removal tool (1) into the quick-connect fitting and release the
internal latches.
NOTE: After removal the internal latches will remain in the quick-connect fitting.
4. With the commercially available fuel line removal tool (1) still inserted, remove the quick-connect fitting
from the fuel system component.

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
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 quick-connect fitting while lifting with a screwdriver and position
aside.

internal latches.
4. With the commercially available fuel line removal tool (1) inserted, remove the quick-connect fitting
WING TYPE FITTING

Fig. 15: Wing Type Fitting

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 quick-connect fitting.
2. While holding the wings, remove the quick-connect fitting from the fuel system component.
CONNECTING
1. Inspect the quick-connect fitting body and fuel system components for damage. Replace as necessary.
2. Prior to connecting any quick-connect fitting to components, check condition of fitting and components.
Clean parts with a lint-free cloth. Lubricate with clean engine oil.
3. Insert the quick-connect fitting onto the fuel tube or fuel system component until the built-in 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 quick-connect fitting.
 Single Tab Type Fitting: Push new tab down until it locks into position in the quick-connect
fitting.
 Latch Clip Type Fitting: Install latch clip (snaps into position). If latch clip will not snap into
position, this indicates the quick-connect fitting is not properly installed onto fuel system
component, recheck the connection.
6. Verify a locked condition by firmly pulling on the quick-connect fitting connection of the fuel system
component.
MODULE, FUEL PUMP
DESCRIPTION
DESCRIPTION
Fig. 16: Fuel Pump Module Assembly, Fuel Pump Module & Fuel Supply Fitting
This vehicle uses a saddle type tank that has a reservoir on both sides of the drive shaft. The auxiliary fuel pump
module assembly (1) is located on the right side top of fuel tank. The main fuel pump module (2) is located on
the left side top of fuel tank. The fuel supply fitting (3) is located on top of the main fuel pump module.
MAIN FUEL PUMP MODULE

Fig. 17: Electric Fuel Pump, Quick-Connect Fittings & Fuel Level Sending Unit
The main fuel pump module assembly contains the following components:
 An internal fuel filter

 A separate fuel pick-up, or inlet filter
 A fuel pressure regulator
 Fuel supply fitting (1)
 An electric fuel pump (2)
 A lock-ring to retain pump module to tank
 A soft gasket between tank flange and module
 A fuel gauge sending unit (fuel level sensor) (3)
 Auxiliary fuel pump module supply line connection (4)
If the electrical fuel pump, primary inlet fuel filter, internal fuel filter, or fuel pressure regulator require service,
the fuel pump module must be replaced as an assembly.
ELECTRIC FUEL PUMP
The electric fuel pump is located inside of the main fuel pump module. A 12 volt, permanent magnet, electric
motor powers the fuel pump. The electric fuel pump is not a separate, serviceable component.
FUEL FILTERS
Two fuel filters are used, the first one is located at the bottom of the fuel pump module. The second fuel
filter/water separator is located on the frame rail of the body.
The fuel filter in the pump module is designed for extended service and do not require normal scheduled
maintenance. The fuel filter/water separator on the frame rail of the body does require servicing.
FUEL PRESSURE REGULATOR
The fuel pressure regulator is located within the fuel pump module.
FUEL GAUGE SENDING UNIT (FUEL LEVEL SENSOR)
The fuel gauge sending unit (fuel level sensor) is attached to the side of the fuel pump module. The sending unit
consists of a float, an arm, and a variable resistor track (card) and should only be replaced if a diagnostic
procedure indicates to do so.
AUXILIARY FUEL PUMP MODULE
Fig. 18: Nylon Fuel Transfer Line & Fuel Level Sending Unit
The auxiliary fuel pump module assembly contains the following components:
 An internal inlet fuel filter

 A separate fuel pick-up
If the fuel gauge sending unit or internal inlet fuel filter require service, the auxiliary fuel pump module must be
replaced as an assembly.
REMOVAL
REMOVAL

WARNING: No sparks, open flames or smoking. Risk of poisoning from inhaling and
swallowing fuel. Pour fuel only into appropriately marked containers.
Wear protective clothing. Risk of injury to eyes and skin from contact with
fuel.
CAUTION: If the fuel pump module is not operating or the fuel level sending unit is
not operating and the fuel level cannot be determined, the fuel tank must
be removed prior to draining.
1. Perform the fuel tank draining procedure. Refer to DRAINING FUEL TANK - DIESEL. .
Fig. 19: SAE Fuel Pump Lock Ring Wrench, Lock Ring & Breaker Bar
NOTE: Prior to removing the main fuel pump module, use compressed air to
remove any accumulated dirt and debris from around the fuel tank
opening.
4. Position the SAE Fuel Pump Lock Ring Wrench (special tool #9340, Sae Fuel Pump Lock Ring Wrench)
(1) into the notches on the outside edge of the main fuel pump module lock ring (2).
5. Install a 1/2 inch drive breaker bar (3) onto the SAE Fuel Pump Lock Ring Wrench (special tool #9340,
Sae Fuel Pump Lock Ring Wrench) (1).
NOTE: The main fuel pump module will spring up slightly when lock ring is
removed.
6. Rotate the breaker bar counterclockwise and remove the lock ring.
Fig. 20: Supply Line Connection, Float Arm & Pump Module
CAUTION: An indexing arrow is located on top of the main fuel pump module to
clock it's position into the fuel tank, note it's location for reassembly.
NOTE: The main fuel pump module has to be properly located in the fuel tank for
the fuel level gauge to work properly.
7. Mark the main fuel pump module orientation.
CAUTION: Do not allow the float arm of the main fuel pump module to come in
contact with any part of the fuel tank during removal or installation,
damage to the float arm and fuel level sending card may result.
8. Using caution not to bend the float arm (2), lift the main fuel pump module (3) out of the fuel tank
enough to gain access to the auxiliary fuel pump module supply line connection (1) and disconnect the
supply line.
9. Tip the main fuel pump module on its side to drain the remaining fuel from the reservoir and remove the
main fuel pump module.
CAUTION: Whenever the fuel pump module is serviced, the rubber O-ring seal
must be replaced.
10. Remove and discard the rubber O-ring seal.
swallowing fuel. Pour fuel only into appropriately marked containers.
Wear protective clothing. Risk of injury to eyes and skin from contact with
fuel.
Fig. 21: SAE Fuel Pump Lock Ring Wrench, Fuel Pump Module Lock Ring & 1/2 Inch Drive Breaker
Bar
1. Remove the main fuel pump module. Refer to MAIN FUEL PUMP MODULE.
NOTE: Prior to removing the auxiliary fuel pump module, use compressed air to
remove any accumulated dirt and debris from around fuel tank opening.
(1) into the notches on the outside edge of the auxiliary fuel pump module lock ring (2).
NOTE: The auxiliary fuel pump module will spring up slightly when the lock ring
is removed.
Fig. 22: Float Arm, Fuel Pump Module & Supply Line
CAUTION: An indexing arrow is located on top of the auxiliary fuel pump

module to clock it's position into the fuel tank, note it's location for
reassembly.
NOTE: The auxiliary fuel pump module has to be properly located in the fuel tank
for the fuel level gauge to work properly.
5. Mark the auxiliary fuel pump module orientation.
CAUTION: Do not allow the float arm of the auxiliary fuel pump module to come
in contact with any part of the fuel tank during removal or
installation, damage to the float arm and fuel level sending card may
result.
6. Using caution not to bend the float arm (2), lift the auxiliary fuel pump module (1) and the auxiliary fuel
pump module supply line (3) out of the fuel tank as an assembly.
CAUTION: Whenever the auxiliary fuel pump module is serviced, the rubber O-
ring seal must be replaced.
INSTALLATION
INSTALLATION
CAUTION: Whenever the auxiliary fuel pump module is serviced, the rubber O-ring
seal must be replaced.
1. Position a new rubber O-ring seal onto the fuel tank flange.
result.
2. Using caution not to bend the float arm (2), lower the auxiliary fuel pump module (1) and the auxiliary
fuel pump module supply line (3) into the fuel tank as an assembly.
Fig. 24: SAE Fuel Pump Lock Ring Wrench, Fuel Pump Module Lock Ring & 1/2 Inch Drive
Breaker Bar
3. Rotate the auxiliary fuel pump module until the embossed alignment arrow points to the center alignment
mark or the same position as noted during removal. This step must be performed to prevent the float from
contacting the side of the fuel tank.
4. Position the lock ring (2) over top of the auxiliary fuel pump module.
5. Install the SAE Fuel Pump Lock Ring Wrench (special tool #9340, Sae Fuel Pump Lock Ring Wrench)
(1) into the notches on the outside edge of lock ring (2).
7. Rotate the breaker bar clockwise until all seven notches have engaged.
8. Install the main fuel pump module. Refer to MAIN FUEL PUMP MODULE.

CAUTION: Whenever the fuel pump module is serviced, the rubber O-ring seal must
be replaced.
2. Using caution not to bend the float arm (2), lower the main fuel pump module (3) into the fuel tank
enough to gain access to the auxiliary fuel pump module supply line connection (1) and connect the
supply line.
clock it's position into the fuel tank. The fuel pump module must be
installed in the same position as removed.
3. Rotate the main fuel pump module until the embossed alignment arrow points to the center alignment
4. Position the lock ring (2) over top of the main fuel pump module.
8. Install the fuel tank. Refer to TANK, FUEL, INSTALLATION.
9. If removed, connect the fuel line quick-connect fitting at the fuel rail.
11. Start the engine and check for leaks at all fuel system connections.
PUMP, FUEL INJECTION, HIGH PRESSURE
DESCRIPTION
DESCRIPTION
WARNING: High pressure fuel lines deliver diesel fuel under extreme pressure from
the injection pump to the fuel injectors. This may be as high as 1800 bar
(26, 106 psi). Use extreme caution when inspecting for high pressure fuel
leaks. Fuel under this amount of pressure can penetrate skin causing
personal injury or death. Inspect for high pressure fuel leaks with a sheet
of cardboard. Wear safety goggles and adequate protective clothing when
servicing fuel system.
The high pressure pump is mounted to the right front of the cylinder head and there is a protection blocker plate
attached to the front of the high pressure pump. The only serviceable part on the high pressure pump is the fuel
quantity solenoid. The high pressure pump must not be disassembled or opened.
OPERATION
OPERATION
WARNING: High pressure fuel lines deliver diesel fuel under extreme pressure from
the injection pump to the fuel injectors. This may be as high as 1800 bar
(26, 106 psi). Use extreme caution when inspecting for high pressure fuel
leaks. Fuel under this amount of pressure can penetrate skin causing
personal injury or death. Inspect for high pressure fuel leaks with a sheet
of cardboard. Wear safety goggles and adequate protective clothing when
servicing fuel system.
The high pressure pump (1) is driven by the camshaft and requires timing. Fuel that enters the high pressure
pump (1) is pressurized between 200-1800 bar (2, 900 - 26, 106 psi). The pressurized fuel is then supplied to the
fuel rail. The high pressure pump (1) gear located behind the pump are supplied as an assembly. Fuel passages
and control elements in the flange regulate the flow of fuel to the high pressure pumping chambers, and control
the lubrication of the pump.
NOTE: The high pressure pump must not be disassembled or opened. The only
serviceable items are the temperature sensor and the fuel quantity solenoid.
CAUTION: Cranking the engine for an extended time without a fuel supply may
damage the fuel injection pressure pump.
REMOVAL
REMOVAL - HIGH PRESSURE PUMP
WARNING: High-pressure fuel lines deliver fuel under extreme pressure from the
injection pump to the injectors. This maybe as high as 1800 bar (26, 106
psi). Use extreme caution when inspecting for high-pressure fuel leaks.
Inspect high-pressure fuel leaks with a sheet of cardboard. Wear safety
goggles and adequate protective clothing when servicing fuel system.
Fuel under this amount of pressure can penetrate skin causing serious or
fatal injury.

3. Remove the high pressure pump blocker shield.
Fig. 27: Fuel Quantity Solenoid, Connector & Fasteners

4. Disconnect the fuel quantity solenoid harness connector (3).
Fig. 28: Low Pressure Supply & Return Lines

5. Disconnect the low pressure supply (2) and return (1) lines from high pressure pump. Refer to FITTING,
QUICK CONNECT. .
Fig. 29: High Pressure Tube Nut & Bolt

6. Remove nut (1) securing the right high pressure tube to cylinder head cover.
7. Remove the bolt (2) securing the left high pressure tube to EGR air flow control valve.
Fig. 30: Right Side Fuel Tubes & Union Nuts

9. Remove the right side fuel tubes (2) from fuel injector No. 1 and 2.
10. Remove the union nuts (2, 4) and the right high pressure fuel tube (3); discard fuel tube.
11. Remove the union nuts (5, 6) and the left high pressure fuel tube (7); discard fuel tube.
Fig. 32: High Pressure Pump & Bolts

12. Remove the three bolts (1) and the high pressure pump (2).
Fig. 33: High Pressure Pump, Gear & Nut

13. If necessary, remove nut (1) and gear (2) from the high pressure pump (3).
INSTALLATION
INSTALLATION - HIGH PRESSURE PUMP
fatal injury.
CAUTION: Do Not Force the high pressure pump into the right timing cover or
attempt to seat it by drawing it in with the bolts. The pump gear must be
properly aligned with the drive gear on the camshaft before the high
pressure pump will seat on the cylinder head mounting surface. Failure to
properly align drive gears will damage the high pressure pump or
camshaft drive gear.
Fig. 34: High Pressure Pump, Gear & Nut

1. If removed, install the gear (2) and nut (1) onto the high pressure pump (3). Tighten nut (1) to 80 N.m (59
ft. lbs.).
2. Mark the center line on the fuel quantity solenoid with a paint pan and make a zero, "0", on top of line.
3. Align the commercially available degree wheel to zero with the center line on fuel quantity solenoid.
Fig. 35: High Pressure Pump & O-Ring

4. Install a new O-ring seal (1) onto the high pressure pump (2).
Fig. 36: Pump Installer Tool & Timing Cover

5. Install the High Pressure Pump Installer Tool VM.10345 (2) into the right upper timing cover (1).
6. Position the high pressure pump onto the High Pressure Installer Tool VM.10345 and install the high
pressure pump.
7. Remove the High Pressure Pump Installer Tool VM.10345 (2).
Fig. 37: High Pressure Pump & Bolts

8. Install the three high pressure pump bolts (1) and tighten to 25 N.m (18 ft. lbs.).
have been removed.
10. Install the new right high pressure fuel tube (3) and tighten union nuts (2, 4) finger tight:

have been removed.
11. Remove the protective caps from the fuel injectors and fuel rail.
12. Install the new right side fuel tubes (2) onto fuel injector No. 1, 2 and tighten union nuts (1, 3) finger
tight:
INSTALLATION .
Fig. 40: High Pressure Tube Nut & Bolt

14. Install nut (1) securing the right high pressure tube to cylinder head cover and tighten to 11 N.m (97 in.
lbs.).
15. Install the bolt (2) securing the left high pressure tube to EGR air flow control valve and tighten to 11
N.m (97 in. lbs.).
Fig. 41: Low Pressure Supply & Return Lines


17. Connect the fuel quantity solenoid harness connector (3).

18. Install the high pressure pump blocker shield and securely tighten fasteners.
20. Start engine and check for leaks.
RAIL, FUEL
DESCRIPTION
DESCRIPTION
The high pressure pump supplies diesel fuel to the fuel rail which deliveries high pressure fuel to all injectors. A
fuel rail pressure sensor, fuel rail pressure solenoid, and the return flow line are all combine to keep the fuel
pressure in the fuel rail at the required pressure.
OPERATION
OPERATION
The stored fuel volume inside the rail acts as a damper for pressure fluctuations which result because of
pulsating supply and brief large extractions of fuel during injector firing. The rail primarily influences the
atomization of fuel at the injector nozzle, and the accuracy of injected quantity during injection.
REMOVAL
REMOVAL - LEFT FUEL RAIL
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.

3. Remove the intake manifold. Refer to MANIFOLD, INTAKE, REMOVAL .
Fig. 43: Fuel Rail Return Line & Fuel Rail Solenoid Connector
4. Disconnect the fuel rail solenoid harness connector (1).

5. Disconnect the fuel rail return line (2) and position aside.
6. Remove the left bank high pressure fuel tubes. Refer to TUBE(S), FUEL, HIGH PRESSURE,
REMOVAL.
Fig. 44: Left Fuel Rail & Bolts

7. Remove bolts (2) and the left fuel rail (1).
RIGHT - FUEL RAIL

2. Remove the intake manifold. Refer to MANIFOLD, INTAKE, REMOVAL .
Fig. 45: Fuel Rail Pressure Sensor Connector

3. Disconnect the fuel rail pressure sensor harness connector (1).
Fig. 46: Right Fuel Rail & Bolts

4. Remove the right bank high pressure fuel tubes. Refer to TUBE(S), FUEL, HIGH PRESSURE,
REMOVAL.
5. Remove bolts (2) the right fuel rail (1).
INSTALLATION
INSTALLATION - LEFT FUEL RAIL


1. Install the fuel rail (1). Tighten bolts (2) to 25 N.m (18 ft. lbs.).
NOTE: Fuel tubes must be replaced anytime they are removed.
2. Install the high pressure fuel rail tubes. Refer to TUBE(S), FUEL, HIGH PRESSURE,
INSTALLATION.
Fig. 48: Fuel Rail Return Line & Fuel Rail Solenoid Connector
3. Position fuel rail return line (2) and connect to fuel rail.
4. Connect the fuel rail pressure solenoid harness connector (1).
5. Install the intake manifold. Refer to MANIFOLD, INTAKE, INSTALLATION .
RIGHT - FUEL RAIL

1. Install the fuel rail (1). Tighten bolts (2) to 25 N.m (18 ft. lbs.).
NOTE: Fuel tubes must be replaced anytime they are removed.
2. Install the high pressure fuel rail tubes. Refer to TUBE(S), FUEL, HIGH PRESSURE,
INSTALLATION.

3. Connect the fuel rail pressure sensor harness connector (1).

4. Install the intake manifold. Refer to MANIFOLD, INTAKE, INSTALLATION .
6. Start the engine, allow the engine to warm, turn the engine off and inspect for leaks.
SENDING UNIT AND SENSOR, FUEL LEVEL
REMOVAL
REMOVAL
Fig. 51: Fuel Gauge Sending Unit

The main fuel level sending unit (fuel level sensor) (1) is located on the side of the main fuel pump module. The
main fuel level sending unit and float arm (2) is serviced as an assembly. The auxiliary fuel pump module
supply line is connected to the main fuel pump module supply port (3). The auxiliary fuel level sending unit is
not serviceable. If replacement of the auxiliary fuel level sending unit is necessary, the auxiliary fuel pump
module and fuel level sending unit must be replaced as an assembly.
1. Remove the main fuel pump module from the fuel tank. Refer to MODULE, FUEL PUMP,
REMOVAL.
Fig. 52: Sending Unit Electrical Connectors

2. Disconnect the fuel level sending unit electrical connectors (1, 2) from the fuel pump module.
Fig. 53: Retaining Tabs & Locking Tab

3. Remove the fuel level sending unit electrical wires from the retaining tabs (1, 2).
4. Release the fuel level sending unit plastic locking tab (3) and slide the sending unit down and out of the
fuel pump module.
INSTALLATION
INSTALLATION
Fig. 54: Retaining Tabs & Plastic Locking Tab

1. Position the fuel level sending unit to the fuel pump module, slide unit on mounting track until the plastic
locking tab (3) snaps into position.
2. Route the fuel level sending unit wires into the retaining tabs (1, 2) on the fuel pump module.

3. Connect the fuel level sending unit electrical connectors (1, 2) to the fuel pump module.
4. Install the main fuel pump module. Refer to MODULE, FUEL PUMP, INSTALLATION.
SENSOR, FUEL TEMPERATURE
REMOVAL
REMOVAL - FUEL TEMPERATURE SENSOR
The fuel temperature sensor is a combination fuel heater/temperature sensor. For removal and installation
procedures, Refer to HEATER, FUEL.
HEATER, FUEL
REMOVAL
REMOVAL - FUEL HEATER/TEMPERATURE SENSOR

3. Remove the transmission skid plate. Refer to PLATE, SKID, TRANSMISSION, REMOVAL .
4. Remove the fuel filter/water separator assembly. Refer to SEPARATOR AND FILTER, FUEL AND
WATER, REMOVAL.
Fig. 56: Fuel Filter/Water Separator & Bolts

5. Remove bolts (1 and 3) and the fuel filter/water separator assembly bracket (2).
Fig. 57: Fuel Heater/Temperature Sensor & Bolts

6. Remove bolts (2), and the fuel heater/temperature sensor (1).

INSTALLATION
INSTALLATION - FUEL HEATER/TEMPERATURE SENSOR

Fig. 58: Fuel Heater/Temperature Sensor & Bolts

1. Clean the O-ring surface sealing area.
NOTE: Lubricate the O-ring seal with clean diesel fluid.
2. Using a new O-ring seal, install the fuel heater/temperature sensor (1). Tighten bolts (2) to 10 N.m (89 in.
lbs.).
Fig. 59: Fuel Filter/Water Separator & Bolts

3. Install the fuel filter/water separator assembly bracket (2) and securely tighten bolts (1 and 3).
4. Install the fuel filter/water separator assembly. Refer to SEPARATOR AND FILTER, FUEL AND
WATER, INSTALLATION.
5. Install the transmission skid plate. Refer to PLATE, SKID, TRANSMISSION, INSTALLATION .
COOLER, DIESEL FUEL
DESCRIPTION
DESCRIPTION - DIESEL FUEL COOLER
Fig. 60: Diesel Fuel Cooler & Bolts

The diesel fuel cooler (1) is located under the vehicle on the left side. The diesel fuel cooler (1) is a heat
exchanger that allows heat in the fuel to be transferred to the cooler fins and cooled as air passing over the
cooler fins.
The diesel fuel cooler (1) is equipped with quick connect fitting for the fuel lines.
REMOVAL
REMOVAL - DIESEL FUEL COOLER
1. Raise vehicle and support. Refer to HOISTING, STANDARD PROCEDURE .


NOTE: Gas engine shown in illustration, Diesel engine similar.
Fig. 62: Quick Connect Fittings & Diesel Fuel Cooler

4. Disconnect the quick connect fuel line fittings from diesel fuel cooler. Refer to FITTING, QUICK
CONNECT. .

5. Remove bolts (2) and the diesel fuel cooler (1).
INSTALLATION
INSTALLATION - DIESEL FUEL COOLER

1. Install the diesel fuel cooler (1) and securely tighten bolts (2).
Fig. 65: Quick Connect Fittings & Diesel Fuel Cooler

2. Connect the quick connect fuel line fittings to the diesel fuel cooler.

NOTE: Gas engine shown in illustration, diesel engine similar.
3. Install the left crossmember brace (1) with four bolts (2) and tightened to 55 N.m (41 ft. lbs.).
5. Lower vehicle.
SENSOR, FUEL PRESSURE

DESCRIPTION
DESCRIPTION

The fuel rail pressure sensor screws into the right fuel rail at the back of the engine. The PCM uses this sensor
to monitor the fuel rail pressure.
OPERATION
OPERATION
The fuel rail pressure sensor measures the current fuel rail pressure and supplies an appropriate voltage signal to
the Powertrain Control Module (PCM).
REMOVAL
REMOVAL - FUEL PRESSURE SENSOR
WARNING: Observe the following precautions when working on fuel systems: No

sparks, open flames or smoking. Avoid inhaling and swallowing fuel.
Avoid eye and skin contact with fuel. Pour fuels only into suitable and
appropriately marked containers. Wear protective clothing. Failure to
observe these precautions may result in fire, explosion, property damage,
and serious or fatal injury.

fatal injury.

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 right fuel rail (2). Refer to RAIL, FUEL, REMOVAL.
INSTALLATION
INSTALLATION - FUEL PRESSURE SENSOR

fatal injury.

1. Install the fuel rail. Refer to RAIL, FUEL, INSTALLATION.

SENSOR, WATER IN FUEL
DESCRIPTION
DESCRIPTION - WATER IN FUEL SENSOR
Fig. 70: Water In Fuel Sensor

The Water In Fuel (WIF) sensor (1) is located in the fuel filter housing. The WIF sensor (1) detects the presence
of water in the fuel. If water is present in the fuel, a signal is sent to the Powertrain Control Module (PCM) and
the PCM signals the instrument cluster, over the CAN bus, to illuminate the water in fuel warning.
OPERATION
OPERATION
The non-dielectric properties of the water allow the sensors probes to close the electronic circuit when water is
present in the system. When diesel fuel is present in the system, its dielectric (does not conduct electricity well)
properties do not allow any electrical contact between the probes. A 12V power signal is always present in
order to illuminate the indicator on the instrument cluster.
REMOVAL
REMOVAL - WATER IN FUEL SENSOR
Fig. 71: Fuel Filter Assembly & Drain Plug

NOTE: Remove any dirt and debris around the fuel filter assembly using a suitable
solvent or compressed air. Area around the fuel filter assembly must be clean
and dry.

4. Loosen drain plug (2) and drain fuel filter/water separator into a suitable container.
5. Securely tighten drain plug (2).
Fig. 72: Water In Fuel Sensor Connector

6. Disconnect the Water In Fuel (WIF) sensor harness connector (1).

7. Remove the water in fuel sensor (5).

INSTALLATION
INSTALLATION - WATER IN FUEL SENSOR

Fig. 74: O-Ring Seal & Water In Fuel Sensor

1. Clean the O-ring sealing area of housing.
NOTE: Lubricate the O-ring seal with clean diesel fluid.
2. Install a new O-ring seal (1) onto Water in Fuel (WIF) sensor (2).

3. Install the WIF sensor (1) and securely tighten sensor.


4. Connect the Water In Fuel (WIF) sensor harness connector (1).

FILTER, FUEL
REMOVAL
REMOVAL - FUEL FILTER


5. Remove each filter cover (1) and fuel filter.
Fig. 78: Fuel Filter Cover & Fuel Filter

6. While holding the fuel filter cover (3), pull up on fuel filter (2) to separate from cover (3).
INSTALLATION
INSTALLATION - FUEL FILTER
Fig. 79: New O-Ring Seal & Filter Covers

1. Lubricate and install a new O-ring seal (2) onto filter covers (1).
Fig. 80: Fuel Filter Cover & Fuel Filter

2. Position and push down on new fuel filters (2) to install filter onto cover (3).
3. Lubricate the rubber grommet seal (1) with clean diesel fluid.

4. Install the fuel filters. Tighten each cover (1) to 20 N.m (177 in. lbs.).
7. Start the vehicle and inspect for leaks.
SEPARATOR AND FILTER, FUEL AND WATER
DESCRIPTION
DESCRIPTION - FUEL FILTER/WATER SEPARATOR
The fuel filter/water separator housing is located on the left side of the vehicle in front of the fuel tank. The
filter has the task of cleaning the fuel before it is fed to the high-pressure system and ultimately to the injector
nozzles.
1. The fuel filter/water separator housing incorporates the following components:

 Two 5 micron fuel filter element.
 Water separator
 Drain plug
 Water In Fuel sensor (WIF)
 Fuel heater/temperature sensor

Fuel filtering is critical in common-rail systems. Small amounts of impurities may damage the precision
mechanical components over time. Water entering the injection system can also lead to damage. Servicing the
fuel filters (1) is done from the bottom of the fuel filter/water separator housing.
A water reservoir is located at the bottom of the filter to collect any water contained in the fuel. A drain plug (2)
is located on the bottom of the filter housing. The filter housing should be drained if a Water-in-Fuel message is
displayed in the instrument cluster. Water is drained by removing the drain plug.
REMOVAL
REMOVAL - FUEL FILTER/WATER SEPARATOR


Fig. 84: Fuel Filter/Water Separator Inlet Fuel Line & Fuel Heater/Temperature Sensor Connector
6. Disconnect the fuel filter/water separator inlet fuel line (1). Refer to FITTING, QUICK CONNECT. .
7. Disconnect the combination fuel heater/temperature sensor harness connector (2).

8. Disconnect the Water In Fuel (WIF) sensor harness connector (1).

Fig. 86: Fuel Filter/Water Separator Outlet Fuel Line

9. Disconnect the fuel filter/water separator outlet fuel line (1). Refer to FITTING, QUICK CONNECT. .
Fig. 87: Fuel Filter/Water Separator Assembly, Nuts & Bolt

10. Remove nuts (1) bolt (3), and the fuel filter/water separator assembly (2).
INSTALLATION
INSTALLATION - FUEL FILTER/WATER SEPARATOR

1. Make sure fuel filter drain port (2) is closed.
Fig. 89: Fuel Filter/Water Separator Assembly, Nuts & Bolt

2. Install the fuel filter/water separator assembly (2). Tighten two nuts (1) and one bolts (3) to 20 N.m (177
in. lbs.).
Fig. 90: Fuel Filter/Water Separator Outlet Fuel Line

3. Connect the fuel filter/water separator outlet fuel line (1).

4. Connect the Water In Fuel (WIF) sensor harness connector (1).

Fig. 92: Fuel Filter/Water Separator Inlet Fuel Line & Fuel Heater/Temperature Sensor Connector
5. Connect the combination fuel heater/temperature sensor harness connector (2).

6. Connect the fuel filter/water separator inlet fuel line (1).
10. Start engine and inspect for leaks.
SOLENOID, FUEL PRESSURE
DESCRIPTION
DESCRIPTION - FUEL PRESSURE SOLENOID
The fuel pressure solenoid is attached to the rear of the fuel rail. The pressure solenoid is not a serviceable item.
In the event that the fuel pressure solenoid fails, the fuel rail must be replaced. The solenoid controls and
maintains constant rail pressure with a control current transmitted by the Powertrain Control Module (PCM).
OPERATION
OPERATION - FUEL PRESSURE SOLENOID

Fig. 93: Fuel Pressure Solenoid Operation

High pressure which is present in the fuel rail flows to the ball seat (1) of the solenoid (5). 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 Powertrain Control Module
(PCM). This magnetic force equals a certain outlet cross section at the ball seat of the solenoid. 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 pressure sensor to the (PCM). The controlled fuel flows back along the return fuel line, into the tank.
In a de-energized 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 - FUEL PRESSURE SOLENOID


fatal injury.

NOTE: The fuel pressure solenoid is not a serviceable item. If diagnosis has lead you
to replace the fuel pressure solenoid, then a new fuel rail must to be installed.

2. Remove the left fuel rail (1). Refer to RAIL, FUEL, INSTALLATION.
INSTALLATION
INSTALLATION - FUEL PRESSURE SOLENOID

fatal injury.

1. Install the left fuel rail (1). Refer to RAIL, FUEL, INSTALLATION.
SOLENOID, FUEL QUANTITY
DESCRIPTION
DESCRIPTION - FUEL QUANTITY SOLENOID

The fuel quantity solenoid is located in the top of the high pressure pump. The solenoid is pulse width
modulated by the Powertrain Control Module (PCM) 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 - FUEL QUANTITY SOLENOID
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 PCM determines the fuel pressure set
point based on engine sensor inputs. If the actual fuel rail pressure is too low, the PCM 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 PCM will also operate the solenoid, delaying fuel if the fuel rail pressure
becomes to high.
The fuel quantity solenoid is commanded open by the PCM to allow the high pressure pump to build maximum
pressure 1800 bar (26, 106 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 - FUEL QUANTITY SOLENOID


2. Remove fasteners the high pressure pump blocker plate.

3. Disconnect the fuel quantity solenoid wiring harness connector (3).
4. Remove fasteners (2) and the fuel quantity solenoid (1).
INSTALLATION
INSTALLATION - FUEL QUANTITY SOLENOID
Fig. 98: Fuel Quantity Sensor & O-Ring Seals

1. Clean sealing surfaces.

2. Install new O-ring seals (1) onto the fuel quantity sensor (2).

3. Install the fuel quantity solenoid (1) and securely tighten fasteners (2).
4. Connect the fuel quantity solenoid wiring harness connector (3).
5. Install the blocker plate and tighten the fasteners to 25 N.m (18 ft. lbs.).
7. Start the engine, allow to run, turn engine off and inspect for leaks.
TANK, FUEL
REMOVAL
REMOVAL
1. Drain the fuel tank. Refer to DRAINING FUEL TANK - DIESEL. .

2. Disconnect and the negative battery cable.
Fig. 100: Filler Hose & Clamps


4. Loosen the filler hose clamps (1) and remove the filler hose (2) from the fuel tank.
5. Remove the muffler. Refer to MUFFLER, EXHAUST, REMOVAL .
Fig. 101: Vapor Line Quick-Connect Fitting & Vacuum Line Quick-Connect Fitting
6. Disconnect the quick-connect fitting (1) at the On-Board Refueling Vapor Recovery (ORVR) vapor line.
7. Disconnect the quick-connect fitting (2) at the ORVR vacuum line.
Fig. 102: Heat Shield & Support Bearing

8. Remove the propeller shaft assembly. Refer to SHAFT, DRIVE, REAR, REMOVAL .
Fig. 103: Fuel Pump Module Electrical Connector

9. Disconnect the fuel pump module electrical connector (1) located on the rear crossmember.
10. Disconnect the electrical connector (2) from the retaining tab on the rear crossmember and position the
connector aside.
Fig. 104: Left Side Body Skid Plate Retainers

11. If equipped, remove the left side body skid plate retainers (1) and remove the skid plate.
Fig. 105: Fuel Supply Line Quick-Connect Fitting

12. Disconnect the fuel supply line quick-connect fitting (2).

Fig. 106: Suitable Hydraulic Jack & Fuel Tank Adapter

13. Using a suitable hydraulic jack (1) and a fuel tank adapter (2), support the fuel tank.
Fig. 107: Support Strap Retaining Bolts

NOTE: If equipped with skid plates, remove the skid plates, fuel tank support
straps and fuel tank as an assembly.
14. Remove the fuel tank support strap retaining bolts (1).
15. Using the hydraulic jack, lower the fuel tank, support straps and if equipped, skid plates as an assembly
and remove from the vehicle.
Fig. 108: Heat Shield Push Pin Retainers

16. If replacing the fuel tank, remove the heat shield push pin retainers (1) and remove the heat shield.
17. If replacing the fuel tank, remove the main fuel pump module from the fuel tank. Refer to MODULE,
FUEL PUMP, REMOVAL.
18. If replacing the fuel tank, remove the auxiliary fuel pump module from the fuel tank. Refer to MODULE,
FUEL PUMP, REMOVAL.
INSTALLATION
INSTALLATION

1. If removed, position the heat shield and install the push pin retainers (1).
2. If removed, install the auxiliary fuel pump module. Refer to MODULE, FUEL PUMP,
INSTALLATION.
3. If removed, install the main fuel pump module. Refer to MODULE, FUEL PUMP, INSTALLATION.

NOTE: If equipped with skid plates, install the skid plates, fuel tank, and support
straps as an assembly.
4. Using a suitable hydraulic jack (1) and a fuel tank adapter (2), position the fuel tank, support straps and if
equipped, skid plates.

5. Install the fuel tank support strap retaining bolts (1) and tighten to 68 N.m (50 ft. lbs.).
6. Remove the hydraulic jack and the fuel tank adapter.
Fig. 112: Fuel Supply Line Quick-Connect Fitting

7. Connect the fuel supply line quick-connect fitting (2).

8. If equipped, position the left side body skid plate and install retainers (1).

9. Connect the fuel pump module electrical connector (2) retaining tab onto the rear crossmember.
10. Connect the fuel pump module electrical connector (1).

11. Install the propeller shaft assembly. Refer to SHAFT, DRIVE, REAR, INSTALLATION .
12. If equipped, connect the On-Board Refueling Vapor Recovery (ORVR) vacuum line quick-connect fitting
(2).
13. If equipped, connect the ORVR vapor line quick-connect fitting (1).

Install the muffler. Refer to MUFFLER, EXHAUST, INSTALLATION .
14. Connect the EVAP purge line quick-connect fitting (3).

15. Position the fuel filler hose (2) and install the hose clamps (1) and tighten to 3 N.m (30 in. lbs.).

18. Fill the fuel tank.
TUBE(S), FUEL, HIGH PRESSURE
REMOVAL
REMOVAL - FUEL TUBES

fatal injury.

Fig. 118: Left Side Fuel Tubes & Union Nuts

3. Unscrew union nuts (1 and 3) and remove and discard the left side fuel tubes (2).
4. Install protective caps onto the fuel injectors and fuel rail.

6. Unscrew union nuts (1 and 3) and remove and discard the right side fuel tubes (2).
7. Install protective caps onto the fuel injectors and fuel rail.
8. Remove nut (1) securing the right high pressure tube (3) to cylinder head cover.
9. Remove union nuts (2, 4) and the right high pressure fuel tube (3), discard fuel tube.
10. Remove bolt (6) securing the crossover tube (7) to top of intake manifold.
11. Loosen union nuts (5, 8) and remove the high pressure fuel crossover tube (7), discard fuel tube.
12. Remove bolt (9) securing the left side high pressure tube (11) to EGR air flow control valve.
13. Loosen union nuts (10, 12) and remove the left high pressure fuel tube (11), discard fuel tube.
INSTALLATION
INSTALLATION - FUEL TUBES

fatal injury.
NOTE: Fuel tubes are a one time only use and must be replaced anytime they have
been removed.
2. Install bolt (9) securing the left side high pressure tube (11) to EGR air flow control valve and tighten to
11 N.m (97 in. lbs.).
3. Install the new high pressure fuel crossover tube (7) and tighten union nuts (5, 8) finger tight:
 Tighten union nut (5, 8) to 5 N.m (44 in. lbs.) plus an additional 75 degrees turn.
4. Install bolt (7) securing the high pressure crossover tube (7) to intake manifold and tighten to 11 N.m (97
in. lbs.).
5. Install the new right high pressure fuel tube (3) and tighten union nuts (2, 4) finger tight:
6. Install nut (1) securing the right side high pressure tube (3) to right side cylinder head cover and tighten to
11 N.m (97 in. lbs.).

have been removed.
8. Install the new right side fuel tubes (2) and tighten union nuts (1, 3) finger tight:
INSTALLATION .
Fig. 123: Left Side Fuel Tubes & Union Nuts

11. Install new left side fuel tubes (2) and tighten union nuts (1 and 3) finger tight.

TUBE, FUEL TANK FILLER
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. Wear protective clothing
and eye protection. Make sure the area in which the vehicle is being
serviced is in a well ventilated area and free of flames/sparks. Failure to
comply may result in serious or fatal injury.


3. Loosen the fuel filler tube hose clamp (1).

4. Disconnect the fuel filler hose (2) from the fuel filler tube.

5. Remove the left rear wheel and tire.

6. Remove the left rear wheelhouse splash shield (3). Refer to SHIELD, SPLASH, WHEELHOUSE,
REMOVAL .
Fig. 126: Retaining Nuts, Fuel Filler Tube Retainer & Vacuum Line Quick-Connect Fitting
7. Remove the retaining nuts (1) from the fuel filler tube upper support bracket and position the tire pressure
module aside.
8. Remove the fuel tank vapor line from the fuel filler tube retainer (2).
9. Disconnect the On-Board Refueling Vapor Recovery (ORVR) vacuum line quick-connect fitting (3).
10. Remove the retaining nut (4) from the fuel filler tube lower support bracket.
Fig. 127: Fuel Filler Tube, Rubber Grommet & Fuel Filler Housing
11. Remove the fuel filler tube (1) from the rubber grommet (2) of the fuel filler housing (3) and remove the
fuel filler tube from the vehicle.
INSTALLATION
INSTALLATION
1. Position the fuel filler tube (1) into the rubber grommet (2) of the fuel filler housing (3).
2. Position the fuel filler tube onto the upper and lower support brackets.
3. Position the tire pressure module onto the fuel filler tube upper support bracket, install the retaining nuts
(1) and tighten to 7 N.m (62 in. lbs.).
4. Position the fuel tank vapor line into the fuel filler tube retainer (2).
5. Connect the On-Board Refueling Vapor Recovery (ORVR) quick-connect fitting (3).
6. Install the retaining nut (4) to the fuel filler tube lower bracket and tighten to 7 N.m (62 in. lbs.).

7. Install the left rear wheelhouse splash shield (3). Refer to SHIELD, SPLASH, WHEELHOUSE,
INSTALLATION .
8. Install the left rear wheel and tire.

9. Connect the fuel filler hose (2) to the fuel filler tube.
10. Position the fuel filler tube hose clamp (1) and securely tighten clamp.
FUEL INJECTION, DIESEL

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 Mopar®
motor oil can improve fuel mileage by 1-2%. Mopar® motor oil labeled "Energy Conserving" contains
friction-reducing additives.
 Check and replace air filters. Replacing a clogged air filter with a new Mopar® 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.
STANDARD PROCEDURE
INJECTOR QUANTITY ADJUSTMENT
The injector quantity adjustment, or classification of injectors describes the quantity, or fuel delivery
characteristic of the injector. This will make it possible to match the Powertrain Control Module (PCM) fuel
delivery strategy to the mechanical characteristics of the injector within a more narrowly graduated range.
Injector classification can only be performed with a scantool.
The fuel injectors used in this vehicle have a seven digit alphanumeric code, which allows the PCM to
determine the fuel quantity characteristic of each injector.
When carrying out service procedures where the injectors are removed from the cylinder head, it is important to
observe the original locations of each individual injector, as installing an original injector in the wrong location,
vehicle driveability and smoking concerns could result.
If an injector(s) is replaced, or if there is any concern that an injector may not be installed in its original
location, the injector quantity adjustment procedure must be performed with the scan tool in order to program
the quantity classification (seven digit alphanumeric code) to the corresponding cylinder in the engine control
module.
INJECTOR CLASSIFICATION PROCEDURE

NOTE: The engine must not be running for this procedure.
NOTE: If installing a new injector, make a note of the seven digit alphanumeric code.
You will need to enter it into the scan tool during the Injector Quantity
Adjustment procedure.
NOTE: Before performing this procedure, if the PCM has been replaced, or if any
injector has been installed anywhere but its original location, make a note of the
seven digit alphanumeric codes and the physical location of each injector. You
will need to enter them into the scan tool during the Injector Quantity
Adjustment procedure.
1. Turn ignition switch "ON".

2. Using a scantool, select PCM View, then MISCELLANEOUS FUNCTIONS.
3. Select Injector Quantity Adjustment, then NEXT.
4. If the PCM was replaced, the Injector EEPROM Location procedure must be performed. Select YES, then
NEXT, and follow the directions on the scan tool. Otherwise, go to step 5.
5. Select the injector(s) that has been replaced, access the keyboard function, and type the seven digit
alphanumeric code next to the cylinder number that corresponds to the physical location where the
injector has been installed.
6. Click NEXT. The scan tool will prompt to turn the ignition switch off for 12 seconds.
7. Repeat step 5 and 6 for any other injectors that are new, or have been moved from their original location.
Once injectors are classified, cycle ignition to complete.
8. Once the seven digit alphanumeric codes for all injectors have been entered into the PCM, cycle ignition
to complete the procedure.
SPECIFICATIONS
SPECIFICATIONS

Camshaft Position Sensor
8 - 71
Bolt
Crankshaft Position
6 - 53
Sensor Bolt
Crankshaft Position
Sensor Wire Harness 8 - 71
Connector Bracket Bolt
Fuel Injector Tensioning
33 24 -
Claw Bolt
High Pressure Tube
11 - 97
Support Bracket Bolt
High Pressure Tube
11 - 97
Support Bracket Nut

to Fuel Injector Union 11 + 75° - 97 + 75°
Nut
High Pressure Tube to
5 + 75° - 44 + 75°
Fuel Rail Union Nut
High Pressure Tube to
High Pressure Pump 11 + 75° - 97 + 75°
Union Nut
Oxygen Sensor 41 30 -
SPECIAL TOOLS
SPECIAL TOOLS
9717 - Brush, Injector Bore

VM.10358 - Remover, Injector
INJECTOR(S), FUEL
DESCRIPTION
DESCRIPTION - FUEL INJECTORS
injection pump to the injectors. This may be as high as 1800 bar (26, 106
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 the fuel system.
Three electronically controlled fuel injectors are located on top of each cylinder bank. The injectors generate a
fine fuel atomization at injection pressures of up to 1, 800 bar (26, 106 psi). Each injector is held in place by a
tensioning claw and retaining bolt. A copper seal ring is located on the injector tip to seal off the injector to the
combustion chamber. When servicing the injectors, always replace the copper seal ring and inspect the seal in
the cylinder head cover. Lubricate the body of the injector with Mopar® 05012249AA - Nickel Antisieze
Compound, or Molikote Anti-Fretting Paste (MB part number A001-989-42-51-10).
OPERATION
OPERATION
Fig. 132: Operation Of Fuel Injectors

The injectors incorporate piezoelectric actuators required for high-speed activation. The higher switching speed
allows the intervals between individual fuel injections to be reduced and controlled more precisely. This feature
contributes to a quiet and more efficient engine.
The fuel injector drive circuit is arranged in two separate banks. Each bank is controlled by a control integrated
circuit, which drives the power stage to activate the piezoelectric actuators. Bank 1 is comprised of injectors 4,
5 and 6, while bank 2 is comprised of injectors 1, 2 and 3. The microprocessor receives information concerning
the operation of the control integrated circuits and power stages.
The engine requires a high number of injections during normal operation. At an engine speed of 1000 rpm for
example, the ECM may activate the injectors up to 250 times every second. Enough energy needs to be quickly
stored to activate the injectors within these time constraints. The piezoelectric actuators also require high-
voltage for proper operation. To supply the demand of power, each injector bank contains the following stages:
 Booster stage
 Charge/discharge driver stage
 Piezoelectric-driver stage
Fig. 133: Control IC Locations

The control IC of each bank controls the operation of its corresponding booster stage, charge driver stage and
piezoelectric actuator driver stage. The booster stage is controlled via the charge pump. The charge driver stage
is controlled via the charge and discharge power transistors. In the piezoelectric actuator driver stage, the
control IC controls the power and ground side of each piezoelectric actuator via high-side and low-side power
transistors. The high side selects the bank, while the low side selects the individual cylinders. The ECM
monitors the current flow throughout the injector drive circuit via the shunt resistors to determine the state of
charge of the booster capacitor.
Fig. 134: Fuel Injector System Diagram

The booster stage contains the following main components:
 DC-DC Converter-designed to step-up the battery voltage to 200V

 Charge Pump-transistor that switches the DC-DC transformer to induce the high voltage
 Booster Capacitor-stores the energy required to activate the piezoelectric actuators
The charge/discharge driver stage contains the following main components:
 Charge Power Transistor-allows power to flow to the piezoelectric high-side transistor

 Discharge Power Transistor-short circuits the piezoelectric actuators to ensure the end of injection
 Stop Power Transistor-short circuits all the piezoelectric actuators in an emergency to end the injection
 Transfer Coil-produces a smooth rise and fall of current to avoid damage to the piezoelectric actuators
The piezoelectric driver stage contains the following main components:
 High-Side Power Transistor - directs the high-voltage to the specific cylinder bank for injector activation
 Low-Side Power Transistors - Grounds the specific piezoelectric actuator for injector activation
PILOT INJECTION
Fig. 135: Pilot Injection Stages

The purpose of pilot injection is to reduce combustion noise and emission of pollutants. Up to two pilot
injections are possible before the main injection. During pilot injection, the pressure in the cylinder is slightly
raised. The slight increase in pressure causes a shorter delay in the combustion of the main injection, which
reduces combustion pressure peaks. This effect produces a soft combustion while reducing the combustion
noise. By shortening the combustion delay, the pilot injection indirectly affects the engine torque. In addition,
pilot injection reduces particulate matter in the exhaust gas.
Pilot injection Z has two possible ranges of operation that depend on injection requirements. However, a
combination of the two ranges is not possible during an injection event. Pilot injection Z can either occur at an
earlier stage if a wider space between injections is required, or right before pilot injection 1.
The ECM controls the amount of fuel injected by adjusting the start of pilot injection and the pilot injection
duration. The ECM calculates the start of pilot injection depending on engine load. The last start of main
injection and the battery voltage are also taken into account. The ECM calculates the quantity of fuel injected
based upon the following inputs:
 Fuel rail pressure

 Boost pressure
 Coolant temperature
 Charge air temperature
 Inlet air pressure
 Engine speed
The ECM uses the coolant temperature, charge air temperature and inlet air pressure inputs to correct the pilot
injection quantity. The ECM shuts off pilot injection if one of the following conditions is present:
 Pilot injection time is exceeded

 Quantity of pilot injection is too low
 Detected engine speed is too high
 Quantity of main injection is too low
 Fuel rail pressure is too low
 Engine is switched off
Main Injection:
Main injection takes place following pilot injection. The main injection provides the energy for the performance
of the engine. This injection phase is the main factor responsible for supplying the engine torque. The ECM
controls the start of main injection (injection timing) and the main injection duration (injection period). The
ECM calculates the main injection fuel quantity based upon the following inputs:

 Boost pressure
 Accelerator pedal position
 Engine speed
 Fuel temperature
The ECM shuts off the main injection if one of the following conditions is present:
 Engine speed is above 4500 rpm

 Fuel temperature limit exceeded
 External quantity control (ESP)
 Engine in deceleration mode
Post Injection:
Post injection takes place following main injection. The purpose of post injection is to reduce particulates and
regenerate the DPF. Up to two post injections are possible after the main injection. With post injection Z, a
small amount of fuel is injected while combustion is still in progress. The soot particles are burned off and soot
emissions are reduced. The post injection Z also contributes to the generation of torque.
The post injection 1 is the last injection phase and takes place 40° ATDC or later. The post injection 1 brings
hydrocarbons to the oxidation catalyst for an exothermic reaction (a chemical reaction that produces heat). The
ECM detects the load status of the DPF via the differential pressure sensor and activates post injection 1 if
needed. The burning of post injected fuel in the oxidation catalyst further increases the temperature of the
exhaust gas and triggers the regeneration process of the DPF. Post injection 1 does not contribute to the
generation of torque.
The ECM calculates the post injection quantity based upon the following inputs:

 Boost pressure
 Differential pressure (DPF)
The ECM uses the coolant temperature, charge air temperature and barometric pressure (MAP) inputs to correct
the post-injection quantity.
 The ECM shuts off post-injection if one of the following conditions is present:
 Pilot injection time is exceeded
 Detected engine speed is too high
 Quantity of post-injection is too low
 Quantity of main injection is too low

INJECTION STAGES
Fig. 136: Injection Stages Waveform

Depending on the engine requirements, an injection cycle may consist of up to two pilot injections, one main
injection and two post injections.
Piezoelectric actuators have a capacitive behavior. When charged at a certain voltage, they will hold this voltage
for a long time. Fuel is injected when the piezoelectric actuator is charged, and the rail pressure is sufficiently
high. The piezoelectric actuator is then discharged to end the injection of fuel. The piezoelectric actuator is
discharged normally by switching a power transistor ON. If the transistor cannot be switched ON, or if the
circuit is interrupted, the piezoelectric actuator remains charged and will continue to inject fuel. To avoid this, a
bleed resistor is connected in parallel to the piezoelectric actuator, ensuring that the actuator is discharged over
a defined period of time.
The charging and discharging phases of a piezoelectric actuator are also similar to that of a capacitor. Injection
is performed by charging the piezoelectric actuator to a set voltage and discharging it again when the activation
time has elapsed. A current flow is only present during charging and discharging. The travel of the piezoelectric
actuator is proportional to the voltage and is transferred to the control valve via the hydraulic coupler. The
control valve controls the movement of the nozzle needle.
REMOVAL
REMOVAL - FUEL INJECTORS - LEFT BANK


fatal injury.

3. Remove the cowl extension silencer. Refer to SILENCER, COWL EXTENSION .
4. Remove the air cleaner body and air tube. Refer to BODY, AIR CLEANER, REMOVAL .
Fig. 137: Fuel Injector, Return Hose, Retaining Tab & Connector
5. Lift up on locking retaining tab (2) to unlock the lock.

6. Disconnect the fuel return hose (3) by wiggling hose free at the fuel injector (4)
7. Disconnect the fuel injector harness connector (1).
8. Remove the high pressure fuel tubes. Refer to TUBE(S), FUEL, HIGH PRESSURE, REMOVAL.
9. Remove the fuel injector hold down bolt (2), washer (3), and retaining claw (4).
10. Remove the fuel injectors (1) and discard lower sealing washer.
RIGHT BANK

fatal injury.


3. Lift up on locking retaining tab (2) to unlock the lock.

4. Disconnect the fuel return hose (3) by wiggling hose free at the fuel injector (4)
5. Disconnect the fuel injector harness connector (1).
6. Remove the high pressure fuel tubes. Refer to TUBE(S), FUEL, HIGH PRESSURE, REMOVAL.
7. Clean the area around the fuel injector to be removed, so no debris falls into the injector bore.
8. Remove the fuel injector hold down bolt (2), washer (3), and retaining claw (4).
9. Using your hand, pull fuel injector (1) straight up from cylinder head for removal. Discard lower sealing
washer and place a protective cap over the nozzle.
Fig. 142: Fuel Injector & Removal Tool

10. If injector can't be removed by hand, install the (special tool #VM.10358, Remover, Fuel Injector) (1) to
remove the fuel injector (2). Discard lower sealing washer and place a protective cap over the nozzle and
injector bore.
CLEANING
CLEANING FUEL INJECTORS
Fig. 143: Fuel Injector & Sealing Washer

NOTE: Before cleaning the injector recesses, seal the injector holes in the injector
recesses with the appropriate pin to prevent debris from falling into the
recesses and entering the motor.
1. Using a lint-free rag, wipe the cylinder head around the fuel injector.
2. Wipe out injector recesses with a lint-free cloth, then clean with the Injector Bore Brush (special tool
#9717, Brush, Injector Bore).
3. Clean the bottom of the cylinder recess with a round brush.
4. Blow out the recess and clean again with a lint-free cloth and cover over.
5. Perform these steps for each injector recess.
NOTE: DO NOT clean the tip of the injector with a wire brush. Use a lint-free cloth.
6. Clean injector body (1) with a wire brush.

7. Clean injector tips with a lint-free cloth.
NOTE: Do Not apply antiseize lubricant to the injector nozzle, apply only to the
injector body.
8. Grease injector body with antiseize lubricant.
NOTE: Always replace the seals that seal off the injectors at the cylinder head to the
combustion chamber.
INSTALLATION
INSTALLATION - FUEL INJECTORS - LEFT BANK
NOTE: Any time a new injector is installed, or if an existing injector is installed in any
location other than its original location, the injector quantity adjustment
procedure must be performed. Refer to INJECTOR QUANTITY ADJUSTMENT.
Fig. 144: Fuel Injector Seal

1. Clean injectors and injector bore. Refer to INJECTOR(S), FUEL, CLEANING.

2. Install a new fuel injector seal in the cylinder head cover.

NOTE: Do Not apply any lubricant to the fuel injector nozzle. Care must be taken
not to restrict the discharge orifices in the nozzle.
3. Install a new sealing washer (2) onto the fuel injector (1).
4. Install the fuel injector (1), tensioning claws (4), washer (3) and bolt (2). Tighten bolts (2) 33 N.m (24 ft.
lbs.).
CAUTION: Inspect both ends of the fuel line and fittings. If there is any damage
to the sealing surface, replace the fuel line.
5. Install the high pressure fuel tubes. Refer to TUBE(S), FUEL, HIGH PRESSURE, INSTALLATION.
6. Connect the fuel injector harness connector (1).

7. Install the fuel injector return hose (3) and push down on the lock retaining tab (2) to lock in place.
INSTALLATION - FUEL INJECTORS - RIGHT BANK
NOTE: Any time a new injector is installed, or if an existing injector is installed in any
location other than its original location, the injector quantity adjustment
procedure must be performed. Refer to INJECTOR QUANTITY ADJUSTMENT.
Fig. 148: Fuel Injector Seal

1. Clean injectors and injector bore. Refer to INJECTOR(S), FUEL, CLEANING.

2. Install a new fuel injector seal in the cylinder head cover.

NOTE: Do Not apply any lubricant to the fuel injector nozzle. Care must be taken
not to restrict the discharge orifices in the nozzle.
3. Install a new sealing washer (2) onto the fuel injector (1).
4. Install the fuel injector (1), tensioning claws (4), washer (3) and bolt (2). Tighten bolts (2) 33 N.m (24 ft.
lbs.).
CAUTION: Inspect both ends of the fuel line and fittings. If there is any damage
to the sealing surface, replace the fuel line.
5. Install the high pressure fuel tubes. Refer to TUBE(S), FUEL, HIGH PRESSURE, INSTALLATION.
6. connect the fuel injector harness connector (1).

7. Install the fuel injector return hose (3) and push down on the lock retaining tab (2) to lock in place.
SENSOR, ACCELERATOR PEDAL POSITION
DESCRIPTION
DESCRIPTION
Fig. 152: Accelerator Pedal Position Sensor

1 - ACCELERATOR PEDAL POSITION (APP) SENSOR

2 - ACCELERATOR PEDAL ASSEMBLY
The accelerator pedal position sensor (1) is located on the accelerator pedal assembly (2). The driver supplies
the torque requirements for the engine by operating the accelerator pedal in accordance with the desired speed
or acceleration. The pedal sensor converts the mechanical operation of the pedal into an electrical signal and
sends the information to the ECM. The ECM adjusts the quantity of the fuel that is injected into the engine.
The accelerator pedal position sensor (1) is serviced as an assembly with the accelerator pedal assembly (2).
REMOVAL
REMOVAL
Fig. 153: View Of Accelerator Pedal Assembly

1 - HARNESS CONNECTOR
2 - FASTENERS

2. Remove the drivers side lower dash board close out panel.
3. Disconnect the APP sensor electrical connector (1).
4. Remove the accelerator pedal assembly fasteners (2) and the accelerator pedal assembly (3).
INSTALLATION
INSTALLATION
Fig. 154: View Of Accelerator Pedal Assembly

1 - HARNESS CONNECTOR
2 - FASTENERS
1. Connect the accelerator pedal position sensor wiring connector (1) to the sensor.
2. Position the accelerator pedal assembly (3) and install the fasteners (2).
3. Install the drivers lower dash board close out panel.
SENSOR, AIR TEMPERATURE, INTAKE MANIFOLD
DESCRIPTION
DESCRIPTION
Fig. 155: Intake Air Temperature Sensor

1 - INTAKE AIR TEMPERATURE SENSOR

2 - PIPE
The intake air temperature sensor (1) is located before the air flow control valve in the rear of the air inlet tube.
The intake air temperature sensor (1) measures the temperature of the air as it is supplied to the cylinders and
transmits the value to the ECM. This is required in order to determine the density of the air being supplied for
the combustion process. The value range is from minus 40°F up to 302°F (minus 40°C to 150°C).
OPERATION
OPERATION
A negative temperature coefficient (NTC) resistor integrated in the fuel temperature sensor alters its electrical
resistance in line with the fuel temperature (the resistance drops as the temperature rises). The ECM uses this
reading to calculate optimum engine performance under all driving conditions. If the fuel temperature is high,
fuel rail pressure in the system is reduced. The controller quantity of the pressure regulating valve is reduced
and the fuel temperature is reduced.
The NTC resister located within the intake air temperature sensor alters it's resistance in line with the charge air
temperature. If the engine is cold, the value equals ambient temperature. For a temperature of 68°F (20°C) the
resistance is approximately 6000 ohms. For a temperature of 104°F (40°C) the resistance is approximately 3300
ohms.
REMOVAL
REMOVAL - INTAKE AIR TEMPERATURE SENSOR 2
Fig. 156: Intake Air Temperature Sensor/Boost Pressure Sensor, Fastener & Connector
1. The intake air temperature sensor (1) is incorporated with the boost pressure sensor. For removal. Refer to
SENSOR, BOOST PRESSURE, REMOVAL.
INSTALLATION
INSTALLATION - INTAKE AIR TEMPERATURE SENSOR 2
Fig. 157: Intake Air Temperature Sensor/Boost Pressure Sensor, Fastener & Connector
1. The intake air temperature sensor (1) is incorporated with the boost pressure sensor. For installation.
Refer to SENSOR, BOOST PRESSURE, INSTALLATION.
SENSOR, BOOST PRESSURE
DESCRIPTION
DESCRIPTION - BOOST PRESSURE SENSOR
Fig. 158: Boost Pressure Sensor, Fastener & Connector

The boost pressure sensor is mounted on the top of the intake manifold. The sensor allows the PCM to monitor
air pressure in the intake manifold.
OPERATION
OPERATION
When the intake manifold pressure is low (high vacuum) sensor voltage output is 0.25 -1.8 volts at the PCM.
When the intake manifold pressure is high due to turbo boost, sensor voltage output is 2.0 -4.7 volts. The sensor
receives a 5-volts reference from the PCM. Sensor ground is also provides by the PCM. The PCM uses boost
pressure combined with intake air temperature to determine the volume of air entering the engine.
BOOST PRESSURE SENSOR
If the boost pressure sensor fails, the ECM records a DTC into memory and continues to operate the engine in
one of the three limp-in modes. When the ECM is operating in this mode, a loss of power will be present, as if
the turbocharger was not operating. The best method for diagnosing faults with the boost pressure sensor is with
the scan tool. For more information, refer to appropriate Diesel Powertrain Diagnostic article.
REMOVAL
REMOVAL - BOOST PRESSURE SENSOR



3. Disconnect the boost pressure sensor harness connector (1).
4. Remove fastener (3), and the boost pressure sensor (2).
INSTALLATION
INSTALLATION - BOOST PRESSURE SENSOR

1. Install the boost pressure sensor (2) and securely tighten fastener (3).
2. Connect the boost pressure sensor harness connector (1).

SENSOR, CAMSHAFT POSITION
DESCRIPTION
DESCRIPTION

The camshaft position sensor is mounted on the left upper timing cover. The hall effect sensor supplies a signal
to the Powertrain Control Module (PCM). The PCM uses the signals sent by the CMP and the crankshaft sensor
to determine injection timing.
OPERATION
OPERATION

The signal circuit of the camshaft sensor has a voltage of approximately 5V. The camshaft has a reluctor wheel
bolted to the front of left exhaust camshaft, the camshaft signal is approximately 0V. This 0V to 5V signal is
used by the Powertrain Control Module (PCM) for detecting ignition TDC of cylinder 1 as the engine rotates. If
no signal is supplied by the camshaft position sensor, the vehicle will not start.
REMOVAL
REMOVAL - CAMSHAFT POSITION SENSOR


2. Disconnect Camshaft Position (CMP) sensor harness connector (3).
3. Remove bolt (1) and the CMP sensor (2).
INSTALLATION
INSTALLATION - CAMSHAFT POSITION SENSOR

1. Install Camshaft Position (CMP) sensor (2). Tighten bolt (1) to 8 N.m (71 in. lbs.).
2. Connect the CMP harness connector (3).
SENSOR, CRANKSHAFT POSITION
DESCRIPTION
DESCRIPTION - CRANKSHAFT POSITION SENSOR


The crankshaft position sensor (2) is located at the rear of the engine below the crankshaft. The sensor detects
the crankshaft position through a (hall effect) by means of missing segments on the tone wheel behind flex
plate. The powertrain Control Module (PCM) detects TDC position of cylinder 1 by means of the signal
supplied by the sensor. Injection timing is synchronized by means of the camshaft signal and the crankshaft
signal. This sensor is used to detect engine speed.
OPERATION
OPERATION - CRANKSHAFT POSITION SENSOR
The crankshaft position and engine speed are detected through a (hall effect) signal. The distance between the
crankshaft position sensor and the gaps of the tone wheel is fixed by the installation position.
When the crankshaft rotates, an alternating voltage is generated in the crankshaft position sensor by the gaps of
the tone wheel located behind the flex plate.
In this case, the metal portion of the tone wheel generates a positive voltage pulse and the gap in the tone wheel
a negative voltage pulse. The distance from the positive to the negative voltage peak equals the length of the
gap.
REMOVAL
REMOVAL - CRANKSHAFT POSITION SENSOR

2. Remove the flexplate. Refer to FLEXPLATE, REMOVAL .

3. Disconnect the Crankshaft Position Sensor (CKP) wiring harness connector (1).
4. Remove bolts attaching the harness connector bracket to oil pan.


5. Remove bolt (1) and the (CKP) (2).
INSTALLATION
INSTALLATION - CRANKSHAFT POSITION SENSOR

1. Clean the area and bore around Crankshaft Position Sensor (CKP).
2. Install the CKP (2). Tighten bolt (1) to 6 N.m (53 in. lbs.).
3. Install bolts (1) attaching the harness connector bracket (2) to oil pan and tighten to 8 N.m (71 in. lbs.).

4. Connect the CKP harness connector (1).

5. Install the flex plate. Refer to FLEXPLATE, INSTALLATION .
SENSOR, MASS AIRFLOW (MAF)
DESCRIPTION
DESCRIPTION
Fig. 172: Mass Air Flow Sensor, Air Cleaner Housing Cover & Screws
The Mass Air Flow (MAF) Sensor is located in the air intake port between the air filter and the turbocharger.
The MAF sensor is a hot film thermal flowmeter with an integrated temperature sensor which detects the intake
air temperature. The sensor is designed for recording load on combustion engines with diesel fuel injection and
has a cylinder size in accordance with the required air flow rate.
OPERATION
OPERATION
The Powertrain Control Module (PCM) uses the mass air flow (MAF) sensor to measure air density. The
temperature resistor located at the front of the MAF sensor measures the temperature of the inlet air. By varying
the voltage, the electronic circuit regulates the temperature of the heating resistor in the rear so that it is 320° F
(160°C) higher than the temperature of the intake air. The temperature at the heating resistor is measured by a
sensor resistor in-between.
Because the incoming air has a cooling effect, the greater the amount of air that flows in, then the higher the
voltage of the heating resistor. The heating resistor is therefore a measure of mass of air flowing past. If a
temperature change occurs as a result of a increase or reduction of air flow, the PCM corrects the voltage at the
heating resistor until the temperature difference is again achieved. This control voltage is use by the PCM as a
unit measure for metered air mass.
REMOVAL
REMOVAL - MASS AIR FLOW SENSOR

Fig. 173: Mass Air Flow Sensor, Connector & Clamp


2. Loosen screw clamp (1) and detach the air hose from the Mass Air Flow (MAF) sensor (2).
3. Disconnect the MAF wiring harness connector (3).
4. Remove the screws (2) and the MAF sensor (3) from the air cleaner housing cover (1).
INSTALLATION
INSTALLATION - MASS AIR FLOW SENSOR

1. Position the Mass Air Flow (MAF) sensor (3) to air cleaner housing (1) and install the retaining screws
(2).
Fig. 176: Mass Air Flow Sensor, Connector & Clamp

2. Connect the air intake hose to the MAF sensor (2) and securely tighten clamp (1).
3. Connect the MAF wiring harness connector (3).
SENSOR, OXYGEN
REMOVAL
REMOVAL - OXYGEN SENSOR


2. Disconnect the oxygen sensor harness connector (1).
Fig. 178: Oxygen Sensor

3. Remove the oxygen sensor (1).
INSTALLATION
INSTALLATION - OXYGEN SENSOR

Fig. 179: Oxygen Sensor

1. Install the oxygen sensor (1) and tighten to 41 N.m (30 ft. lbs.).

2. Connect the oxygen sensor harness connector (1).

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, refer to MODULE, FUEL PUMP, REMOVAL.
STANDARD PROCEDURE
DRAINING FUEL TANK
CONVENTIONAL PROCEDURE
swallowing fuel. Pour fuel only into appropriately marked OSHA approved
containers. Wear protective clothing. Risk of injury to eyes and skin from
contact with fuel.
Fig. 181: Quick-Connect Fitting

Due to a one-way check valve installed into the fuel fill fitting at the tank, the tank cannot be drained at the fuel
fill cap.
1. Perform the fuel system pressure release procedure Refer to FUEL SYSTEM PRESSURE RELEASE. .
2. Disconnect the fuel supply line at the quick-connect fitting (1) near the cowl. Refer to STANDARD
PROCEDURE - QUICK-CONNECT FITTINGS. .
Fig. 182: Fuel Line Adapters

3. Install the appropriate fuel line adapter fitting from the (special tool #8978A, Decay Tool, Fuel) to the
fuel supply line. Route the opposite end of this hose to an OSHA approved fuel storage tank such as the
JohnDow Gas Caddy 320-FC-P30-A or equivalent.
NOTE: Activation of the fuel pump module may time out and need to be restarted
several times to completely drain the fuel tank.
4. Using a diagnostic scan tool, activate the fuel pump module until the fuel tank has been evacuated.
ALTERNATIVE PROCEDURE

NOTE: If the electric fuel pump is not operating, the fuel tank must be removed and
drained through the fuel pump module opening of the fuel tank.

Fig. 184: Electrical Connector & Fuel Pump Module

CAUTION: Do not allow the float arm of the fuel pump module to come in
4. Disconnect the fuel pump module electrical connector (1).

5. Remove the fuel pump module (2). Refer to MODULE, FUEL PUMP, REMOVAL.
6. Position a 3/8" hose into the fuel pump module opening of the fuel tank.
7. Attach the opposite end of this hose to an OSHA approved fuel storage tank such as the JohnDow Gas
Caddy 320-FC-P30-A or equivalent.
8. Using the gas caddy, evacuate the fuel tank.
FUEL SYSTEM PRESSURE RELEASE

1. Remove the fuel fill cap.

2. Remove the fuel pump fuse from the Power Distribution Center (PDC). For location of the fuel pump
fuse, refer to label on the underside of the PDC cover, or Refer to FUSE LOCATIONS AND TYPES,
SPECIFICATIONS .
3. Start and run the engine until it stalls.
4. Attempt restarting the engine until it will no longer run.
5. Turn the ignition key to the OFF position.
6. Place a rag or towel below the fuel supply line quick-connect fitting (2) located near the cowl.
7. Disconnect the fuel supply line quick-connect fitting at the fuel supply line (1). Refer to STANDARD
PROCEDURE - QUICK-CONNECT FITTINGS. .
8. Return the fuel pump fuse to the PDC.
NOTE: One or more Diagnostic Trouble Codes (DTC) may have been stored in the PCM
memory due to fuel pump fuse removal. A diagnostic scan tool must be used to
erase a DTC.
SPECIFICATIONS
FUEL SYSTEM PRESSURE
The correct fuel pressure for this vehicle is 58 psi +/- 2 psi.

Fuel Filler Hose Clamp 3 - 30
Fuel Filler Housing-to- 7 - 62
Body Screws
Fuel Filler Tube Support
7 - 62
Bracket-to-Body Nuts
Fuel Rail Mounting Bolts
7 - 62
- 3.6L
Fuel Rail Mounting Bolts 8 - 71
- 5.7L
Fuel Tank Mounting 68 50 -
Bolts
PCM-to-Mounting 4 - 35
Bracket Mounting Screws
SPECIAL TOOLS
SPECIAL TOOLS
8978A - Decay Tool, Fuel

9340 - Sae Fuel Pump Lock Ring Wrench
(Originally Shipped In Kit Number(s) 9327, 9327CC, 9397, 9575.)
FILTER, FUEL
DESCRIPTION
DESCRIPTION
Two fuel filters are integrated into the main fuel pump module. The first fuel filter is located at the bottom of
the main fuel pump module and the second fuel filter is located inside the main fuel pump module. A separate
frame mounted fuel filter is not used with any engine.
Both fuel filters are designed for extended service. The fuel filters are not a separate, serviceable component.
FITTING, QUICK CONNECT
DESCRIPTION
DESCRIPTION
Different types of Quick-Connect fittings are used to attach the various fuel system components, lines and
tubes. Some Quick-Connect fittings require the use of a special tool for removal.
These are the quick-connect fittings available; 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, Latch Clip Type 2 Fitting and Wing Type Fitting.
For more information and Quick-Connect fitting removal procedures, refer to STANDARD PROCEDURE -
QUICK-CONNECT FITTINGS. .

breakage.
CAUTION: The interior components (O-rings, clips and latches) of Quick-Connect

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
STANDARD PROCEDURE - QUICK-CONNECT FITTINGS
Some quick-connect fittings require the use of a special tool for disconnection and removal.
These are the quick-connect 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
 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. Refer to FUEL SYSTEM PRESSURE
RELEASE. .

breakage.
CAUTION: The interior components (O-rings, clips) of quick-connect 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.
REDUNDANT LATCH SINGLE BUTTON TYPE FITTING:
Fig. 186: Redundant Latch & Push Button

This type of quick-connect fitting is equipped with a redundant latch (2) and a single push button (1) that
releases two internal latches located in the quick-connect fitting. Special tools are not required for removal.
Fig. 187: Redundant Latch & Internal Latches

1. Pull the redundant latch (2) out away from the quick-connect fitting.
2. Press on the push button with your thumb, release the internal latches (1) and remove the quick-connect
fitting from the fuel system component.
SINGLE BUTTON TYPE FITTING:
Fig. 188: Single Button Fitting

This type of quick-connect fitting is equipped with a single push button (2) that releases two internal latches
Fig. 189: Ouick-Connect Fitting Latches

1. Press on the push button with your thumb, release the internal latches (1).
2 BUTTON TYPE FITTING

Fig. 190: View Of 2-button Type Fitting

This type of quick-connect fitting (1) is equipped with two push buttons (2) that releases two internal latches
1. Press on both push buttons with your thumb, release the internal latches.
2. While holding the two push buttons simultaneously, remove the quick-connect fitting from the fuel
system component.
PINCH TYPE FITTING

Fig. 191: View Of Pinch Type Quick-Connect Fitting

This type of quick-connect fitting (1) is equipped with two finger tabs (2). Special tools are not required for
removal.
1. Pinch both tabs (2) together and release the quick-connect fitting.
SINGLE TAB TYPE FITTING
Fig. 192: View Of Single-Tab Type Fitting

This type of quick-connect fitting (3) is equipped with a single pull tab (1). The tab is removable. After tab is
removed the quick-connect fitting can be separated from the fuel system component. Special tools are not
required for removal.
Fig. 193: Disconnecting Single-Tab 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 quick-connect fitting use a screwdriver (2) to pry up the
pull tab.
3. Raise the pull tab until it separates from the quick-connect fitting.
TWO TAB TYPE FITTING

Fig. 194: Identifying Typical 2-Tab Type Fitting

This type of quick-connect 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 quick-connect fitting is removed. The O-ring and spacer will remain in the quick-connect fitting. Special
1. Squeeze the plastic tabs (1) against the sides of component being serviced with your fingers.
PLASTIC RETAINER RING TYPE FITTING
Fig. 195: 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
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 quick-connect fitting. Use an open-end wrench on the shoulder
of the plastic retainer ring to aid in disconnection.
1. Firmly push the quick-connect fitting (5) towards the component being serviced while firmly pushing the
round plastic retainer ring into the quick-connect fitting (6). With the round plastic ring depressed,
remove the quick-connect fitting from the fuel system component.
2. After removal the plastic retainer ring will remain with the quick-connect fitting.


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
1. Pry up on the latch clip (4) with a screwdriver (3).

2. Slide the latch clip away from the quick-connect fitting while lifting the screwdriver and position aside.

internal latches.
4. With the commercially available fuel line removal tool (1) still inserted, remove the quick-connect fitting

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
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 quick-connect fitting while lifting with a screwdriver and position
aside.

internal latches.
4. With the commercially available fuel line removal tool (1) inserted, remove the quick-connect fitting
WING TYPE FITTING
Fig. 200: Wing Type Fitting

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 quick-connect fitting.
2. While holding the wings, remove the quick-connect fitting from the fuel system component.
CONNECTING
1. Inspect the quick-connect fitting body and fuel system components for damage. Replace as necessary.
2. Prior to connecting any quick-connect fitting to components, check condition of fitting and components.
Clean parts with a lint-free cloth. Lubricate with clean engine oil.
3. Insert the quick-connect fitting onto the fuel tube or fuel system component until the built-in 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 quick-connect fitting.
 Single Tab Type Fitting: Push new tab down until it locks into position in the quick-connect
fitting.
 Latch Clip Type Fitting: Install latch clip (snaps into position). If latch clip will not snap into
position, this indicates the quick-connect fitting is not properly installed onto fuel system
component, recheck the connection.
6. Verify a locked condition by firmly pulling on the quick-connect fitting connection of the fuel system
component.
MODULE, FUEL PUMP
DESCRIPTION
DESCRIPTION
Fig. 201: Fuel Pump Module Assembly, Fuel Pump Module & Fuel Supply Fitting
This vehicle uses a saddle type tank that has a reservoir on both sides of the drive shaft. The auxiliary fuel pump
module assembly (1) is located on the right side top of fuel tank. The main fuel pump module (2) is located on
the left side top of fuel tank. The fuel supply fitting (3) is located on top of the main fuel pump module.
Fig. 202: Electric Fuel Pump, Quick-Connect Fittings & Fuel Level Sending Unit
The main fuel pump module assembly contains the following components:
 An internal fuel filter

 A separate fuel pick-up, or inlet filter
 A fuel pressure regulator
 Fuel supply fitting (1)
 An electric fuel pump (2)
If the electrical fuel pump, primary inlet fuel filter, internal fuel filter, or fuel pressure regulator require service,
the fuel pump module must be replaced as an assembly.
ELECTRIC FUEL PUMP
The electric fuel pump is located inside of the main fuel pump module. A 12 volt, permanent magnet, electric
motor powers the fuel pump. The electric fuel pump is not a separate, serviceable component.
FUEL FILTERS
Two fuel filters are used, the first one is located at the bottom of the fuel pump module. The second fuel filter is
located inside the fuel pump 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. The fuel
filters are not a separate, serviceable component.
FUEL PRESSURE REGULATOR
The fuel pressure regulator is located within the fuel pump module.
FUEL GAUGE SENDING UNIT (FUEL LEVEL SENSOR)
The fuel gauge sending unit (fuel level sensor) is attached to the side of the fuel pump module. The sending unit
consists of a float, an arm, and a variable resistor track (card) and should only be replaced if a diagnostic
procedure indicates to do so.

Fig. 203: Nylon Fuel Transfer Line & Fuel Level Sending Unit
The auxiliary fuel pump module assembly contains the following components:
 An internal inlet fuel filter

 A separate fuel pick-up
If the fuel gauge sending unit or internal inlet fuel filter require service, the auxiliary fuel pump module must be
replaced as an assembly.
REMOVAL
REMOVAL
contact with fuel.

1. Perform the fuel system pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE.
.
CAUTION: If the fuel pump module is not operating or the fuel level sending unit
is not operating and the fuel level cannot be determined, the fuel tank
must be removed prior to draining.
2. Perform the fuel tank draining procedure. Refer to DRAINING FUEL TANK. .
NOTE: Prior to removing the main fuel pump module, use compressed air to
remove any accumulated dirt and debris from around the fuel tank
opening.
(1) into the notches on the outside edge of the main fuel pump module lock ring (2).
NOTE: The main fuel pump module will spring up slightly when lock ring is
removed.
clock it's position into the fuel tank, note it's location for reassembly.
NOTE: The main fuel pump module has to be properly located in the fuel tank for
the fuel level gauge to work properly.
8. Mark the main fuel pump module orientation.
9. Using caution not to bend the float arm (2), lift the main fuel pump module (3) out of the fuel tank
enough to gain access to the auxiliary fuel pump module supply line connection (1) and disconnect the
supply line.
10. Tip the main fuel pump module on its side to drain the remaining fuel from the reservoir and remove the
main fuel pump module.
CAUTION: Whenever the fuel pump module is serviced, the rubber O-ring seal
must be replaced.
contact with fuel.
Fig. 207: SAE Fuel Pump Lock Ring Wrench, Fuel Pump Module Lock Ring & 1/2 Inch Drive Breaker
Bar
1. Remove the main fuel pump module. Refer to MAIN FUEL PUMP MODULE.
NOTE: Prior to removing the auxiliary fuel pump module, use compressed air to
remove any accumulated dirt and debris from around fuel tank opening.
(1) into the notches on the outside edge of the auxiliary fuel pump module lock ring (2).
NOTE: The auxiliary fuel pump module will spring up slightly when the lock ring
is removed.
CAUTION: An indexing arrow is located on top of the auxiliary fuel pump

module to clock it's position into the fuel tank, note it's location for
reassembly.
5. Mark the auxiliary fuel pump module orientation.
result.
6. Using caution not to bend the float arm (2), lift the auxiliary fuel pump module (1) and the auxiliary fuel
pump module supply line (3) out of the fuel tank as an assembly.
CAUTION: Whenever the auxiliary fuel pump module is serviced, the rubber O-
ring seal must be replaced.
INSTALLATION
INSTALLATION

CAUTION: Whenever the auxiliary fuel pump module is serviced, the rubber O-ring
seal must be replaced.
result.
2. Using caution not to bend the float arm (2), lower the auxiliary fuel pump module (1) and the auxiliary
fuel pump module supply line (3) into the fuel tank as an assembly.
Fig. 210: SAE Fuel Pump Lock Ring Wrench, Fuel Pump Module Lock Ring & 1/2 Inch Drive
Breaker Bar
3. Rotate the auxiliary fuel pump module until the embossed alignment arrow points to the center alignment
4. Position the lock ring (2) over top of the auxiliary fuel pump module.
8. Install the main fuel pump module. Refer to MAIN FUEL PUMP MODULE.
CAUTION: Whenever the fuel pump module is serviced, the rubber O-ring seal must
be replaced.
2. Using caution not to bend the float arm (2), lower the main fuel pump module (3) into the fuel tank
enough to gain access to the auxiliary fuel pump module supply line connection (1) and connect the
supply line.
clock it's position into the fuel tank. The fuel pump module must be
installed in the same position as removed.
3. Rotate the main fuel pump module until the embossed alignment arrow points to the center alignment
4. Position the lock ring (2) over top of the main fuel pump module.

8. Install the fuel tank. Refer to TANK, FUEL, INSTALLATION.

9. If removed, connect the fuel line quick-connect fitting at the fuel rail.
11. Start the engine and check for leaks at all fuel system connections.
PUMP, FUEL
DESCRIPTION
DESCRIPTION
Fig. 214: Main Fuel Pump Module & Auxiliary Fuel Pump Module
This vehicle uses a saddle type tank that has a reservoir on both sides of the drive shaft. The electric fuel pump,
fuel pressure regulator and fuel filters are integrated into the main fuel pump module located on the left side of
the fuel tank. The auxiliary fuel pump module is on the right side of the fuel tank. The fuel supply fitting is
located on top of the main fuel pump module and supplies fuel to the engine. Both modules have fuel level
sending unit sensor cards. There is one hose that connect both modules together, this hose is the fuel supply line
and a return or siphon hose. The lines are removed from the main fuel pump module on the left side of the fuel
tank when servicing either unit. 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, refer to MODULE, FUEL PUMP, REMOVAL.
RAIL, FUEL
DESCRIPTION
DESCRIPTION
The fuel injector rail is used to mount the fuel injectors to the engine and carry fuel to the injectors.
OPERATION
OPERATION
High pressure from the fuel pump is routed to the fuel rail. The fuel rail then supplies the necessary fuel to each
individual fuel injector.
A quick-connect fitting with a safety latch clip is used to attach the fuel line to the fuel rail.
The fuel rail is not repairable.
CAUTION: The left and right sections of the fuel rail are connected with either a
flexible connecting hose, or joints. Do not attempt to separate the rail
halves at these connecting hose or joints. Due to the design of the
connecting hose or joint, it does not use any clamps. Never attempt to
install a clamping device of any kind to the hose or joint. When removing
the fuel rail assembly for any reason, be careful not to bend or kink the
connecting hose or joint.
REMOVAL
3.6L
Fig. 215: Upper Intake Manifold

1. Release fuel system pressure. Refer to FUEL SYSTEM PRESSURE RELEASE. .

3. Remove the air inlet hose and upper intake manifold (2). Refer to MANIFOLD, INTAKE,
REMOVAL .
Fig. 216: Insulator & Alignment Posts

Fig. 217: Fuel Injector Electrical Connectors

5. Disconnect the fuel injector electrical connectors (2).

6. Disconnect the fuel supply hose (1) from the fuel rail. Refer to STANDARD PROCEDURE - QUICK-
CONNECT FITTINGS. .

CAUTION: The left and right fuel rails are replaced as an assembly. Do not
attempt to separate the rail halves at the connector tube. Due to the
design of this tube, it does not use any clamps. Never attempt to
install a clamping device of any kind on the tube. When removing the
fuel rail assembly for any reason, be careful not to bend or kink the
tube.
7. Remove the four bolts (1) from the fuel rail (2).
CAUTION: When removing the fuel rail from the lower intake manifold, one or
more fuel injectors may remain in the intake manifold resulting in
residual fuel spilling onto the engine from the fuel rail.
8. Lift the fuel rail and the fuel injectors from the lower intake manifold.
Fig. 219: Fuel Injectors

9. Remove any remaining fuel injectors (1) from the lower intake manifold.
Fig. 220: O-Ring Seals

10. If required, remove the fuel injectors from the fuel rail. Refer to INJECTOR(S), FUEL, REMOVAL.
11. Remove and discard all fuel injector O-ring seals (1).
5.7L
CAUTION: The left and right fuel rails are replaced as an assembly. Do not attempt to
separate fuel rail halves at connector tube. Due to design of the connector
tube, it does not use any clamps. Never attempt to install a clamping
device of any kind to the connector tube. When removing fuel rail
assembly for any reason, be careful not to bend or kink the connector
tube.

1. Perform fuel system pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE. .
3. Remove fuel tank filler cap.

Hose Clamp
9. Disconnect electrical connectors at all 8 fuel injectors. Push red colored slider away from injector (1).
While pushing slider, depress tab (2) and remove the connector (3) from the injector.
10. Disconnect throttle body electrical connectors.
Fig. 224: Fuel Rail Mounting Bolts Tightening Sequence

11. Disconnect the fuel supply line at the fuel rail. Refer to STANDARD PROCEDURE - QUICK-
CONNECT FITTINGS. .
12. Disconnect the PCV hose.
13. Using the sequence shown in illustration, remove the four fuel rail retaining bolts.
14. Gently rock and lift the left side fuel rail until the fuel injectors just start to clear the machined holes in
the intake manifold.
15. Gently rock and lift the right side fuel rail until the fuel injectors just start to clear the machined holes in
the intake manifold. Repeat this procedure (left/right) until all injectors have cleared the machined holes.
16. Remove the fuel rail (with injectors attached) from the engine.
17. If the fuel injectors are to be removed. Refer to INJECTOR(S), FUEL, REMOVAL.
INSTALLATION
3.6L
Fig. 225: O-Ring Seals & Fuel Injector

1. If removed, install the six fuel injectors to the fuel rail with new O-ring seals. Refer to INJECTOR(S),
FUEL, INSTALLATION.

2. Clean out the fuel injector bores in the lower intake manifold.
3. Apply a small amount of engine oil to each fuel injector O-ring. This will help in fuel rail installation.
4. Install the fuel rail (1) to the lower intake manifold with four bolts tightened in the sequence shown in
illustration to 7 N.m (62 in. lbs.).
Fig. 227: Fuel Injector Electrical Connectors


6. Connect the fuel supply hose to the fuel rail (1). Refer to STANDARD PROCEDURE - QUICK-
CONNECT FITTINGS. .
Fig. 228: Insulator & Alignment Posts


INTAKE, INSTALLATION .
5.7L
CAUTION: The left and right fuel rails are replaced as an assembly. Do not attempt to
separate fuel rail halves at connector tube. Due to design of the connector
tube, it does not use any clamps. Never attempt to install a clamping
device of any kind to the connector tube. When removing fuel rail
assembly for any reason, be careful not to bend or kink the connector
tube.
Fig. 230: Fuel Injector O-Rings, Fuel Rail/Fuel Injector Assembly & Four Fuel Rail Retaining Bolts
NOTE: The fuel injector O-rings may be used again, provided no cuts, tears, or
deformation have occurred.
1. If removed, install the fuel injectors onto the fuel rail. Refer to INJECTOR(S), FUEL,
INSTALLATION.
2. Inspect the fuel injector O-rings (3) and replace if necessary.
3. Clean out the fuel injector machined bores in the intake manifold.
4. Apply a small amount of engine oil to each fuel injector O-ring (3).
Fig. 231: Fuel Rail Mounting Bolts Tightening Sequence

5. Position fuel rail/fuel injector assembly (1) into the machined fuel injector bores of the intake manifold.
6. Guide each injector into the intake manifold using care not to tear the fuel injector O-rings.
7. Push the right fuel rail down until the fuel injectors have bottomed on shoulders.
8. Push the left fuel rail down until the injectors have bottomed on shoulders.
9. Using the sequence shown in illustration, install the four fuel rail retaining bolts (2) and tighten to 11 N.m
(8 ft. lbs.).
10. Connect the fuel line (1) to the fuel rail. Refer to STANDARD PROCEDURE - QUICK-CONNECT
FITTINGS. .
11. Connect the fuel injector electrical connectors.
12. Connect the PCV hose.
Hose Clamp


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
DESCRIPTION
DESCRIPTION

The fuel gauge sending unit (1) is attached to the side of the fuel pump module. The fuel gauge sending unit
consists of a float arm (2) and a variable resistor track (card).
REMOVAL
REMOVAL

The main fuel level sending unit (fuel level sensor) (1) is located on the side of the main fuel pump module. The
main fuel level sending unit and float arm (2) is serviced as an assembly. The auxiliary fuel pump module
supply line is connected to the main fuel pump module supply port (3). The auxiliary fuel level sending unit is
not serviceable. If replacement of the auxiliary fuel level sending unit is necessary, the auxiliary fuel pump
module and fuel level sending unit must be replaced as an assembly.
1. Remove the main fuel pump module from the fuel tank. Refer to MODULE, FUEL PUMP,
REMOVAL.

2. Disconnect the fuel level sending unit electrical connectors (1, 2) from the fuel pump module.
Fig. 237: Retaining Tabs & Locking Tab

3. Remove the fuel level sending unit electrical wires from the retaining tabs (1, 2).
4. Release the fuel level sending unit plastic locking tab (3) and slide the sending unit down and out of the
fuel pump module.
INSTALLATION
INSTALLATION
Fig. 238: Retaining Tabs & Plastic Locking Tab

1. Position the fuel level sending unit to the fuel pump module, slide unit on mounting track until the plastic
locking tab (3) snaps into position.
2. Route the fuel level sending unit wires into the retaining tabs (1, 2) on the fuel pump module.

3. Connect the fuel level sending unit electrical connectors (1, 2) to the fuel pump module.
4. Install the main fuel pump module. Refer to MODULE, FUEL PUMP, INSTALLATION.
TANK, FUEL
DESCRIPTION
DESCRIPTION
Fig. 240: Fuel Tank & Control Valve

This vehicle uses a saddle type tank that has a reservoir on both sides of the drive shaft. The fuel tank is
constructed of a plastic material. The fuel pressure regulator is integrated into the main fuel pump module on
the left side of the fuel tank (2) and the auxiliary fuel pump module is located on the right side of the fuel tank
(1). The fuel outlet is on top of the main fuel pump module on the left side and supplies fuel to the engine. The
ORVR (Onboard Refueling Vapor Recovery) control valve (3) is located at the right rear of the fuel tank.
REMOVAL
REMOVAL

1. Perform the fuel system pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE.
.
2. Drain the fuel tank. Refer to DRAINING FUEL TANK. .
Fig. 242: Filler Hose, Clamps, & Quick-Connect Fitting


5. Loosen the filler hose clamps (1) and remove the filler hose (2) from the fuel tank.
6. Disconnect the quick-connect fitting (3) at the EVAP purge line.
7. Remove the muffler. Refer to MUFFLER, EXHAUST, REMOVAL .
8. Disconnect the quick-connect fitting (1) at the On-Board Refueling Vapor Recovery (ORVR) vapor line.
9. Disconnect the quick-connect fitting (2) at the ORVR vacuum line.

10. Remove the propeller shaft assembly. Refer to SHAFT, DRIVE, REAR, REMOVAL .

11. Disconnect the fuel pump module electrical connector (1) located on the rear crossmember.
12. Disconnect the electrical connector (2) from the retaining tab on the rear crossmember and position the
connector aside.

13. If equipped, remove the left side body skid plate retainers (1) and remove the skid plate.

14. Disconnect the quick-connect fitting (1) at the fuel supply line.

15. Using a suitable hydraulic jack (1) and a fuel tank adapter (2), support the fuel tank.

NOTE: If equipped with skid plates, remove the skid plates, fuel tank support
straps and fuel tank as an assembly.
16. Remove the fuel tank support strap retaining bolts (1).
17. Using the hydraulic jack, lower the fuel tank, support straps and if equipped, skid plates as an assembly
and remove from the vehicle.

18. If replacing the fuel tank, remove the heat shield push pin retainers (1) and remove the heat shield.
19. If replacing the fuel tank, remove the main fuel pump module from the fuel tank. Refer to MODULE,
FUEL PUMP, REMOVAL.
20. If replacing the fuel tank, remove the auxiliary fuel pump module from the fuel tank. Refer to MODULE,
FUEL PUMP, REMOVAL.
INSTALLATION
INSTALLATION

1. If removed, position the heat shield and install the push pin retainers (1).
2. If removed, install the auxiliary fuel pump module. Refer to MODULE, FUEL PUMP,
INSTALLATION.
3. If removed, install the main fuel pump module. Refer to MODULE, FUEL PUMP, INSTALLATION.

NOTE: If equipped with skid plates, install the skid plates, fuel tank, and support
straps as an assembly.
4. Using a suitable hydraulic jack (1) and a fuel tank adapter (2), position the fuel tank, support straps and if
equipped, skid plates.

5. Install the fuel tank support strap retaining bolts (1) and tighten to 68 N.m (50 ft. lbs.).
6. Remove the hydraulic jack and the fuel tank adapter.

7. Connect the fuel supply line quick-connect fitting (1).

8. If equipped, position the left side body skid plate and install retainers (1).

9. Connect the fuel pump module electrical connector (2) retaining tab onto the rear crossmember.
10. Connect the fuel pump module electrical connector (1).

11. Install the propeller shaft assembly. Refer to SHAFT, DRIVE, REAR, INSTALLATION .
12. Connect the On-Board Refueling Vapor Recovery (ORVR) vacuum line quick-connect fitting (2).
13. Connect the ORVR vapor line quick-connect fitting (1).
Fig. 259: Filler Hose, Clamps, & Quick-Connect Fitting

Install the muffler. Refer to MUFFLER, EXHAUST, INSTALLATION .
14. Connect the EVAP purge line quick-connect fitting (3).

15. Position the fuel filler hose (2) and install the hose clamps (1) and tighten to 3 N.m (30 in. lbs.).


18. Fill the 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
high-pressure fuel leaks.
Use new original equipment type hose clamps.
TUBE, FUEL TANK FILLER
REMOVAL
REMOVAL
contact with fuel.


Fig. 262: Fuel Filler Hose, Quick-Connect Fitting & Filler Tube Hose Clamp
3. Loosen the fuel filler tube hose clamp (1).

4. Disconnect the fuel tank vapor line (2) quick-connect fitting.
5. Disconnect the fuel filler hose (3) from the fuel filler tube.

6. Remove the left rear wheel and tire.

7. Remove the left rear wheelhouse splash shield (3). Refer to SHIELD, SPLASH, WHEELHOUSE,
REMOVAL .
Fig. 264: (ESIM) Fresh Air Hose, Vapor Purge Line & Fuel Tank Vapor Line
8. Disconnect the Evaporative System Integrity Monitor (ESIM) fresh air hose (1) at the ESIM.
9. Disconnect the vapor purge line (2) quick-connect fitting at the EVAP canister.
10. Disconnect the fuel tank vapor line (3) quick-connect fitting.
11. Remove the retaining nuts (1) from the fuel filler tube upper support bracket and position the tire pressure
module aside.
12. Remove the fuel tank vapor line from the fuel filler tube retainer (2).
13. Disconnect the On-Board Refueling Vapor Recovery (ORVR) vacuum line quick-connect fitting (3).
14. Remove the retaining nut (4) from the fuel filler tube lower support bracket.
15. Remove the fuel filler tube (1) from the rubber grommet (2) of the fuel filler housing (3) and remove the
fuel filler tube from the vehicle.
INSTALLATION
INSTALLATION
1. Position the fuel filler tube (1) into the rubber grommet (2) of the fuel filler housing (3).
2. Position the fuel filler tube onto the upper and lower support brackets.
3. Position the tire pressure module onto the fuel filler tube upper support bracket, install the retaining nuts
(1) and tighten to 7 N.m (62 in. lbs.).
4. Position the fuel tank vapor line into the fuel filler tube retainer (2).
5. Connect the On-Board Refueling Vapor Recovery (ORVR) quick-connect fitting (3).
6. Install the retaining nut (4) to the fuel filler tube lower bracket and tighten to 7 N.m (62 in. lbs.).
Fig. 269: (ESIM) Fresh Air Hose, Vapor Purge Line & Fuel Tank Vapor Line
7. Connect the fuel tank vapor line quick-connect fitting (3).

8. Connect the vapor purge line quick-connect fitting (2) to the EVAP canister.
9. Connect the Evaporative System Integrity Monitor (ESIM) fresh air hose (1) to the ESIM.

10. Install the left rear wheelhouse splash shield (3). Refer to SHIELD, SPLASH, WHEELHOUSE,
INSTALLATION .
11. Install the left rear wheel and tire.
Fig. 271: Fuel Filler Hose, Quick-Connect Fitting & Filler Tube Hose Clamp
12. Connect the fuel filler hose (3) to the fuel filler tube.
13. Connect the fuel tank vapor line quick-connect fitting (2).
14. Position the fuel filler tube hose clamp (1) and tighten to 3 N.m (30 in. lbs.).


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 Mopar®
motor oil can improve fuel mileage by 1-2%. Mopar® motor oil labeled "Energy Conserving" contains
friction-reducing additives.
 Check and replace air filters. Replacing a clogged air filter with a new Mopar® 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.
SPECIFICATIONS
SPECIFICATIONS

Accelerator Pedal Bracket Mounting Nuts 12 9 -
Crankshaft Position Sensor Mounting Bolt -
12 9 -
3.6L
Crankshaft Position Sensor Mounting Bolt -
28 21 -
5.7L
Throttle Body Mounting Bolts - 3.6L 7 - 62
Throttle Body Mounting Bolts - 5.7L 6 - 53
Oxygen Sensors - 3.6L 50 37 -
Oxygen Sensors - 5.7L 41 30 -
INJECTOR(S), FUEL
DESCRIPTION
DESCRIPTION
Fig. 273: Identifying Fuel Injector

1 - FUEL INJECTOR
2 - NOZZLE
3 - TOP (FUEL ENTRY)
An individual fuel injector (1) is used for each individual cylinder.
OPERATION
OPERATION
Fig. 274: Identifying Fuel Injector

The fuel injectors (1) are electrical solenoids. The injector contains a pintle that closes off an orifice at the
nozzle end. When electric current is supplied to the injector, the armature and needle move a short distance
against a spring, allowing fuel to flow out the orifice. Because the fuel is under high pressure, a fine spray is
developed in the shape of a pencil stream. The spraying action atomizes the fuel, adding it to the air entering the
combustion chamber.
The top (fuel entry) end of the injector (3) is attached into an opening on the fuel rail.
The nozzle (outlet) ends of the injectors (2) are positioned into openings in the intake manifold just above the
intake valve ports of the cylinder head.
The injectors are energized individually in a sequential order by the Powertrain Control Module (PCM). The
PCM will adjust injector pulse width by switching the ground path to each individual injector on and off.
Injector pulse width is the period of time that the injector is energized. The PCM will adjust injector pulse width
based on various inputs it receives.
Battery voltage is supplied to the injectors through the ASD relay.
The PCM determines injector pulse width based on various inputs.
REMOVAL
3.6L

1. Release fuel system pressure. Refer to FUEL SYSTEM PRESSURE RELEASE. .

CAUTION: When removing the fuel rail from the lower intake manifold, one or
more fuel injectors may remain in the intake manifold resulting in
residual fuel spilling onto the engine from the fuel rail.
3. Remove the air inlet hose, upper intake manifold, and fuel rail (2). Refer to MANIFOLD, INTAKE,
REMOVAL and RAIL, FUEL, REMOVAL.
Fig. 276: Fuel Injectors & The Fuel Rail

NOTE: Number 2 fuel injector removal shown in illustration, all other fuel injectors
similar.
4. Remove the fuel injectors (1) from the fuel rail (2).
Fig. 277: Fuel Injectors

NOTE: Number 2 fuel injector removal shown in illustration, all other fuel injectors
similar.
5. Remove the fuel injectors (1) from the lower intake manifold.

6. Remove and discard all fuel injector O-ring seals (1).
5.7L
Fig. 279: Injector Retaining Clip

1 - PLIERS
2 - INJECTOR CLIP
3 - FUEL INJECTOR - TYPICAL
4 - FUEL RAIL - TYPICAL
1. Remove the fuel rail assembly. Refer to RAIL, FUEL, REMOVAL.

2. Using suitable pliers (1), remove the fuel injector retaining clip (2).
3. Remove the fuel injector (3) from the fuel rail (4) using a side to side motion while pulling the injector
out of the fuel rail assembly.
INSTALLATION
3.6L

1. Lightly lubricate new O-ring seals (1) with engine oil and install on the fuel injector (2).
Fig. 281: O-Ring Seals & Fuel Injector

NOTE: Number 2 fuel injector installation shown in illustration, all other fuel
injectors similar.
2. Install the fuel injectors (1) to the fuel rail (2).

3. Install the fuel rail, upper inlet manifold and air inlet hose. Refer to RAIL, FUEL, INSTALLATION
and MANIFOLD, INTAKE, INSTALLATION .
5.7L
Fig. 283: Injector Retaining Clip

1 - PLIERS
2 - INJECTOR CLIP
3 - FUEL INJECTOR - TYPICAL
4 - FUEL RAIL - TYPICAL
NOTE: If the same fuel injector is to be reinstalled, install new O-rings.
NOTE: Apply a small amount of clean engine oil to each injector O-ring. This will aid in
the installation.
1. Install the fuel injector (3) into the fuel rail (4) using a side to side motion while pushing injector into the
fuel rail assembly.
2. Using suitable pliers (1), install the fuel injector retaining clip (2).
3. Install the fuel rail assembly. Refer to RAIL, FUEL, INSTALLATION.
4. Start the engine and check for fuel leaks.
PEDAL, ACCELERATOR
REMOVAL
REMOVAL
Fig. 284: Accelerator Pedal Assembly With APPS

The Accelerator Pedal Position Sensor (APPS) and the accelerator pedal is serviced as a complete assembly
including the bracket.
1. Disconnect electrical connector (3) at the APPS (6).

2. Remove the two accelerator pedal retaining bracket nuts (4) and remove the accelerator pedal assembly
(2) from the mounting studs (1).
INSTALLATION
INSTALLATION

The Accelerator Pedal Position Sensor (APPS) and the accelerator pedal is serviced as a complete assembly
including the bracket.
1. Position the accelerator pedal assembly onto the two mounting studs (1).
2. Install the two accelerator pedal retaining bracket nuts (4) and tighten to 12 N.m (9 ft. lbs.).
3. Connect the accelerator pedal electrical connector (3) to the APPS (6).
4. Use a scan tool to learn electrical parameters. Go to the Miscellaneous menu, and then select ETC Learn.
5. If the previous step is not performed, a Diagnostic Trouble Code (DTC) will be set.
6. If necessary, also use a scan tool to erase any Diagnostic Trouble Codes (DTC's) from the PCM.
7. Before starting the engine, operate the accelerator pedal to check for any binding.
SENSOR, ACCELERATOR PEDAL POSITION
DESCRIPTION
DESCRIPTION

The Accelerator Pedal Position Sensor (APPS) (6) is attached to the accelerator pedal assembly under the
instrument panel.
The APPS is used only with the 5.7L and the 3.6L engines. The 5.7L and 3.6L engines do not use a mechanical
throttle cable.
OPERATION
OPERATION
The Accelerator Pedal Position Sensor (APPS) is a linear potentiometer. It provides the Powertrain Control
Module (PCM) with a DC voltage signal proportional to the angle, or position of the accelerator pedal. The
APPS signal is translated (along with other sensors) to place the throttle plate (within the throttle body) to a pre-
determined position.
REMOVAL
REMOVAL
Refer to PEDAL, ACCELERATOR, REMOVAL.
INSTALLATION
INSTALLATION
Refer to PEDAL, ACCELERATOR, INSTALLATION.

SENSOR, AIR TEMPERATURE, INTAKE
DESCRIPTION
DESCRIPTION
The 2-wire Intake Manifold Air Temperature (IAT) sensor is installed in the air inlet tube with the sensor
element extending into the air stream.
The IAT sensor is a two-wire Negative Thermal Coefficient (NTC) sensor. Meaning, as inlet air temperatures
increase, resistance (voltage) in the sensor decreases. As temperature decreases, resistance (voltage) in the
sensor increases.
OPERATION
OPERATION
The IAT sensor provides an input voltage to the Powertrain Control Module (PCM) indicating the density of the
air entering the intake manifold based upon inlet air temperature. At key-on, a 5-volt power circuit is supplied to
the sensor from the PCM. The sensor is grounded at the PCM through a low-noise, sensor-return circuit.
The PCM uses this input to calculate the following:
 Adjustment of spark timing (to help prevent spark knock with high intake manifold air-charge
temperatures)
The resistance values of the IAT sensor is the same as for the Engine Coolant Temperature (ECT) sensor.
REMOVAL
3.6L


Fig. 288: Inlet Air Temperature Sensor Electrical Connector

3. Disconnect the electrical connector (1) from the inlet air temperature (IAT) sensor.
Fig. 289: IAT Sensor Tab/O-Ring

4. Clean dirt from the air inlet tube at the IAT sensor base.
5. Gently lift the small plastic release tab (3), rotate the sensor about 1/4 turn counter-clockwise and remove
the sensor from the inlet air hose.
6. The IAT sensor O-ring (2) can be reused if not damaged.
5.7L


(2).
Hose Clamp
The Intake Air Temperature (IAT) sensor (1) is installed into the air cleaner resonator.
3. Disconnect the electrical connector at the IAT sensor (1).
Fig. 292: Identifying IAT Sensor - 5.7L

4. Gently lift on the small plastic release tab (3) and rotate the IAT sensor (2) about 1/4 turn counter-
clockwise and remove.
5. Check condition of sensor O-ring, replace if necessary.
INSTALLATION
3.6L
Fig. 293: IAT Sensor Tab/O-Ring

1. The sensor mounted O-ring seal (2) can be reused if not damaged.
2. Clean the IAT sensor mounting hole in the air inlet hose.
3. Install the IAT sensor into the air inlet hose and rotate clockwise until the release tab (3) engages.
Fig. 294: Inlet Air Temperature Sensor Electrical Connector

4. Install the electrical connector (1) to the IAT sensor.



5.7L
Fig. 296: Identifying IAT Sensor - 5.7L

1. Check the condition of the Intake Air Temperature (IAT) sensor O-ring, replace if necessary.
2. Clean the IAT sensor (2) mounting hole in the air cleaner resonator.
3. Position the IAT sensor into the air cleaner resonator (1), rotate clockwise about 1/4 turn until the release
tab (3) locks into position.
Hose Clamp
4. Connect the electrical connector to the IAT sensor (1).

SENSOR, CRANKSHAFT POSITION
DESCRIPTION
DESCRIPTION
The Crankshaft Position (CKP) sensor is mounted into the right rear side of the cylinder block. It is positioned
and bolted into a machined hole.
OPERATION
OPERATION
Fig. 299: Crankshaft Position Sensor, Engine Crankshaft, & Tonewheel Notches
NOTE: Typical tonewheel (1) and Crankshaft Position (CKP) sensor (3) shown in
illustration.
Engine speed and crankshaft position are provided through the Crankshaft Position (CKP) sensor. The sensor
generates pulses that are the input sent to the Powertrain Control Module (PCM). The PCM interprets the sensor
input to determine the crankshaft position. The PCM then uses this position, along with other inputs, to
determine injector sequence and ignition timing.
The CKP sensor (3) is a hall effect device combined with an internal magnet. It is also sensitive to steel within a
certain distance from it.
A tonewheel (targetwheel) (1) is bolted to the engine crankshaft. This tonewheel has sets of notches (2) at its
outer edge.
Fig. 300: CKP Sensor Notches - 5.7L

The notches (3) cause a pulse to be generated when they pass under the sensor. The pulses are the input to the
PCM.
REMOVAL
3.6L
Fig. 301: Heat Shield

The crankshaft position (CKP) sensor is mounted into the right rear side of the cylinder block.

3. Remove the front suspension skid plate. Refer to PLATE, SKID, FRONT SUSPENSION,
REMOVAL .
4. Push back the heatshield (1) from the crankshaft position (CKP) sensor.
Fig. 302: Crankshaft Position Sensor Electrical Connector

5. Disconnect the electrical connector (1) from the crankshaft position (CKP) sensor.
Fig. 303: Sensor Mounting Bolt & Sensor

6. Remove the sensor mounting bolt (2).

7. Carefully twist the sensor (1) from the cylinder block.
Fig. 304: CKP Sensor O-Ring

8. The CKP sensor O-ring (1) can be reused if not damaged.
5.7L
Fig. 305: CKP Sensor, Connector & Mounting Bolt - 5.7L

The Crankshaft Position (CKP) sensor (4) is located at the right-rear side of the engine cylinder block (1). Refer
to Fig. 305. It is positioned and bolted into a machined hole in the engine block.
1. Raise vehicle.
2. Disconnect CKP electrical connector (2) at sensor.
3. Remove CKP mounting bolt (3).
4. Carefully twist sensor from cylinder block.
5. Remove sensor from vehicle.
6. Check condition of sensor o-ring.
INSTALLATION
3.6L
Fig. 306: Crankshaft Position Sensor O-Ring

1. The crankshaft position (CKP) sensor O-ring (1) can be reused if not damaged.
2. Apply a small amount of engine oil to the sensor O-ring (1).
Fig. 307: Sensor Mounting Bolt & Sensor

3. Clean out the CKP sensor mounting bolt hole in the engine block.
4. Install the sensor (1) into the engine block with a slight rocking and twisting action.
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.
5. Install the mounting bolt (2) and tighten to 12 N.m (106 in. lbs.).
Fig. 308: Crankshaft Position Sensor Electrical Connector

6. Connect the electrical connector (1) to the sensor.

Fig. 309: Heat Shield

7. Position the heatshield (1) over the crankshaft position (CKP) sensor.
8. Install the front suspension skid plate. Refer to PLATE, SKID, FRONT SUSPENSION,
INSTALLATION .
components.
5.7L
Fig. 310: CKP Sensor, Connector & Mounting Bolt - 5.7L

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,
1. Clean out machined hole in engine block.

2. Apply a small amount of engine oil to sensor o-ring.
3. Install sensor (4) into engine block (1) with a slight rocking and twisting action. Refer to Fig. 310.
4. Install mounting bolt and tighten to 28 N.m (21 ft. lbs.) torque(3).
5. Connect electrical connector (2) to sensor.
6. Lower vehicle.
SENSOR, MANIFOLD AIR PRESSURE (MAP)
OPERATION
OPERATION
The MAP sensor is used as an input to the Powertrain Control Module (PCM). It contains a silicon based
sensing unit to provide data on the manifold vacuum that draws the air/fuel mixture into the combustion
chamber. The PCM requires this information to determine injector pulse width and spark advance. When
manifold absolute pressure (MAP) equals Barometric pressure, the pulse width will be at maximum.
A 5 volt reference is supplied from the PCM and returns a voltage signal to the PCM that reflects manifold
pressure. The zero pressure reading is 0.5V and full scale is 4.5V. For a pressure swing of 0-15 psi, the voltage
changes 4.0V. To operate the sensor, it is supplied a regulated 4.8 to 5.1 volts. Ground is provided through the
low-noise, sensor return circuit at the PCM.
The MAP sensor input is the number one contributor to fuel injector pulse width. The most important function
of the MAP sensor is to determine barometric pressure. The PCM needs to know if the vehicle is at sea level or
at a higher altitude, because the air density changes with altitude. It will also help to correct for varying
barometric pressure. Barometric pressure and altitude have a direct inverse correlation; as altitude goes up,
barometric goes down. At key-on, the PCM powers up and looks at MAP voltage, and based upon the voltage it
sees, it knows the current barometric pressure (relative to altitude). Once the engine starts, the PCM looks at the
voltage again, continuously every 12 milliseconds, and compares the current voltage to what it was at key-on.
The difference between current voltage and what it was at key-on, is manifold vacuum.
During key-on (engine not running) the sensor reads (updates) barometric pressure. A normal range can be
obtained by monitoring a known good sensor.
As the altitude increases, the air becomes thinner (less oxygen). If a vehicle is started and driven to a very
different altitude than where it was at key-on, the barometric pressure needs to be updated. Any time the PCM
sees Wide Open Throttle (WOT), based upon Throttle Position Sensor (TPS) angle and RPM, it will update
barometric pressure in the MAP memory cell. With periodic updates, the PCM can make its calculations more
effectively.
The PCM uses the MAP sensor input to aid in calculating the following:
 Manifold pressure
 Barometric pressure
 Engine load
 Spark-advance programs
 Shift-point strategies (certain automatic transmissions only)
 Idle speed
 Decel fuel shutoff
The MAP sensor signal is provided from a single piezoresistive element located in the center of a diaphragm.
The element and diaphragm are both made of silicone. As manifold pressure changes, the diaphragm moves
causing the element to deflect, which stresses the silicone. When silicone is exposed to stress, its resistance
changes. As manifold vacuum increases, the MAP sensor input voltage decreases proportionally. The sensor
also contains electronics that condition the signal and provide temperature compensation.
The PCM recognizes a decrease in manifold pressure by monitoring a decrease in voltage from the reading
stored in the barometric pressure memory cell. The MAP sensor is a linear sensor; meaning as pressure changes,
voltage changes proportionately. The range of voltage output from the sensor is usually between 4.6 volts at sea
level to as low as 0.3 volts at 26 in. of Hg. Barometric pressure is the pressure exerted by the atmosphere upon
an object. At sea level on a standard day, no storm, barometric pressure is approximately 29.92 in Hg. For every
100 feet of altitude, barometric pressure drops 0.10 in. Hg. If a storm goes through, it can change barometric
pressure from what should be present for that altitude. You should know what the average pressure and
corresponding barometric pressure is for your area.
REMOVAL
3.6L


Fig. 312: MAP Sensor Electrical Connector

3. Unlock and disconnect the electrical connector (1) from the MAP sensor.
Fig. 313: Removing MAP Sensor

4. Rotate the MAP sensor 1/4 turn counterclockwise and pull the sensor straight up and out of the upper
intake manifold.
Fig. 314: MAP Sensor O-Ring

5. The MAP sensor O-ring (1) can be reused if not damaged.
5.7L

1. Disconnect Map sensor (1) electrical connector.

2. Rotate MAP sensor (1) counterclockwise for removal.
Fig. 316: MAP Sensor

3. Lift MAP sensor (1) upward.

Fig. 317: Sensor O-Ring

4. Inspect O-ring (2) for damage.
INSTALLATION
3.6L
Fig. 318: MAP Sensor O-Ring

1. The manifold air pressure (MAP) sensor O-ring (1) can be reused if not damaged.
2. Apply a small amount of engine oil to the sensor O-ring (1).
Fig. 319: Installing MAP Sensor

3. Install the MAP sensor (1) into the upper intake manifold and rotate 1/4 turn clockwise.

4. Connect and lock the electrical connector (1) to the sensor.



5.7L
Fig. 322: Sensor O-Ring

1. Clean MAP sensor mounting hole at intake manifold.

2. Check MAP sensor O-ring (2) for cuts or tears.
Fig. 323: MAP Sensor

3. Position MAP sensor (1) into manifold.

4. Rotate MAP sensor (1) clockwise for installation.

5. Connect electrical connector.
SENSOR, OXYGEN
DESCRIPTION
DESCRIPTION
The Oxygen Sensors (O2S) are attached to, and protrude into the vehicle exhaust system. Depending on the
engine or emission package, the vehicle may use a total of either 2 or 4 sensors.
Federal Emission Packages : Two sensors are used: upstream (referred to as 1/1) and downstream (referred to
as 1/2). With this emission package, the upstream sensor (1/1) is located just before the main catalytic
convertor. The downstream sensor (1/2) is located just after the main catalytic convertor.
California Emission Packages: On this emissions package, 4 sensors are used: 2 upstream (referred to as 1/1
and 2/1) and 2 downstream (referred to as 1/2 and 2/2). With this emission package, the upstream sensor (1/1) is
located in the exhaust of the leading cylinder bank just before the mini-catalytic convertor. The other upstream
sensor (2/1) is located in the exhaust of the opposite cylinder bank just before the mini-catalytic convertor. The
downstream sensor (1/2) is located in the exhaust downpipe of the leading cylinder bank, just after the mini-
catalytic convertor and before the main catalytic convertor. The other downstream sensor (2/2) is located in the
opposite exhaust downpipe just after the mini-catalytic convertor and before the main catalytic convertor.
REMOVAL
3.6L
Fig. 325: Right Upstream/Downstream Oxygen Sensors & Left Upstream/Downstream Oxygen Sensors
The engine is equipped with four heated oxygen sensors:
 The right upstream oxygen sensor (1) is referred to as the 1/1 sensor.
 The right downstream oxygen sensor (2) is referred to as the 1/2 sensor.
 The left upstream oxygen sensor (4) is referred to as the 2/1 sensor.
 The left downstream oxygen sensor (3) is referred to as the 2/2 sensor.
WARNING: The exhaust pipes and catalytic converter become very hot during engine
operation. Allow the engine to cool before removing the oxygen 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. Disconnect the heated oxygen sensor electrical connector.

4. Remove the oxygen sensor.
5. Clean the exhaust pipe threads using an appropriate tap.
5.7L
Fig. 326: O2S Sensors

UPSTREAM O2S SENSORS

WARNING: The exhaust pipes and catalytic converter become very hot during
engine operation. Allow the engine to cool before removing the
oxygen sensor.

2. Disconnect the O2S sensors (1, 2) electrical connectors.

3. Remove the left catalytic converter heat shield.
4. Using the appropriate oxygen sensor removal/installation tool, remove the O2S sensors.
5. Clean the threads in the exhaust pipes using an appropriate tap.
DOWNSTREAM O2S SENSORS

2. Support the transmission with a safety stand or suitable jack, remove the crossmember retaining bolts and
slightly lower the transmission to gain access to the O2S sensor electrical connectors.

3. Disconnect the O2S sensors (3, 4) electrical connectors.

4. Using the appropriate oxygen sensor removal/installation tool, remove the O2S sensors.
5. Clean the threads in the catalytic converters using an appropriate tap.
INSTALLATION
3.6L
Fig. 327: Right Upstream/Downstream Oxygen Sensors & Left Upstream/Downstream Oxygen Sensors
The engine is equipped with four heated oxygen sensors:
 The right upstream oxygen sensor (1) is referred to as the 1/1 sensor.
 The right downstream oxygen sensor (2) is referred to as the 1/2 sensor.
 The left upstream oxygen sensor (4) is referred to as the 2/1 sensor.
 The left downstream oxygen sensor (3) is referred to as the 2/2 sensor.
1. If reinstalling the original oxygen sensor, coat the sensor threads with an anti-seize compound such as
Loctite 771- 64 or equivalent. New sensors have compound on the threads and do not require an
additional coating. Do Not add any additional anti-seize compound to the threads of a new oxygen
sensor.
2. Install the oxygen sensor and tighten to 50 N.m (37 ft. lbs.).
CAUTION: Never apply any type of grease to the oxygen sensor electrical
connector, or attempt any repair of the sensor wiring harness.
3. Connect the heated oxygen sensor electrical connector.

5.7L
Fig. 328: O2S Sensors

DOWNSTREAM O2S SENSORS
Threads of new oxygen sensors are factory coated with anti-seize compound to aid in removal. Do not add any
additional anti-seize compound to threads of a new oxygen sensor.
1. Using the appropriate oxygen sensor removal/installation tool, install the O2S sensors (3, 4) and tighten
to 41 N.m (30 ft. lbs.).
2. Connect the O2S sensors electrical connectors.
3. Raise the transmission and install the crossmember to frame bolts and tighten to 68 N.m (50 ft. lbs.),
remove the safety stand or jack.
UPSTREAM O2S SENSORS
Threads of new oxygen sensors are factory coated with anti-seize compound to aid in removal. Do not add any
additional anti-seize compound to threads of a new oxygen sensor.
1. Using the appropriate oxygen sensor removal/installation tool, install the O2S sensors (1, 2) and tighten
to 41 N.m (30 ft. lbs.).
2. Install the left catalytic converter heat shield.
3. Connect the O2S sensors electrical connectors.
THROTTLE BODY
DESCRIPTION
DESCRIPTION
The throttle body is located on the intake manifold. Fuel does not enter the intake manifold through the throttle
body. Fuel is sprayed into the manifold by the fuel injectors.
REMOVAL
3.6L

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. 331: Electrical Connector, Electronic Throttle Control (ETC), Clip & Mounting Bolts
7. Disconnect the electrical connector (1) from the Electronic Throttle Control (ETC) (2) and disengage the
ETC harness from the clip (4) on the throttle body.
8. Remove four throttle body mounting bolts (3).
9. Remove the throttle body from the upper intake manifold.
10. Check the condition of the throttle body-to-intake manifold seal. The seal can be reused if not damaged.
5.7L

1. Perform the fuel pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE. .


Hose Clamp
Fig. 335: Throttle Body, Throttle Body Mounting Bolts & Electrical Connector
9. Disconnect the electrical connector at the throttle body (3).

10. Remove the four throttle body retaining bolts (2).
11. Remove the throttle body (1) from the intake manifold.
Fig. 336: Intake Manifold & Throttle Body O-Ring

12. Check the throttle body O-ring (2), replace if necessary.
INSTALLATION
3.6L
Fig. 337: Throttle Body-To-Intake Manifold Seal

1. Check the condition of the throttle body-to-intake manifold seal (1). The seal can be reused if not
damaged.
2. Clean the mating surfaces of the throttle body and intake manifold.
Fig. 338: Electrical Connector, Electronic Throttle Control (ETC), Clip & Mounting Bolts
3. Position the throttle body (2) to the intake manifold.

4. Install the throttle body mounting bolts (3) and tighten in a criss-cross pattern sequence to 7 N.m (62 in.
lbs.).
5. Connect the electrical connector (1) to the Electronic Throttle Control (ETC) (2) and secure the ETC
harness to the clip (4) on the throttle body.

4 N.m (35 in. lbs.).



5.7L
Fig. 341: Intake Manifold & Throttle Body O-Ring

1. Clean and check condition of the throttle body-to-intake manifold O-ring (2), replace if necessary.
2. Clean the mating surfaces of the throttle body and intake manifold.
3. Install the throttle body to intake manifold by positioning throttle body to manifold alignment pins.
4. Install the throttle body mounting bolts finger tight.
Fig. 342: Throttle Body Tightening Sequence

CAUTION: The throttle body mounting bolts MUST be tightened to

specifications. Over tightening can cause damage to the throttle
body or the intake manifold.
5. Using the sequence shown in illustration, tighten the retaining bolts to 6 N.m (53 in. lbs.).
Fig. 343: Throttle Body, Throttle Body Mounting Bolts & Electrical Connector
6. Connect the electrical connector (3).
Hose Clamp




15. Using the diagnostic scan tool, perform the ETC Relearn function.
2011 ENGINE Ignition System - Service Information - Grand Cherokee
2011 ENGINE
Ignition System - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
NOTE: All engines use 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 these engines is referred to as coil on plug. The system's four main components are
the coils, crankshaft position sensor, spark plugs and camshaft position sensors. The coil on plug ignition
system utilizes an ignition coil for every cylinder. The ignition coils are mounted directly over the top of each
spark plug.
OPERATION
OPERATION - IGNITION CONTROL
The crankshaft position (CKP) sensor and camshaft position (CMP) sensor are hall effect devices. The CMP
sensor and CKP sensor generate square wave pulses that are inputs to the powertrain control module (PCM).
The PCM determines engine position from these sensors. The PCM calculates injector sequence and ignition
timing from crankshaft and camshaft position.
SPECIFICATIONS

Camshaft Position Sensor - 3.6L 9 - 80
Camshaft Position Sensor - 5.7L 12 - 106
Crankshaft Position Sensor - 3.6L 12 - 106
Crankshaft Position Sensor - 5.7L 12 - 106
Ignition Capacitor - 3.6L 10 - 89
Ignition Coil Mounting - 3.6L 8 - 71
Ignition Coil Mounting - 5.7L 7 - 62
* Knock Sensor - 3.6L 22 16 -
* Knock Sensor - 5.7L 20 15 (± 2) 176
Spark Plugs - 3.6L 17.5 13 -
** Spark Plugs - 5.7L 18 (± 3) 13 (± 2) -
Variable Valve Timing Solenoids - 3.6L 4 - 35
* Do not apply any sealant, thread-locker or adhesive to bolts. Poor sensor performance may result.
** Torque critical tapered design. Do not exceed 15 ft. lbs.
SPARK PLUGS
ENGINE PLUG TYPE ELECTRODE GAP

3.6L V-6 RER8ZWYCB4 1.0 mm (.040 in.)
5.7L V-8 REC14MCC4 1.0 mm (.040 in.)
ENGINE FIRING ORDER - 3.6L
Fig. 1: Firing Order - 3.6L

The firing order for the 3.6L engine is 1 - 2 - 3 - 4 - 5 - 6.
ENGINE FIRING ORDER - 5.7L

Fig. 2: Engine Cylinder Arrangement - 5.7l

The firing order for the 5.7L V-8 is 1-8-4-3-6-5-7-2.
IGNITION COIL RESISTANCE - 3.6L
PRIMARY RESISTANCE 21-27°C (70-80°F) SECONDARY RESISTANCE 21-27°C (70-80°F)

0.6 - 0.9 Ohms 6, 000 - 9, 000 Ohms
IGNITION COIL RESISTANCE - 5.7L
PRIMARY RESISTANCE @ 21-27°C (70-80°F)

0.59 Ohms
(Plus or Minus 10% @ 20°C)
IGNITION TIMING
Ignition timing is not adjustable on any of the available engines.
CAPACITOR, IGNITION
REMOVAL
REMOVAL


2. Remove the cowl extension silencer (1). Refer to SILENCER, COWL EXTENSION , REMOVAL .
Fig. 4: Electrical Connector, Mounting Bolt & Ignition Capacitor

3. Disconnect the ignition capacitor electrical connector (1).

4. Remove the mounting bolt (3) and the ignition capacitor (2).
INSTALLATION
INSTALLATION
Fig. 5: Electrical Connector, Mounting Bolt & Ignition Capacitor

1. Install the ignition capacitor (2) and bolt (3). Tighten the bolt to 10 N.m (89 in. lbs.).
2. Connect the ignition capacitor electrical connector (1).

3. Install the cowl extension silencer (1). Refer to SILENCER, COWL EXTENSION ,
INSTALLATION .
PLUG, GLOW, 3.0L DIESEL [EXF]

DESCRIPTION
DESCRIPTION - GLOW PLUGS
Fig. 7: Glow Plug

CAUTION: The glow plugs operate on a 5-volt system. The glow plugs DO NOT
tolerate any over voltage. Full battery voltage will destroy the glow plug
immediately. 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. An individual glow plug is used for each cylinder. Each glow plug is
threaded into the side of the cylinder head below the fuel rail.
OPERATION
OPERATION - GLOW PLUGS
Fig. 8: Glow Plug

CAUTION: The glow plugs operate on a 5-volt system. DO NOT test the glow plugs
with a 12 V source as damage will occur to the glow plug(s).
The Powertrain Control Module (PCM) monitors various engine sensors. When the ignition key is turned to the
ON position, the PCM sends a signal to the glow plug module (relay) to turn on, and cycle, the glow plugs for a
pre-determined 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
PCM will store a fault code.
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 5? 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 ?: open circuit failure.
 Resistance < 200 m?: short circuit failure.
 200 m? < Resistance < 5 ?: 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 on-board 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 - GLOW PLUGS


3. Disconnect glow plug harness connector (1).
Fig. 10: Identifying Glow Plugs

4. Clean glow plug bay area.

5. Remove glow plugs (2).
INSTALLATION
INSTALLATION - GLOW PLUGS
Fig. 11: Identifying Glow Plugs

1. Install glow plug. Tighten glow plugs to 11 N.m (97 in. lbs.).

2. Connect glow plug harness connector (1).

COIL, IGNITION
REMOVAL
3.6L


2. If removing the ignition coils from cylinders 1 and 3 on the RH side of the engine, first remove the air
inlet hose (3). Refer to MANIFOLD, INTAKE , REMOVAL .

3. If removing the ignition coils from cylinders 2, 4 or 6 on the LH side of the engine, first remove the air
inlet hose, upper intake manifold (2) and insulator. Refer to MANIFOLD, INTAKE , REMOVAL .
Fig. 15: Electrical Connector, Ignition Coil Retaining Bolt & Ignition Coil
NOTE: The LH ignition coils are shown in illustration. The RH ignition coils are
similar.
4. Unlock and disconnect the electrical connector (1) from the ignition coil.
5. Remove the ignition coil mounting bolt (3).
6. Pull the ignition coil (2) from cylinder head cover opening with a slight twisting action.
5.7L
Fig. 16: Ignition Coil, Connector & Mounting Bolts

1. Disconnect the electrical connector (1) from the coil (3).

2. Clean the area at the base of the coil with compressed air before removal.
NOTE: The ignition coil mounting bolts are retained in the ignition coil.
3. Remove the two ignition coil mounting bolts (2).

4. Carefully pull up the ignition coil (1) from the valve cover.
5. Remove ignition coil (1) from vehicle.
INSTALLATION
3.6L
Fig. 18: Ignition Coil Rubber Boot & Opening Of The Boot
1. Using compressed air, blow out any dirt or contaminants from around the top of spark plug.
2. Check the condition of the ignition coil rubber boot (1). Inspect the opening of the boot (2) for any debris,
tears or rips. Carefully remove any debris with a lint free cloth.
Fig. 19: Fluostar 2LF Lubricant

CAUTION: Do not apply a silicone based grease such as Mopar® Dielectric

Grease to the ignition coil rubber boot. The silicone based grease will
absorb into the boot causing it to stick and tear.
3. Place a small, 360° bead of Fluostar 2LF lubricant (1) along the inside opening of the coil boot
approximately 1 to 2 mm from the chamfer edge but not on the chamfered surface.
similar.
4. Position the ignition coil (2) into the cylinder head cover opening. Using a twisting action, push the
ignition coil onto the spark plug.
5. Install the ignition coil mounting bolt (3) and tighten to 8 N.m (71 in.lbs).
6. Connect and lock the electrical connector (1) to the ignition coil (2).

7. If removed, install the insulator, upper intake manifold (1) and air inlet hose. Refer to MANIFOLD,
INTAKE , INSTALLATION .
5.7L

1. Using compressed air, blow out any dirt or contaminants from around the top of the spark plug.
NOTE: Use dielectric grease on each of the spark plug boots before installing the
coil.
2. Position the ignition coil(s) (1) into the valve cover and push onto the spark plug(s).
Fig. 23: Ignition Coil, Connector & Mounting Bolts

4. Connect the electrical connector (1) to the ignition coil(s).
RELAY, AUTO SHUT DOWN

DESCRIPTION
DESCRIPTION
The 5-pin, 12-volt, Automatic Shutdown (ASD) relay is located in the Power Distribution Center (PDC). Refer
to label on power distribution center cover for relay location.
OPERATION
PCM OUTPUT
The ASD relay supplies battery voltage (12+ volts) to the fuel injectors and ignition coil(s). With certain
emissions packages it also supplies 12-volts to the oxygen sensor heating elements.
The ground circuit for the coil within the ASD relay is controlled by the Powertrain Control Module (PCM).
The PCM operates the ASD relay by switching its ground circuit on and off.
The ASD relay will be shut-down, meaning the 12-volt power supply to the ASD relay will be de-activated by
the PCM if:
 The ignition key is left in the ON position. This is if the engine has not been running for approximately
1.8 seconds.
 There is a crankshaft position sensor signal to the PCM that is lower than pre-determined values.
ASD SENSE - PCM INPUT
A 12 volt signal at this input indicates to the PCM that the ASD has been activated. The relay is used to connect
the oxygen sensor heater element, ignition coil and fuel injectors to 12 volt + power supply.
This input is used only to sense that the ASD relay is energized. If the Powertrain Control Module (PCM) does
not see 12 volts at this input when the ASD should be activated, it will set a Diagnostic Trouble Code (DTC).
REMOVAL
REMOVAL
The ASD relay is located in the engine compartment within the Power Distribution Center (PDC). Refer to label
on power distribution center cover for relay location.
1. Remove power distribution center cover.

2. Remove relay from power distribution center.
3. Check condition of relay terminals and power distribution center connector terminals for damage or
corrosion. Repair if necessary before installing relay.
4. Check for pin height (pin height should be the same for all terminals within the power distribution center
connector). Repair if necessary before installing relay.
INSTALLATION
INSTALLATION
The ASD relay is located in the Power Distribution Center (PDC). Refer to label on power distribution center
cover for relay location.
1. Install relay to power distribution center.

2. Install cover to power distribution center.
SENSOR, CAMSHAFT POSITION

DESCRIPTION
3.6L
Fig. 24: Bolt & Sensor

The two Camshaft Position (CMP) sensors are located at the rear of the cylinder head covers. The sensors are
bolted to the cylinder head and utilize a radial lip seal where they protrude through the covers. The attaching
bolt (2) has an O-ring seal and is captured in the sensor.
Fig. 25: Camshaft Position Sensors (CMP) Sensors & Encoded Timing Wheels
CAUTION: The magnetic timing wheels must not come in contact with magnets
The Camshaft Position Sensors (CMP) sensors (1) are dual read, single element hall effect sensors mounted
between the magnetic encoded timing wheels (2). The magnetic timing wheels are used because of their small
diameter allowing for a compact cylinder head design.
5.7L
Fig. 26: Camshaft Position Sensor

The Camshaft Position Sensor (CMP) (1) is located in the timing cover near the thermostat housing.
OPERATION
3.6L

CAUTION: The magnetic timing wheels must not come in contact with magnets
The 3.6 liter engine uses a Dual Over Head Camshaft (DOHC) configuration. The camshafts are a nodular cast
iron design and have two pressed on magnetic timing wheels (1) that are magnetically encoded.
The Camshaft Position Sensors (CMP) are mounted between the timing wheels (1).
5.7L
The CMP sensor is used in conjunction with the crankshaft position sensor to differentiate between fuel
injection and spark events. It is also used to synchronize the fuel injectors with their respective cylinders. The
sensor generates electrical pulses. These pulses (signals) are sent to the Powertrain Control Module (PCM). The
PCM will then determine crankshaft position from both the camshaft position sensor and crankshaft position
sensor.
The tonewheel is located at the front of the camshaft. As the tonewheel rotates, notches pass through the sync
signal generator.
When the cam gear is rotating, the sensor will detect the notches. Input voltage from the sensor to the PCM will
then switch from a low (approximately 0.3 volts) to a high (approximately 5 volts). When the sensor detects a
notch has passed, the input voltage switches back low to approximately 0.3 volts.
REMOVAL
3.6L


The Camshaft Position (CMP) sensors are located at the rear of the cylinder head covers and are bolted to the
cylinder head.

2. If removing the LH CMP sensor, first remove the air inlet hose and upper intake manifold (2). Refer to
MANIFOLD, INTAKE , REMOVAL .

NOTE: The RH CMP sensor is shown in illustration. The LH CMP sensor is similar.
If removing both RH and LH CMP sensors, mark the sensors so they can
3. Disconnect the electrical connector (1) from the CMP sensor.

4. Loosen the sensor mounting bolt (2).
Fig. 31: O-Ring Seal

5. Pull the sensor and mounting bolt from the cylinder head cover.
6. The O-ring seal (1) can be reused if not damaged.
5.7L
Fig. 32: Camshaft Position Sensor - 5.7L

The Camshaft Position Sensor (CMP) (1) is located on the right side of the timing cover (2) near the engine
thermostat housing.
1. Disconnect the air cleaner and resonator assembly. Refer to BODY, AIR CLEANER , REMOVAL ,
5.7L .
2. Disconnect the electrical connector (4) at the CMP sensor (1).
Fig. 33: CMP Sensor Retaining Bolt & Sensor

3. Remove the CMP sensor retaining bolt (3).

4. Using a slight rocking motion, carefully remove the CMP sensor (2) from the timing cover (1).
5. Check the condition of CMP sensor O-ring, replace as necessary.
INSTALLATION
3.6L

Fig. 35: CMP Sensor Seal & Mounting Bolt Hole

1. Clean out the camshaft position (CMP) sensor mounting bolt hole (2) in cylinder head.
2. The CMP sensor seal (1) can be reused if not damaged.
Fig. 36: Installing CMP Sensor Seal

3. If required, install a new CMP sensor seal (2) in the cylinder head cover:
 Lubricate the CMP sensor seal inner and outer diameters with clean engine oil.
 Place the CMP sensor seal (2) on the Cam Sensor/Spark Plug Tube Seal Installer (special tool
#10256, Installer, Cam Installer, Cam Sensor/ Spark Plug Tube Seal) (1).
Fig. 37: Gap & CMP Sensor Seal

NOTE: A properly installed CMP sensor seal (1) will have a 1.5 - 2.0 mm (0.06 -
0.08 in.) gap (2) between the cylinder head cover and the seal upper flange.
Fig. 38: O-Ring Seal

4. The sensor mounting bolt O-ring (1) can be reused if not damaged.
5. Apply a small amount of engine oil to the sensor mounting bolt O-ring (1).

NOTE: The RH CMP sensor is shown in illustration. The LH CMP sensor is similar.
If both RH and LH CMP sensors where removed, install them into their
original locations.
6. Install the CMP sensor to the cylinder head. Tighten the mounting bolt (2) to 9 N.m (80 in. lbs.).
7. Connect the electrical connector (1) to the sensor.

8. Following installation of the LH CMP sensor, install the upper intake manifold (1) and air inlet hose.
Refer to MANIFOLD, INTAKE , INSTALLATION .
components.
5.7L
Fig. 41: CMP Sensor Retaining Bolt & Sensor

1. Clean out the machined hole in the timing cover (1).

2. Install the CMP sensor (2) into the timing cover with a slight rocking motion. Do not twist the sensor into
position as damage to O-ring may result.
CAUTION: Before tightening the CMP sensor retaining bolt, be sure the sensor
is completely flush to the timing cover. If the sensor is not flush,
3. Install the CMP sensor retaining bolt (3) and tighten to 12 N.m (9 ft. lbs.).
Fig. 42: Camshaft Position Sensor - 5.7L

4. Connect the electrical connector (4) to the CMP sensor (1).

5. Install the air cleaner and resonator assembly. Refer to BODY, AIR CLEANER , INSTALLATION ,
5.7L .
SENSOR, KNOCK
DESCRIPTION
5.7L
Fig. 43: Locating Knock Sensor

The 5.7L engine uses two knock sensors (1) and are bolted to each side of the cylinder block (outside) under
each exhaust manifold (3).
3.6L
Fig. 44: Knock Sensor 1 & Knock Sensor 2

NOTE: The forward sensor (1) is known to the powertrain control module (PCM) as
knock sensor 1. The rear sensor (3) is known to the PCM as knock sensor 2.
The 3.6L engine uses two knock sensors (1, 3) and are bolted to the cylinder block under the intake manifold.
OPERATION
OPERATION
When the knock sensor detects a knock in one of the cylinders on the corresponding bank, it sends an input
signal to the Powertrain Control Module (PCM). In response, the PCM retards ignition timing for all cylinders
by a scheduled amount.
Knock sensors contain a piezoelectric crystal which constantly vibrates and sends an input voltage (signal) to
the PCM while the engine operates. As the intensity of the crystal's vibration increases, the knock sensor output
voltage also increases.
The voltage signal produced by the knock sensor increases with the amplitude of vibration. The PCM receives
the knock sensor voltage signal as an input. If the signal rises above a predetermined level, the PCM will store
that value in memory and retard ignition timing to reduce engine knock. If the knock sensor voltage exceeds a
preset value, the PCM retards ignition timing for all cylinders. It is not a selective cylinder retard.
The PCM ignores knock sensor input during engine idle conditions. Once the engine speed exceeds a specified
value, knock retard is allowed.
Knock retard uses its own short term and long term memory program.
Long term memory stores previous detonation information in its battery-backed RAM. The maximum authority
that long term memory has over timing retard can be calibrated.
Short term memory is allowed to retard timing up to a preset amount under all operating conditions (as long as
rpm is above the minimum rpm) except at Wide Open Throttle (WOT). The PCM, using short term memory,
can respond quickly to retard timing when engine knock is detected. Short term memory is lost any time the
ignition key is turned off.
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.
REMOVAL
3.6L

1. Perform the fuel pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE . .
4. Remove the air cleaner housing assembly, upper and lower intake manifolds and the oil filter housing.
Refer to REMOVAL and REMOVAL and HOUSING, OIL FILTER , REMOVAL .
5. Remove the electrical connector (4).
NOTE: There may be a foam strip on the bolt threads. This foam is used only to
retain the bolts to the sensors for plant assembly. It is not used as a
sealant. Do not apply any adhesive, sealant or thread locking compound to
these bolts.
6. Remove the mounting bolt (2) and knock sensor 1 (1) or knock sensor 2 (3).
5.7L

Two knock sensors (1) are used. Each sensor is bolted to the outside of the cylinder block below the exhaust
manifold(s) (3).

2. Disconnect the knock sensor electrical connector(s) (5).
3. Remove the knock sensor retaining bolt(s) (2).
NOTE: Note the foam strip on bolt threads. This foam strip is used only to retain
the bolts to the sensors for plant assembly. It is not used as a sealant. Do
not apply any adhesive, sealant or thread locking compound to these
bolts.
4. Remove the knock sensor(s) (1) from the cylinder block.
INSTALLATION
3.6L

1. Thoroughly clean the knock sensor mounting holes.
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
specification for the knock sensor bolt is less than the typical 8 mm bolt.
NOTE: There may be a foam strip on the bolt threads. This foam is used only to
retain the bolts to the sensors for plant assembly. It is not used as a
sealant. Do not apply any adhesive, sealant or thread locking compound to
these bolts.
2. Install knock sensor 1 (1) or knock sensor 2 (3) with mounting bolt (2). Tighten the mounting bolt to 22
N.m (16 ft. lbs.).
4. Install the oil filter housing, upper and lower intake manifolds and air cleaner housing assembly. Refer to
HOUSING, OIL FILTER , INSTALLATION and INSTALLATION and INSTALLATION - AIR
CLEANER BODY .
to appropriate Engine article. .
level Refer to STANDARD PROCEDURE .
5.7L

1. Thoroughly clean the knock sensor(s) mounting hole.

2. Install the knock sensor(s) (1) into the cylinder block.
NOTE: Over or under tightening the sensor mounting bolts will affect knock
sensors 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. Position the knock sensor(s) (1), install the retaining bolt(s) (2) and tighten to 20 N.m (15 ft. lbs.).
4. Install the electrical connector(s) (5).
SOLENOID, VARIABLE VALVE TIMING

DESCRIPTION
DESCRIPTION
Fig. 49: Variable Valve Timing Solenoid

The 3.6L engine is equipped with Variable Valve Timing (VVT). This system adjusts the timing of all four
camshafts independently using solenoids and oil control valves to direct oil pressure into the camshaft phaser
assemblies. The camshaft phaser assembly advances and/or retards camshaft timing to improve engine
performance, mid-range torque, idle quality, fuel economy, and reduce emissions. The four VVT solenoids are
located on the front of the cylinder head covers. The pintle should move freely within the solenoid body. Do not
attempt to disassemble the solenoids, they are not serviceable. The solenoids are identical but should be
installed in the same location as removed.
OPERATION
OPERATION
Fig. 50: Oil Control Valve (OCV), VVT Solenoid, Solenoid Pintle & Internal Spool Valve
Camshaft phaser position is adjusted using regulated oil pressure through an Oil Control Valve (OCV) (3). To
begin Phaser movement, the Powertrain Control Module (PCM) applies a pulse-width modulated voltage signal
to the VVT solenoid (1) to extend or retract the solenoid pintle (4). The pintle pushes against an internal spool
valve (2) within the OCV moving the valve forwards and backwards to direct oil flow. The position of the spool
inside the OCV determines which ports and chambers inside the phaser are being fed, either to advance the
timing of the phaser sprocket relative to the camshaft, retard it, or hold a desired position. Refer to
ASSEMBLY, VARIABLE VALVE TIMING, PHASER / OIL CONTROL VALVE , OPERATION .
The Camshaft Position (CMP) sensor monitors the position of the camshaft with respect to the crankshaft and
provides feedback to the PCM.
REMOVAL
LEFT VVT SOLENOID(S)



Fig. 52: VVT Solenoids, Connectors & Mounting Bolts (Left)

6. Mark the intake variable valve timing solenoid (4) and the exhaust variable valve timing solenoid (2) with
a paint pen or equivalent so that they may be reinstalled in their original locations.
7. Disconnect the electrical connector (1) from the variable valve timing solenoid.
8. Remove the variable valve timing solenoid mounting bolts (3).
Fig. 53: VVT Seal

9. Pull the variable valve timing solenoid from the cylinder head cover.
10. The seal (1) can be reused if not damaged.
RIGHT VVT SOLENOID(S)
Fig. 54: VVT Solenoids, Connectors & Mounting Bolts (Right)

2. Mark the intake variable valve timing solenoid (2) and the exhaust variable valve timing solenoid (4) with
a paint pen or equivalent so that they may be reinstalled in their original locations.
3. Disconnect the electrical connector (1) from the variable valve timing solenoid.
4. Remove the variable valve timing solenoid mounting bolts (3).
Fig. 55: VVT Seal

5. Pull the variable valve timing solenoid from the cylinder head cover.
6. The seal (1) can be reused if not damaged.
INSTALLATION
LEFT VVT SOLENOID(S)

Fig. 56: VVT Seal

1. Install the variable valve timing solenoid seals (1). The seals can be reused if not damaged.
Fig. 57: VVT Solenoids, Connectors & Mounting Bolts (Left)

2. Refer to the markings made at disassembly and install the intake variable valve timing solenoid (4) and
the exhaust variable valve timing solenoid (2) in their original locations.
3. Install the variable valve timing solenoid mounting bolts (3) and tighten to 4 N.m (35 in. lbs.).
4. Connect the electrical connector (1) to the variable valve timing solenoid.

4 N.m (35 in. lbs.).
components.
RIGHT VVT SOLENOID(S)
Fig. 59: VVT Seal

1. Install the variable valve timing solenoid seals (1). The seals can be reused if not damaged.
Fig. 60: VVT Solenoids, Connectors & Mounting Bolts (Right)

2. Refer to the markings made at disassembly and install the intake variable valve timing solenoid (2) and
the exhaust variable valve timing solenoid (4) in their original locations.
3. Install the variable valve timing solenoid mounting bolts (3) and tighten to 4 N.m (35 in. lbs.).
4. Connect the electrical connector (1) to the variable valve timing solenoid.
components.
SPARK PLUG
REMOVAL
3.6L
NOTE: The LH ignition coils are shown in illustration. The RH ignition coils are similar.
1. Remove the ignition coil (2). Refer to COIL, IGNITION , REMOVAL.
Fig. 62: Spark Plug Tubes

2. Prior to removing the spark plug, spray compressed air into the cylinder head opening. This will help
prevent foreign material from entering combustion chamber.
CAUTION: The spark plug tubes (1) are a thin wall design. Avoid damaging the
spark plug tubes. Damage to the spark plug tube can result in oil
leaks.
3. Remove the spark plug from the cylinder head using a quality thin wall socket with a rubber or foam
insert.
4. Inspect the spark plug condition.
5.7L

1. Remove the necessary air filter tubing and air intake components at the top of the engine and at the
throttle body.
2. Prior to removing the ignition coil, spray compressed air around coil base at the cylinder head.
3. Remove the ignition coil (1).
4. Prior to removing the spark plug, spray compressed air into the cylinder head opening.
5. Remove the spark plug from the cylinder head using a quality socket with a rubber or foam insert.
6. Inspect spark plug condition.
INSTALLATION
3.6L
Fig. 64: Gap Gauging Tool

1. Check and adjust the spark plug gap with a gap gauging tool (1). Refer to SPARK PLUGS.
Fig. 65: Spark Plug Tubes

CAUTION: Special care should be taken when installing spark plugs into the
cylinder head spark plug wells. Be sure the plugs do not drop into
the plug wells as electrodes can be damaged.
CAUTION: The spark plug tubes (1) are a thin wall design. Avoid damaging the
spark plug tubes. Damage to the spark plug tube can result in oil
leaks.
2. Start the spark plug into the cylinder head by hand to avoid cross threading.
CAUTION: Spark plug torque is critical and must not exceed the specified value.
Overtightening stretches the spark plug shell reducing its heat
transfer capability resulting in possible catastrophic engine failure.
3. Tighten the spark plugs to 17.5 N.m (13 ft. lbs.).
similar.
4. Install the ignition coil (2). Refer to COIL, IGNITION , INSTALLATION.
5.7L
CAUTION: Never use a motorized wire wheel brush to clean spark plugs. Metallic
deposits will remain on spark plug insulator and will cause plug misfire.
CAUTION: Do not attempt to clean any of the spark plugs. Replace only.
1. To aid in the coil installation, apply silicone based grease such as Mopar® Dielectric Grease into the
spark plug end of the ignition coil rubber boots. Also apply this grease to the tops of spark plugs.
Fig. 67: Setting Spark Plug Gap

2. Check and adjust the spark plug gap with a gap gauging tool (1). Refer to SPARK PLUGS.
3. Start the spark plug into the cylinder head by hand to avoid cross threading. Special care should be taken
when installing spark plugs into the cylinder head spark plug wells. Be sure the plugs do not drop into the
plug wells as electrodes can be damaged.
NOTE: Always tighten spark plugs to the specified torque. Certain engines use
torque sensitive spark plugs. It is a good practice to always tighten spark
plugs to a specific torque. Over tightening can cause distortion resulting
in a change in the spark plug gap, or a cracked porcelain insulator. Refer
to SPECIFICATIONS.

4. Install the ignition coil (1). Refer to COIL, IGNITION , INSTALLATION.

5. Install necessary air filter tubing and air intake components to the top of the engine and to the throttle
body.
SWITCH, IGNITION
DESCRIPTION
DESCRIPTION
Fig. 69: Wireless Ignition Node (WIN)

This vehicle is equipped with a Wireless Ignition Node (WIN) (1). The WIN, along with the FOB with
Integrated Key (FOBIK) are the primary components of the keyless ignition system. The only visible
component of the WIN is the ignition switch (5) located on the face of the instrument panel just to the inboard
side of the steering column. The remainder of the WIN including its mounting provisions and electrical
connections are concealed within the instrument panel.
The WIN housing is constructed of molded black plastic and includes four integral mounting bosses (4) , which
are secured to the instrument panel structure with screws. Two connector receptacles are integral to the back of
the switch housing. One (3) connects the WIN to the vehicle electrical system through a dedicated takeout and
connector of the instrument panel wire harness. The other (2) is a dedicated connector for the coaxial cable
input from the optional remote start system external antenna module.
In addition to replacing a conventional keyed ignition switch, the WIN is an integrated electronic receiver that
serves as the base station in the vehicle. It communicates with other electronic modules in the vehicle over the
Controller Area Network (CAN) data bus.
The WIN interfaces with the Remote Keyless Entry (RKE) FOBIK and the Tire Pressure Monitor (TPM)
sensors (if equipped) using Radio Frequency (RF) communication, with the Sentry Key Immobilizer System
(SKIS) transponder within the FOBIK using Low Frequency (LF) RF communication. It also communicates
with the TPM trigger transponders (if equipped) and electronic shaft lock module (if equipped) using a Local
Interface Network (LIN) data bus connection.
The WIN provides a switched 12-volt source through an isolated switch for the electronic shaft lock module
required for certain export market vehicles and contains a key removal inhibit solenoid, an electronic Brake
Transmission Shift Interlock (BTSI) solenoid, a key-in warning contact and it serves as the real time vehicle
clock by transmitting the clock information to other electronic modules over the CAN data bus.
The WIN cannot be adjusted or repaired, but is flash update capable. If ineffective or damaged the entire WIN
must be replaced. Refer to RECEIVER, WIRELESS IGNITION NODE , REMOVAL .
2011 GENERAL INFORMATION Mopar Accessories - Grand Cherokee
Mopar Accessories - Grand Cherokee
SPECIAL TOOLS
SPECIAL TOOLS
10246 - Remover, Power Outlet

C-4755 - Trim Stick
(Originally Shipped In Kit Number(s) 9299, 9299CC, 9299CC, 9300A-CAN.)
AUDIO AND ELECTRONICS

INSTRUCTION SHEET
BACKUP CAMERA
GRAND CHEROKEE
Fig. 1: Backup Camera Components

Call Out Description Quantity

Lightbar
1 with 1
Camera
Camera
Extension
2 1
Harness
Connector
Wire
3 1
Spicing Kit
Tie Wrap-
4 12
Nylon 6.9"
Radio to
Power
5 Source 1
Harness and
Connector
PROCEDURE STEPS
Fig. 2: Trim Panel & Retaining Clips

1. Disconnect and isolate the battery negative cable.

2. Using a trim stick or another suitable wide flat-bladed tool, release the six lower retaining clips (3) and
carefully pry the trim panel (1) away from the inside of the liftgate (4).
3. Carefully release the upper retaining clips (2) and separate the trim panel completely from the liftgate.
4. Disconnect the trim panel lighting connectors.
5. Remove the liftgate lower trim panel from the vehicle.
Fig. 3: Upper Trim Panel & Liftgate

6. Remove flip glass weather strip.

7. Remove the upper trim panel (2) using a trim stick or another suitable wide flat-bladed tool, carefully pry
the trim panel away from the inside of the liftgate (1) to release the fasteners that secure the panel to the
liftgate.
Fig. 4: Liftgate & Light Bar Assembly

8. Locate and remove four fasteners from the back of the light bar assembly (1).
9. Disconnect the wiring harness.
10. Remove the light bar from liftgate.
Fig. 5: Trim Panel & Cargo Lamp

11. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining clips that
secure the upper liftgate trim panel to the liftgate opening and remove the trim panel.
12. If equipped, disconnect the cargo lamp electrical connector.
Fig. 6: Camera Extension Harness Through Body & Liftgate

13. Route the camera extension harness (4) through the body and liftgate connector housings.
CAUTION: When pulling the harness through the connector housing be careful
not to damage the camera extension harness pins.
14. Route the camera extension harness open terminal side along the liftgate harness and zip tie.
Fig. 7: Camera Extension Harness Through Latch Handle

15. Route the camera extension harness through the hole for the latch handle.
Fig. 8: Camera Extension Harness Through Handle Grommet

16. Route the camera extension harness through the handle grommet.
Fig. 9: Backup Camera Wiring Diagram


17. Install the camera extension harness electrical hardshell connector.

18. Align light bar assembly (1) with holes in liftgate and insert into liftgate
19. With liftgate (2) in the open position, install four fasteners from the inside of the liftgate.
20. Tighten the fasteners to 7.5 N.m (66 in.pds.)
21. Reconnect the wiring harnesses.

22. Using hand pressure, press firmly and evenly on the upper trim panel (2) over each of the fastener
locations until the fasteners are fully engaged in the holes on the inside of the liftgate.
23. Install the flip glass weather-strip.
24. Check to be certain that the fasteners are properly installed and in good condition on the inside of the trim
panel.

25. Connect the lighting connector.

26. Position the top of the liftgate trim (1) onto the liftgate and seat the upper retaining clips (2) fully.
27. Using hand pressure, press firmly and evenly on the trim panel (1) over each of the six lower retaining
clip locations (3) until the clips are seated fully in the holes on the inside of the liftgate.
28. Secure the trim panel (2) to the inside of the liftgate.
Fig. 13: Load Floor Lid

29. Open and remove the load floor lid (1).
Fig. 14: Load Floor Gap Hider

30. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the load floor gap hider (1).
Fig. 15: Liftgate Scuff Plate, Retaining Clips & Screws

31. Remove the screws (1).

32. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, separate the retaining clips (3) and
remove the liftgate scuff plate (2).
Fig. 16: Load Floor Bin, Nuts & Screws

33. Remove the two front cargo loop screws (1).

34. Remove the rear nuts (3) and remove the load floor bin (2).
Fig. 17: Routing Camera Extension Harness Down D-Pillar

35. Position aside the liftgate weatherstrip.

36. Route the camera extension harness down the D-pillar and along the bottom of the rear quarter trim panel,
tucking the wire under the panels.
37. Position back the liftgate weatherstrip.
38. Position the rear seat forward.
Fig. 18: Drivers Side Front & Rear Door Scuff Plates
39. Remove the drivers side rear door scuff plate.

40. Remove the drivers front door scuff plate.
Fig. 19: Door Seal

41. Separate the door seal (1) from the door frame and position aside.
NOTE: Passenger side shown in illustration, drivers side the same.

Fig. 20: Scuff Plate & Screws

42. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining clips (2) that
secure the cowl trim (1) and remove the cowl trim panel.
Fig. 21: C-Pillar Molding

43. Position aside the drivers side C-pillar molding.

Fig. 22: Routing Camera Extension Harness Under Bottom Edge Of C-Pillar & B-Piller Trim
44. Route the camera extension harness (1) under bottom edge of c-pillar and b-piller trim stopping at the
kick plate.
Fig. 23: Ground Wire & IP Mounting Bracket Screw

45. Install the ground wire (1) from the radio to power source harness to the IP mounting bracket screw (2).
Fig. 24: Center Bezel Retaining Clips

46. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, work around the perimeter of the
bezel, and across the middle releasing the retaining clips (1) and separate the bezel from the instrument
panel.
Fig. 25: Center Bezel Electrical Connectors

47. Disconnect the electrical connectors (1) and remove the bezel.
WARNING: Disable the airbag system before attempting any steering wheel,
steering column, or instrument panel component diagnosis or
service. Refer to WARNING . 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. Failure to take the proper precautions may result in
accidental airbag deployment and possible serious or fatal injury.
CAUTION: Pulling the antenna cable straight out of the radio without pulling on
the locking antenna connector could damage the cable or radio.
Fig. 26: Radio Antenna Cables & Electrical Connectors

48. Remove the radio mounting fasteners.

49. Disconnect the electrical harness connectors, radio antennas and remove the radio.
Fig. 27: Bolts & Drivers Side Silencer Panel

50. Remove the bolts (2) and remove the drivers side silencer panel (1).
Fig. 28: Steering Column Trim Ring

51. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, separate the steering column trim ring
(1).
Fig. 29: Retaining Clips & Cover

52. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, separate the retaining clips and
remove the cover (1).
53. Route the radio to power source harness along knee bolster braces and behind radio opening and zip tie to
the knee bolster braces.
Fig. 30: Inserting Power Outlet Remover

54. Look inside and note position of the retaining bosses (2).
55. Insert Remover, Power Outlet (special tool #10246, Remover, Power Outlet) (1) into the retaining bosses
(2) of the power outlet.
56. Pull out the base through the mounting ring by gently rocking the tool.
Fig. 31: Heat Shrink Tubing & Splice Clip

57. Use the following steps to splice the backup camera power wire (WT/LG) to the (DB/PK) of cavity 1 on
the power outlet connector.
58. Cut the DB/PK wire.
59. Remove 13 mm (0.5 in.) of insulation from each wire that needs to be spliced.
60. Place a piece of adhesive lined heat shrink tubing (2) on one side of the wire. Make sure the tubing will
be long enough to cover and seal the entire repair area.
61. Place the strands of wire overlapping each other inside of the splice clip (1).
Fig. 32: Crimping Tool

62. Using crimping tool (1), Mopar p/n 05019912AA or equivalent, crimp the splice clip and wires together.
Fig. 33: Soldering Connection

CAUTION: Do not use acid core solder.

63. Solder (3) the connection (2) together using rosin core type solder (1) only.
Fig. 34: Heat Shrink Tubing

64. Center the heat shrink tubing (2) over the 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.
Fig. 35: Power Outlet & Connector

65. Install the power outlet mount into the panel.

66. Align the splines on the outside of the power outlet receptacle base connector receptacle with the grooves
on the inside of the mount.
67. Press firmly on the power outlet receptacle base until the retaining bosses of the mount are fully engaged
in their receptacles.
NOTE: Install the radio to power source harness into the existing C3 radio if
equipped, if not use the kit supplied C3 connector.

68. Install the electrical radio to power source harness hardshell connector to the back of the radio.
69. Connect the rest of the electrical harness and antenna connectors to radio.
70. Position radio to instrument panel. Install and tighten mounting fasteners.

71. Position the instrument panel center bezel over the instrument panel and connect the electrical connectors
(1).

72. Press firmly and evenly around the perimeter and across the middle of the bezel to seat the retaining clips
(1) and install the center bezel.
Fig. 39: Power Source Harness & Camera Extension Harness

73. Connect the radio to power source harness and camera extension harness.

(1).
75. Position the steering column opening cover (1) back and seat the retaining clips fully.

76. Position the steering column trim ring (1) back and seat the retaining clips fully.

77. Install the silencer panel (1) and install the screws (2).

78. Position the cowl trim (1) back and seat the retaining clips (2) fully.
Fig. 44: Drivers Side Front & Rear Door Scuff Plates
79. Align the retaining tabs on the drivers side door sill scuff plate with the retaining clips in the door sill and
engage the retaining tabs that secure the scuff plate to the door sill.
Fig. 45: C-Pillar Molding

80. Position back the C-pillar molding.


81. Install the load floor bin (2) and install the cargo loop screws (1).
82. Install the nuts (3).

83. Position the liftgate scuff plate (2) back into the vehicle and seat the retaining clips (3) fully.
84. Install the cargo loop screws (1).

85. Position the load floor gap hider (1) back into place and seat the retaining clips fully.

86. Install the load floor lid (1).


87. If equipped, connect the cargo lamp (2) electrical connector.

88. Position the trim (3) into place inserting the outer clips first then the inner ones.
89. Seat the retaining clips fully.
UPDATE VEHICLE CONFIGURATION
NOTE: The wiTECH software level must be at the latest release to perform this
procedure.
1. VIN must be updated with the sales code of the added accessory in order to enable system functionality.
Using the DealerCONNECT website and the wiTECH diagnostic application, 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 the
vehicle VIN, four digit pin number obtained from the dealership parts department and add sales code(s)
noted below as a "Dealer Installed Option".
XAC (Park View Rear Back-Up Camera)
4. Confirm that the new sales code has been successfully added to the VIN.
5. With the wiTECH diagnostic application, perform the following steps form the Initial Start Up Screen:
 Select the "DIAGNOSTIC PROCEDURES" tab
 Select "RESTORE VEHICLE CONFIGURATION"
 Select the "Run Diagnostic" button
 Select "CONTINUE"
 Verify that the vehicle VIN number is correct

 Once verified, select the "Correct VIN" button

 Note On-Screen instructions and select the "Close" button
RHB NAVIGATION RADIO KIT
GRAND CHEROKEE
Fig. 51: RHB Navigation Radio Kit Components

CALL DESCRIPTION QUANTITY

OUT
1 Harness 1
Antenna base
2 and antenna 1
whip
3 RHB Radio 1
4 Zip Ties 10
Vehicle being upgraded from (AM/FM only) you will need to do the follow:
 RADIO REMOVAL
 SDARS/NAVIGATION ANTENNA CABLE INSTALLATION
 ANTENNA REPLACEMENT
 RADIO INSTALLATION
 INTERIOR INSTALLATION
Vehicle being upgraded from (AM/FM and SATELLITE Audio (SDARS)) you will need to do the follow:
 RADIO REMOVAL
 ANTENNA REPLACEMENT
 RADIO INSTALLATION
 INTERIOR INSTALLATION
RADIO REMOVAL
PROCEDURE STEPS:


panel.



5. Disconnect the antenna cables (2).

6. Disconnect the electrical connectors (1) and remove the radio.
NOTE: If the vehicle is equipped with non-SDARS (RES sales code) radio you have to
install a SDARS cable and new antenna. Follow the "SDARS/NAVIGATION
ANTENNA CABLE INSTALLATION" steps, "ANTENNA REPLACEMENT" steps
and "INTERIOR INSTALLATION" steps before installing the radio.
NOTE: If the vehicle is equipped with Satellite SDARS radio. Follow the "ANTENNA
REPLACEMENT" steps before installing the radio.
SDARS/NAVIGATION ANTENNA CABLE INSTALLATION





5. Remove the storage tubs.

6. Remove the spare tire and jack.

Fig. 59: Liftgate Trim Panel

secure the upper liftgate trim panel (1) to the liftgate opening and remove the trim panel.
Fig. 60: Driver Side Upper Trim

secure the driver side upper trim (1) to the body.

12. Release the tether from the trim and remove the headliner trim.
Fig. 61: Driver Side D-Pillar Trim

13. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, release the retaining clips and
separate the driver side D-pillar trim from the pillar (1).
14. If equipped, disconnect the speaker electrical connector.
15. Release the two tethers from the trim and remove the D - pillar trim.
Fig. 62: Headliner & Push Pins

16. Remove the push pins (1) and lower the rear of the headliner (2) down enough to access the antenna area.
Fig. 63: Driver Side Scuff Plates

17. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining tabs that
secure the driver side door sill scuff plate to the retaining clips in the door sill and remove the driver side
scuff plates (1).
Fig. 64: Door Weatherstrip

18. Position the driver rear door seal (1) aside.

Fig. 65: Quarter Trim Panel & Flash Light Electrical Connector
19. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining fasteners that
secure the driver side quarter trim panel to the quarter panel.
20. Pull the quarter trim panel away from the quarter panel.
21. If equipped, disconnect the flash light electrical connector (2).
22. Remove the quarter trim panel (1).
Fig. 66: Door Seal

23. Separate the driver front door seal (1) from the door frame and position aside.
Fig. 67: Driver Side Lower B-Pillar Trim Panel

secure the driver side lower B-pillar trim panel to the B-pillar.
Fig. 68: Driver Side Cowl Trim Panel

25. Remove the driver side cowl trim panel.



(1).

Fig. 72: Routing Antenna Down Drivers Side D-Pillar

29. Starting from the antenna route the antenna down the drivers side D-Pillar, zip tie were necessary.
Fig. 73: Routing Antenna Cable Along Body Harness & Driver Side Door Jams
30. Route the antenna cable along the body harness on the driver side of the vehicle, zip tie were necessary.
31. Route the antenna cable along the driver side door jams to the driver side cowl area.
Fig. 74: Routing Antenna Cable Across Steering Column Opening & Radio Opening
32. Route the driver cowl area to under the instrument panel.
33. Route the antenna cable across the steering column opening and up to the radio opening.
34. Zip tie (1) the antenna cable (2) to the dash harness in several places so that the cable will not interfere
with the steering shaft.
ANTENNA REPLACEMENT
Fig. 75: AM/FM, 5 Volt Power Connectors & Antenna Mounting Retainer
1. Disconnect the AM/FM (2) and the 5 volt power (1) wire harness connectors from the antenna.
2. Remove the antenna mounting retainer (3).
3. From inside the vehicle, and using a flat bladed tool, depress one of the retaining tabs on the antenna.
Push up the one side of the antenna connector through the roof panel. Depress the other side of the
connector and remove the antenna.
Fig. 76: Antenna

4. Remove the old antenna from the vehicle.

5. Install the new antenna into the vehicle.
Tighten to 6.7 N.m (57 In. Lbs).
6. Connect the SDARS, AM/FM (2) and the 5 volt power (1) wire harness connectors.
RADIO INSTALLATION

1. Connect the antenna cables to the radio.

2. Connect the electrical harness connector to the radio.
3. Position radio to instrument panel. Install and tighten the mounting fasteners.

(1).

INTERIOR INSTALLATION
(1).


3. Position the steering column trim ring (1) back and seat the retaining clips fully.

Fig. 83: Driver Side Cowl Trim Panel

5. Install the driver side cowl trim panel (1).
Fig. 84: Driver Side Lower B-Pillar Trim Panel

6. Install the driver side lower B-pillar trim panel (1) to the B-pillar.
Fig. 85: Door Seal

7. Position the driver front door seal (1) back and seat fully.
Fig. 86: Quarter Trim Panel & Flash Light Electrical Connector
8. Position the driver side quarter trim panel (1) back into the vehicle.
9. Position the front locating pin into the body and seat the push pin near the location pin fully.
10. Seat the clip at the top of the trim panel into the C-pillar first.
11. Seat the two front push pins.
12. Seat the push pin at the rear of the quarter glass.
13. Connect the flash light electrical connector (2) and the power liftgate switch, if equipped.
14. Position the rear locating pin into the body and seat the remaining push pins.

15. Position the driver side rear door seal (1) back and seat fully.
Fig. 88: Driver Side Scuff Plates

16. Align the retaining tabs on the driver side door sill scuff plate (1) with the retaining clips in the door sill
and engage the retaining tabs that secure the scuff plate to the door sill.
Fig. 89: Headliner & Push Pins

17. Position the headliner (2) back into position and install the push pins (1).
Fig. 90: Driver Side D-Pillar Trim

18. Connect the two tethers to the D-pillar trim panel (1).
19. If equipped, connect the speaker electrical connector (2).
20. Position the trim panel (4) back and engage the lower tabs (4) into the upper quarter trim panel.
21. Position the panel back onto the pillar and seat the retaining clips (3) fully.
Fig. 91: Driver Side Upper Trim

22. Connect the tether to the trim panel.

23. Position the driver side upper side trim (1) and seat the retaining clips fully.






RHP/RHW NAVIGATION RADIO KIT
GRAND CHEROKEE
Fig. 97: Navigation Radio Kit


OUT
RHP/RHW Radio
1 1
(MW/AM/FM/CD/DVD/HDD/MP3/NAV)
2 Navigation Antenna base 1
3 Adhesive Tape 1
4 RHP/RHW Owner Manual DVD 1
TOOLS REQUIRED
Phillips Head Screw Driver Fiber Trim Stick Scan Tool
PROCEDURE STEPS:


2. Using a trim stick C-4755 or equivalent, work around the perimeter of the bezel and across the middle
releasing the retaining clips (1) and separate the center bezel from the instrument panel.

3. Reaching behind the center bezel, disconnect the electrical connectors (1) and remove the bezel.
Fig. 100: AM/FM Antenna, Electrical Connectors & USB Connectors

5. Pull the radio out far enough to access the back of the radio.
6. Disconnect the AM/FM antenna (2) and electrical connectors (1).
7. If equipped, disconnect the USB connectors (3).
8. Remove the radio from the instrument panel.
Fig. 101: Electrical Connectors, AM/FM Antenna Connectors, Navigation Antenna Connector &
USB Connector Port
9. Position the navigation antenna through the radio opening to the highest possible location within the
instrument panel, using the adhesive tape included in the radio kit, attach the antenna so it does not
interfere with any other components.
10. Position the new radio to the instrument panel.

11. Connect the AM/FM antenna (2) and electrical connectors (1).
12. Connect the navigation antenna (3).
13. If equipped, connect the USB connectors (4).
14. Install and tighten the radio mounting fasteners.

15. Connect the electrical connectors (1) to the back of the center bezel and position the bezel to the
instrument panel.

procedure.
configuration.
2. Log onto https://dealerconnect.chrysler.com.
RHP/RHW (AM/FM/DVD/HDD/NAV)
RHR NAVIGATION RADIO KIT
GRAND CHEROKEE/DURANGO
Fig. 104: RHR Radio & RHR Owner Manual DVD


OUT
RHR Radio
1 1
(AM/FM/CD/DVD/HDD/MP3/NAV)
2 RHR Owner Manual DVD 1
TOOLS REQUIRED
T25
Torx
Phillips Head Screw Driver Fiber Trim Stick Scan Tool
Screw
Driver
PROCEDURE STEPS:
Fig. 105: Retaining Clips


2. Using a trim stick C-4755 or equivalent, work around the perimeter of the bezel, and across the middle
releasing the retaining clips (1) and separate the bezel from the instrument panel.


USB Connector Port
7. If equipped, disconnect the navigation antenna (3).
10. Position the new radio to the instrument panel.
11. Connect the AM/FM antenna (2) and electrical connectors (1).
12. Connect the satellite/navigation antenna (3).
13. If equipped, connect the USB connectors (4).
14. Install the radio mounting fasteners.

(1).

procedure.
configuration.
RHR (AM/FM/DVD/HDD with SDARS)
RHR HANDS FREE ADAPTER WITH USB
Fig. 110: RHR Hands Free Adapter With USB Replacement Components

OUT
USB Extension
1 1
Cable
Hands Free
2 Overlay Wiring 1
Harness
3 Tie strap 8
TOOLS REQUIRED
10 mm
Phillips Head Screw Driver (special tool #C-4755, Trim Stick) T25 Torx Screw Driver
Wrench
PROCEDURE STEPS:


2. Using (special tool #C-4755, Trim Stick) work around the perimeter of the bezel, and across the middle
releasing the retaining clips (1) and separate the bezel from the instrument panel.


USB Connector Port
7. If equipped, disconnect the navigation antenna (3).
Fig. 114: 10-way Connector & Tie Strap

10. After removing the 10-way connector (1) from the back of the radio, secure it to the existing harness with
a tie strap (2).


12. Using (special tool #C-4755, Trim Stick), separate the steering column trim ring (1).

13. Using (special tool #C-4755, Trim Stick), separate the retaining clips and remove the cover (1).
Fig. 118: Driver Side End Cap

14. Remove the driver side end cap (1).

Fig. 119: HFM Electrical Connectors & Upper HFM Retainer

NOTE: The HFM is mounted at the driver end of the instrument panel.
15. Disconnect the HFM electrical connector and USB cable (1).
Fig. 120: Factory Wiring Harness Connector, HFM Overlay Harness Connector, Factory USB
Connector & USB Extension Harness Connector
16. Connect the factory wiring harness connector (2) to the HFM overlay harness connector (1).
17. If equipped with USB, connect the factory USB connector (4) to the USB extension harness connector
(3).
18. Route the overlay harness and extension cable along the existing harness to the radio.
19. Using the supplied tie straps, secure the overlay wiring harness and USB extension cable so that the wires
will not cause any noise or chafing.


21. Position the steering column trim ring back and seat the retaining clips fully.


23. Install the driver side end cap (1).

USB Connector Port
24. Position the radio to the instrument panel.

25. Connect the AM/FM antenna (2).
26. Connect the factory electrical connector (1) and the connector from the supplied overlay wiring harness
that was routed from the HFM.
27. Connect the satellite/navigation antenna (3).
28. If equipped, connect the USB connectors (4), including the one that was routed from the HFM.
29. Install the radio mounting fasteners.

(1).

WI-FI ROUTER
GRAND CHEROKEE
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.






6. Remove the storage tubs.

7. Remove the spare tire and jack.
Fig. 132: Door Sill Scuff Plate

secure the door sill scuff plate to the retaining clips in the door sill and remove the scuff plate (1).

11. Position the door and liftgate seal aside.

Fig. 134: Quarter Trim Panel, Retaining Fasteners & Power Outlet Connector
12. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining fasteners (3)
that secure the quarter trim panel to the quarter panel.
14. If equipped, disconnect the power outlet wire harness connector (1).
Fig. 135: Fused Pigtail & Splice Clip

NOTE: Do not use the power outlet wiring for the Wi-Fi Router.
16. Locate the power outlet wiring harness in the rear quarter trim area.
17. Splice the supplied fused pigtail (2) into the cigarette lighter power wire and in series with the Wi-Fi
power harness.
19. Place a piece of adhesive lined heat shrink tubing on one side of the wire. Make sure the tubing will be
long enough to cover and seal the entire repair area.
Fig. 136: Crimping Tool & Splice Clip



Fig. 139: WiFi Unit

24. Attach WiFi to the carpet under the passenger side rear seat with the provided materials.
Fig. 140: Routing WiFi Power Harness

25. Route the WiFi power harness (1) towards the front of the vehicle, stopping at the passenger rear seat (2).
26. Connect the Wifi power harness to the pig tail on Wifi router.
Fig. 141: Quarter Trim Panel, Retaining Fasteners & Power Outlet Connector
27. Position the quarter trim panel back into the vehicle.
30. Seat the three front push pins.
32. Connect the power outlet electrical connector.

34. Position the door weatherstrip (1) back and seat fully.
Fig. 143: Door Sill Scuff Plate

35. Align the retaining tabs on the door sill scuff plate with the retaining clips in the door sill and engage the
retaining tabs that secure the scuff plate to the door sill.





CARRIERS AND CARGO HAULING

INSTRUCTION SHEET
TRAILER BRAKE HARNESS

2011 & FORWARD GRAND CHEROKEE/DURANGO
Fig. 148: Trailer Brake Harness Components


Trailer
Brake
1 Controller 1
Interface
Cable
Trailer
Brake
2 Controller 1
Pigtail
Adapter
3 Zip Ties 4
4 Splice Kit 1
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. Refer to WARNING .
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.



(1).


panel.

Fig. 154: Brake Lamp Switch Housing & Brake Pedal Mounting Bracket
7. Depress and hold the brake pedal in the depressed position.

8. Rotate the brake lamp switch housing (2) counterclockwise about 30 degrees to align the switch locking
collar with the keyed square hole in the brake pedal mounting bracket (1).
9. Pull the switch straight back from the keyed hole to remove it from the bracket.
10. Release the brake pedal.
11. Disconnect the body wire harness connector (3) from the brake lamp switch.
Fig. 155: Routing Trailer Brake Controller Interface Cable

12. Route the trailer brake controller interface cable from the center stack to the brake lamp switch.
13. Zip tie (1) the trailer brake controller interface cable (2) to the dash harness in several places so that the
cable will not interfere with the steering shaft.
Fig. 156: Stop Lamp Switch Terminal Identification

14. Use the following steps to splice the trailer brake controller interface wire (WT/TN) to the (WT/DG) of
cavity 2 on the stop lamp connector.

15. Use the following steps to splice the trailer tow harness (BL) to the (DG) of trailer brake controller
interface from kit 82212196AB.




Fig. 162: Grey Connector, Trailer Brake Controller Interface Cable & Center Stack Power Outlet
Hole
25. Route the grey connector (1) from the trailer brake controller interface cable (2) through the center stack
power outlet hole (3).
Fig. 163: Power Outlet & Connector

26. Connect the grey connector (1) from the trailer brake harness to the power outlet (2).
30. Be certain that the brake lamp switch (2) plunger is pulled all the way out of the switch housing to its
fully extended position.
31. Reconnect the body wire harness connector (3) to the connector receptacle on the switch.
33. Align the keyed locking collar on the brake lamp switch with the keyed square hole in the brake pedal
34. Insert the brake lamp switch locking collar through the keyed hole in the mounting bracket until the
switch housing is firmly seated against the bracket.
35. Rotate the switch housing clockwise about 30 degrees to engage the locking collar with the switch
mounting bracket.
CAUTION: Brake booster damage may occur if the brake pedal pull exceeds
about 9 kilograms (20 pounds).
36. Release the brake pedal. Then pull the pedal lightly upward to its normal at-rest 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 self-adjusts.

(1).

(1).



44. Place the trailer brake controller pigtail adapter in the glove box.
TRAILER TOW HARNESS
Fig. 170: Trailer Tow Harness Components


Trailer Tow
1 1
Harness
Combo 7 -
Way and 4 -
2 1
Way Trailer
Tow Outlet
3 Splice Kit 1
4 Zip Tie 11
Stud Mount
5 4
Zip Tie
PROCEDURE STEPS:
NOTE: The trailer tow harness is routed down the passenger side of the vehicle to the
rear axle.

Fig. 171: B+ Retainer & B+ Cable

2. Open and remove the cover of the Totally Integrated Power Module (TIPM).
3. Remove the B+ retainer (1).
4. Remove the B+ cable (2) from the TIPM.
Fig. 172: TIPM & Tabs

5. Unclip the TIPM (1) from the mounting bracket (2).

6. Disconnect the electrical connectors (3) from the TIPM and remove.
7. Route the trailer tow harness along the front of the TIPM and back between the TIPM and the passenger
side fender.
NOTE: This is a front view of the TIPM C5 E connector.
Fig. 173: TIPM C5 E Connector Terminal Identification

8. Remove the wire terminal lock.

9. Install the trailer tow wire into the following cavity of the TIPM C5 E connector.
 BR into cavity 32

10. Use the following steps to splice the trailer tow wire (WT/LG) to the (WT/LG) of cavity 15 on the TIPM
C5 E connector.



NOTE: This is a front view of the TIPM C5 E connector.

Fig. 178: TIPM C7 G Connector Terminal Identification

17. Install the trailer tow wires into the following cavities of the TIPM C7 G connector.
 YL into cavity 47
 DG into cavity 48
Fig. 179: TIPM & Tabs

18. Reconnect the electrical connectors (3) to the TIPM (1).

19. Align the tabs (2) with the TIPM and push the TIPM down until it is fully seated.
Fig. 180: B+ Cable, B+ Post, Trailer Tow Wire & TIPM

20. Install the B+ cable (2) the TIPM (4).

21. Attach the trailer tow (RD/BK) wire (1) with the eyelet to the B+ post (3) on the TIPM.
22. Install and tighten the B+ retainer.
23. Install and close the TIPM cover.
Fig. 181: Zip Tie & Fuse Holder

24. Zip tie (1) the fuse holder (2) to the body harness.
Fig. 182: Trailer Tow Harness, PCM & Mounting Bolt

25. Attach the trailer tow harness (2) ground eyelet to the PCM (3) mounting bolt (1).
Fig. 183: Zip Ties & Trailer Tow Harness

26. Zip tie (1) the trailer tow harness (2) to the front of the Totally Integrated Power Module (TIPM) bracket.
Fig. 184: Trailer Tow Harness & Stud Mount Zip Tie
27. Route the trailer tow harness down along the passenger side frame rail, keeping as far from the exhaust as
possible.
28. Loosely install the stud mount zip tie (2) on frame rail near the generator and to the trailer tow harness
(1).
Fig. 185: Routing Trailer Tow Harness Down Passenger Side Pinch Flange
29. Route the trailer tow harness (1) down the passenger side pinch flange, zip tie where necessary.
Fig. 186: Trailer Tow Harness, Rear Of Fuel Tank & Fuel Tank Harness
30. Route the trailer tow harness (2) around the rear of the fuel tank (3), zip tie the harness to fuel tank
harness (1) just before the rear suspension cradle (4).
Fig. 187: Trailer Tow Harness, Body Harness & Zip Tie
31. Route the trailer tow harness (1) between the passenger side strut and rear suspension, zip tie (3) the
harness to the body harness (2).
GRAND CHEROKEE ONLY
Fig. 188: Trailer Tow Harness & Middle Hole In Rear Suspension Cradle
1. Route the trailer tow harness (1) through the middle hole in the rear suspension cradle (2).
Fig. 189: Stud Mount Zip Ties & Trailer Tow Harness
2. Install the stud mount zip ties (1) to the trailer tow harness (2), clip the zip tie onto the three stubs on the
bottom of the floor pan at the rear of the vehicle.
DURANGO ONLY
Fig. 190: Splash Shield Retainers & Push Pin

1. Lower the spare tire.

2. Remove the drivers side spare tire splash shield retainers (1) and push pin (2).
3. Remove the drivers side spare tire splash shield.
Fig. 191: Trailer Tow Harness & Rear Cradle

4. Route the trailer tow harness (1) over the rear cradle (2).
Fig. 192: Stud Mount Zip Tie & Harness

5. Using the stud mount zip tie (1), attach the harness (2) to the stud mounts.
Fig. 193: Splash Shield Retainers & Push Pin

NOTE: Be sure not to pinch the harness between the driver side spare tire splash
shield and the frame. Harness should route through a notch in the spare
tire splash shield.
6. Position the driver side spare tire splash shield and install the retainers (1) and push pin (2).
7. Install the spare tire.
ALL VEHICLES
Fig. 194: Glove Box Damper Rod

1. Separate the glove box damper rod (1) from the clove box by sliding the rod towards the rear of the
vehicle to release it from the bin.
Fig. 195: Removing/Installing Glove Box Assembly

2. Open the glove box and carefully use fingers to press down glove box open stops (1) at the top of the bin,
downward to allow the glove box to rotate toward the carpet.
3. Rotate the box down and release the door hinges (2) at the bottom and remove the glove box.
Fig. 196: Glove Box Liner & Retainers

4. Remove the retainers (2) and remove the glove box liner (1).
Fig. 197: Positive Battery Cable Dash Panel Grommet

5. Through the glove box opening make a small cut in the positive battery cable (2) dash panel grommet (1).
Fig. 198: Blue Trailer Brake Wire & Passenger Side Cowl Extension
6. Route the blue trailer brake wire (1) under the passenger side cowl extension (2).
7. Fish the wire down through the positive battery cable dash panel grommet.
8. Use RTV to seal the trailer brake wire and grommet.
Fig. 199: Brake Control Wire & Bottom Of Glove Box Opening
9. Pull the trailer brake control wire (1) all the way through so there is no extra wiring in the engine
compartment.
10. Route the brake control wire across the bottom of glove box opening (2) and secure behind the center
stack.

11. Snap the lower glove box hinges (2) over the pivots (1) and rotate up.
12. Push the stop tabs down and close the glove box.
Fig. 201: Glove Box Damper Rod

13. Connect the stabilizer rod (1) to the outer side of the box compartment.
Fig. 202: Trailer Tow Harness & Hitch Opening

14. Connect the trailer tow harness (1) to the trailer tow outlet.
15. Firmly push the trailer tow adaptor into the hitch opening (2) until you hear a click.
procedure.
configuration.
AHX (Trailer Tow)
5. With the wiTECH diagnostic application, perform the following steps from the Initial Start Up Screen:
DRIVING CONVENIENCE
INSTRUCTION SHEET
REMOTE START
JEEP GRAND CHEROKEE

Fig. 203: Remote Start Components


OUT
Hood Switch
1 1
Harness
Wireless Ignition
2 1
Node (WIN)
3 FOBIK 2
4 WIN Antenna 1
Hood Latch
5 Assembly 1
6 Zip Ties 10
WIN Antenna
7 2
Mounting Bolts
CAUTION: XBM remote start can ONLY be installed on vehicles that have the
following factory options: Automatic Transmission, Remote Keyless Entry
and Immobilizer.
WinFobik based vehicles, the sales code must be added to the database
and the Restore Vehicle Configuration (using a diagnostic scan tool) must
be performed prior to installing the new WIN module. Failure to do so will
render the WIN module's remote start function inoperative.
The technician should wait 1/2 hour between adding XBM sales code in
DealerConnect before installing the WIN module & restoring vehicle
configuration. In the interim, the technician can install all other
components except the WIN module.
NOTE: It is recommended to read the instructions thoroughly before installing this

product.
PROCEDURE STEPS:
procedure.
configuration.
XBM (REMOTE START)

HOOD SWITCH INSTALLATION
Fig. 204: Hood Latch, Support Brackets & Bolts

1. Disconnect and isolate the negative battery cable. The battery is located under the passenger side seat.
2. Disconnect the hood latch cable from the hood latch (1).
3. Using a grease pencil or equivalent, mark the position of the hood latch (1) on the upper radiator
crossmember.
4. Remove the two bolts (3) that secure the hood latch (1) to the upper radiator crossmember and support
brackets (2).
5. Remove the hood latch (1) from the vehicle.
Fig. 205: Kit Supplied Hood Latch, Support Brackets & Bolts
6. Position the kit supplied hood latch (1) between the support brackets (2) and the upper radiator
crossmember.
7. Loosely install the two bolts (3) that secure the hood latch (1) to the crossmember.
8. Align the hood latch (1) to the upper radiator crossmember using the reference marks made during the
removal step and tighten the bolts to 27 N.m (20 ft. lbs.).
NOTE: .There may be an unused factory installed hood switch harness taped
back on the horn wiring harness located below (on the right hand side of
the vehicle) of the hood latch assembly. If present, detach it, route it
through to the hood latch assembly and connect. If the factory hood
switch harness is not preset, follow steps 9 through 33.
Fig. 206: Upper Grille Air Deflector & Hood Ajar Switch Harness
9. Detach the upper grille air deflector (2) from the right side headlamp to the hood latch opening. Only
detach the portion of the air deflector that attaches to the upper radiator crossmember.
10. Obtain the kit supplied hood ajar switch harness (1), route the pin/ground eyelet end of the harness
through the opening between the headlamp and the radiator support.
Fig. 207: Generous Length Of The Harness & Upper Grille Air Deflector
11. Route a generous length of the harness (1) behind the coolant recovery bottle toward the TIPM.
12. Tuck the harness (1) under the upper grille air deflector (2).
Fig. 208: Hood Latch, Cable & Hood Ajar Switch Harness
13. Connect the hood latch cable (2) to the hood latch (1).
14. Connect the hood ajar switch harness (3) to the hood latch (1).
Fig. 209: Harness & Zip Tie

15. Pull on the harness (1) from inside the engine compartment to eliminate any excess slack.
16. Using a zip tie (2) from the kit, secure the harness (1) to the existing vehicle harness.
17. Cut the excess off the zip tie (2) and attach the upper grille air deflector to the upper radiator
crossmember.
Fig. 210: Positive Battery Feed & Retaining Tabs

18. Remove the TIPM cover.

19. Remove the positive battery feed (2) from the TIPM.
20. Using a flat blade screwdriver, release the TIPM retaining tabs (1) and lift up to access the TIPM harness
connectors located underneath.
Fig. 211: Connector

21. Disconnect the connector (1) labeled D.
Fig. 212: Secondary Lock & Weather Seal

22. Remove the secondary lock (2) and weather seal (1) from the rear of the connector.
Fig. 213: Primary Lock

23. Remove the primary lock (1) from the connector.
Fig. 214: Cavity 3

24. Locate cavity 3 (3) on the wire end view of the connector.
Fig. 215: Violet/White Wire, Secondary Lock & Weather Seal

25. Insert the violet/white wire (3) from the kit supplied harness through the secondary lock (2), the weather
seal (1) and into cavity 3 of the connector.
26. Re-install the weather seal (1) and the secondary lock (2) to the connector.

27. Re-install the primary lock (1) to the connector.

Fig. 217: Connector

28. Reconnect the connector (1) labeled D.

29. Re-install the TIPM to the bracket. Make sure all four retaining tabs (1) are seated properly.
30. Re-install the positive battery feed (2) to the TIPM.
31. Re-install the TIPM cover.
Fig. 219: Ground Stud & Ground Eyelet

32. Remove the ground stud (1) located near the TIPM on the inner fender.
33. Install the ground eyelet (2) to the ground stud (1) and re-install to the inner fender.
34. Close the hood, adjust if necessary.
Fig. 220: Driver Side Scuff Plate

35. Open the driver side door.

36. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the driver side scuff plate (1).
Fig. 221: Driver Side Lower Kick Plate

37. Partially remove the weatherstrip.

38. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the driver side lower kick plate
(1).

39. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the steering column trim ring
(1).
Fig. 223: Instrument Cluster & Panel Fasteners

40. Remove the fasteners from the steering column cover (2).
41. Remove the fasteners from instrument cluster (1).
Fig. 224: Lower Portion Of Steering Column Cover

42. Remove the left hand instrument panel end cap.

43. Remove the left hand instrument panel hush panel.
44. Remove the three fasteners securing the lower portion of the steering column cover (1) to the instrument
panel.
45. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, separate the upper portion of the
steering column cover (1) and disconnect the light switch harnesses.
46. Remove the hood latch handle assembly from the steering column cover (1).
47. Remove the steering column cover (1).
48. Remove the instrument knee blocker reinforcement.
Fig. 225: Right Side Knee Blocker Support Bracket

49. Remove the right side knee blocker support bracket.

50. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the instrument panel center
bezel at the retainer locations (1).
Fig. 227: Ignition Switch Instrument Panel Trim

51. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the ignition switch instrument
panel trim (1).
Fig. 228: Instrument Cluster

52. Remove the upper fastener, disconnect and remove the instrument cluster (1).
Fig. 229: Three Locations Behind Instrument Panel

53. The WIN is attached to a bracket that fastens from behind the instrument panel in three locations.
Fig. 230: WIN & Bracket Retainers

54. From the steering column and instrument column openings, remove the three WIN bracket retainers (1).
55. Pull the WIN (2) and bracket down through the steering column opening.
56. Disconnect the WIN electrical connector.
Fig. 231: Four Fasteners & Retainer Bracket

57. Remove the four fasteners (1) and separate the retainer bracket (2) from the WIN. Save the bracket and
fasteners for re-use.
58. Attach the kit supplied WIN to the retainer bracket (2) using the four fasteners (1) removed in the
previous step.
Fig. 232: Glovebox Liner

59. Remove the glovebox and the glovebox liner (1).

Fig. 233: Passenger Side Airbag, Glove Box Opening Support, Remote Start Antenna & Fasteners
NOTE: The antenna will locate from the rear of the I/P between the passenger side
airbag (3) and the glove box opening support (4).
60. Locate the retainer locations for the remote start antenna on the instrument panel.
61. Install the kit supplied remote start antenna (2) using the fasteners (1) also supplied in the kit.The
antenna must be installed with the harness facing towards the WIN module area.
Fig. 234: Glove Box Opening & Two Antenna Harness Clips
62. Through the glove box opening (2), start routing the harness towards the WIN by attaching the two
antenna harness clips (1) to the back of the instrument panel.
Fig. 235: Antenna Harness & Clips

63. Continue routing the antenna harness (2) towards the WIN area, attach the two antenna harness clips (1)
to the support.

64. Connect the vehicle harness and antenna harness to the WIN.
65. Install the WIN (2) and bracket through the steering column opening.
66. From the steering column and instrument column openings, install the three WIN bracket retainers (1).
Fig. 237: Instrument Cluster

67. Connect and install the instrument cluster (1).

68. Re-install the upper instrument cluster fastener.
Fig. 238: Ignition Switch Instrument Panel Trim

69. Install the ignition switch instrument panel trim (1).


70. Install the instrument panel center bezel at the retainer locations (1).

71. Install the right side knee blocker support bracket.

72. Install the knee blocker reinforcement.
Fig. 241: Lower Portion Of Steering Column Cover

73. Position the steering column cover (1).

74. Install the hood latch handle assembly to the steering column cover (1).
75. Connect the light switch harnesses and attach the upper portion of the steering column cover (1) to the
instrument panel.
76. Install the three fasteners securing the lower portion of the steering column cover (1) to the instrument
panel.
77. Install the left hand instrument panel end cap.
78. Install the left hand instrument panel hush panel.
Fig. 242: Instrument Cluster & Panel Fasteners

79. Install the upper steering column cover to instrument panel fasteners (2).
80. Install the lower instrument cluster fasteners (1).

81. Install the steering column trim ring (1).
Fig. 244: Driver Side Lower Kick Plate

82. Install the driver side kick panel (1).

83. Install the weatherstrip.
Fig. 245: Driver Side Scuff Plate

84. Install the driver side scuff plate (1).

PROGRAMMING THE WIN
procedure.
NOTE: On vehicles equipped with the Sentry Key Immobilizer System (SKIS), when the
Wireless Ignition Node (WIN) is replaced with a new unit, a diagnostic scan tool
MUST be used to initialize the new WIN and to program at least two Sentry Key
FOBIK transponders before the vehicle can be operated.
CAUTION: Read all notes and cautions for programming procedures.
NOTE: Have the vehicle PIN readily available before running the routine
CAUTION: If the PCM and WIN are replaced at the same time, the PCM MUST be
programmed before the WIN.
NOTE: If the vehicle is equipped with "Key N Go" push button ignition, the PEM Module
Programming procedure must be performed in addition to this procedure.
1. Connect a battery charger to the vehicle.

2. With the wiTECH diagnostic application, perform the following steps:
 Select "WIRELESS CONTROL MODULE (WCM)"

 Select the "MISCELLANEOUS FUNCTIONS" tab
 Highlight "WIN REPLACED"
 Select the "Start Misc Function" button
 Select "NEXT"
 Enter the PIN when prompted.
 Select "NEXT"
 Verify that the PIN number is correct
 Once verified select "NEXT"
 Select "NEXT"
 Note On-Screen instructions and select the "FINISH" button
 Cycle ignition key after the successful routine completion.
PROGRAMMING IGNITION KEYS TO THE WIN
procedure.
NOTE: If the vehicle is equipped with "Key N Go" push button ignition, the PEM Module
Programming procedure must be performed in addition to this procedure.

 Highlight "PROGRAMMING IGNITION KEYS OR KEY FOBS"
 Select "NEXT"
 Select "NEXT"
 Once verified select "NEXT"
 Cycle ignition key after the successful routine completion.

NOTE: If the original keys do not successfully program to the new WIN after the
proper procedures are followed correctly, programming new keys will be
necessary.
NOTE: A maximum of eight keys can be learned by the WIN. Once a key is learned
by a WIN, that key has acquired the Secret Key for that WIN and cannot be
transferred to any other vehicle.
ECU RESET
procedure.

 Highlight "RESET ECU"
 Note On-Screen instructions and select the "NEXT" button
 Select "FINISH"
PEM MODULE PROGRAMMING
NOTE: Perform this procedure on vehicles equipped with "Key N Go" push button
ignition.
procedure.

 Select the "PASSIVE ENTRY MODULE"
 Highlight "PEM REPLACED"
WINDOW CALIBRATION
procedure.
NOTE: Vehicles equipped with the auto up feature must have the windows calibrated
after a battery disconnect.
NOTE: The door must be completely closed when starting this step.
1. Sit in the driver seat and close the door.

2. Lower the window part of the way down.
3. Run the window to the full up position and continue to hold the switch for an additional two seconds.
4. Run the window to the full down position and continue to hold the switch for an additional two seconds.
5. Raise the window to the full up position.
6. Repeat the steps for the remaining windows.
UPDATE PRESSURE THRESHOLDS
procedure.
NOTE: The vehicle must be driven before the TPMS light will turn off.

 Select the "FCMCGW"
 Highlight and select "UPDATE PRESSURE THRESHOLDS"
 Verify current settings, select the "NEXT" button to change settings
 Select "NEXT"
 Select "NEXT"
 Once verified, select "NEXT"
 Select "NEXT"
 Wait for the WCM/WIN to update it's configuration

 Once the WCM/WIN configuration is complete, select "NEXT"
 Select "NEXT"
TEMPORARY REMOTE START DISABLE
procedure.

 Select the "TIPMCGW"
 Highlight and select "TEMPORARY REMOTE START DISABLE"
 Select the "DISABLE" button to activate the remote start function
 Select "YES" to reset the module and exit the routine, select "NO" to toggle the value back
 Select "FINISH"
CLEAR ALL DTC'S
NOTE: The wiTECH diagnostic application is the preferred method for clearing all
DTC's.
procedure.
ACTIVATE THE REMOTE START
To activate the remote start the vehicle must be driven at least 35 MPH.
With the vehicle off, and the doors closed and locked, verify the remote start is functioning properly.
3.6L ENGINE BLOCK HEATER
DODGE DURANGO / JEEP GRAND CHEROKEE

Fig. 246: Engine Block Heater Kit


OUT
Engine Block
1 1
Heater
2 Cord 1
3 Bolt 1
4 Tie Straps 2
PROCEDURE STEPS:
The heater block is located on the driver side towards the front of the engine.
Fig. 247: Idler Pulley, Tensioner Arm, Belt, Idler, Tensioner & Belt Routing
CAUTION: Do not let the tensioner arm snap back to the freearm position, severe
damage may occur to the tensioner.
1. Disconnect the negative cable from battery located under passenger side front seat.
2. Open hood and remove the engine cover.
3. Remove the air cleaner body assembly.
4. Rotate the belt tensioner (7) until it contacts its stop. Remove the belt (3) from the A/C compressor pulley
(4), then slowly rotate the tensioner (7) into the freearm position.

5. Disconnect the engine wire harness from the A/C compressor (2).
6. Remove the nut (5) and position the heater tube bracket (4) out of the way.
7. Support the A/C compressor, remove the stud (3) and the three bolts (1).
8. Reposition the A/C compressor away from the engine.
NOTE: The A/C compressor may be repositioned without disconnecting the

refrigerant lines or discharging the refrigerant system.
Fig. 249: Engine Block Heater Element, Bolt & Fluid Level Indicator/Dipstick
9. Position and install the engine block heater element (3) and bolt (1) into the opening under the rear of the
exhaust manifold forward of the fluid level indicator/dipstick (2).
10. Tighten the bolt (1) to 9 N-m (80 in-lbs).
Fig. 250: Engine Block Heater Cord & Edge Biter Clip
11. Plug in the engine block heater cord (1) to the element.
12. Begin routing the cord (1) upward towards the front of the engine and install the edge biter clip (2) to the
driver side intake manifold fin.
Fig. 251: Engine Block Heater Cord & Tie Straps

13. Continue routing along the upper front portion of the engine, securing the engine block heater cord (1) to
the existing vehicle harness with the kit supplied tie straps (2).
14. Install the retainer clip to the hole on the passenger side of the front end module.

15. Reposition the A/C compressor (2) to the engine.

16. Install the stud (3) and the three bolts (1) that secure the A/C compressor (2) to the engine. Tighten the
bolts to 28 N.m (21 ft. lbs.).
17. Reposition the bracket (4) onto the stud and install the retaining nut (5). Tighten the nut to 40 N.m (30 ft.
lbs.).
18. Connect the engine wire harness to the A/C compressor (2).
Fig. 253: Idler Pulley, Tensioner Arm, Belt, Idler, Tensioner & Belt Routing
CAUTION: Do not let the tensioner arm snap back to the freearm position,
severe damage may occur to the tensioner.
19. Rotate the belt tensioner (7) until it contacts its stop. Install the belt (3) to the A/C compressor pulley (4),
then slowly rotate the tensioner (7) into the freearm position.
20. Install the air cleaner body assembly.
21. Install the engine cover and close the hood.
22. Connect the negative cable from battery located under passenger side front seat.
5.7L ENGINE BLOCK HEATER
DODGE DURANGO / JEEP GRAND CHEROKEE
Fig. 254: Engine Block Heater Replacement Components


OUT
Engine Block
1 Heater (with PIA 1
Bolt)
2 Cord 1
3 Tie Straps 2
PROCEDURE STEPS:
The engine block heater element will locate on the driver side towards the rear of the engine just under the
exhaust manifold.

NOTE: It may be necessary to reposition the catalytic converter at the exhaust

manifold to install this accessory. LET THE VEHICLE COOL DOWN
COMPLETELY BEFORE INSTALLATION OF THIS PRODUCT.
1. Remove negative battery cable located under passenger side front seat.
3. Remove the air cleaner housing assembly.
5. If equipped, remove the skid plate.
6. If necessary, saturate the bolts (4) and nuts (1) with heat valve lubricant. Allow 5 minutes for penetration.
7. If necessary, remove the bolts (4) and flanged nuts (1) at the exhaust manifold.
8. If necessary, reposition the front exhaust pipe/catalytic converter assembly (3) away from the exhaust
manifold.
Fig. 256: Engine Block Heater Element & PIA bolt

NOTE: PIA Bolt (3) shown in illustration, exploded for clarity.
9. Position and install the engine block heater element (2) and PIA bolt (3) into the opening under the rear of
the exhaust manifold (1).
10. Tighten the PIA bolt (3) to 9 N-m (80 in-lbs).
Fig. 257: Block Heater Cord & Element

11. Plug in the engine block heater cord (1) to the element (2).
13. Begin routing the cord (1) upward and secure with a tie strap to the outboard coolant inlet hose just below
the mating hose's stop collar.
Fig. 258: Engine Block Heater Cord & Clips

14. Install the edge biter clip (2) to the rear notch of the driver side vertical intake manifold fin.
15. Continue routing the engine block heater cord (1) outboard of the passenger side vertical intake manifold
fin.
16. Install the edge biter clip (2) to the forward notch of the passenger side vertical intake manifold fin.
17. Install the retainer clip to the hole on the passenger side of the front end module.
Fig. 259: Engine Block Heater Cord & Tie Straps

18. Secure the engine block heater cord (1) to the injector to engine controller wiring harness with tie straps
(2).

19. If necessary, raise the vehicle and position the front exhaust pipe/catalytic converter assembly (3) to the
exhaust manifold.
20. Install the bolts (2) at the front exhaust pipe/catalytic converter assembly (4) to exhaust manifold flange.
21. Install the nuts (1) at the front exhaust pipe/catalytic converter assembly to muffler flange at the exhaust
manifold. Tighten to 47 N.m (35 ft. lbs.) torque.
22. If equipped, install the skid plate.

24. Install the air cleaner housing assembly.
EXTERIOR APPEARANCE
INSTRUCTION SHEET
GRILLE
JEEP GRAND CHEROKEE
Fig. 261: Grille

CALL OUT DESCRIPTION QUANTITY

1 Grille 1
TOOLS REQUIRED
10 mm Socket and Ratchet Hoist Drill and 1/8" Drill Bit
THIS ACCESSORY WILL REQUIRE FOUR 1/4" RIVETS (1 PACK OF 6504737, RIVET - PLASTIC)
AND A RIVET GUN TO INSTALL WHICH ARE NOT INCLUDED IN THIS KIT. DO NOT INSTALL
THIS ACCESSORY WITHOUT THE RIVETS AND RIVET GUN.
NOTE: IT IS RECOMMENDED THE INSTALLER/TECHNICIAN READ THE

INSTRUCTIONS THOROUGHLY PRIOR TO INSTALLATION OF THIS PRODUCT.
PROCEDURE STEPS:
Fig. 262: Rivet Fasteners


3. If desired, remove the front wheels.
4. Remove the two rivet fasteners (1) that secure the front wheel house splash shield to the front fascia
assembly.
5. Repeat the removal steps for the opposite side.
Fig. 263: Wheel Liner 1/4 Turn Fasteners

6. Remove the 1/4 turn fasteners (1) and separate the lower wheel liner from the fascia. Repeat for the
opposite side.
Fig. 264: Lower Fascia 1/4 Turn Fasteners

7. Remove the 1/4 turn fasteners (1) and securing the lower portion of the fascia.
Fig. 265: Fender Retaining Bracket Fastener

8. Remove the fastener (1) that secures the fascia to the fender retaining bracket. Repeat for the opposite
side.
Fig. 266: Front Fender Flares

9. Release the clips and partially remove both front fender flares (2).
NOTE: Prior to disengaging the fascia, the technician may need to pull the fascia
lip slightly rearward and out in the area shown in step 7 to clear the fender
retaining bracket.
10. With the help of an assistant, disengage the fascia (1) from the fender retaining bracket by pulling out.
Fig. 267: Fascia Assembly

11. With the help of an assistant, pull out on the fascia (1) to disengage it's retaining tabs, position the fascia
away from the vehicle and disconnect the fog lamp electrical connectors, if equipped.
12. Remove the fascia assembly (1).
Fig. 268: Grille Assembly, Retaining Tabs & Lower Fasteners


14. Remove the two lower fasteners (3) that secure the radiator grille assembly (2) to the vehicle.
15. Pull up and release the four upper retaining tabs (1) across the radiator core support and remove the grille
assembly (2).

16. Position the kit supplied radiator grille assembly (2) on the vehicle.
17. Press firmly across the top of the grille assembly and secure the four retaining tabs (1) to the radiator core
support.
18. Install and tighten the two fasteners (3) at the lower corners of the grille.
Fig. 270: Fascia Assembly

19. With the help of an assistant, position the fascia near the vehicle and connect the fog lamp electrical
connectors, if equipped.
20. Align the fascia assembly (1), push in to engage the retaining tabs.
Fig. 271: Front Fender Flares

NOTE: Prior to engaging the fascia, the technician may need to pull the fascia lip
slightly rearward and in to clear the fender retaining bracket.
21. With the help of an assistant, align and engage the fascia (1) to the fender retaining bracket by pushing in.
Repeat on the opposite side.
22. Install both front fender flares (2).
Fig. 272: Fender Retaining Bracket Fastener


24. Install the fastener (1) that secures the fascia to the fender retaining bracket. Tighten the fastener securely.
Repeat for the opposite side.
Fig. 273: Lower Fascia 1/4 Turn Fasteners

25. Install the 1/4 turn fasteners (1) securing the lower portion of the fascia.
Fig. 274: Wheel Liner 1/4 Turn Fasteners

26. Install the 1/4 turn fasteners (1) securing the lower wheel liner to the fascia. Repeat for the opposite side.
Fig. 275: Rivet Fasteners

27. Install the two rivet fasteners (1) that secure the front wheel house splash shield to the front fascia
assembly. Repeat for the opposite side.
28. If removed, install the front wheels.
FOG LIGHTS AND ELECTRICAL

INSTRUCTION SHEET
AMBIENT LIGHT KIT
JEEP GRAND CHEROKEE
Fig. 276: Ambient Light Kit Components (1 Of 2)

Call Out Description Parts Quantity

Not
Plastic
used in
1 Mounting 3
all
Strip
vehicles
Adhesive
Tape Supplied
2 1
(Double in kit
Sided)
Switch Supplied
3 Frame in kit 1
Power Supplied
4 1
Harness in kit
Switch Supplied
5 1
Harness in kit
Switch Supplied
6 1
Template in kit
LED Light Supplied
7 4
Strip in kit
Alcohol Supplied
8 1
Pad in kit
Small Tie Supplied
9 16
Strap in kit
Large Tie Supplied
10 8
Strap in kit
Ambient
Supplied
11 Light 1
in kit
Switch
Control Supplied
12 1
Module in kit
Fig. 277: Ambient Light Kit Components (2 Of 2)

Call Out Description

LED Light
A
Strip
Switch
B
Frame
Ambient
C Light
Switch
Switch
D
Harness
Factory
12V Key
E
Power
Outlet
Power
F Harness
Connector
(Gray)
Power
G
Harness
Power
Harness
H
Connector
(White)
Factory
12V Key
I Power
Outlet
Connector
Control
J
Module
TOOLS REQUIRED
Trim
Stick C- Phillips
10 mm Socket and Ratchet
4755 or Screwdriver
equivalent
Dremel®
Drill and ?
Ruler or Other Measuring Device or similar
drill bit
device
PROCEDURE STEPS:
Fig. 278: Retaining Ring & Knob

1. If necessary, set the emergency brake and place the gear shift lever into low gear.

3. Using trim stick (special tool #C-4755, Trim Stick) (1) or equivalent, separate the retaining ring (3) from
the knob (2) and slide down the shifter shaft.
Fig. 279: Stamped Spring Clip & Knob

4. Remove the stamped spring clip (2) from the knob (1) by grabbing the exposed tab with pliers and pulling
straight out.
5. Pull the knob (2) off of the shift shaft.
Fig. 280: Center Console Bezel

6. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, release the clip fasteners and separate
the console bezel.
Fig. 281: Shifter Bezel Electrical Connectors

7. Disconnect the electrical connectors (1) and remove the shifter bezel.
Fig. 282: Center Console, Switch Template & Cutout Section

CAUTION: Safety glasses should be worn whenever drilling is required.
8. Place the center console (1) on a flat bench.

9. Place switch template (2) on the side of the console in the position shown in illustration.
10. Tape the template down, mark the cutout section (3) and remove the template.
11. Cut out the section and remove any sharp edges from the backside of the console.
Fig. 283: Center Console, Switch Frame & Ambient Light Switch
12. Clean the surface where the switch will be located on the center console (1) with the supplied alcohol
pad.
13. Insert the connector end of the switch through the hole that was previously cut in the console.
14. Remove the double sided tape cover from the backside of the switch, making sure to remove the small
strip cover below the ribbon cable.
15. Place the switch (3) on the console so that it covers the hole and press it firmly down on the console.
16. Remove the double sided tape from the switch frame (2) and place it over the ambient light switch (3).

panel.

Fig. 286: Passive Entry Antenna & Screws

19. Remove the screws (2) and remove the passive entry antenna (1).
Fig. 287: Lower Screws

20. Remove the lower screws (1).
Fig. 288: Upper Screw & Connectors

21. Remove the upper screw (1).

22. Disconnect the electrical connectors (2).
Fig. 289: Storage Bin & Connectors

23. Remove the storage bin (2) and separate the connectors.
Fig. 290: Floor Console Side Cover

24. Remove the left and right side floor console side covers (1).
REAR LED LIGHT STRIP INSTALLATION (LOWER REAR OF FRONT SEAT)

Fig. 291: LED Light Strip

NOTE: Before installing light strip (2), clean the flat side of the metal bar of the
seat structure with the supplied alcohol pad.
25. The following steps must be performed on each side of the vehicle. Driver side shown in illustration,
passenger side similar.
1. Move the front seat to the full forward position to obtain room for LED light strip installation.
2. Position LED light strip (2) and center on the flat side of the metal bar of the seat structure.
Determine centered position before removing adhesive backing in the next step.
3. Remove double sided tape backing from the back of the light strip and place on metal bar in
position determined in the previous step.
4. Install light strip (2) to the flat side of the metal bar of the seat structure. The position of the seat
may need to be moved to access the flat side of the bar. The connector end of the light strip must be
placed toward the center console.
5. Press along the length of the light strip to ensure that the double sided tape adheres to the seat bar.
Place two zip-ties (1) over the light strip and the bar; avoid covering the LEDs.
6. Place a zip-tie (4) over the molding (3) on the end of the light strip and secure to the seat bar. It is
important to place the zip-tie over the molding and not just over the light strip to prevent the LED
connector from moving, which could cause future damage.
7. Route the LED light strip cable (5) under the seat.
Fig. 292: Cable & Carpeting

26. The following steps must be performed on each side of the vehicle. Driver side shown in illustration,
passenger side similar.
1. Move front seat rearward to provide access to route ambient light cable to the center console.
2. Route cable (2) under front seat and place three zip-ties along the length of the seat.
3. Route cable under carpeting (3) and into center console opening.
4. Move the seat through the full range of motion to ensure that the cable does not bind or rub on any
component under the seat.
FRONT LED LIGHT STRIP INSTALLATION (DRIVER SIDE ABOVE FOOTWELL)

27. Remove pins (2) and remove silencer panel (1). Place the silencer panel on a flat bench.
Fig. 294: LED Light Strip, Holes, Cable End Of Light Strip, Zip-Ties & Molding
CAUTION: Safety glasses should be worn whenever drilling is required.
28. Place the LED light strip (2) in the position shown in illustration, Mark two locations (1) where a zip-tie
will be used to secure the light strip.
29. Remove the light strip from the silencer panel and drill two holes where marked (1) in the previous step.
30. Remove the double sided tape from the back of the light strip and place back in position shown in
illustration, Install a zip-tie where the two holes were made (1) and at the cable end of the light strip (5).
31. Install a zip-tie (4) over the molding (3) on the end of the light strip. This zip-tie must be located correctly
over the top of the molding or damage may occur.
Fig. 295: Cable & Zip-Ties

32. Flip the silencer panel over to expose the underside.

33. Route the cable (1) around the underside of the panel and install a zip-tie around the cable and the zip-tie
that was installed from the topside of the panel.
34. Route the cable (3) along the contours of the panel and secure with a zip-tie (4) to the other zip-tie that
was installed from the topside of the panel.
Fig. 296: Silencer Panel & Cable

35. Position the silencer panel (2) into position under the dash and route the cable (1) behind the center
console carpeting as the panel is lifted into place.

36. Install the driver side silencer panel (1) and secure with pins (2).
FRONT LED LIGHT STRIP INSTALLATION (PASSENGER SIDE ABOVE FOOTWELL)
Fig. 298: Passenger Side Silencer Panel

37. Remove the pins securing the passenger side silencer panel (1).
38. Remove the connector from the footwell lamp and remove the silencer panel from the vehicle.
Fig. 299: Zip-Tie Locations

39. Place silencer panel on a flat bench and place light strip as shown in illustration.
40. At each location a zip-tie will be placed (1, 2, and 3), mark the location on each side of the light strip.
41. Remove the light strip from the panel.
42. Using a drill bit, drill holes at each marked location.
43. Position light strip as shown in illustration, and install zip-ties (2 and 3). Install a zip-tie (1) over the
molding to ensure that the end of the cable cannot flex.

44. Install passenger silencer panel (1) and reconnect footwell lamp connector.
Fig. 301: Light Strip Cable & Center Console Carpet

45. Route light strip cable (2) behind center console carpet (1).
Fig. 302: Power Harness, Vehicle Harness & Wires

NOTE: If Mopar® Heated Seat Kit is installed, plug ambient light power harness
into previously installed heated seat power harness and not into the key
switched 12V outlet.
46. Connect power harness (4) to vehicle harness (1). One wire (2) will connect to the control module and the
other wire (3) will connect to the key switched 12V outlet.
Fig. 303: Storage Bin & Connectors

47. Install the storage bin (2) and connect the electrical connector (1).
Fig. 304: Upper Screw & Connectors

48. Connect electrical connectors (2) and install upper screw (1).

49. Install two lower screws (1).
Fig. 306: Power Cable, Power Connector, Switch Harness, Control Module & Light Strip
Connectors
50. Route the power cable (5) and connect the power connector (2) to the control module (3).
51. Connect the switch harness (1) to the control module (3).
52. Connect each of the four light strip connectors (4) to the control module (3). It does not matter which
light strip connector goes to which cavity.
53. Remove the adhesive backing on one side of the double sided tape and apply to the control module.
54. Remove the backing from the remaining side of double sided tape and press the control module (3) down
near the lower bin.
Fig. 307: Identifying Sufficient Length & Zip-Ties

55. After making sure that there is sufficient length (1) to reach the control module, bundle excess cable and
zip-tie (2). Ensure that the excess cables are tucked in so there is no interference when the bezel and side
panels are installed.

56. Position the side covers (1) into place and seat the clip fasteners fully.
Fig. 309: Console Lighting Connector, Harness Connector, Switch & Harness Connectors
57. Position shifter bezel (1) near center console cavity.

58. Connect console lighting connector (2) to harness connector (3).
59. Connect ambient lighting switch (5) to harness connector (4).
Fig. 310: Shifter Bezel Electrical Connectors

60. Connect electrical connector (1).


61. Position the console bezel (1) into place and seat the clip fasteners fully.

62. Replace the stamped clip (2) into the knob (1). The tab orients toward the outside of knob, not the
centerline. The flat side of the clip (opposite the tab), should be on the inside, toward the shaft.
Fig. 313: Knob & Chrome Shroud

63. Align the ribs on knob (1) with slots in the chrome shroud (2) and seat the shroud fully. Angle on the
shroud must match the angle on the knob before snapping in place.
Fig. 314: Knob

64. Place the gear selector lever into the Park position.
65. Install the knob (1) onto the shift shaft and seat fully.

66. Install the passive entry antenna (1) and install retaining screws (2).

(1).

69. With the ignition in the ACC or RUN position, press the ambient light switch to ensure that the system is
functioning correctly.
REAR FOG LAMP
JEEP GRAND CHEROKEE

Fig. 318: Rear Fog Lamp Components

NOTE: IT IS RECOMMENDED THE INSTALLER/TECHNICIAN READ THE

INSTRUCTIONS THOROUGHLY PRIOR TO INSTALLATION OF THIS PRODUCT.

OUT
1 Overlay Harness 1
Plastic
2 Convoluted 1
Tubing
Fog Lamps /
3 2/1
Harness
Overlay Harness
4 1
Relay
Splice Kit
(includes 1
5 1
splice collar and
shrink tube)
6 Tie Straps 12
TOOLS REQUIRED
7mm, 10mm, 12mm Socket and Phillips Screw Small Flat Blade Screw Trim Panel
Ratchet Driver Driver Tool/Fiber Stick
Small Pick/Pry
Weatherstrip Adhesive or Equivalent Needlenose Pliers Wood Block
Tool
Wire Strippers/Crimping Tool Heat Gun Electrical Tape Rosin Core Solder Kit
PROCEDURE STEPS
Fig. 319: Passenger Side Scuff Plates

1. Disconnect the negative battery cable located under the front passenger side seat.
2. Using a trim stick or equivalent, remove the passenger side scuff plates (1, 2).
Fig. 320: Driver Side Rear Scuff Plate

3. Using a trim stick or equivalent, remove the driver side rear scuff plate (1).

4. Using a trim stick or equivalent, disengage the retaining clips (2) that secure the cowl trim (1) and remove
the cowl trim panel from the passenger side.
Fig. 322: Retaining Tabs & Lower B-Pillar Trim Panel

5. Using a trim stick or equivalent, disengage the retaining clips (2) that secure the lower B-pillar trim panel
(1) to the B-pillar.

6. Remove the right side silencer panel (1).

Fig. 324: Fasteners Covers, Nuts & Inner Bolts

7. Open the front fastener covers (1) for the rear seats.
8. Remove the outer nuts (2) and inner bolts (3).
Fig. 325: Wood Block

9. Using a wood block (1) or equivalent, lift and prop the rear seat cushions up.

10. Open the hood.

11. Remove the TIPM cover.
12. Remove the positive battery feed (2) from the TIPM.
13. Using a flat blade screwdriver, release the TIPM retaining tabs (1) and lift up to access the TIPM harness
connectors located underneath.
Fig. 327: Connector

14. Disconnect the connector (1) labeled "D".

Fig. 328: Cavity 11

15. Locate cavity 11 (11) on the wire end view of the connector.

16. Remove the secondary lock (2) and weather seal (1) from the rear of the connector.

17. Remove the primary lock (1) from the connector.
Fig. 331: White/Orange Wire

18. Remove the white/orange wire (1) from cavity 11.

19. Carefully cut 3-4 inches of the vehicle harness tape wrap away and pull the white/orange wire away from
the harness.

20. Measure approximately 4 inches from the pin of the white/orange wire and mark accordingly for splice
location.
21. Prepare to crimp/splice the white rear fog lamp relay wire to the white/orange wire of the front fog lamp
driver circuit as follows:
2. Place a piece of adhesive lined heat shrink tubing (2) on one side of the wire. Make sure the tubing
will be long enough to cover and seal the entire repair area.

22. Using a crimping tool (1), crimp the splice clip and wires together.
Fig. 334: Soldering Connection Together

23. Using a solder tool (3), solder the connection (2) together with rosin core solder (1).

24. 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.
Fig. 336: White/Orange Wire

25. Reinsert/populate the white/orange wire (1) into cavity 11.


26. Re-install the weather seal (1) and the secondary lock (2) to the connector.

27. Re-install the primary lock (1) to the connector.

28. Tape the vehicle harness previously cut.
Fig. 339: Connector

29. Reconnect the connector (1) labeled "D".

30. Re-install the TIPM to the bracket. Make sure all four retaining tabs (1) are seated properly.
31. Position the positive battery feed (2) to the TIPM.
Fig. 341: Red/White Power Eyelet, Rear Fog Lamp Relay & Retaining Nut
32. Install the red/white power eyelet (2) from the rear fog lamp relay (3) to the TIPM power stud and tighten
the retaining nut (1) securely.
33. Re-install the TIPM cover.
Fig. 342: Ground Stud & Ground Eyelet

34. Remove the ground stud (1) from the inner fender.
35. Install the rear fog lamp relay ground eyelet (2) to the ground stud (1) and securely re-install to the inner
fender.
Fig. 343: Retainer & Positive Battery Cable

36. Remove the retainer (1) from the positive battery cable junction block.
37. Remove the positive battery cable (2) from the positive battery cable junction block.
38. Disengage the retaining tabs securing the positive battery cable junction block and re-position the
junction block.
Fig. 344: Positive Battery Cable Grommet

39. Looking in from the front passenger side interior, locate the positive battery cable and grommet (1) under
the glove box area.
40. Remove the grommet from the inner dash panel and pull the grommet and battery cable rearward.
Fig. 345: Screwdriver, Overlay Harness & Grommet

41. Locate and remove the small connector from the kit supplied overlay harness (3).
NOTE: The terminal ends will be the same size.
WARNING: To avoid personal injury or vehicle damage, use extreme caution not
to slice or puncture the positive battery cable!
42. Using a small flat bladed screwdriver (1) or equivalent, carefully position the tool into the opening
between the cable and the grommet.
43. Feed the overlay harness (3) through the grommet (2) opening, allow a generous amount to feed towards
the TIPM area.
44. Feed the overlay harness into the dash panel opening towards the TIPM area.
45. Carefully remove the tool from the grommet.
Fig. 346: Overlay Harness

46. Route the overlay harness (1) forward, under the harness bracket towards the TIPM.
Fig. 347: White Wire, Small Connector & Relay Connector

47. Connect the previously removed small connector (2) to the overlay jumper harness relay (3).
48. Locate the black/violent wire on the relay connector (3). Once located, populate the white wire (1) from
the overlay harness into that side of the small connector (2).
49. Locate the black wire on the relay connector (3). Once located, populate the black wire (1) from the
overlay harness into that side of the small connector (2).
Fig. 348: Retainer & Positive Battery Cable

50. Position the positive battery cable junction block and engage the retaining tabs.
51. Install the positive battery cable (2) to the positive battery cable junction block.
52. Install the retainer (1) to the positive battery cable junction block.
Fig. 349: Relay

53. Using the kit supplied tie strap(s), secure the relay (1) and harness to the existing vehicle harness forward
of the TIPM away from any sharp edges or moving parts.
Fig. 350: Positive Battery Cable Grommet

54. Install the positive battery cable grommet (1).

55. Carefully pull the overlay harness rearward to remove any un-necessary slack.
56. Using the kit supplied tie strap(s), secure the portion of the overlay harness located in the engine
compartment.
57. Close the hood.
Fig. 351: Routing Overlay Harness Down Scuff Panel

58. Route the overlay harness (1) rearward down the scuff panel area towards the rear door opening.
59. Tuck the harness under the carpet. Avoid retaining clip mounting locations.
Fig. 352: Routing Overlay Harness Past B-Pillar

60. Continue routing the overlay harness (1) rearward past the B-pillar. Tuck the harness under the carpet just
behind the rear seat's forward mounting location.
Fig. 353: Routing Harness Across Vehicle

61. Continue routing the harness (1) across the vehicle towards the driver side door rearward of the seat's
mounting locations.
62. Tuck the harness under the carpet. If desired, pull the carpet up and tape the harness to the floor pan.
Fig. 354: Large Connector, Harness & Grommet

63. Remove the large connector (2) taped to the harness (3) and place on a bench for later use.
64. Pull the carpet back on the rear driver side and remove the grommet (1).
Fig. 355: Overlay Harness & Grommet

65. Carefully slice a small hole in the rubber portion of the grommet (2) away from the existing wiring.
66. Insert the overlay harness (1) into the new opening and feed the remaining portion of the harness into the
floor pan opening.
67. Using weatherstrip adhesive or equivalent, seal the area previously sliced and let dry.
68. Re-install the grommet and fold carpet back over.
Fig. 356: Locating Overlay Harness


70. Locate the overlay harness (1) in the area above the fuel tank.
71. Route the harness (1) rearward away from any moving parts.
Fig. 357: Tubing & Overlay Harness

72. Using the kit supplied plastic convoluted tubing (1), cover the overlay harness (2) and slide it up above
the fuel tank until the entire overlay harness is covered.
73. Carefully cut off any excess tubing and strategically tape the tubing to secure.
Fig. 358: Rear Fascia Reflectors

74. Disengage the retaining tabs and remove the rear fascia reflectors (1). Repeat on the opposite side.
Fig. 359: Bulb, Fog Lamp & Fog Lamp Harness

75. Disconnect the fog lamp (1), bulb (2) and harness (3) from the kit supplied fog lamp harness.
Fig. 360: Large Connector, Black Wire & White Wire

76. Obtain the large connector (1) previously attached to the overlay harness and connect it to the fog lamp
harness.
77. Populate the black wire (2) into cavity 5 of the large connector (1).
78. Populate the white wire (3) into cavity 8 of the large connector (1).
Fig. 361: Fog Lamp Harness

79. Route the fog lamp harness (1) along the inner side of the fascia. Position the bulb terminals in a manner
so they hang out the reflector openings.
Fig. 362: Bulb, Fog Lamp & Fog Lamp Harness

80. Connect the bulb (2) and fog lamp (1) to the kit supplied fog lamp harness (3).
Fig. 363: Fog Lamp

81. Align and position the fog lamp (1) into the opening. Push the fog lamp in to engage the retaining tabs.
Fig. 364: Securing Overlay Harness

82. Using the kit supplied tie strap(s), secure the overlay harness (1) to the existing vehicle harness.
83. Using the kit supplied tie strap(s), secure the fog lamp harness to the existing vehicle harness.

85. Align and position the lower B-pillar trim panel (1) to the B-pillar. Hand tap to engage the retaining clips
(2) that secure the lower B-pillar trim panel (1) to the B-pillar.

86. Align and position the cowl trim panel (1) to the passenger side cowl. Hand tap to engage the retaining
clips (2) that secure the cowl trim (1).

87. Install the right side silencer panel (1).

Fig. 368: Driver Side Rear Scuff Plate

88. Align and position the driver side rear scuff plate (1). Hand tap to engage the retaining clips.
Fig. 369: Passenger Side Scuff Plates

89. Align and position the passenger side scuff plates (1, 2). Hand tap to engage the retaining clips.

90. Install the outer nuts (2) and inner bolts (3). Tighten the fasteners to 50 N.m (37 ft. lbs.).
91. Close the front fastener covers (1) for the rear seats.
92. Connect the negative battery cable located under the front passenger side seat.
93. Close the hood.
2011 ACCESSORIES AND EQUIPMENT Audio & Video - Service Information - Grand Cherokee
2011 ACCESSORIES AND EQUIPMENT
Audio & Video - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
Several combinations of radio receivers and speaker systems are offered on this vehicle. A rear seat video
system is also available. The audio system receives fused battery current from a fuse in the Integrated Power
Module (IPM) at all times.
A navigation radio is available on this vehicle. With this system, the operator has the option of choosing a street
address, point of interest, trip itinerary and other features outlined in the operator's manual. The audio/video
system includes the following components:
 Amplifier
 Antenna (Radio, Navigation, Satellite Audio)
 Clockspring (with remote radio switches only)
 Radio noise suppression components
 Radio receiver
 Rear camera (if equipped)
 Remote radio switches (if equipped)
 Speakers
 Video Monitor (BUX only)
OPERATION
OPERATION
AUDIO SYSTEM
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 Integrated Power
Module (IPM) on a fused ignition switch output (RUN-ACC) circuit so that the system will only operate when
the ignition switch is in the RUN or ACCESSORY positions.
NAVIGATION
The available navigation radio system receives GPS signals from up to eight satellites to display the position
and direction of the vehicle. Map information is supplied through the hard drive. An electronic gyro-sensor and
the vehicle's speed sensor enable the system to display the present vehicle position even in locations where GPS
signals may be blocked, however system performance will be degraded.
When a destination is selected, the navigation system uses information from the map to quickly calculate a
route. As the vehicle is driven along the chosen route, the operator is guided with pictorial displays and voice
prompts. The navigation system will also reroute the user if a turn is missed. For complete operating
instructions, refer to the manual included with the vehicle.
SATELLITE RADIO
The available satellite radio system is a subscription based service. Information sent by satellite is transmitted to
the roof mounted antenna, then to the satellite receiver integrated in the radio. The operator then has the choice
of multiple music/information channels.

VIDEO
VIDEO SYSTEM DIAGNOSIS

CONDITION POSSIBLE CORRECTION
CAUSES
NO VIDEO (DVD 1. Fuse inoperative. 1. Check fuses. Replace fuses if required.
PLAYER WILL NOT
LOAD OR EJECT FROM
RADIO)
2. Loose or damaged 2. Check for loose or corroded radio connector.
radio connector Repair or replace as required.
3. Ground 3. Check for continuity between radio and a known
connection damaged good ground. There should be continuity. Repair
ground if required.
4. Radio damaged 4. Exchange or replace radio if required.
5. DVD damaged. 5. Insert known good DVD and test operation.
NOTE:
Avoid using CD's
or DVD's that have
adhesive type
labels, as they may
cause the disc to
become jammed.
NO DISPLAY. AUDIO 1. Loose or damaged 1. Check for loose or corroded radio connector. Check
HEARD THROUGH connectors for loose or corroded video screen connector. Repair
SPEAKERS if required. Check for loose or damaged in-line
connector.
2. Wiring damaged 2. With harness connected, check for video signal
voltage at radio and at video screen harness. Place
known good DVD into the radio. Place positive lead
of voltmeter on video signal of the connector. Place
negative lead on video ground. Readings should be

between 0.1v to 2v dc.
3. Video screen 3. Exchange or replace video screen if required.
damaged
WHITE DISPLAY 1. Low voltage 1. Check for battery voltage (9v-16v) at the radio.
Display will be white if voltage drops below 6v.
2. Video screen 2. Exchange or replace video screen if required.
damaged
DARK OR BRIGHT 1. Brightness setting 1. Adjust brightness setting of video screen by
SPOTS ON SCREEN requires adjustment. pressing buttons on side of video screen until desired
level is reached. Start with a black screen, then press
button up 16-20 times. There are 64 total steps of
brightness.
BRIGHT OR DARK 1. Video screen 1. The acceptable level of dots on the screen is (green-
DISPLAY display pixel defect. 1, red-2) or a total (green+red+blue+white+black) =
8. Replace or exchange video screen if necessary.
VIDEO SELECTIONS DO 1. Aspect ratio is set 1. Using mode button, adjust until video appears
NOT APPEAR FULL incorrectly. correctly.
SCREEN WIDTH
2. Some DVD's are 2. Ensure that DVD is inserted correctly.
two sided. One side
is wide screen format
and the other is full
screen or there may
be a wide screen or
standard screen
format on the disc.
BUTTONS ON VIDEO 1. Video screen 1. Place known good DVD into radio. Once image
SCREEN INOPERATIVE damaged. appears on video screen, press top button on side of
video screen to adjust width of display. Press bottom
buttons to adjust brightness. Once DVD menu appears
on video screen, press middle button on video screen.
Highlighted selection will begin to play. If any of the
buttons do not function, replace or exchange video
screen.
AUDIO
Any diagnosis of the Audio system should begin with the use of a scan tool and the appropriate
Diagnostic Service information.
Refer to the appropriate wiring information.
WARNING: Disable the airbag system before attempting any steering wheel, steering
column, seat belt tensioner, side airbag or instrument panel component
diagnosis or service. Refer to WARNING . 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
AUDIO SYSTEM DIAGNOSIS

NO AUDIO 1. Fuse inoperative. 1. Check radio fuse and Ignition-Off
Draw (IOD) fuse in the Integrated Power
Module (IPM). Replace fuses, if
required.
2. Radio/amplifier (if 2. Check for loose or corroded
equipped) connector damaged. radio/amplifier connector. Repair, if
required.
3. Wiring damaged. 3. Check for shorted or open wires.
Repair wiring, if required.
4. Radio/amplifier (if 4. Check for continuity between radio
equipped) ground damaged. chassis and a known good ground. There
should be continuity. Repair ground, if
required.
5. Radio/amplifier (if 5. Refer to appropriate Diagnostic
equipped) inoperative. Service Information.
6. Speakers inoperative. 6. Refer to speaker diagnosis.
NO RADIO DISPLAY 1. Fuse inoperative. 1. Check radio fuse and Ignition-Off
Draw (IOD) fuse in Integrated Power
required.
2. Radio connector damaged. 2. Check for loose or corroded radio
connector. Repair, if required.
3. Wiring damaged. 3. Check for battery voltage at radio
connector. Repair wiring, if required.
4. Radio ground damaged. 4. Check for continuity between radio
chassis and a known good ground. There
required.
5. Radio inoperative. 5. Refer to appropriate Diagnostic
Service Information.
CLOCK WILL NOT KEEP 1. Radio connector faulty. 1. Check for loose or corroded radio
SET TIME connector. Repair, if required.
2. WIN connector faulty. 2. Check for loose or corroded WIN
connector. Repair, if required.
3. WIN module faulty. 3. Replace WIN, if required. Refer to
RECEIVER, WIRELESS IGNITION
NODE , REMOVAL .

POOR RADIO RECEPTION 1. Antenna inoperative. 1. Replace the antenna or antenna cable.
2. Radio ground damaged. 2. Check for continuity between radio
chassis and a known good ground. There
required.
3. Radio noise suppression 3. Repair or replace ground strap as
damaged. necessary.
5. Damaged rear defogger 5. Repair the rear defogger grid. Refer to
grid. GRID, DEFOGGER, REAR .
SOUND DISTORTION 1. Door trim panel loose or 1. Inspect door trim panel and correct as
(VIBRATION FROM missing fasteners. necessary. Replace any missing
SPEAKER AREA, BUZZING - fasteners.
HUMMING) 2. Water shield loose or 2. Inspect water shield and adjust as
misaligned. required.
3. Items placed in door trim 3. Remove items from door trim panel.
panel map pockets vibrating or Ensure that vibration is no longer
moving from side to side. present.
NO COMPACT DISC 1. CD faulty. 1. Insert known good CD and test
OPERATION operation.
2. Foreign material on CD. 2. Clean CD and test operation.
3. Condensation on CD or 3. Allow temperature of vehicle interior
optics. to stabilize and test operation.
NOTE:
Avoid using CD's AND DVD's with home made type adhesive labels as they may cause disc to
become jammed in player.
STANDARD PROCEDURE
STANDARD PROCEDURE - RADIO BACKUP
The radio's internal hard disk drive (HDD) can be backed up using an external hard disk drive to save customer
data in the event that a radio replacement is required. This procedure can only be performed with radios
equipped with a hard disk drive (RER, REN, RHR, RHB, RBZ & REU).
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 perform 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 and restore the radio HDD.
AMPLIFIER
DESCRIPTION
DESCRIPTION
Fig. 1: Identifying Amplifier Unit

Vehicles equipped with the Premium Alpine System package have a separate amplifier unit. The amplifier is
rated at 506 watts. The amplifier is mounted to the left rear quarter panel behind the quarter trim panel.
DIAGNOSIS AND TESTING - AMPLIFIER
For complete circuit diagrams, refer to the appropriate wiring information.

The amplifier unit should be checked if there is no sound output noted from the speakers. For diagnosis of the
power amplifier. Refer to SPEAKER , DIAGNOSIS AND TESTING.
REMOVAL
REMOVAL
Fig. 2: Two Wire Harness Connectors & Mounting Fasteners


2. Remove the left quarter trim panel. Refer to PANEL, QUARTER TRIM , REMOVAL .
3. Disconnect the two wire harness connectors (1) from the amplifier.
4. Remove the mounting fasteners (2) (3).
5. Remove the amplifier.
Fig. 3: Retainers & Amplifier Bracket

6. Remove the retainers (1) from the amplifier bracket (2).
INSTALLATION
INSTALLATION
Fig. 4: Retainers & Amplifier Bracket

1. Install the retainers (1) to the amplifier and amplifier bracket (2).
Fig. 5: Two Wire Harness Connectors & Mounting Fasteners

2. Position the amplifier into place.

3. Install and tighten the mounting fasteners (2) (3).
4. Connect the two wire harness connectors (1).
5. Install the left quarter trim panel. Refer to PANEL, QUARTER TRIM , INSTALLATION .
ANTENNA, SATELLITE
DESCRIPTION
DESCRIPTION
Fig. 6: Satellite Audio Antenna

If the vehicle is equipped with satellite audio, a combined antenna for AM/FM and satellite and navigation is
used. For AM/FM only, the antenna looks similar and is mounting in the same location. For more information,
refer to ANTENNA, SATELLITE , REMOVAL.
For information on how to use (special tool #9977-6, Kit, Radio Antenna Diagnostic) Radio Diagnostic Kit,
refer to B142F-SATELLITE RADIO ANTENNA NOT CONNECTED .
REMOVAL
REMOVAL
CAUTION: Do not stand on the tire or the bumper while servicing the antenna. Failure
to follow the instructions will cause personal injury and/or vehicle
damage.
Fig. 7: Rear Headliner


2. Lower the rear portion of the rear headliner (1) as necessary to access underside of antenna. Refer to
HEADLINER , REMOVAL .
Fig. 8: Navigation, SDAR, AM/FM & 5 Volt Power Connectors

3. Disconnect the navigation (1), SDAR (2), AM/FM (3) and the 5 volt power (4) wire harness connectors
from the antenna.

4. Remove the antenna mounting retainer (5).
5. From inside the vehicle, and using a flat bladed tool, depress one of the retaining tabs on the antenna.
Push up the one side of the antenna connector through the roof panel. Depress the other side of the
connector and remove the antenna.
Fig. 9: Antenna Mast & Antenna Base

6. Remove the antenna mast (1) from the antenna base (2).
INSTALLATION
INSTALLATION
CAUTION: Do not stand on the tire or the bumper while servicing the antenna. Failure
to follow the instructions will cause personal injury and/or vehicle
damage.
Fig. 10: Antenna Mast & Antenna Base

1. Install the antenna mast (1) to the antenna base (2).

2. Insert wire harness through hole in roof panel. Press antenna into position until both retainers snap into
place.
Fig. 11: Navigation, SDAR, AM/FM & 5 Volt Power Connectors

3. Connect the navigation (1), SDAR (2), AM/FM (3) and the 5 volt power (4) wire harness connectors to
the antenna.
4. Install the retaining fastener.
Tighten to 6 N.m (53 In. Lbs.)


5. Install the headliner (1). Refer to HEADLINER , INSTALLATION .

CABLE, ANTENNA, INSTRUMENT PANEL

REMOVAL
REMOVAL
DOMESTIC


2. Remove radio. Refer to RADIO , REMOVAL.
3. Disconnect the antenna cable by pulling the locking antenna connector (2) away from the radio (1).
4. Remove the glove box.
5. Remove instrument panel side panel.
6. Disconnect instrument panel cable (1) from antenna body and cable (2).
Fig. 14: Antenna Retaining Straps & Cable

7. Remove the antenna retaining straps and remove antenna cable (4).
EXPORT
Fig. 15: Antenna Connector & Radio


2. Remove the instrument panel. Refer to PANEL, INSTRUMENT , REMOVAL .
3. Disconnect the antenna cable by pulling the locking antenna connector (2) away from the radio (1).
Fig. 16: Antenna Cable Retainers

4. Disengage each of the retainers that secure the cable (2) to the instrument panel and remove cable.
INSTALLATION
INSTALLATION
DOMESTIC
Fig. 17: Antenna Retaining Straps & Cable

1. Install cable (3) to instrument panel and secure into place.

2. Connect instrument panel cable (1) to antenna body and cable (2).
3. Install instrument panel side panel.
4. Install glove box.

5. Connect instrument panel cable (3) to radio (1).

6. Install radio. Refer to RADIO , INSTALLATION.
7. Connect battery negative cable.
EXPORT
Fig. 19: Antenna Cable Retainers

1. Install instrument panel cable (2) to instrument panel and secure into place.
Fig. 20: Antenna Connector & Radio

2. Connect instrument panel cable (3) to radio.

3. Install the instrument panel. Refer to PANEL, INSTRUMENT , INSTALLATION .
CAMERA, REAR
DESCRIPTION
DESCRIPTION
The Rear View Camera assists the driver to improve the view of the area behind the vehicle. Upon putting the
vehicle in reverse the radio changes modes to the rear camera. The rear camera video is displayed on the
navigation radio display.
OPERATION
OPERATION
The camera is always with 12V switched power. The camera is activated by receiving a signal from the CAN
bus when the vehicle is in reverse. The screen toggles functions displaying only one kind of image at a time. In
reverse, the rear camera has priority, momentary blank screen in transition is normal operation.
DIAGNOSIS AND TESTING - REAR CAMERA
Any diagnosis of the Camera and Audio system should begin with the use of a scan tool and the
appropriate Diagnostic Service information.


1. Check the rear tail lamp/back up
1. Fuse inoperative
fuse. Replace fuse, if required
2. Wiring damaged 2. Check for battery voltage at the
camera connector. Repair wiring if
required.
3. Camera ground 3. Check for continuity between the
damaged. ground wire at the camera connector
CAMERA INOPERATIVE and ground. Repair wiring if required.
4. Check for continuity between the
radio connector and the camera
4. Video wiring damaged.
connector. There should be continuity.
Repair ground, if required.
5. Replace the camera. Refer to the
5. Camera inoperative. appropriate Service Information
article.
NO VIDEO DISPLAY 1. Fuse inoperative. 1. Check radio fuse and Ignition-Off
Draw (IOD) fuse in Integrated Power
required.
2. Radio connector 2. Check for loose or corroded radio
damaged. connector. Repair, if required.
3. Check for battery voltage at radio
3. Wiring damaged.
connector. Repair wiring, if required.
4. Check for continuity between radio
chassis and a known good ground.
4. Radio ground damaged.
There should be continuity. Repair
ground, if required.
5. Check for continuity between the
radio connector and the camera
5. Video wiring damaged.
connector. There should be continuity.
6. Refer to appropriate Diagnostic
6. Radio inoperative.
REMOVAL
REMOVAL

2. Remove the liftgate handle. Refer to HANDLE, EXTERIOR , REMOVAL .
3. Remove the camera mounting bracket.
4. Remove the camera mounting fasteners.
5. Disconnect the electrical harness connector.
INSTALLATION
INSTALLATION
NOTE: Use of oil is recommended when using self tapping screws to install the new
camera assembly.
1. Connect the electrical harness connector.

2. Install the camera to the mounting bracket.
3. Install the camera mounting fasteners.
4. Install the liftgate handle. Refer to HANDLE, EXTERIOR , INSTALLATION .
COMPONENTS, RADIO NOISE SUPPRESSION

DESCRIPTION
DESCRIPTION
Radio noise suppression devices are installed on this vehicle. Radio Frequency Interference (RFI) and
ElectroMagnetic Interference (EMI) can be produced by any on-board or external source of electromagnetic
energy. These electromagnetic energy sources can radiate electromagnetic signals through the air, or conduct
them through the vehicle electrical system.
When the audio system converts RFI or EMI to an audible acoustic wave form, it is referred to as radio noise.
This undesirable radio noise is generally manifested in the form of "buzzing," "hissing," "popping," "clicking,"
"crackling," and/or "whirring" sounds. In most cases, RFI and EMI radio noise can be suppressed using a
combination of vehicle and component grounding, filtering and shielding techniques. This vehicle is equipped
with radio noise suppression devices that were designed to minimize exposure to typical sources of RFI and
EMI; thereby, minimizing radio noise complaints.
Radio noise suppression is accomplished primarily through circuitry or devices that are integral to the radios,
audio power amplifiers and other on-board electrical components such as generators, wiper motors, blower
motors, and fuel pumps that have been found to be potential sources of RFI or EMI. External radio noise
suppression devices that are used on this vehicle to control RFI or EMI, and can be serviced, include the
following:
 Engine-to-bulkhead ground strap - This length of braided ground strap has an eyelet terminal connector
crimped to each end. One end is secured to the engine cylinder heads. The other is secured to the
bulkhead.
 Resistor-type spark plugs - This type of spark plug has an internal resistor connected in series between
the spark plug terminal and the center electrode to help reduce the production of electromagnetic radiation
that can result in radio noise.
 Exhaust-to-frame ground strap - This length of braided ground strap has an eyelet terminal connector
crimped to each end. One end is secured to the exhaust pipe. The other is secured to the frame.
OPERATION
OPERATION
There are two common strategies that can be used to suppress Radio Frequency Interference (RFI) and
ElectroMagnetic Interference (EMI) radio noise. The first suppression strategy involves preventing the
production of RFI and EMI electromagnetic signals at their sources. The second suppression strategy involves
preventing the reception of RFI and EMI electromagnetic signals by the audio system components.
The use of braided ground straps in key locations is part of the RFI and EMI prevention strategy. These ground
straps ensure adequate ground paths, particularly for high current components such as many of those found in
the starting, charging, ignition, engine control and transmission control systems. An insufficient ground path for
any of these high current components may result in radio noise caused by induced voltages created as the high
current seeks alternative ground paths through components or circuits intended for use by, or in close proximity
to the audio system components or circuits.
Preventing the reception of RFI and EMI is accomplished by ensuring that the audio system components are
correctly installed in the vehicle. Loose, corroded or improperly soldered wire harness connections, improperly
routed wiring and inadequate audio system component grounding can all contribute to the reception of RFI and
EMI. A properly grounded antenna body and radio chassis, as well as a shielded antenna coaxial cable with
clean and tight connections will each help reduce the potential for reception of RFI and EMI.
REMOVAL
ENGINE TO BODY
Fig. 21: Front Generator Mounting Retainer & Generator

1. Remove the lower front generator mounting retainer (5).

2. Remove the retainer (3) from the body ground stud (2).
3. Remove the ground strap (1) from the lower front generator mounting stud (4) and the body ground stud
(2).
EXHAUST TO BODY
Fig. 22: Ground Strap, Exhaust Body Hanger & Exhaust Hanger
1. Raise the hoist.

2. Unclip the ground strap (1) from the exhaust body hanger (3) to the exhaust hanger (2) on the catalytic
converter.
HOOD TO BODY
Fig. 23: Two Retainers, Fender Stud & Ground Strap

1. Open the hood.

2. Remove the two retainers (3) from the hood and fender stud (2) and remove the ground strap (1).
PCM TO BODY TO ENGINE
NOTE: The ground strap is V shaped and attaches to three different locations.
Fig. 24: Retainer, Ground Strap, Retainer & Body Ground Stud
1. Remove the retainer (1) attaching the ground strap (2) to the PCM (3).
2. Remove the retainer (4) attaching the ground strap (2) to the body ground stud (5).
Fig. 25: Retainer, Ground Strap & Engine Stud

3. Remove the retainer (1) attaching the ground strap (2) to the engine stud (3).
INSTALLATION
ENGINE TO BODY

1. Install the ground strap (1) on the body stud (2) and to the front lower generator stud (4).
2. Install the retainer (3) onto the body ground stud (2).
Tighten to 23 N.m (17 Ft. Lbs).
3. Install the retainer (5) to the front lower generator stud (4).
Tighten to 23 N.m (17 Ft. Lbs).
EXHAUST TO BODY
Fig. 27: Ground Strap, Exhaust Body Hanger & Exhaust Hanger
1. Clean the locations to where the ground strap will be attached (2) and (3).
2. Clip the ground strap (1) from the exhaust body hanger (3) to the exhaust hanger (2) on the catalytic
converter.
HOOD TO BODY
Fig. 28: Two Retainers, Fender Stud & Ground Strap

1. Install the ground strap (1) on the hood and fender studs (2).
2. Install the two retainers (3).
Tighten to 17 N.m (13 ft.lbs.).
PCM TO BODY TO ENGINE
Fig. 29: Retainer, Ground Strap & Engine Stud

1. Install the ground strap (2) to the engine stud and then install the retainer (1)
Fig. 30: Retainer, Ground Strap, Retainer & Body Ground Stud
2. Install the ground strap (2) to the PCM (3) and install the retainer (1).
3. Install the ground strap (2) to the body ground stud (5) and install the retainer (4).
MODULE, SATELLITE VIDEO

DESCRIPTION
DESCRIPTION
Fig. 31: Satellite Receiver, Three Antenna Connectors & Wire Harness Connector
The satellite receiver is located under the driver's side quarter trim panel. It is secured with three mounting
fasteners
The satellite receiver (1) has three antenna connectors (2) and one wire harness connector (3).
OPERATION
OPERATION
The satellite video module receives signals from the roof mounted antenna and processes this information
before it is sent to the radio. The module operates on both battery feed circuits and CAN bus messages. It will
operate with the ignition key in the run or accessory position only.
REMOVAL
REMOVAL
Fig. 32: Electrical Connector, Antenna Connectors & Satellite Video Mounting Fasteners

2. Remove the driver's quarter trim panel. Refer to PANEL, QUARTER TRIM .
3. Disconnect the electrical connector (3) and antenna connectors (2).
4. Remove the satellite video mounting fasteners (1) and remove the video module and bracket assembly.
5. Remove the satellite video module from the bracket.
INSTALLATION
INSTALLATION
Fig. 33: Electrical Connector, Antenna Connectors & Satellite Video Mounting Fasteners
1. Install the satellite video module to the bracket.

2. Install the satellite video module and mounting fasteners (1).
3. Connect the antenna (2) and electrical connector (3).
4. Install the driver's quarter trim panel. Refer to INSTALLATION .
MONITOR, MEDIA SYSTEM

DESCRIPTION
DESCRIPTION
The video entertainment system, consist of:

Fig. 34: Video Monitor

Video monitor located on the headliner.
Fig. 35: Remote Control

Battery powered remote control

Fig. 36: Headsets

Two headsets
REMOVAL
REMOVAL

2. Remove the two mounting fasteners.
3. Using a trim stick, press the retaining clip at the rear of the monitor. Move the monitor from side to side
to release from headliner.
4. Disconnect electrical harness connector and remove monitor.
INSTALLATION
INSTALLATION
1. Connect the electrical connector to monitor.

2. Position the monitor and press it into place.
3. Install and tighten the mounting fasteners.
RADIO
REMOVAL
REMOVAL
Fig. 37: Center Bezel

1. If radio is equipped with an internal hard disk drive (HDD), perform a complete backup of user data.
Refer to STANDARD PROCEDURE.
3. Remove the instrument panel center bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER ,
REMOVAL .

5. Disconnect the antenna cables.

6. Disconnect the electrical connectors and remove the radio.
INSTALLATION
INSTALLATION

1. Connect the antenna cables to the radio.

2. Connect the electrical harness connector to the radio.
3. Position radio to instrument panel. Install and tighten the mounting fasteners.

4. Install the instrument panel center bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER ,
INSTALLATION .
5. If radio is equipped with an internal hard disk drive (HDD), restore user data from backup. Refer to
STANDARD PROCEDURE.
SPEAKER
DESCRIPTION
DESCRIPTION
STANDARD SYSTEM
Fig. 41: Standard Equipment Speaker System

The standard equipment speaker system includes speakers in six locations. One 2.54 centimeter (1 inch) tweeter
speaker is located in mirror flag area of each front door (1). One 15.2 x 22.9 centimeter (6 X 9 inch) full-range
speaker is located in each front door (2). There is also one full-range 16.5 centimeter (6.5 inch) diameter full-
range speaker located in each rear door (3).
PREMIUM ALPINE SYSTEM

Fig. 42: Premium Alpine System Speaker System

The Premium Alpine System speaker system includes speakers in 10 locations. Each of the standard speakers is
replaced with Alpine Premium speakers. One 8.89 centimeter (3.5 inch) diameter speaker is installed in the
center of the instrument panel under the defroster grille (1). One 2.54 centimeter (1 inch) silk dome tweeter
speaker is located in the mirror flag area of each front doors (2). One 15.2 X 22.9 centimeter (6 X 9 inch)
speaker is located in each front door (3). One 16.5 centimeter (6.5 inch) diameter speaker is located in each rear
door (4). One 6.35 centimeter (2.5 inch) diameter speaker is installed in each of the D-Pillars (5). One 20.3
centimeter (8 inch) subwoofer located in the passenger side quarter panel (6). The Alpine speaker system also
includes a 506 watt amplifier (7).
DIAGNOSIS AND TESTING - SPEAKER
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.
1. If all speakers are inoperative, check the radio fuses in the junction block. If OK, go to Step 2. If not OK,
repair the shorted circuit or component as required and replace the faulty fuse.
2. Check the amplifier fuse (if equipped) in the junction block. If OK, go to Step 3. If not OK, repair the
shorted circuit or component as required and replace the faulty fuse.
3. 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 4.
4. Turn the radio OFF. Turn the ignition OFF. Disconnect and isolate the battery negative cable. If vehicle is
not equipped with a amplifier, remove the radio receiver. If the vehicle is equipped with an amplifier,
disconnect the wire harness connectors. There are two connectors. The one on the body harness has body
speakers only. The other on the instrument panel harness has the instrument panel speakers, battery,
ground, and CAN. Go to Step 5.
5. Check both the speaker feed (+) circuit and return (-) circuit cavities for the inoperative speaker at the
wire harness connector for continuity to ground. There should be no continuity. If OK, go to Step 6. If not
OK, repair the shorted speaker feed (+) and/or return (-) circuits(s) to the speaker as required.
6. Disconnect wire harness connector at the inoperative speaker. Check for continuity between the speaker
feed (+) circuit cavities of the radio receiver wire harness connector or if equipped, the amplifier 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 (-) circuits(s) as required.
REMOVAL
D-PILLAR
Fig. 43: Upper Trim Molding

1. Remove the rear header panel. Refer to PANEL, HEADER, REAR , REMOVAL .
Fig. 44: D-Pillar Trim Panel

2. Remove the D-Pillar trim panel (1). Refer to PANEL, D-PILLAR TRIM , REMOVAL .
Fig. 45: D-Pillar Retainers & Speaker

3. Remove the retainers (1) and remove the speaker (2).
FRONT DOOR
Fig. 46: Front Door Trim Panel


2. Remove the front door trim panel (2). Refer to PANEL, DOOR TRIM , REMOVAL .
Fig. 47: Front Door Speaker & Mounting Fasteners

3. Remove the mounting fasteners (1).

4. Remove the speaker from the door.
Fig. 48: Wire Harness Connector & Speaker

5. Disconnect the wire harness connector (1) from the speaker (2).
INSTRUMENT PANEL
Fig. 49: Defroster Grille

2. Remove the defroster grille from the instrument panel (1). Refer to GRILLE, DEFROSTER ,
REMOVAL .
Fig. 50: Instrument Panel Retainers & Speaker

3. Remove the retainers (1) and remove the speaker (2) from the instrument panel.
4. Disconnect wire harness connector from the speaker.
REAR DOOR
Fig. 51: Rear Door Trim Panel


2. Remove the rear door trim panel (3). Refer to PANEL, REAR DOOR TRIM , REMOVAL .
Fig. 52: Rear Door Mounting Fasteners & Speaker

3. Remove the mounting fasteners (1).

4. Remove the speaker from door (2).
5. Disconnect wire harness connector from the speaker.
SUBWOOFER
Fig. 53: Passenger Side Quarter Trim Panel

NOTE: Without subwoofer shown in illustration, with subwoofer similar.

2. Remove the passenger side quarter trim panel. Refer to PANEL, QUARTER TRIM , REMOVAL .
Fig. 54: Subwoofer & Mounting Retainers

3. Disconnect the subwoofer electrical connector.

4. Remove the three subwoofer mounting retainers (2).
5. Remove the subwoofer (1).
TWEETER
Fig. 55: Upper Door Trim Panel


2. Remove the upper door trim panel (1). Refer to PANEL, DOOR TRIM , REMOVAL .
Fig. 56: Tweeter Tabs

3. Push in on the tweeter tabs (1) to release the tweeter (2) from the upper door trim panel (3).
4. Remove the tweeter from the upper trim panel.
INSTALLATION
D-PILLAR
Fig. 57: D-Pillar Retainers & Speaker

1. Install the speaker (2) and tighten the retainers (1).
Fig. 58: D-Pillar Trim Panel

2. Install the D-Pillar trim panel. Refer to PANEL, D-PILLAR TRIM , INSTALLATION .
Fig. 59: Upper Trim Molding

3. Install the rear header panel. Refer to PANEL, HEADER, REAR , INSTALLATION .
FRONT DOOR
Fig. 60: Wire Harness Connector & Speaker

1. Connect the wire harness (1) connector to the speaker (2).
Fig. 61: Front Door Speaker & Mounting Fasteners

2. Position the speaker (2) to the door.

3. Install and tighten the mounting fasteners (2).
Fig. 62: Front Door Trim Panel

4. Install the front door trim panel. Refer to PANEL, DOOR TRIM , INSTALLATION .
INSTRUMENT PANEL
Fig. 63: Instrument Panel Retainers & Speaker

1. Connect the connector to the speaker.

2. Position the speaker (2) to the instrument panel.

4. Install the defroster grille (1). Refer to GRILLE, DEFROSTER , INSTALLATION .

REAR DOOR
Fig. 65: Rear Door Mounting Fasteners & Speaker

1. Connect the wire harness connector to the speaker.

2. Position the speaker to the door (2).

4. Install the rear door trim panel.

SUBWOOFER
Fig. 67: Subwoofer & Mounting Retainers

1. Install the subwoofer (1).

2. Install the subwoofer retainers (2).
3. Connect the subwoofer electrical connector.
Fig. 68: Passenger Side Quarter Trim Panel

NOTE: Without subwoofer shown in illustration, with subwoofer similar.
4. Install the passenger side quarter trim panel. Refer to PANEL, QUARTER TRIM , INSTALLATION .
TWEETER
Fig. 69: Tweeter Tabs

1. Install the tweeter into the upper door trim panel until it snaps into place.
Fig. 70: Upper Door Trim Panel

2. Install the upper door trim panel. Refer to PANEL, DOOR TRIM , INSTALLATION .
SWITCH, REMOTE RADIO

OPERATION
OPERATION
The six switches in the two remote radio switch units are normally open, resistor multiplexed momentary
switches that are hard wired to the Instrument cluster through the clockspring. The instrument cluster sends a
five volt reference signal to both switch units on one circuit, and senses the status of all of the switches by
reading the voltage drop on a second circuit.
When the instrument cluster senses an input (voltage drop) from any one of the remote radio switches, it sends
the proper switch status messages on the Controller Area Network (CAN) data bus to the radio. The electronic
circuitry within the radio is programmed to respond to these remote radio switch status messages by adjusting
the radio settings as requested.
REMOVAL
REMOVAL
Fig. 71: Driver Side Airbag


2. Remove the driver side airbag (6) from the steering wheel (5). Refer to AIR BAG, DRIVER ,
REMOVAL .
Fig. 72: EVIC Switch Pod, Speed Control Switch Pod, Four Screws & Front Spoke Bezel
3. Remove the speed control switch (1) or (3) located on the same side of the steering wheel as the remote
radio switch that is being serviced. Refer to SWITCH, SPEED CONTROL , REMOVAL .
4. Disconnect the steering wheel wire harness connector from the connector receptacle of the remote radio
switch.
5. Disengage the four remote radio switch latches that secure the switch to the inside of the mounting hole in
the steering wheel rear trim cover.
6. From the outside of the steering wheel rear trim cover, remove the remote radio switch from the trim
cover.
INSTALLATION
INSTALLATION
1. Position the remote radio switch to the mounting hole on the outside of the steering wheel rear trim cover.
Be certain that the connector receptacle is oriented toward the bottom of the switch and pointed toward
the center of the steering wheel.
2. Press firmly and evenly on the remote radio switch until each of the switch latches is fully engaged in the
mounting hole of the steering wheel rear trim cover.
3. Reconnect the steering wheel wire harness connector to the connector receptacle of the remote radio
switch.
4. Install the speed control switch (1) (3) onto the steering wheel. Refer to SWITCH, SPEED CONTROL ,
INSTALLATION .
Fig. 74: Driver Side Airbag

5. Install the driver side airbag (6) to the steering wheel (5). Refer to AIR BAG, DRIVER ,
INSTALLATION .
2011 ELECTRICAL Battery System - Service Information - Grand Cherokee
2011 ELECTRICAL
Battery System - Service Information - Grand Cherokee

DIAGNOSIS AND TESTING - BATTERY SYSTEM
The battery, starting, and charging systems in the vehicle operate with one another and must be tested as a
complete system. In order for the engine to start and the battery to maintain its charge properly, all of the
components that are used in these systems must perform within specifications. It is important that the battery,
starting, and charging systems be thoroughly tested and inspected any time a battery needs to be charged or
replaced. The cause of abnormal battery discharge, overcharging or early battery failure must be diagnosed and
corrected before a battery is replaced and before a vehicle is returned to service. The service information for
these systems has been separated within this service article to make it easier to locate the specific information
you are seeking. However, when attempting to diagnose any of these systems, it is important that you keep their
interdependency in mind.
The diagnostic procedures used for the battery, starting, and charging systems include the most basic
conventional diagnostic methods, to the more sophisticated On-Board Diagnostics (OBD) built into the
Powertrain Control Module (PCM). Use of an induction-type milliampere ammeter, a volt/ohmmeter, a battery
charger, a carbon pile rheostat (load tester) and a 12-volt test lamp may be required. All OBD-sensed systems
are monitored by the PCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The PCM
will store a DTC in electronic memory for any failure it detects. for the proper charging system on-board
diagnostic test procedures. Refer to DIAGNOSIS AND TESTING .
GR8 ELECTRICAL SYSTEM TESTER
The Midtronics GR8 battery system tester is designed to help diagnose the cause of a defective battery. for
directions on using the Midtronics GR8 battery tester. Refer to BATTERY, AGM , STANDARD
PROCEDURE.
BATTERY SYSTEM DIAGNOSIS

THE BATTERY SEEMS WEAK 1. The electrical system 1. for the proper test procedures. Refer to
OR DEAD WHEN ignition-off draw is BATTERY, AGM , STANDARD
ATTEMPTING TO START THE excessive. PROCEDURE. Repair the excessive
ENGINE. ignition-off draw, as required.
2. The charging system 2. Determine if the charging system is
is inoperative. performing to specifications. Refer to
DIAGNOSIS AND TESTING . Repair the
inoperative charging system, as required.
3. The battery is 3. Determine the battery state-of-charge
discharged. using the Midtronics GR8 battery tester.
Refer to BATTERY, AGM , STANDARD
PROCEDURE. Charge the battery as
required.
4. The battery terminal 4. Refer to CABLES, BATTERY ,

connections are loose or DIAGNOSIS AND TESTING. Clean and
corroded. tighten the battery terminal connections, as
required.
5. The battery has an 5. for the proper size and rating. Refer to
incorrect size or rating SPECIFICATIONS. Replace an incorrect
for this vehicle. battery, as required.
6. The battery is 6. Determine the battery cranking capacity
inoperative. using the Midtronics GR8 battery tester.
Refer to BATTERY, AGM , STANDARD
PROCEDURE. Replace the inoperative
battery, as required.
7. The starting system is 7. Determine if the starting system is
inoperative. performing to specifications. Refer to
STARTING SYSTEM . Repair the
inoperative starting system, as required.
8. The battery is 8. Inspect the battery for loose terminal posts
physically damaged. or a cracked and leaking case. Replace the
damaged battery, as required.
THE BATTERY STATE OF 1. The battery has an 1. for the proper size and rating. Refer to
CHARGE CANNOT BE incorrect size or rating SPECIFICATIONS. Replace an incorrect
MAINTAINED. for this vehicle. battery, as required.
2. The battery terminal 2. Refer to CABLES, BATTERY ,
connections are loose or DIAGNOSIS AND TESTING. Clean and
corroded. tighten the battery terminal connections, as
required.
3. The electrical system 3. for the proper test procedures. Refer to
ignition-off draw is BATTERY, AGM , STANDARD
excessive. PROCEDURE. Repair the inoperative
electrical system, as required.
4. The battery is 4. Test the battery using the Midtronics GR8
inoperative. battery tester. Refer to BATTERY, AGM ,
STANDARD PROCEDURE. Replace the
inoperative battery, as required.
5. The starting system is 5. Determine if the starting system is
inoperative. performing to specifications. Refer to
STARTING SYSTEM . Repair the
inoperative starting system, as required.
6. The charging system 6. Determine if the charging system is
is inoperative. performing to specifications. Refer to
DIAGNOSIS AND TESTING . Repair the
inoperative charging system, as required.
7. Electrical loads 7. Inspect the vehicle for aftermarket
exceed the output of the electrical equipment which might cause
charging system. excessive electrical loads.
8. Slow driving or 8. Advise the vehicle operator, as required.
prolonged idling with

high-amperage draw
systems in use.
THE BATTERY WILL NOT 1. The battery is 1. Test the battery using the Midtronics GR8
ACCEPT A CHARGE. inoperative. battery tester. Refer to BATTERY, AGM ,
STANDARD PROCEDURE. Replace the
inoperative battery, as required.
SPECIFICATIONS
BATTERY
The battery Group Size number, the Cold Cranking Amperage (CCA) rating, and the Reserve Capacity (RC)
rating or Ampere-Hours (AH) rating can be found on the original equipment battery label. Be certain that a
replacement battery has the correct Group Size number, as well as CCA, and RC or AH ratings that equal or
exceed the original equipment specification for the vehicle being serviced. Battery sizes and ratings are
discussed in more detail below.
 Group Size - The outside dimensions and terminal placement of the battery conform to standards
established by the Battery Council International (BCI). Each battery is assigned a BCI Group Size
number to help identify a correctly-sized replacement.
 Cold Cranking Amperage - The Cold Cranking Amperage (CCA) rating specifies how much current (in
amperes) the battery can deliver for thirty seconds at -18° C (0° F). Terminal voltage must not fall below
7.2 volts during or after the thirty second discharge period. The CCA required is generally higher as
engine displacement increases, depending also upon the starter current draw requirements.
 Reserve Capacity - The Reserve Capacity (RC) rating specifies the time (in minutes) it takes for battery
terminal voltage to fall below 10.5 volts, at a discharge rate of 25 amperes. RC is determined with the
battery fully-charged at 26.7° C (80° F). This rating estimates how long the battery might last after a
charging system failure, under minimum electrical load.
 Ampere-Hours - The Ampere-Hours (AH) rating specifies the current (in amperes) that a battery can
deliver steadily for twenty hours, with the voltage in the battery not falling below 10.5 volts. This rating
is also sometimes identified as the twenty-hour discharge rating.
 Load Test Amperage - The Load Test Amperage rating specifies the current (in amperes) that a battery
should be tested at with the battery load test equipment. This value should always be 50 percent of the
CCA. For example: the CCA for this battery is 730 amps, the Load Test Amperage is 50 percent of that or
365 amps.
BATTERY CLASSIFICATIONS AND RATINGS

BCI Group Size Cold Cranking Reserve Ampere - Load Test
Classification Amperage Capacity Hours Amperage
H7 (Gas Only) 700 120 Minutes 75 365
H8 (Diesel Only) 800 160 Minutes 85 400

Battery Terminal Clamp
5.5 - 50
Pinch-Bolt Hex Nut
Starter Solenoid B(+)
11 - 95
Terminal Stud Nut
Battery Negative Cable 11 - 95
Ground Eyelet Terminal
to Engine Block Bolt
Generator Output 14 - 125
Terminal Stud Nut
Power Distribution 11.5 - 105
Center B(+) Terminal
Stud Nut
Integrated Power Module 11.5 - 105
B(+) Terminal Stud Nut
Battery Negative Cable
Eyelet Terminal to the 28 20.5 -
Inner Fender nut
CLEANING
CLEANING
The following information details the recommended cleaning procedures for the battery and related
components. In addition to the maintenance schedules found in this service information, it is recommended that
these procedures be performed any time the battery or related components must be removed for vehicle service.
Refer to MAINTENANCE SCHEDULES , DESCRIPTION .
Fig. 1: Cleaning Battery Cable Terminal Clamps

1. Clean the battery cable terminal clamps (2) of all corrosion. Remove any corrosion using a wire brush or
a post and terminal cleaning tool (1), and a sodium bicarbonate (baking soda) and warm water cleaning
solution.
Fig. 2: Cleaning Battery Thermal Guard

2. Clean the battery tray and battery hold down hardware of all corrosion. Remove any corrosion using a
wire brush and a sodium bicarbonate (baking soda) and warm water cleaning solution (2). Paint any
exposed bare metal.
3. If the removed battery is to be reinstalled, clean the outside of the battery case (3) and the top cover with
a sodium bicarbonate (baking soda) and warm water cleaning solution (2) using a stiff bristle parts
cleaning brush (1) to remove any acid film. Rinse the battery with clean water. Ensure that the cleaning
solution does not enter the battery cells through the vent holes. If the battery is being replaced, confirm
that the replacement battery is the correct size and has the correct ratings for the vehicle.
4. Clean the battery thermal guard with a sodium bicarbonate (baking soda) and warm water cleaning
solution (2) using a stiff bristle parts cleaning brush (1) to remove any acid film.
Fig. 3: Cleaning Battery Terminal Post Using Terminal Cleaner

5. Clean any corrosion from the battery terminal posts with a wire brush or a post and terminal cleaner (1)
and a sodium bicarbonate (baking soda) and warm water cleaning solution.
INSPECTION
INSPECTION
The following information details the recommended inspection procedures for the battery and related
components. In addition to the maintenance schedules, , it is recommended that these procedures be performed
any time the battery or related components are removed for vehicle service. Refer to MAINTENANCE
SCHEDULES , DESCRIPTION .
1. Inspect the battery cable terminal clamps for damage. Replace any battery cable that has a damaged or
deformed terminal clamp.

2. Inspect the battery tray and battery hold down hardware for damage. Replace any damaged parts.
3. Slide the thermal guard off of the battery case, if equipped. Inspect the battery case for cracks or other
damage that could result in electrolyte leaks. Also, check the battery terminal posts for looseness.
Batteries with damaged cases or loose terminal posts must be replaced.
4. Inspect the battery thermal guard for tears, cracks, deformation or other damage. Replace any battery
thermal guard that has been damaged.
5. Inspect the battery built-in test indicator sight glass (if equipped) for an indication of the battery
condition. If the battery is discharged, charge as required. Refer to BATTERY, AGM , STANDARD
PROCEDURE.
BATTERY, AGM
DESCRIPTION
DESCRIPTION
WARNING: The Absorbent Glass Mat (AGM) battery should only be charged and
tested with the Associated Battery Charger (special tool #223-9425,
Battery Charger, Associated) or Midtronics (special tool #GR8-1220KIT-
CHRY, AGM Battery Tester/Charger Station). Never test the AGM battery
with a Midtronics Micro 420 battery tester.
The battery is located under the passenger seat. A breather line runs from the battery through the bottom of the
recess well to the outside of the vehicle.
The battery negative cable is attached to the outboard side of the battery compartment.
The AGM battery is located and removed in the same manner as the standard battery for the appropriate starter
battery removal procedure. Refer to BATTERY, AGM , REMOVAL.
DIAGNOSIS AND TESTING - BATTERY
MIDTRONICS GR8 BATTERY TESTER
The Midtronics GR8 battery tester is designed to help diagnose the cause of an inoperative battery. for
instructions on the use of the Midtronics GR8 battery tester. Refer to BATTERY, AGM , STANDARD
PROCEDURE.
WARNING: IF THE BATTERY SHOWS SIGNS OF FREEZING, LEAKING OR LOOSE

POSTS, DO NOT TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL INJURY AND/OR
VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN AND AROUND THE BATTERY.

DO NOT SMOKE, USE FLAME, OR CREATE SPARKS NEAR THE
BATTERY. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY
RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC ACID, WHICH IS POISONOUS AND

CAUSTIC. AVOID CONTACT WITH THE SKIN, EYES, OR CLOTHING. IN
THE EVENT OF CONTACT, FLUSH WITH WATER AND CALL A PHYSICIAN
IMMEDIATELY. KEEP OUT OF THE REACH OF CHILDREN.
A battery that will not accept a charge is inoperative, and must be replaced. Further testing is not required. A
fully-charged battery must be load tested to determine its cranking capacity. A battery that is fully-charged, but
does not pass the load test, is inoperative and must be replaced.
NOTE: Completely discharged batteries may take several hours to accept a charge. For
the proper battery charging procedure, refer to STANDARD PROCEDURE.
STANDARD PROCEDURE
ABSORBENT GLASS MAT (AGM) BATTERY CHARGING
WARNING: Never exceed 14.4 volts when charging the Absorbent Glass Mat (AGM)
starter battery. Personal injury and/or battery damage may result.
Vehicles equipped with the AGM starter battery utilize a unique absorbent glass mat battery design. This
battery has a maximum charging voltage that must not be exceeded in order to restore the battery to its full
potential, failure to use the following AGM battery charging procedure could result in damage to the battery or
personal injury.
Battery charging is the means by which the battery can be restored to its full voltage potential. A battery is
fully-charged when:
 Midtronics (special tool #GR8-1220KIT-CHRY, AGM Battery Tester/Charger Station) tester indicates
battery is OK.
 Open-circuit voltage of the battery is 12.65 volts or above.
 Battery passes Load Test multiple times.
WARNING: If the battery shows signs of freezing, leaking, loose posts or low
electrolyte level, do not test, assist-boost, or charge. The battery may arc
internally and explode. Personal injury and/or vehicle damage may result.
WARNING: Explosive hydrogen gas forms in and around the battery. Do not smoke,
use flame, or create sparks near the battery. Personal injury and/or
vehicle damage may result.
WARNING: The battery contains corrosive materials. Avoid contact with the skin,
eyes, or clothing. In the event of contact, flush with water and call a
physician immediately. Keep out of the reach of children.
CAUTION: Always disconnect and isolate the battery negative cable before charging
a battery. Charge the battery directly at the battery terminals. Do not
exceed 14.4 volts while charging a battery.
CAUTION: The battery should not be hot to the touch. If the battery feels hot to the
touch, turn off the charger and let the battery cool before continuing the
charging operation. Damage to the battery may result.
After the battery has been charged to 12.6 volts or greater, perform a load test to determine the battery cranking
capacity. If the battery passes a load test, return the battery to service. If the battery fails a load test, it is faulty
and must be replaced.
Clean and inspect the battery hold downs, well, terminals, posts, and top before completing battery service. For
the proper battery system cleaning procedures, refer to CLEANING and INSPECTION.
CHARGING A COMPLETELY DISCHARGED BATTERY
WARNING: Never exceed 14.4 volts when charging the Absorbent Glass Mat (AGM)
starter battery. Personal injury and/or battery damage may result.
The following procedure should be used to recharge a completely discharged battery. Unless this procedure is
properly followed, a good battery may be needlessly replaced.
1. Measure the voltage at the battery posts with a voltmeter, accurate to 1/10 (0.10) volt. For access
instructions, refer to REMOVAL and INSTALLATION. If the reading is below ten volts, the battery
charging current will be low. It could take several hours before the battery accepts a current greater than a
few milliamperes. Such low current may not be detectable on the ammeters built into many battery
chargers.
2. Disconnect and isolate the battery negative cable. Connect the Midtronics (special tool #GR8-1220KIT-
CHRY, AGM Battery Tester/Charger Station).
NOTE: Some battery chargers are equipped with polarity-sensing circuitry. This
circuitry protects the battery charger and the battery from being damaged
if they are improperly connected. If the battery state-of-charge is too low
for the polarity-sensing circuitry to detect, the battery charger will not
operate. This makes it appear that the battery will not accept charging
current. Refer to the instructions provided by the manufacturer of the
battery charger for details on how to bypass the polarity-sensing circuitry.
3. Battery chargers vary in the amount of voltage and current they provide. The amount of time required for
a battery to accept measurable charging current at various voltages is shown in the Charge Rate Table. If
the charging current is still not measurable at the end of the charging time, the battery is faulty and must
be replaced. If the charging current is measurable during the charging time, the battery may be good and
the charging should be completed in the normal manner.
BATTERY CHARGE RATE TABLE

Voltage Minutes
14.4 volts maximum up to 10 minutes
13.0 to 14 volts up to 20 minutes
12.9 volts or less up to 30 minutes
CHARGING TIME REQUIRED
The time required to charge a battery will vary, depending upon the following factors:
 Battery Capacity - A completely discharged heavy-duty battery requires twice the charging time of a
small capacity battery.
 Temperature - A longer time will be needed to charge a battery at -18° C (0° F) than at 27° C (80° F).
When a fast battery charger is connected to a cold battery, the current accepted by the battery will be very
low at first. As the battery warms, it will accept a higher charging current rate (amperage).
 Charger Capacity - A battery charger that supplies only five amperes will require a longer charging
time. A battery charger that supplies eight amperes will require a shorter charging time.
 State-Of-Charge - A completely discharged battery requires more charging time than a partially
discharged battery. Electrolyte is nearly pure water in a completely discharged battery. At first, the
charging current (amperage) will be low. As the battery charges, the specific gravity of the electrolyte
will gradually rise.
The Battery Charging Time Table gives an indication of the time required to charge a typical battery at room
temperature based upon the battery state-of-charge and the charger capacity.
BATTERY CHARGING TIME TABLE

Charging
5 Amps 8 Amps
Amperage
Open
Circuit Hours Charging @ 21° C (70° F)
Voltage
12.25 to 6 hours 3 hours
12.49
12.24
11.99
Below 18 hours 9 hours
10.00
IGNITION-OFF DRAW TEST

The term Ignition-Off Draw (IOD) identifies a normal condition where power is being drained from the battery
with the ignition switch in the Off position. A normal vehicle electrical system will draw from five to thirty-five
milliamperes (0.005 to 0.035 ampere) with the ignition switch in the Off position, and all non-ignition
controlled circuits in proper working order. Up to thirty-five milliamperes are needed to enable the memory
functions for the Powertrain Control Module (PCM), digital clock, electronically tuned radio, and other
modules which may vary with the vehicle equipment.
A vehicle that has not been operated for approximately twenty days, may discharge the battery to an inadequate
level. When a vehicle will not be used for twenty days or more (stored), remove the IOD fuse from the Junction
Block (JB). This will reduce battery discharging.
Excessive IOD can be caused by:
 Electrical items left on.

 Inoperative or improperly adjusted switches.
 Inoperative or shorted electronic modules and components.
 An internally shorted generator.
 Intermittent shorts in the wiring.
If the IOD is over thirty-five milliamperes, the problem must be found and corrected before replacing a battery.
In most cases, the battery can be charged and returned to service after the excessive IOD condition has been
corrected.
1. Verify that all electrical accessories are off. Turn off all lamps, remove the ignition key, and close all
doors. If the vehicle is equipped with an illuminated entry system or an electronically tuned radio, allow
the electronic timer function of these systems to automatically shut off (time out). This may take up to ten
minutes. Refer to the Electronic Module Ignition-Off Draw Table for more information.
ELECTRONIC MODULE IGNITION-

OFF DRAW (IOD) TABLE
Time
Out?
(If Yes, IOD
Interval After
Module IOD
And Time
Wake- Out
Up
Input)
1 to 3
Radio No N/A
milliamperes
Audio Power up to 1
No N/A
Amplifier milliampere
Powertrain
Control 0.95
No N/A
Module milliampere
(PCM)
Cabin
0.44
Compartment No N/A
milliampere
Node (CCN)
2. Determine that the underhood lamp is operating properly, then disconnect the lamp wire harness
connector or remove the lamp bulb.
3. Turn off all electrical accessories.
4. Disconnect the battery negative cable.
CAUTION: Do not open any doors, or turn on any electrical accessories with the
lowest milliampere scale selected, or the multi-meter may be
damaged.
5. Connect a 10 amp fused jumper wire between the negative battery cable and the negative battery post.
6. Turn the ignition key ON and then OFF and wait 10 minutes for all systems to enter sleep mode.
NOTE: Do not break the connection between the 10 amp fused jumper wire and
the battery. If the connection between the battery negative terminal post
and the negative cable terminal clamp is lost during any part of the IOD
test, the electronic timer function will be activated and all of the tests will
have to be repeated.
7. Set an electronic digital multi-meter to its highest amperage scale. Connect the multi-meter to the battery
negative cable terminal clamp and the battery negative terminal post, but not on the jumper connection.
8. Remove the 10 amp jumper wire without breaking the digital multi-meter connection.
9. The multi-meter leads must be securely clamped to the battery negative cable terminal clamp and the
battery negative terminal post, but not the 10 amp jumper wire.
10. The high-amperage IOD reading on the multi-meter should be very low or nonexistent, depending upon
the electrical equipment in the vehicle. If the amperage reading remains high, remove and replace each
fuse or circuit breaker in the TIPM, one at a time until the amperage reading becomes very low, or
nonexistent. Refer to the appropriate wiring information for complete TIPM, circuit breaker, and circuit
identification. This will isolate each circuit and identify the circuit that is the source of the high-amperage
IOD. If the amperage reading remains high after removing and replacing each fuse, disconnect the wire
harness from the generator. If the amperage reading now becomes very low or nonexistent, diagnose and
repair the Charging System as necessary. After the high-amperage IOD has been corrected, switch the
multi-meter to progressively lower amperage scales and, if necessary, repeat the fuse and circuit breaker
remove-and-replace process to identify and correct all sources of excessive IOD. It is now safe to select
the lowest milliampere scale of the multi-meter to check the low-amperage IOD.
11. Observe the multi-meter reading. The low-amperage IOD should not exceed thirty-five milliamperes
(0.035 ampere). If the current draw exceeds thirty-five milliamperes, isolate each circuit using the fuse
and circuit breaker remove-and-replace process in step #10. The multi-meter reading will drop to within
the acceptable limit when the source of the excessive current draw is disconnected. Repair this circuit as
required, whether a wiring short, incorrect switch adjustment, or an inoperative component is the cause.
OPEN-CIRCUIT VOLTAGE TEST

A battery open-circuit voltage (no load) test will show the approximate state-of-charge of a battery.
Before proceeding with this test, completely charge the battery. Refer to STANDARD PROCEDURE.
1. Before measuring the open-circuit voltage, the surface charge must be removed from the battery. Turn on
the headlamps for fifteen seconds, then allow up to five minutes for the battery voltage to stabilize.
2. Disconnect and isolate both battery cables, negative cable first.
3. Using a voltmeter connected to the battery posts (see the instructions provided by the manufacturer of the
voltmeter), measure the open-circuit voltage.
Refer to the Open-Circuit Voltage Table. This voltage reading will indicate the battery state-of-charge, but will
not reveal its cranking capacity. If a battery has an open-circuit voltage reading of 12.4 volts or greater, it may
be load tested to reveal its cranking capacity.
OPEN CIRCUIT VOLTAGE TABLE

Open Circuit Voltage Charge Percentage
11.7 volts or less 0%
12.0 volts 25%
12.2 volts 50%
12.4 volts 75%
12.6 volts or more 100%
GR8 BATTERY TESTER / CHARGER
Always use the Midtronics GR8 Instruction Manual that was supplied with the tester as a reference. If the
Instruction Manual is not available the following procedure can be used:
WARNING: Always wear appropriate eye protection and use extreme caution when
working with batteries.
BATTERY TESTING
1. If testing the battery OUT-OF-VEHICLE, clean the battery terminals with a wire brush before testing.
Refer to CLEANING. If the battery is equipped with side post terminals, install and tighten the supplied
lead terminal stud adapters. Do not use steel bolts. Failure to properly install the stud adapters, or using
stud adapters that are dirty or worn-out may result in false test readings.
2. If testing the battery IN-THE-VEHICLE, make certain all of the vehicle accessory loads are OFF,
including the ignition. Connect the Midtronics GR8 directly to the battery posts.
NOTE: Multiple batteries connected in parallel must have the ground cable
disconnected to perform a battery test. Failure to disconnect may result in
false battery test readings.
3. Using the ARROW key select in or out of vehicle testing and press ENTER to make a selection.
4. If not selected, choose the Cold Cranking Amp (CCA) battery rating. Or select the appropriate battery
rating for your area (see menu). The tester will then run its self programmed test of the battery and
display the results. Refer to the test result table noted below.
5. While viewing the battery test result, press the CODE button and the tester will prompt you for the last 4
digits of the VIN. Use the UP/DOWN arrow buttons to scroll to the correct character; then press ENTER
to select and move to the next digit. Then press the ENTER button to view the SERVICE CODE.
Pressing the CODE button a second time will return you to the test results.
NOTE: The SERVICE CODE is required on every warranty claim submitted for battery
replacement.
QUICK REFERENCE GUIDE
Inspect the battery for damages and check the electrolyte level. Always use the necessary safety precautions
when working with batteries to prevent severe injury or death. Follow all manufacturers' instructions and BCI
(Battery Council International) safety recommendations, which include the following precautions:
MAIN MENU
The Main Menu is the starting point for all tools and utilities, which are depicted as icons. Some icons lead
directly to the function they represent, while others are menu icons that lead to two or more options.
Fig. 4: Battery Tester Main Menu Icon 1

Automatically tests, charges, and provides battery decision using the information you select in a series of
screens. Start here to generate warranty codes.

Tests the starting and charging systems.

Maintains battery voltage at 13.5 volts to provide uninterrupted reprogramming of ECUs and retain vehicle
system settings.

Includes a utility to view and print a test counter, a data transfer utility, the software version and date, the
Midtronics GR8 serial number for the control module, and current wireless channel.

The Setup Menu lets you customize options in the Midtronics GR8 to suit your needs.

Provides a list of topics and definitions. Also includes Midtronics Customer Service phone numbers.
CHARGE/TEST MENU
Fig. 10: Charge/Test Menu Icon 1

Automatically tests and charges battery, starting, and charging system. Generates a warranty code for Replace
and Bad Cell decisions.

Pre Delivery Inspection (PDI): For testing delivered vehicles and lot maintenance. Uses the same inputs as a
diagnostic charge.

Dual Battery Charge mode allows the charger to be used with dual battery systems.

Makes high output current available to boost charge an in-vehicle battery and assist in starting the engine.

Provides a timed charge that ranges from 5 to 120 minutes or a continuous charge that ends when you press the
STOP key.

In this mode the charger can provide a trickle charge for long term, low amp battery charging.

Generates 15-digit warranty codes for physically defective batteries or customer good will.
Fig. 17: GR8 Battery Tester

1. Control module: Backlit graphical display and keypad for data entry.
2. ON/OFF switch: ON/OFF switch Turns power on and off to the GR8.
3. STATUS light: Lights in conjunction with beeping alarm to indicate transitions and warnings.
4. Data card slot: For future upgrades via a data card. The slot contains a plastic filler card for protection.
REPLACE BATTERY DECISIONS
BATTERY DECISIONS
Fig. 18: Battery Test Screen - Example

1. Battery Decisions
2. Select Rating
3. Measured capacity
4. Measured voltage
5. Good Range
NOTE: The warranty code screen will only be displayed for REPLACE BATTERY
and BAD CELL-REPLACE decisions.
6. Enter this number into wiTech

7. Replace range
8. Replaced AMP Hours
9. Charging Time
TEST RESULTS-CHARGING SYSTEM
A REPLACE BATTERY or BAD CELL-REPLACE decision gives you the option of generating a warranty
code. For Chrysler vehicles model year 2011 or later, enter that warranty code into your wiTECH in the
Midtronics warranty code validation routine.
Fig. 19: Battery Tester Test Results Screen - Example

1. Loads-off current at rev if amp clamp is used

2. Loads-off DC voltage at rev
3. Decision
4. Loads-on DC voltage at rev
5. Loads-on current at rev if amp clamp is used
6. Bar graph of DC voltage within normal range (loads on and off)
7. Graph of diode waveform

8. Peak-to-peak AC voltage
9. Normal DC voltage range
TEST RESULTS-STARTER SYSTEM
Fig. 20: Test Results-Starter System Example

1. Average cranking voltage

2. Average cranking current if amp clamp is used
3. Cranking time in seconds
4. Y axis = System performance: cranking voltage
REMOVAL
REMOVAL
Fig. 21: Lid To The Battery Bin

1. If equipped with power seats, move the seat to the most forward and upright position.
2. If equipped with manual seats, move the seat to the most forward position.
3. Turn the ignition switch to the Off position. Be certain that all electrical accessories are turned off.
4. Remove the battery cover (1).

NOTE: Negative battery terminal shown in illustration, positive terminal similar.
5. Remove the negative battery cable (1) from the battery.

6. Disconnect the positive battery cable and position aside.
Fig. 23: Battery Thermal Blanket

7. Remove the battery thermal blanket.
Fig. 24: Battery Hold Down Retainers & Battery Hold Down
8. Remove the battery hold down retainers (2) and remove the battery hold down (1).
WARNING: Wear a suitable pair of rubber gloves when removing a battery by

hand. Safety glasses should also be worn. If the battery is cracked
or leaking, the electrolyte can burn the skin and eyes.
9. Remove the battery from the vehicle.

INSTALLATION
INSTALLATION
WARNING: Wear a suitable pair of rubber gloves when removing a battery by hand.
Safety glasses should also be worn. If the battery is cracked or leaking,
the electrolyte can burn the skin and eyes.
Fig. 25: Battery Hold Down Retainers & Battery Hold Down
1. Install the battery into the vehicle.

2. Install the battery hold down (1) into position and install the battery hold down retainers (2).
Tighten to 20 N.m (15 Ft. Lbs.).

Fig. 26: Battery Thermal Blanket

3. Install the battery thermal blanket.

NOTE: Negative battery terminal shown in illustration, positive terminal similar.
4. Position back the positive battery cable (2) and connect to the battery (1).
5. Position back the negative battery cable and connect to the battery.

6. Install the battery cover (1).

7. Move the seat back to its original position.
CABLES, BATTERY
BATTERY CABLES
A voltage drop test will determine if there is excessive resistance in the battery cable terminal connections or
the battery cables. If excessive resistance is found in the battery cable connections, the connection point should
be disassembled, cleaned of all corrosion or foreign material, then reassembled. Following reassembly, check
the voltage drop for the battery cable connection and the battery cable again to confirm repair.
When performing the voltage drop test, it is important to remember that the voltage drop is giving an indication
of the resistance between the two points at which the voltmeter probes are attached. EXAMPLE: When testing
the resistance of the battery positive cable, touch the voltmeter leads to the battery positive cable terminal clamp
and to the battery positive cable eyelet terminal at the starter solenoid B(+) terminal stud. If you probe the
battery positive terminal post and the battery positive cable eyelet terminal at the starter solenoid B(+) terminal
stud, you are reading the combined voltage drop in the battery positive cable terminal clamp-to-terminal post
connection and the battery positive cable.
TESTING
VOLTAGE DROP TEST
WARNING: If the battery shows signs of freezing, leaking, loose posts, or low
electrolyte level, do not test, assist-boost, or charge. The battery may arc
internally and explode. Personal injury and/or vehicle damage may result.
WARNING: Explosive hydrogen gas forms in and around the battery. Do not smoke,
use flame, or create sparks near the battery. Personal injury and/or
vehicle damage may result.
WARNING: The battery contains sulfuric acid, which is poisonous and caustic. Avoid
contact with the skin, eyes, or clothing. In the event of contact, flush with
water and call a physician immediately. Keep out of the reach of children.
WARNING: If the battery is equipped with removable cell caps, be certain that each of
the cell caps is in place and tight before the battery is returned to service.
Personal injury and/or vehicle damage may result from loose or missing
cell caps.
The following operation will require a voltmeter accurate to 1/10 (0.10) volt. Before performing this test, be
certain that the following procedures are accomplished:
 The battery is fully-charged and tested. Refer to BATTERY, AGM , STANDARD PROCEDURE.
 Fully engage the parking brake.
 If the vehicle is equipped with an automatic transmission, place the gearshift selector lever in the Park
position. If the vehicle is equipped with a manual transmission, place the gearshift selector lever in the
Neutral position and block the clutch pedal in the fully depressed position.
 Verify that all lamps and accessories are turned off.
 To prevent a gasoline engine from starting, remove the Automatic ShutDown (ASD) relay. The ASD
relay is located in the Integrated Power Module (IPM), in the engine compartment. Refer to the fuse and
relay layout label on the underside of the IPM cover for ASD relay identification and location.
Fig. 29: Connecting Voltmeter Leads To Battery Negative Terminal

1. Connect the positive lead of the voltmeter (1) to the battery negative terminal post. Connect the negative
lead of the voltmeter (1) to the battery negative cable terminal clamp. Rotate and hold the ignition switch
in the Start position. Observe the voltmeter. If voltage is detected, correct the poor connection between
the battery negative cable terminal clamp and the battery negative terminal post.
Fig. 30: Connecting Voltmeter Leads To Battery Positive Terminal

2. Connect the positive lead of the voltmeter (1) to the battery positive terminal post. Connect the negative
lead of the voltmeter to the battery positive cable terminal clamp. Rotate and hold the ignition switch in
the Start position. Observe the voltmeter. If voltage is detected, correct the poor connection between the
battery positive cable terminal clamp and the battery positive terminal post.
Fig. 31: Connecting Voltmeter Leads To Positive Battery Terminal & Starter Solenoid
3. Connect the voltmeter (2) to measure between the battery positive cable terminal clamp (1) and the starter
solenoid (3) B(+) terminal stud. Rotate and hold the ignition switch in the Start position. Observe the
voltmeter. If the reading is above 0.2 volt, clean and tighten the battery positive cable eyelet terminal
connection at the starter solenoid B(+) terminal stud. Repeat the test. If the reading is still above 0.2 volt,
replace the faulty battery positive cable.
Fig. 32: Connecting Voltmeter Between Negative Battery Cable & Good Clean Ground On Engine
Block
4. Connect the voltmeter (1) to measure between the battery (2) negative cable terminal clamp and a good
clean ground (3) on the engine block. Rotate and hold the ignition switch in the Start position. Observe
the voltmeter. If the reading is above 0.2 volt, clean and tighten the battery negative cable eyelet terminal
connection to the engine block. Repeat the test. If the reading is still above 0.2 volt, replace the faulty
battery negative cable.
REMOVAL
NEGATIVE BATTERY

1. Turn the ignition switch to the Off position. Be certain that all electrical accessories are turned off.
2. Position the passenger front seat forward.
Fig. 34: Negative Battery Cable & Body

NOTE: Shown in illustration with seat removed for clarity.
4. Disconnect the negative the negative battery cable.

5. Remove the negative battery cable (1) retainer to body (3).
6. Remove the negative battery cable.
POSITIVE BATTERY
Fig. 35: View Of Front Seat

1. Remove the front passenger seat. Refer to SEAT, FRONT , REMOVAL .


3. Disconnect the negative and positive battery cables.
Fig. 37: Side Scuff Plate

NOTE: Driver's side shown in illustration, passenger side similar.
4. Remove the passenger side scuff plate. Refer to PLATE, SCUFF, DOOR , REMOVAL .

5. Remove the passenger side cowl trim panel. Refer to PANEL, COWL TRIM, SIDE , REMOVAL .

6. Remove the glovebox. Refer to GLOVE BOX, INSTRUMENT PANEL , REMOVAL .

7. Remove the glovebox liner.
Fig. 40: Retainer, Positive Battery Cable & Dash Panel

8. Remove the retainer (1) from the positive battery cable junction block.
9. Push the positive battery cable (2) through the dash panel (3).
Fig. 41: Positive Battery Cable & Vehicle

10. Remove the positive battery (1) cable from the vehicle (2).
INSTALLATION
NEGATIVE BATTERY
Fig. 42: Negative Battery Cable & Body

NOTE: Shown in illustration with seat removed for clarity.
1. Install the negative battery cable.

2. Install the negative battery cable (1) retainer to body (3).
3. Connect the negative the negative battery cable.


5. Position back the passenger front seat.
POSITIVE BATTERY
Fig. 44: Positive Battery Cable & Vehicle

1. Install the positive battery (1) cable into the vehicle (2).
Fig. 45: Retainer, Positive Battery Cable & Dash Panel

2. Push the positive battery cable (2) through the dash panel (3).
3. Install the retainer (1) from the positive battery cable junction block.

4. Install the glovebox liner.

5. Install the glovebox. Refer to INSTALLATION .

6. Install the passenger side cowl trim panel. Refer to PANEL, COWL TRIM, SIDE , INSTALLATION .
7. Install the nut that secures the passenger side cowl trim panel to the mounting bracket.
8. Install the passenger side hush panel from underneath the instrument panel.
Fig. 48: Side Scuff Plate

NOTE: Driver's side shown in illustration, passenger side similar.

9. Install the passenger side scuff plate. Refer to PLATE, SCUFF, DOOR , INSTALLATION .
Fig. 49: View Of Front Seat

10. Install the front passenger seat. Refer to SEAT, FRONT , INSTALLATION .

11. Connect the positive batter cable.

13. Connect the negative and positive battery cable.
2011 ELECTRICAL Charging - Service Information - Grand Cherokee
2011 ELECTRICAL
Charging - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
The charging system consists of:
 Generator
 Generator decoupler pulley (if equipped)
 Electronic Voltage Regulator (EVR) circuitry within the Powertrain Control Module (PCM)
 Ignition switch
 Battery (refer to BATTERY SYSTEM - SERVICE INFORMATION for information)
 Generator lamp (if equipped)
 Check gauges lamp (if equipped)
 Voltmeter (refer to INSTRUMENT CLUSTER - SERVICE INFORMATION for information)
 Wiring harness and connections (refer to Wiring for information)
OPERATION
OPERATION
Fig. 1: Identifying Charging System Components

1 - PCM
2 - TIPM
3 - Battery
4 - Generator
5 - Feed Back Circuit B+
6 - Control Circuit
7 - Battery Sense
On gasoline powered engines, the charging system is turned on and off with the PCM (Powertrain Control
Module) and ignition switch with engine running. On diesel powered engines, the charging system is turned on
and off with the ECM (Engine Control Module) and ignition switch with engine running. The field circuit will
not be energized until engine is running and ignition switch on. This voltage is connected through the PCM and
supplied to one of the generator field terminals (Gen. Source B+) at the back of the generator. The generator is
internally grounded. The generator regulates the field using pin-1 of the field connector (high side driver).
The generator is driven by the engine through a serpentine belt and pulley, or a decoupler pulley arrangement.
The PCM, or ECM receives a voltage input from the generator (5) and also a battery voltage input (7) from the
TIPM (Totally Integrated Power Module), it then compares the voltages to the desired voltage programed in the
EVR (Electronic Voltage Regulator) software, and, if there is a difference it sends a signal to the generator EVR
circuit to increase or decrease output. It uses a Pulse Width Modulation (PWM) to send signals to the generator
circuitry to control the amount of output from the generator. The amount of DC current produced by the
generator is controlled by the EVR circuitry contained within the generator.
All vehicles are equipped with On-Board Diagnostics (OBD). All OBD-sensed systems, including EVR
circuitry, are monitored by the PCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The
PCM will store a DTC in electronic memory for certain failures it detects.
The Check Gauges Lamp (if equipped) monitors: charging system voltage, engine coolant temperature and
engine oil pressure. If an extreme condition is indicated, the lamp will be illuminated. This is done as reminder
to check the three gauges. The lamp is located on the instrument panel. For additional information, refer to
INDICATORS, INSTRUMENT CLUSTER , DESCRIPTION .
Voltage is monitored at the B+ terminal stud to insure it is connected. If the B+ cable is loose, the PCM will
shut down generator field. Because of this new feature, pin-2 of the field connector is internally connected to
the B+ terminal.
The generator used with diesel engines is internally regulated. The generator and ECM communicate for
diagnostics, etc. If the generator regulator becomes disconnected from the ECM, it will still operate, but in a
default mode.

CHARGING SYSTEM
The following procedures may be used to diagnose the charging system if:
 the check gauges lamp (if equipped) is illuminated with the engine running
 the voltmeter (if equipped) does not register properly

 an undercharged or overcharged battery condition occurs.
Remember that an undercharged battery is often caused by:
 accessories being left on with the engine not running

 a faulty or improperly adjusted switch that allows a lamp to stay on. Refer to IGNITION-OFF DRAW
TEST for more information.
INSPECTION
The Powertrain Control Module (PCM) monitors critical input and output circuits of the charging system,
making sure they are operational. A Diagnostic Trouble Code (DTC) is assigned to each input and output circuit
monitored by the On-Board Diagnostic (OBD) system. Some charging system circuits are checked
continuously, and some are checked only under certain conditions.
Refer to appropriate Electrical Diagnostics article for more DTC information. This will include a complete list
of DTCs including DTCs for the charging system.
To perform a complete test of the charging system, refer to the appropriate Diagnostic Test Procedures and use
a diagnostic scan tool. Perform the following inspections before attaching the scan tool.
1. Inspect the battery condition.

2. Inspect condition of battery cable terminals, battery posts, connections at engine block, starter solenoid
and relay. They should be clean and tight. Repair as required.
3. Inspect all fuses in both the fuseblock and Power Distribution Center (PDC) for tightness in receptacles.
They should be properly installed and tight. Repair or replace as required.
4. Inspect generator mounting bolts for tightness. Replace or tighten bolts if required.
5. Inspect generator drive belt condition and tension. Tighten or replace belt as required.
6. Inspect automatic belt tensioner (if equipped).
7. Inspect generator electrical connections at generator field, battery output, and ground terminal (if
equipped). Also check generator ground wire connection at engine (if equipped). They should all be clean
and tight. Repair as required.
SPECIFICATIONS
GENERATOR RATINGS
TYPE RATED SAE AMPS ENGINES

DENSO 220 3.0L Diesel
DENSO 160
DENSO 180 3.6L
DENSO 220 (GCC)
DENSO 160
DENSO 180
5.7L
DENSO 220

Generator Mounting
41 30 -
Bolts - 5.7L
Generator Support
41 30 -
Bracket Bolt/Nuts - 5.7L
Generator Vertical 55 40 -
Mounting Bolt - 3.6L
Generator (long) 55 40 -
Horizontal Mounting Bolt
- 3.6L
Generator (short) 74 55 -
Horizontal Mounting Bolt
- 3.6L
Generator B+ Output 14 10 125
Cable Terminal Nut
Decoupler pully 80 59 -
GENERATOR
DESCRIPTION
DESCRIPTION
The generator is belt-driven by the engine using a serpentine type drive belt. It is serviced only as a complete
assembly. If the generator fails for any reason, the entire assembly must be replaced.
OPERATION
OPERATION
As the energized rotor begins to rotate within the generator, the spinning magnetic field induces a current into
the windings of the stator coil. Once the generator begins producing sufficient current, it also provides the
current needed to energize the rotor.
The stator winding connections deliver the induced alternating current to 6 positive and 6 negative diodes for
rectification. From the diodes, rectified direct current is delivered to the vehicle electrical system through the
generator battery terminal.
Noise emitting from the generator may be caused by: worn, loose or defective bearings; a loose or defective
drive pulley; incorrect, worn, damaged or misadjusted fan drive belt; loose mounting bolts; a misaligned drive
pulley or a defective stator or diode.
REMOVAL
3.0L DIESEL

2. Remove the coolant recovery bottle. Refer to BOTTLE, COOLANT RECOVERY , REMOVAL .
3. Remove the cooling fan. Refer to FAN, COOLING , REMOVAL .
4. Remove the lower radiator hose.
5. Remove the upper radiator at thermostat housing.
6. Remove the serpentine belt. Refer to BELT, SERPENTINE , REMOVAL .
Fig. 2: Identifying Protective Cover, Ground Cable & Field Generator Connector
7. Remove the nut (3) and the ground cable (2) from the generator.
8. Disconnect the field generator connector (4).
9. Remove the protective cover (1) from the B+ cable (6).
10. Remove the B+ nut (5) and cable (6) from the generator.
Fig. 3: Identifying Generator, Bolts, Nuts & Stud

11. Remove the upper generator bolt (1), nut (2), and stud (3).
12. Remove the two lower bolts (5) and the generator (4).
3.6L
Fig. 4: Field Circuit, B+ Terminal Nut And Wire

1. Disconnect and isolate the negative battery cable

2. Unplug the field circuit (3) from generator.
3. Remove the B+ terminal nut (1) and wire (2).


5. Remove the lower front generator mounting retainer (5).
6. Remove the three mounting retainers.
7. Remove the generator from the vehicle.
5.7L

WARNING: Disconnect the negative cable from the battery before removing the
battery output wire (B+ wire) from the generator. Failure to do so can
result in injury or damage to the electrical system.

2. Remove the air cleaner body. Refer to BODY, AIR CLEANER , REMOVAL , 5.7L .
Fig. 7: Removing / Installing Generator - 5.7L

4. Unsnap the plastic insulator cap from the B+ output terminal.

5. Remove the B+ terminal mounting nut at the rear of the generator. Disconnect the terminal from the
generator.
6. Disconnect the field wire connector (3) at the rear of the generator by pushing on the connector tab.
7. Remove two generator mounting bolts (1).
8. Remove the generator (2) from vehicle.
INSTALLATION
3.0L DIESEL
1. Position the generator (4) to the engine and install the upper generator bolt (1), stud (3) and nut (2).
Tighten stud (3) to 12 N.m (106 in. lbs.).
Fig. 8: Identifying Generator, Bolts, Nuts & Stud

2. Install the lower generator bolts (5) finger tight:

 Tighten bolts to 28 N.m (21 ft. lbs).
 Tighten nut to 28 N.m (21 ft. lbs).
Fig. 9: Identifying Protective Cover, Ground Cable & Field Generator Connector
3. Install the B+ cable (6) and nut (5) to the generator. Tighten nut (5) to 11 N.m (97 in. lbs.).
4. Install the protective cover (1) from the B+ cable (6).
5. Connect the field generator connector (4).
6. Install the nut (3) and the ground cable (2) from the generator.
7. Install the serpentine belt. Refer to BELT, SERPENTINE , INSTALLATION .
8. Install the upper radiator at thermostat housing.

10. Install the cooling fan. Refer to FAN, COOLING , INSTALLATION .
11. Install the coolant recovery bottle. Refer to BOTTLE, COOLANT RECOVERY , INSTALLATION .
3.6L

1. Install the generator into the vehicle.

2. Install the three mounting retainers.
Tighten to 25 N.m (18 Ft. Lbs.).
3. Install ground wire on mounting stud (4).

4. Install the lower front generator mounting retainer (5).
Tighten to 23 N.m (17 Ft. Lbs)

Fig. 11: Field Circuit, B+ Terminal Nut And Wire

6. Install the B+ terminal to the generator stud.
Tighten to 11 N.m (97 In. Lbs.).
7. Plug in the field circuit to the generator.

5.7L
Fig. 12: Removing / Installing Generator - 5.7L

1. Position the generator (2) to the engine and install the two mounting bolts (1).
Torque the bolts to 41 N.m (30 ft. lbs.).
2. Snap the field wire connector (3) into the rear of the generator.
3. Install the B+ terminal eyelet to the generator output stud.
Tighten the mounting nut to 12 N.m (108 in. lbs.).

CAUTION: Never force a belt over a pulley rim using a screwdriver. The
synthetic fiber of the belt can be damaged.
CAUTION: When installing a serpentine accessory drive belt, the belt must be
routed correctly. The water pump may be rotating in the wrong
direction if the belt is installed incorrectly, causing the engine to
overheat. Refer to belt routing label in engine compartment, or refer
to the 5.7L ENGINE .

5. Install the air cleaner body. Refer to BODY, AIR CLEANER , INSTALLATION , 5.7L .
6. Install the negative battery cable.
REGULATOR, VOLTAGE
DESCRIPTION
DESCRIPTION
The Electronic Voltage Regulator (EVR) is not a separate component. It is actually a voltage regulating circuit
located within the Powertrain Control Module (PCM). The EVR is not serviced separately. If replacement is
necessary, the PCM must be replaced.
OPERATION
OPERATION
The amount of DC current produced by the generator is controlled by EVR circuitry contained within the PCM.
This circuitry is connected in series with the generators second rotor field terminal and its ground.
Voltage is regulated by cycling the battery voltage to control the strength of the rotor magnetic field. The EVR
circuitry monitors system line voltage (B+) and battery temperature (refer to Battery Temperature Sensor for
more information). It then determines a target charging voltage. If sensed battery voltage is 0.5 volts or lower
than the target voltage, the PCM energizes the field winding until sensed battery voltage is 0.5 volts above
target voltage. A circuit in the PCM cycles the battery side of the generator field up to 100 times per second
(100Hz), but has the capability to full field to achieve the target voltage. If the charging rate cannot be
monitored (limp-in), a duty cycle of 25% is used by the PCM in order to have some generator output.
2011 ACCESSORIES AND EQUIPMENT Chime/Buzzer - Service Information - Grand Cherokee
Chime/Buzzer - Service Information - Grand Cherokee
DESCRIPTION
CHIME WARNING SYSTEM
Fig. 1: Chime Warning System

A chime warning system is standard factory-installed equipment. The chime warning system uses an
electromechanical transducer and an electromechanical relay that are soldered onto the electronic circuit board
inside of the Instrument Cluster (1) to provide audible indications of various vehicle conditions that may require
the attention of the vehicle operator or occupants. The instrument cluster includes the hardware and software
necessary to serve as the electronic body control module and is also known as the Cab Compartment Node
(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 microprocessor-based CCN 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 CCN allow it to control the audible outputs that
are produced through its on-board transducer and relay.
The CCN 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.
 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 CCN 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 CCN 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 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.
The CCN chime warning system circuits and components cannot be adjusted or repaired. If the CCN circuitry,
the on-board transducer or the relay are damaged or ineffective, the unit must be replaced.
BLIND SPOT MONITOR SYSTEM

Fig. 2: Blind Spot Monitor System

The Blind Spot Monitor (BSM) system is an optional factory-installed electronic driving aid. During driving
maneuvers the system alerts the vehicle operator to vehicles located in the alert zones immediately behind and
to the left or right of the vehicle which, due to the surrounding rear vehicle structure, might be otherwise
difficult to perceive. When an object is detected, the system uses an electromechanical transducer within the
cluster and Light Emitting Diode (LED) indicators within the side view mirrors to provide the vehicle operator
with visual and audible indications of the presence of other vehicles.
The BSM system includes the following major components, which are described in further detail elsewhere in
this service information:
 Electronic Vehicle Information Center (1) - In vehicles equipped with the optional blind spot monitor
system, the optional Electronic Vehicle Information Center (EVIC) in the instrument cluster displays
textual warnings and error messages and emits audible warnings related to the current operating status of
the BSM system and provides an interface that allows the vehicle operator to manually disable or enable
the system using the customer programmable features option.
 Blind Spot Display (2) - Vehicles equipped with the blind spot monitor system have an LED display unit
mounted in the side view mirrors. The body of the displays are concealed to the back side of the side view
mirrors. Only the amber colored triangle is visible on the outer surface of the mirror glass.
 Blind Spot Module (3) - Vehicles equipped with the blind spot monitor system include a module which
is secured to a mounting bracket by two integrated latches and mounted in the electronic module tub,
located beneath the left front seat assembly where it is concealed beneath a cover panel.
 Blind Spot Sensors (4) - Vehicles equipped with the blind spot system have two radar blind spot sensors
that are concealed behind the rear bumper fascia. Each sensor is snapped into an individual molded plastic
mounting bracket secured at horizontal intervals located on the back side of the rear bumper fascia
directly below the left and right tail lamps.
Hard-wired circuitry connects the various blind spot monitor system components to each other through the
electrical system of the vehicle. These hard-wired circuits are integral to several wire harnesses, which are
routed throughout the vehicle and retained by many different methods. These circuits may be connected to each
other and to the vehicle electrical system 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 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.
The blind spot monitor system components cannot be adjusted or repaired. If any of the BSM system
components are damaged or inoperative, that component must be replaced.
PARK ASSIST SYSTEM
Fig. 3: Park Assist System

A park assist system is an optional factory-installed electronic parking aid. In some markets only a rear park
assist system is offered, while other markets may have both front and rear park assist systems available. During
parking and other similar vehicle maneuvers, this system alerts the vehicle operator to obstacles located in the
path immediately in front of or behind the vehicle which, due to the surrounding vehicle structures, might be
otherwise difficult to perceive. When an object is detected, the system uses an electromechanical transducer and
Light Emitting Diode (LED) indicators within the appropriate front or rear park assist display unit to provide
the vehicle operator with visual and audible indications of the presence and proximity of such objects.
The park assist system includes the following major components, which are described in further detail
elsewhere in this service information:
 Electronic Vehicle Information Center (2) - In vehicles equipped with the optional park assist system,
the optional EVIC in the instrument cluster displays textual warnings and error messages, and emits
audible warnings related to the current operating status of the park assist system. The display also
provides an interface that allows the vehicle operator to manually disable or enable the system using the
customer programmable features option.
 Park Assist Module (4) - Vehicles equipped with the park assist system include a park assist module
which is concealed within the molded plastic park assist module housing. There are three mounting tabs
integral to the module housing that secure the module to the vehicle body. Two connector receptacles
containing terminal pins that connect the module to the vehicle electrical system are integral to the one
side of the housing. One of the receptacles is utilized in vehicles equipped with only the rear park assist
system, while both receptacles are used on vehicles equipped with both the front and rear park assist
systems.
 Park Assist Sensors (1) - Vehicles equipped with the rear park assist system have four ultrasonic park
assist sensors that are concealed behind the rear bumper fascia. In addition to the rear sensors, vehicles
equipped with the front park assist system have six ultrasonic park assist sensors that are concealed
behind the front bumper fascia. Each sensor is snapped into an individual molded plastic mounting
bracket located at horizontal intervals along the back side of the front or rear bumper fascias.
 Park Assist Switch (3) - The optional park assist system can be manually disabled or enabled using a
park assist switch that is integral to the switch pod in the instrument panel center stack.
Hard-wired circuitry connects the various park assist system components to each other through the electrical
system of the vehicle. These hard-wired circuits are integral to several wire harnesses, which are routed
throughout the vehicle and retained by many different methods. These circuits may be connected to each other
and to the vehicle electrical system through the use of a combination of soldered splices, splice block
The park assist system components cannot be adjusted or repaired. If any of the park assist system components
are damaged or ineffective, that component must be replaced.
OPERATION
The chime warning system operates on battery voltage received on a non-switched 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:
 ABS Indicator Warning - On vehicles equipped with an optional Antilock Brake System (ABS), the
instrument cluster, also known as the Cab Compartment Node (CCN) transducer will generate one short
chime each time the ABS indicator is illuminated. This warning indicates a failure condition has been
monitored affecting the operation of the ABS related components or circuits. This warning will only
occur following completion of the ABS indicator bulb test, and will only occur once during any ignition
cycle.
 Adjustable Pedal System Warning - On vehicles equipped with the optional adjustable pedal system,
the CCN transducer will generate one short chime each time a pedal adjustment request is received and a
PEDAL ADJUST. DISABLED - CRUISE CONTROL SET or a PEDAL ADJUST. DISABLED -
SHIFTER IN REVERSE textual message is displayed in the reconfigurable display of the instrument
cluster. A single short chime will also be sounded each time a pedal adjustment request is received while
a failure condition has been monitored affecting the operation of the adjustable pedal system related
components or circuits.
 Airbag Indicator Warning - The 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 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.
 Automatic Oil Change Indicator - On vehicles with a gasoline engine, the CCN transducer will
generate one short chime each time an OIL CHANGE REQUIRED or OIL CHANGE RESET textual
message is displayed in the reconfigurable display of the instrument cluster. This warning indicates that a
duty-cycle algorithm contained within the software of the Powertrain Control Module (PCM) has
determined that a recommended oil change interval has been attained, or that a reset of the interval has
been requested following performance of the recommended service. will only occur once during any
ignition cycle.
 Charging System Indicator Warning - The CCN transducer will generate one short chime each time the
ignition switch is in the ON position and the charging system indicator is illuminated. This warning
indicates that a failure condition has been monitored affecting the operation of the charging system
related components or circuits.
 Check Gas Cap Warning - On domestic market vehicles with a gasoline engine, the CCN transducer
will generate one short chime each time the CHECK GAS CAP textual message is displayed in the
reconfigurable display of the instrument cluster. This warning will only occur once during any ignition
cycle.
 Check Gauges Warning - The CCN transducer will generate one short chime each time the CHECK
GAUGES textual message is displayed in the reconfigurable display of the instrument cluster. This
warning indicates that a gross leak has been detected in the on-board vapor recovery system.
 Check Engine Indicator Warning - The CCN transducer will generate one short chime when the
ignition switch is in the ON position and the check engine (Malfunction Indicator Lamp/MIL) indicator is
illuminated. This warning indicates that a failure condition has been monitored affecting the operation of
a critical fuel or emissions related component or circuit.

 Check Shift Procedure Fault Warning - On vehicles equipped with an optional Quadra-Trac II® four-
wheel drive transfer case, the CCN transducer will generate one short chime each time the CHECK
SHIFT PROCEDURE textual message is displayed in the reconfigurable display of the instrument
cluster. This warning indicates that an electronically controlled transfer case shift request has not been
successfully completed due to the use of an improper shift procedure. Refer to the owner's manual in the
vehicle glove box for the proper electronic transfer case shift procedure.
 Door Ajar Warning - The CCN transducer will generate one short chime when a DOOR(S) OPEN
textual message and icon are displayed in the reconfigurable display 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.
 Electronic Stability Program/Brake Assist System Warning - On vehicles equipped with the optional
Electronic Stability Program (ESP)/Brake Assist System (BAS), the CCN transducer will generate one
short chime when the ESP OFF textual message is displayed in the reconfigurable display of the
instrument cluster. This warning indicates that the ESP/BAS system has been manually disabled using the
ESP switch.
 Electronic Stability Program/Brake Assist System Fault Warning - On vehicles equipped with the
optional Electronic Stability Program (ESP)/Brake Assist System (BAS), the CCN transducer will
generate one short chime each time the ESP/BAS indicator is illuminated in the instrument cluster. This
warning indicates a failure condition has been monitored affecting the operation of the ESP/BAS related
components or circuits. This warning will only occur following completion of the ESP/BAS indicator
bulb test, and will only occur once during any ignition cycle.
 Electronic Stability Program/Traction Control Fault Warning - On vehicles equipped with the
optional Electronic Stability Program (ESP)/Traction Control System (TCS), the CCN transducer will
generate one short chime each time the traction control indicator is illuminated solid (not flashed) in the
instrument cluster. This warning indicates a failure condition has been monitored affecting the operation
of the ESP/TCS related components or circuits. This warning will only occur following completion of the
traction control indicator bulb test, and will only occur once during any ignition cycle.
 Fasten Seat Belt Indicator Warning - The CCN transducer will generate repetitive chimes at a slow rate
to announce that a hard-wired input from the seat belt switch and the ignition switch indicate that the
driver side front seat belt is not fastened with the ignition switch in the ON position. The chime warning
system also supports the enhanced seat belt reminder (beltminder) when this feature is enabled. Refer to
INDICATORS, INSTRUMENT CLUSTER , OPERATION .
 Four-Wheel Drive System In NEUTRAL Warning - On vehicles equipped with a Quadra-Trac II®
transfer case, the CCN transducer will generate one short chime each time the 4WD SYSTEM IN
NEUTRAL textual message is displayed in the reconfigurable display of the instrument cluster. This
warning confirms that a NEUTRAL shift request for the electronically controlled transfer case has been
successfully completed.
 Gate Ajar Warning - The CCN transducer will generate one short chime when a LIFTGATE OPEN
warning indicates that the liftgate is not closed or completely latched while the vehicle is moving.
 Glass Ajar Warning - The CCN transducer will generate one short chime when a LIFTGLASS OPEN
warning indicates that the liftgate flip-up glass is not closed or completely latched while the vehicle is
moving.
 Head/Park Lamps-ON Warning - The CCN transducer will generate repetitive chimes at a fast rate to
indicate that hard-wired 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 either a hard-wired input or an
electronic message is received over the CAN data bus indicating that the driver side front door is open.
The chimes will continue to sound until the exterior lamps are turned OFF, the driver side front door is
closed, or the ignition switch is turned to the ON position, whichever occurs first.
 Hood Ajar Warning - On vehicles sold in a market where a hood ajar switch is required equipment, the
CCN transducer will generate one short chime each time a HOOD OPEN textual message and icon are
displayed in the reconfigurable display of the instrument cluster. This warning indicates that the hood is
not closed or completely latched while the vehicle is moving.
 Ignition-Off Draw (IOD) Fuse Out Warning - The CCN transducer will generate one short chime each
time the ignition switch is in the ON or START positions and an IOD FUSE OUT textual message is
displayed in the reconfigurable display of the instrument cluster. This warning indicates that the IOD fuse
is missing or ineffective.
 Key-In-Ignition Warning - The CCN transducer will generate repetitive chimes at a fast rate to indicate
that hard-wired inputs from the key-in ignition switch and the ignition switch indicate that the key is in
the ignition lock cylinder with the ignition switch in the OFF position, and either a hard-wired input or an
electronic message is received over the CAN data bus indicating that the driver side front door is 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 Brake Fluid Warning - The CCN transducer will generate one short chime when a LOW BRAKE
FLUID LEVEL textual message is displayed in the reconfigurable display of the instrument cluster. This
warning indicates that the monitored fluid level in the brake master cylinder is low.
 Low Coolant Warning - The CCN transducer will generate one short chime when the COOLANT
LOW textual message and icon are displayed in the reconfigurable display of the instrument cluster. This
warning indicates that the monitored engine coolant level in the coolant reserve bottle is low. This chime
will only occur once during any ignition cycle.
 Low Fuel Warning - The CCN transducer will generate one short chime when the FUEL LOW textual
message and icon are displayed in the reconfigurable display of 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.
 Low Oil Pressure Indicator Warning - The CCN transducer will generate one short chime when the
low oil pressure indicator is illuminated and the engine speed is greater than 300 revolutions per minute.
This warning indicates that the monitored engine oil pressure is low.
 Low Wash Warning - The CCN transducer will generate one short chime when the WASHER FLUID
LOW textual message and icon are displayed in the reconfigurable display of the instrument cluster. This
warning indicates that the monitored washer fluid level in the washer reservoir is low.
 Memory System Warning - On vehicles equipped with the optional memory system, the CCN
transducer will generate one short chime each time a memory recall request is received and a MEMORY
SYSTEM DISABLED - SEATBELT FASTENED textual message and icon, or a MEMORY
SYSTEM DISABLED - VEHICLE NOT IN PARK textual message is displayed in the reconfigurable
display of the instrument cluster. A single short chime will also be sounded each time a memory recall
request is received while the memory system is inhibited due to a vehicle speed input that is greater than
zero.
 Overspeed Warning - The CCN transducer will generate repetitive chimes at a slow rate when the
WARNING! LIMIT SPEED textual message is displayed in the reconfigurable display of the
instrument cluster. This warning indicates that the vehicle speed is over a pre-programmed speed value.
This feature is only enabled on vehicles that have been configured for sale in a Middle East Gulf Coast
Country (GCC).
 Park Assist System Warning - On vehicles equipped with the optional park assist system, the EMIC
transducer will generate one short chime when the PARK ASSIST DISABLED textual message is
displayed in the reconfigurable display of the instrument cluster. This warning indicates that the park
assist system has been manually disabled using the park assist switch. On vehicles with only the rear park
assist system this chime warning will only occur as the gear selector lever is being moved from any
position except REVERSE or NEUTRAL into REVERSE or NEUTRAL. On vehicles with the front and
rear park assist systems this warning will only occur as the gear selector lever is being moved from the
PARK position into the REVERSE position.
 Park Brake Reminder - The 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 only occur once during any ignition cycle.
 Perform Service Reminder - On vehicles equipped with a diesel engine, the CCN transducer will
generate one short chime when the PERFORM SERVICE textual message is displayed in the
reconfigurable display of the instrument cluster. This reminder occurs when the service distance is at or
below zero (miles or kilometers), and will repeat at each subsequent ignition cycle until the service
distance is reset, increased or until the service reminder function is disabled. This chime will only occur
once during any ignition cycle.
 Power Liftgate Indicator Warning - On vehicles equipped with an optional power-operated liftgate, the
CCN transducer will generate one short chime when a UNLOCK TO OPERATE, PUT IN PARK TO
OPERATE, FUNCTION DISABLED, CLOSE LIFTGLASS, OBSTACLE DETECTED, or
MANUAL CLOSE TO OPERATE textual error message is displayed in the reconfigurable display of
the instrument cluster. This message indicates that the power liftgate is inoperable due to the displayed
error condition.
 Remote Keyless Entry System Warning - The CCN transducer will generate one short chime when a
SERVICE KEYLESS SYS., KEY FOB NOT DETECTED, VEHICLE NOT IN PARK, or
VEHICLE NOT IN REVERSE textual error message is displayed in the reconfigurable display of the
instrument cluster. This message indicates that a Passive Entry and Keyless Go (PEKG) system feature is
inoperable due to the displayed error condition.
 FOBIK PROGRAMMING. Refer to STANDARD PROCEDURE .
 Service Column Lock Warning - On right-hand drive vehicles manufactured with the electronic steering
column lock, the CCN transducer will generate one short chime each time the SERVICE COLUMN
LOCK textual message is displayed in the reconfigurable display of the instrument cluster. This warning
indicates that a failure condition has been monitored affecting the operation of the electronic steering
column lock components or circuits.
 Service Exhaust Warning - On vehicles equipped with a diesel engine, the CCN transducer will
generate one short chime each time the SERVICE EXHAUST textual message is displayed in the
reconfigurable display of the instrument cluster. This warning indicates that a clogged or damaged diesel
engine exhaust particulate filter has been monitored, which may affect diesel engine performance and
emissions. This chime will only occur once during any ignition cycle.
 Service Four-Wheel Drive Warning - On vehicles equipped with an optional Quadra-Trac II® four-
wheel drive transfer case, the CCN transducer will generate one short chime each time the SERVICE
4WD SYSTEM textual message is displayed in the reconfigurable display of the instrument cluster. This
warning indicates a failure condition has been monitored affecting the operation of the electronically
controlled transfer case related components or circuits.
 Service Park Assist System Warning - On vehicles equipped with the optional park assist system, the
CCN transducer will generate one short chime each time the SERVICE PARK ASSIST SYSTEM
textual message is displayed in the reconfigurable display of the instrument cluster. This warning
indicates a failure condition has been monitored affecting the operation of the park assist system related
components or circuits.
 Service Tire Pressure Monitor System Warning - On vehicles equipped with an optional base or
premium Tire Pressure Monitor (TPM) system, the CCN transducer will generate one short chime each
time a SERVICE TIRE PRESS. SYSTEM textual message is displayed in the reconfigurable display of
the instrument cluster. This warning indicates a failure condition has been monitored affecting the
operation of the tire pressure monitor system related components or circuits.
 Tire Pressure Monitor Warning - On vehicles equipped with an optional base or premium Tire Pressure
Monitor (TPM) system, the CCN transducer will generate one short chime each time a LOW
PRESSURE textual message is displayed in the reconfigurable display of the instrument cluster. This
warning indicates that a low pressure condition has been monitored in one of the tires on or in the vehicle.
 Trans Overtemp Warning - The CCN transducer will generate one short chime each time the
TRANSMISSION OVER TEMP textual message is displayed in the reconfigurable display of the
instrument cluster. This warning indicates that the fluid temperature in the automatic transmission is
excessive. This chime will repeat each time the trans overtemp message is cycled from OFF to ON.
 Turn Signal/Hazard Warning Flasher Emulation - The CCN relay will generate repetitive clicks at a
slow rate to emulate an electromechanical flasher when the turn signal or hazard warning system are
operating. The CCN relay will generate repetitive clicks at a fast rate to indicate that the right or left turn
signal are operating with one or more bulbs ineffective. In either case, the clicks will continue until the
turn signal and hazard warning systems are turned OFF.
 Turn Signal On Warning - The CCN transducer will generate one short chime and a TURN SIGNAL
ON textual message with a blinking right or left turn signal icon are displayed in the reconfigurable
display of the instrument cluster. This warning indicates that a turn signal has been active continuously
for 1.6 kilometers (1 mile) with the vehicle speed greater than 22 kilometers-per-hour (15 miles-per hour).
The hazard warning flashers will not activate this chime feature.
The CCN provides chime service for all available features in the chime warning system, except for the audible
warning function provided by each of the optional park assist system display modules. The CCN relies on 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 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 pin-out information and location views for the various wire harness connectors,
splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the chime warning
system or the electronic controls or communication between modules and other devices that provide some
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
requires the use of a diagnostic scan tool. Refer to the appropriate Diagnostic information.
The Blind Spot Monitor (BSM) system is active only when the ignition switch is in the ON or START
positions, the transmission gear selector lever is in the DRIVE or NEUTRAL position and the vehicle speed is
greater than 10 kilometers-per-hour (6 miles-per-hour). In vehicles equipped with this option, the system is
enabled from the factory as a default. The system can be manually disabled and enabled by the vehicle operator
using the customer programmable features option of the optional Electronic Vehicle Information Center (EVIC)
in the instrument cluster.
The BSM system provides another feature called Rear Cross Path (RCP). The RCP feature is active only when
the gear selector is in the reverse position. The RCP feature is intended to aid the driver when backing out of
parking spaces where vision of oncoming vehicles may be blocked. The host vehicle must proceed slowly and
cautiously out of the parking space until the rear end of the vehicle is exposed. The RCP system will then have a
clear view of the cross traffic and if an on coming vehicle is detected, alert the driver. The RCP monitors the
rear detection zones on both sides of the vehicle, for objects that are moving toward the side of the vehicle with
a minimum speed of 1 to 2 mph (1 km/h to 3 km/h), to objects moving a maximum of 10 mph (16 km/h), such
as in parking lot situations.
The microprocessor based blind spot monitor module is the central component of the BSM system. It receives
and analyzes data from the sensors, calculates and communicates the proper information to the
Driver/Passenger door module to illuminate the display, performs system diagnostics, and communicates with
other electronic modules in the vehicle or with a diagnostic scan tool over the Controller Area Network (CAN)
data bus. The module operates on battery voltage received through a fuse in the Totally Integrated Power
Module (TIPM), and is grounded through a take out and eyelet terminal of the body wire harness that is secured
by a screw to the body sheet metal.
Two BSM radar sensors in the rear bumper fascia allow the blind spot monitor system to locate and identify
nearby obstacles. The width of the BSM detection zone covers one lane over on both side of the vehicle,
approximately 13ft (4.0m). The length of the BSM zone starts at the outside rear view mirror and extends
approximately 15ft (4.5m) from the edge of the rear bumper.
The BSM display units, located within the side view mirrors, provide the vehicle operator with a visual warning
indicating that an object has been detected within one of the vehicles detection zones. The BSM display ICON
is illuminated immediately if an object of interest is in the detection zone and meets the warning criteria.
However, the BSM system will not illuminate the ICON if the object of interest from the rear of the zone and
passes the host vehicle at a speed greater that 31mph (50kph), or enters the detection zone from the front of the
zone and remains in the zone for less than 1.5 seconds or passes through the zone with a relative speed greater
than 12mph (20kph), or if the target vehicle passes the host vehicle in the opposite direction.
The BSM audible alert, is a single chime tone that can also be enabled. The chime tone is only sounded when
the turn signal is activated and an object of interest is in the detection zone on the same side and meets the
warning criteria. The chime tone is not active during normal driving conditions unless the turn signal is
activated. The BSM system also sends a radio mute signal over the CAN data bus to the radio when the chime
tone is activated. This request signal activates the radio mute function while the chime tone is sounded,
approximately 2 to 3 seconds, then resumes normal radio function. The audible alert my also be deactivated if
the operator prefers using the driver preferences within the EVIC. The BSM system can be configured for lights
and chime, lights only, and system off.
The RCP function uses the same BSM icon and audible chime. However, the RCP function always combines
the BSM display with the audible chime if an object is detected within the RCP detection zone. The BSM icon
is illuminated on the side where the object is detected and a rapid repeating short chime tone is sounded. The
audible chime can not be deactivated in the RCP function.
When the BSM module monitors a problem in any of the system circuits or components, it stores a fault code or
Diagnostic Trouble Code (DTC) in its memory circuit, sends an electronic message to the instrument cluster,
and a SERVICE BLIND SPOT SYSTEM or BLIND SPOT SYSTEM TEMPORARILY UNAVAILABLE
textual message is displayed in the EVIC display.
The hardwired circuits between components related to the blind spot monitor system may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the blind spot monitor
features of the system. The most reliable, efficient, and accurate means to diagnose the blind spot monitor
system or the electronic controls and communication related to BSM system operation requires the use of a
diagnostic scan tool. Refer to the appropriate Diagnostic information.
PARK ASSIST SYSTEM
The park assist system is active only when the ignition switch is in the ON or START positions, the parking
brake is released, the transmission gear selector lever is in either the REVERSE position and the vehicle speed
is less than 16 kph (10 mph) or, the DRIVE position and the vehicle speed is less 14 kph (8 MPH) on
deceleration, or 18 kph (12 mph) on acceleration. The park assist system is enabled from the factory as a default
but can be disabled or enabled using the personal settings menu of the Electronic Vehicle Information Center
(EVIC). For more information on EVIC operation, refer to CENTER, ELECTRONIC VEHICLE
INFORMATION , OPERATION .
The disable feature is provided for trailer towing purposes. With a trailer attached to the vehicle the audible and
visible park assist alerts would be incessant whenever the gear selector lever was in the REVERSE position due
to the proximity of the trailer to the rear of the vehicle. When the system is disabled, a park assist icon will
appear within the display. On vehicles equipped with an optional EVIC, a PARK ASSIST OFF textual
message will appear within the EVIC display of the instrument cluster whenever the gear selector lever is in the
REVERSE position.
The microprocessor based park assist module is the central component of the park assist system. It supplies
voltage to the park assist sensors, receives and analyzes data from the sensors, calculates and communicates the
proper display information to the Cab Compartment Node (CCN), performs system diagnostics, and
communicates with other electronic modules in the vehicle or with a diagnostic scan tool over the Controller
Area Network (CAN) data bus. The module operates on battery voltage received through a fuse in the Totally
Integrated Power Module (TIPM), and is grounded through a take out of the body wire harness.
Four ultrasonic park assist sensors in the rear bumper fascia allow the park assist system to locate and identify
the proximity of nearby obstacles. These sensors each generate ultrasonic sound pulses when triggered by the
park assist module, then signal the module when an echo of the reflected sound pulses is received. The detection
distance range from the rear of the vehicle is about 0.3 meters (11.8 inches) to about 2.0 meters (80 inches), and
the detection height range from the ground is about 0.2 meters (7.8 inches) to about 0.8 meters (31 inches). The
detection area extends somewhat around both rear sides (corners) of the vehicle.
The park assist display, located within the EVIC unit, provides the vehicle operator with a visible warning if the
vehicle comes to within about 40 centimeters (31 inches) of the detected object. The display is visible to the
vehicle operator only when looking forward and an object is detected within the detection zone. The system will
also emit a series of short, intermittent, audible beeps and automatically mute the audio system while the park
assist audible warning is being generated, if the audio system is turned ON. The audible warning changes from
intermittent beeps to a continuous tone as the vehicle comes to within 30.5 centimeters (12 inches) of a detected
object.
When the park assist module monitors a problem in any of the park assist system circuits or components, it
stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit, sends an electronic message to the
CCN, and a SERVICE PARK ASSIST SYSTEM textual message is displayed in the EVIC display.
The hard-wired circuits between components related to the park assist system may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist system
or the electronic controls or communication between modules and other devices that provide some features of
the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist system or the
electronic controls and communication related to park assist system operation requires the use of a diagnostic
scan tool. Refer to the appropriate Diagnostic information.

deployment.
The hard wired circuits between components related to the chime warning system may be diagnosed using
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
wheel, steering column, airbag, seat belt tensioner, impact sensor, or
deployment.
The following textual message May appear within the Electronic Vehicle Information Center (EVIC):
1. BLIND SPOT SYSTEM OFF - Message to the vehicle operator at "Key ON" to indicate the system has
been turned off.
2. SERVICE BLIND SPOT SYSTEM - Message indicates that the BSM system is permanently
unavailable. An EVIC message will be displayed and the BSM warning display in both mirrors will be
permanently illuminated. This may be due to a hardware failure.
3. BLIND SPOT SYSTEM TEMPORARILY UNAVAILABLE - Message indicates that the BSM
system is temporarily unavailable as a result of one of the following reasons:
 Sensor blockage - BSM display in both mirrors will illuminate as long as blockage exists.
 Radar interference - BSM display ICON will illuminate ONLY on the side of the interference
during the first 15 seconds of interference. If the interference remains present, the system will
illuminate the opposite side ICON and send a "temporarily Unavailable" message.
 Sensor over temperature - BSM display in both mirrors will illuminate as long as condition exists.
NOTE: If the "BLIND SPOT SYSTEM TEMPORARILY UNAVAILABLE" message is

received for a minimum of 5 minutes, please verify that the area of the rear
fascia where the sensors are located is not blocked by snow, ice or road debris.
If the area is blocked, remove the blockage and verify the message is no longer
present in the EVIC display.
NOTE: If the vehicle has experienced any trauma in the area where the sensors are
located, even if the fascia is not damaged, the sensor may have become
misaligned. A misaligned sensor will result in the BSM system to not operate
properly.
The hard-wired circuits between components related to the blind spot monitor system may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the blind spot monitor
features of the system. The most reliable, efficient, and accurate means to diagnose the blind spot monitor
system or the electronic controls and communication related to BSM system operation requires the use of a
diagnostic scan tool. Refer to the appropriate Diagnostic information.
PARK ASSIST SYSTEM
deployment.
The following textual messages May appear in the Electronic Vehicle Information Center (EVIC):
1. SERVICE PARK ASSIST - If a service park assist textual message appears in the EVIC display, be
certain to confirm the following:
 The parking brake is not applied.
 The rear bumper is free of ice, snow, mud or other obstructions that will prevent the system from
operating properly.
The park assist system is self correcting, please verify that the area of the rear bumper where the
sensors are located is not blocked by ice, snow, mud or other obstructions. If the area is blocked,
remove the blockage, shift the transmission selector lever into reverse and verify the message is no
longer present in the EVIC display. The system may also be corrected when the vehicle is driven at
a speed greater than 14 kph (8 mph).
NOTE: The presence of jackhammers, large trucks, and other vibrations in

the vicinity of the vehicle could impact the performance of the
system.
2. PARK ASSIST DISABLED - If a park assist disabled textual message appears in the EVIC display, the
system may either be manually cut-off or have a hard fault. If the manual cut-off switch is not illuminated
further investigation may be needed.
The hard wired circuits between components related to the park assist system may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist system
the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist system or the
electronic controls and communication related to park assist system operation requires the use of a diagnostic
DISPLAY, BLIND SPOT

DESCRIPTION
DESCRIPTION
Vehicles equipped with the Blind Spot Monitor (BSM) system have an Light Emitting Diode (LED) display
unit mounted in the side view mirrors. The body of the displays are concealed to the back side of the side view
mirror glass. Only the amber colored triangle is visible on the outer surface of the mirror glass. The BSM
display units are an integral part to the mirror glass and are only serviced with the glass. For service
information, refer to MIRROR, OUTSIDE REARVIEW , REMOVAL MIRROR, OUTSIDE
REARVIEW, GLASS , REMOVAL .
components are damaged or inoperative, that component must be replaced. For more information on the blind
spot monitor system and its components, refer to DESCRIPTION.
OPERATION
OPERATION
The Blind Spot Monitor (BSM) display units, located within the side view mirrors, provide the vehicle operator
with a visual warning indicating that an object has been detected within one of the vehicles detection zones. The
BSM display ICON is illuminated immediately if an object of interest is in the detection zone and meets the
warning criteria. However, the BSM system will not illuminate the ICON if the object of interest from the rear
of the zone and passes the host vehicle at a speed greater that 31mph (50kph), or enters the detection zone from
the front of the zone and remains in the zone for less than 1.5 seconds or passes through the zone with a relative
speed greater than 12mph (20kph), or if the target vehicle passes the host vehicle in the opposite direction. For
more information on the BSM display and other components in the system, refer to OPERATION.
DISPLAY, PARK ASSIST

DESCRIPTION
DESCRIPTION
The Park Assist display is an integral part of the Electronic Vehicle Information Center (EVIC). The park assist
ICON , for image information, is only displayed when an object is detected. Refer to INTERNATIONAL
VEHICLE CONTROL AND DISPLAY SYMBOLS , DESCRIPTION . An electronic message is sent to the
Cab Compartment Node (CCN) from the park assist module, over the Controller Area Network (CAN) Data
Bus when an object is within the detection area. The CCN then displays the object detection icon with the
corresponding alert bar for the distance and location of the object within the EVIC display.
Depending on market and system capabilities, the display icon has as many as 24 different variations with the
corresponding alert bars, depending on size, location and distance of the object being detected. The image will
display three solid bars followed by a single tone for maximum distance then will flash and reduce the amount
of bars as the proximity to the object is reduced followed by a repetitive tone, down to a single bar with a
continuous tone.
The EVIC display is only serviced as a complete unit with the instrument cluster. It cannot be adjusted or
repaired. If ineffective or damaged, the entire display unit must be replaced, for more information, refer to
CENTER, ELECTRONIC VEHICLE INFORMATION , DESCRIPTION .
OPERATION
OPERATION
The Park Assist system for this vehicle is only available on vehicles equipped with an Electronic Vehicle
Information Center (EVIC). The park assist display is an integrated part of the EVIC and receives battery
current and ground from, and is completely controlled by, the Cab Compartment Node (CCN). The CCN will
display the park assist ICON whenever an object is detected and a signal is received from the park assist
module, over the Controller Area Network (CAN) data bus. The icon image displayed has as many as 24
different variations depending on size, distance and location of the object being detected. The microprocessor in
the park assist module continually monitors the display status, and will store a Diagnostic Trouble Code (DTC)
in memory for any monitored fault it detects in the park assist display.
The hard-wired circuits between components related to the park assist display may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist display
the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist display or the
electronic controls and communication related to park assist display operation requires the use of a diagnostic
MODULE, BLIND SPOT

DESCRIPTION
DESCRIPTION
Fig. 4: Blind Spot Module, Harness Connector & Connector Receptacle

Blind Spot Module (1) - Vehicles equipped with the blind spot monitor system include a module which is
secured to a mounting bracket by two integrated latches and mounted in the electronic module tub (2), located
beneath the left front seat assembly where it is concealed beneath a cover panel.
electrical system of the vehicle. These hardwired circuits are integral to several wire harnesses, which are routed
OPERATION
OPERATION
The microprocessor based Blind Spot Monitor (BSM) module is the central component of the BSM system. It
receives and analyzes data from the sensors, calculates and communicates the proper information to the
Driver/Passenger door module to illuminate the display, performs system diagnostics, and communicates with
other electronic modules in the vehicle or with a diagnostic scan tool over the Controller Area Network (CAN)
data bus. The module operates on battery voltage received through a fuse in the Totally Integrated Power
Module (TIPM), and is grounded through a take out and eyelet terminal of the body wire harness that is secured
by a screw to the body sheet metal. For more information on the operation of the BSM module and other
components in the BSM system, refer to OPERATION.
REMOVAL
REMOVAL

1. Position the left front seat to its full forward position.

2. Disconnect and isolate the negative battery cable. For battery location and disconnect procedure, refer to
CABLES, BATTERY , REMOVAL .
3. Remove the cover panel from the electronic module tub (2) to access the blind spot module (1).
4. Disconnect the body wire harness connector (3) from the module connector receptacle (4).
5. Release integral latches that secures the module to the mounting bracket and slide the module upward.
6. Remove the module from the vehicle.
INSTALLATION
INSTALLATION

1. Position the blind spot module (1) in the mounting bracket.

2. Slide the module into place until the locking tabs are secure.
3. Connect the body wire harness connector (3) to the module connector receptacle (4).
4. Install the cover panel onto the electronic module tub.
5. Connect the negative battery cable. For battery location and cable connection procedure, refer to
CABLES, BATTERY , INSTALLATION .
MODULE, PARK ASSIST

DESCRIPTION
DESCRIPTION
The Park Assist Module for this vehicle is secured on the inboard side of the right rear quarter panel behind the
interior quarter trim panel. The module is connected to the vehicle electrical system through dedicated take outs
of the body wire harness.
Fig. 7: Park Assist Module Housing, Three Mounting Tabs & Connector Receptacles
Concealed within the molded plastic park assist module housing (1) is a microprocessor and the other electronic
circuitry of the module. The module housing is sealed to enclose and protect the internal electronic circuitry.
The module software is flash programmable.
There are three mounting tabs (2 and 5) integral to the module housing that secure the module to the vehicle
body. The two lower (5) tabs secure the module in place by engaging two slots in the vehicle body. The upper
tab (2) is secured by a push-pin type retainer. Three connector receptacles (3 and 4) containing terminal pins
that connect the module to the vehicle electrical system are integral to the one side of the housing. Two of the
receptacles are utilized in vehicles equipped with only the rear park assist system, while three receptacles are
used on vehicles equipped with both the front and rear park assist systems.
The park assist module cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced.
OPERATION
OPERATION
The microprocessor in the Park Assist module contains the logic circuits that control the park assist system. The
module uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle
as well as with the diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of
communication is also used for park assist system diagnosis and testing through the 16-way data link connector
located on the driver side lower edge of the instrument panel.
The module provides voltage to each of the park assist sensors located behind the front and rear bumper fascias
and to the front and rear park assist displays. The module then monitors return inputs from each of the sensors
and the displays on dedicated hard-wired data communication circuits. The sensor inputs allow the module to
determine when an obstacle is in the front or rear path of the vehicle and enables the module to calculate the
relative location of the obstacle, and whether the distance to that obstacle is increasing or decreasing.
Pre-programmed decision algorithms and calibrations allow the module microprocessor to determine the
appropriate park assist system outputs based upon the inputs received from the park assist sensors and electronic
messages received from other modules in the vehicle over the CAN data bus. When the programmed conditions
are met the module sends electronic messages to the park assist displays over a dedicated serial bus to obtain the
proper park assist system visual and audible outputs. The module also broadcasts electronic messages over the
CAN data bus to enable the other electronic features of the park assist system.
The park assist module microprocessor continuously monitors all of the park assist system electrical circuits and
components to determine the system readiness. If the module detects a monitored system fault, it sets a
Diagnostic Trouble Code (DTC) and sends the appropriate electronic messages to the instrument cluster over
the CAN data bus to control operation of certain park assist system audible warnings and textual messages
displayed in the reconfigurable display of the instrument cluster.
The park assist module receives battery current on a fused ignition switch output (run-start) circuit through a
fuse in the Total Integrated Power Module (TIPM). The module receives ground through a ground circuit and
take out of the underbody wire harness. These connections allow the module to be operational whenever the
ignition switch is in the START or ON positions.
The hard-wired circuits between components related to the park assist module may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist module
the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist module or the
electronic controls and communication related to park assist module operation requires the use of a diagnostic
REMOVAL
REMOVAL
Fig. 8: Park Assist Module


2. Remove the right quarter interior trim panel. Refer to PANEL, QUARTER TRIM , REMOVAL .
3. Disconnect the body wire harness connector (3) from the park assist module connector receptacle (4).
Vehicles with the front park assist option will have a second connection to the module at this location,
which must also be disconnected.
4. Remove the fasteners that secure the park assist module (1) to the inner quarter panel (2).
INSTALLATION
INSTALLATION
Fig. 9: Park Assist Module

1. Position the park assist module (1) to the right inner quarter panel (2) and install the fasteners.
2. Connect the body wire harness connector (3) to the module connector receptacle (4). Vehicles with the
front park assist option will have a second connection to the module at this location, which must also be
reconnected.
3. Install the right quarter interior trim panel. Refer to PANEL, QUARTER TRIM , INSTALLATION .
SENSOR, BLIND SPOT

DESCRIPTION
DESCRIPTION
Fig. 10: Plastic Mounting Bracket & Blind Spot Sensors

Blind Spot Sensors (2) - Vehicles equipped with the blind spot monitoring system have two radar blind spot
sensors that are concealed behind the rear bumper fascia. Each sensor is snapped into an individual molded
plastic mounting bracket (3) secured at horizontal intervals located on the back side of the rear bumper fascia
directly below the left and right tail lamps.
OPERATION
OPERATION
Two Blind Spot Monitor (BSM) radar sensors in the rear bumper fascia allow the blind spot monitor system to
locate and identify nearby obstacles. The width of the BSM detection zone covers one lane over on both side of
the vehicle, approximately 13ft (4.0m). The length of the BSM zone starts at the outside rear view mirror and
extends approximately 15ft (4.5m) from the edge of the rear bumper. For more information on the BSM sensors
and other components in the system, refer to OPERATION.
REMOVAL
REMOVAL
Fig. 11: Bumper Fascia, Wire Harness Connector & Blind Spot Monitor Sensor
NOTE: The sensor brackets are bonded to and integral to the back side of the rear
bumper fascia.

2. Remove the bumper fascia (1) from the rear of the vehicle. Refer to FASCIA, REAR , REMOVAL .
3. From the back of the fascia, disconnect the wire harness connector (3) from the blind spot monitor sensor
(2) connector receptacle.
4. Carefully pry the sensor bracket latch features away from the top and bottom latch tabs of the sensor far
enough to disengage the sensor from the bracket and remove the sensor.
INSTALLATION
INSTALLATION
Fig. 12: Wire Harness Connector & Blind Spot Monitor Sensor
NOTE: The sensor brackets are bonded to and integral to the back side of the rear
bumper fascia.
1. Align and insert the sensor (6) into the sensor bracket on the back of the rear bumper fascia (2) until the
bracket latch features are fully engaged over the top and bottom latch tabs of the sensor.
2. From the back of the fascia, reconnect the wire harness connector (5) to the sensor connector receptacle.
3. Reinstall the bumper fascia onto the rear of the vehicle. Refer to FASCIA, REAR , INSTALLATION .
SENSOR, PARK ASSIST

DESCRIPTION
DESCRIPTION
Fig. 13: Identifying Park Assist Sensor

Vehicles equipped with the rear park assist system have four park assist sensors (1) installed on the rear bumper
fascia. Vehicles with the front park assist system have six additional sensors installed on the front bumper
fascia. Only the membrane (4) of each sensor is visible through a hole in the outer vertical surface of the fascia.
The remainder of each sensor including the sensor mounting bracket, the sensor spacer and the sensor wiring
connection is concealed behind the fascia. A sensor wire harness behind the fascia connects the sensors to the
vehicle electrical system.
Each of the sensors is identical in construction and is interchangeable. The electronic circuitry and a
communication chip for each sensor is enclosed and protected within the molded black plastic sensor housing.
The housing includes an integral connector receptacle (3) and two integral mounting tabs (2). The sensor
membrane extends from the surface of the sensor housing, and is either black or is finished to match the outer
surface of the fascia or fascia molding.
Fig. 14: Identifying Numbering System For The Park Assist Sensors
The numbering system for the park assist sensors allows for up to twelve sensors on the vehicle, six front and
six rear. However, only ten are utilized on this specific vehicle. The sensors are numbered in a clockwise
manner starting at the left front bumper. The left front sensor (if equipped with front park assist) is the number 1
sensor. The numbering continues in a clockwise direction around the vehicle, so the left rear sensor is the
number 11 sensor.
A resilient O-ring spacer around the circumference of the membrane isolates the membrane from the openings
in the fascia or the fascia molding. Each sensor is snapped into its own dedicated molded plastic mounting
bracket. Each rear mounting bracket has integral mounting tabs that snap into openings in the horizontal tabs of
the molding that extend through slots to the back side of the rear fascia. The front mounting brackets are heat-
staked to the back side of the front fascia.
The park assist sensors cannot be adjusted or repaired. If ineffective or damaged they must be replaced. The
sensors, the spacers and the four rear sensor mounting brackets are each available for individual service
replacement.
OPERATION
OPERATION
The park assist sensors are ultrasonic transceivers that are completely controlled by the park assist module. The
sensors transmit and receive ultrasonic signals. The sensors each receive battery current and ground in parallel
from the module, but are each connected to individual dedicated serial bus communication circuits to the
module.
Each sensor membrane is oscillated, then quieted by the module in a pulsing fashion. While the sensor
membrane oscillates, it emits an ultrasonic signal. This signal will bounce or echo off of objects in the path of
the vehicle. While quieted, each membrane receives the echoes of the ultrasonic signals it and the other sensors
have transmitted. The sensors then communicate this echo data over the serial bus lines back to the module. The
microprocessor in the module uses the intervals between the ultrasonic transmission and reception data from the
sensors to calculate the distance to any obstacles identified by the ultrasonic echoes.
The hard wired circuits between components related to the park assist sensors may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist sensors
the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist sensors or the
electronic controls and communication related to park assist sensor operation requires the use of a diagnostic
REMOVAL
FRONT
Fig. 15: Removing/Installing Park Assist System Sensor

NOTE: The park assist sensors (3) and the sensor spacers (2) are each available for
separate service replacement. The sensor brackets (1) are bonded and integral
to the back side of the front bumper fascia (4).

2. Remove the bumper fascia from the front of the vehicle. Refer to FASCIA, FRONT , REMOVAL .
3. From the back of the fascia (4), disconnect the wire harness connector from the park assist sensor (3)
connector receptacle.
4. Carefully pry the sensor bracket (1) latch features away from the top and bottom tabs of the sensor far
enough to disengage the sensor from the bracket.
5. Disengage the O-ring spacer (2) from around the circumference of the sensor membrane protrusion.
REAR
NOTE: The park assist sensors, the sensor spacers and the sensor brackets are each
available for separate service replacement. The following service procedure can
be used for disassembling any or all of these components from the rear bumper
fascia.
Fig. 16: Park Assist Sensor Connector Receptacle & Bracket Latch

2. From the back of the fascia, disconnect the wire harness connector from the park assist sensor connector
receptacle (1).
3. Carefully pry the sensor bracket latch features (2) away from the top and bottom tabs of the sensor far
enough to disengage the sensor from the bracket.
Fig. 17: Park Assist Sensor & Spacer

4. Separate the sensor spacer (2) from the sensor.
INSTALLATION
FRONT
Fig. 18: Removing/Installing Park Assist System Sensor

NOTE: The park assist sensors (3) and the sensor spacers (2) are each available for
separate service replacement. The sensor brackets (1) are bonded and integral
to the back side of the front bumper fascia (4).
1. Engage the O-ring spacer (2) around the circumference of the sensor (3) membrane protrusion.
NOTE: Production and all service replacement O-ring spacers are tapered. The
wide side (base) of the O-ring should be seated against the sensor
housing and the narrow side should be oriented toward the outer surface
of the sensor membrane and the front fascia.
2. Align and insert the sensor into the sensor bracket (1) on the back of the front bumper fascia (4) until the
bracket latch features are fully engaged over the top and bottom tabs of the sensor. Be certain that the
sensor membrane is flush with the outer surface of the fascia.
NOTE: Be certain that each sensor membrane is properly centered in the

openings of the front fascia and that the O-ring spacers are not pinched.
Improper centering or pinched O-rings can be detrimental to proper park
assist sensor operation.
3. From the back of the fascia, reconnect the wire harness connector to the sensor connector receptacle.
4. Reinstall the bumper fascia onto the front of the vehicle. Refer to FASCIA, FRONT ,
INSTALLATION .
5. Reconnect the battery negative cable.
REAR
NOTE: The park assist sensors and the sensor O-ring spacers are each available for
separate service replacement. The following service procedure can be used for
reassembling any or all of these components to the rear bumper fascia.
Fig. 19: Park Assist Sensor & Spacer

NOTE: Production and all service replacement O-ring spacers are tapered. The wide
side (base) of the O-ring should be seated against the sensor housing and the
narrow side should be oriented toward the outer surface of the sensor
membrane and the rear fascia molding.
1. If the park assist sensor (3) or the sensor spacer (2) are being replaced, engage the O-ring spacer around
the circumference of the sensor membrane protrusion.
Fig. 20: Park Assist Sensor Connector Receptacle & Bracket Latch
NOTE: Be certain that each sensor membrane is properly centered in the

openings of the rear fascia molding and that the O-ring spacers are not
pinched. Improper centering or pinched O-rings can be detrimental to
proper park assist sensor operation.
2. Align and insert the sensor into the sensor bracket on the back of the rear bumper fascia until the bracket
latch features (2) are fully engaged over the top and bottom tabs of the sensor. Be certain that the sensor
membrane is flush with the outer surface of the fascia molding.
3. From the back of the fascia, reconnect the wire harness connector to the sensor connector receptacle (1).
SWITCH, PARK ASSIST

DESCRIPTION
DESCRIPTION
Fig. 21: Park Assist Switch & Instrument Panel Switch Pod
The Park Assist switch (4) 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. The park assist switch push button is
clearly identified with a white International Control and Display Symbol graphic for Parking Aid and the text
OFF . An amber Light Emitting Diode (LED) unit is illuminated behind a small clear plastic jewel-like lens in
the push button to give a visual indication whenever the park assist system has been manually disabled with the
ignition switch in the ON or START positions. The switch button also has panel lamps dimmer controlled
illumination for night visibility.
All of the circuitry and components of the park assist switch are contained within a molded black plastic upper
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 park assist switch cannot be adjusted or repaired and, if the switch is ineffective or damaged, the entire
instrument panel switch pod unit must be replaced. Refer to POD, SWITCH , REMOVAL .
OPERATION
OPERATION
The status of the park assist switch is continually monitored by the circuitry within the upper 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 inputs to and outputs from the switch pod
consist of electronic communication with the instrument cluster, also known as the Cab Compartment Node
(CCN) over the single wire Local Interface Network (LIN) data bus.
Each time the park assist switch push button is depressed the switch pod circuitry sends an electronic park
assist switch status message input to the CCN over the LIN data bus. The CCN then sends an electronic park
assist switch request message to the park assist module over the Controller Area Network (CAN) data bus. The
park assist module responds to each park assist switch request message by toggling the status of the park
assist system from enabled to disabled, or from disabled to enabled, then sends an electronic park assist system
status message back to the CCN over the CAN data bus as confirmation.
The CCN responds to the system status message by sending a message to the switch pod over the LIN data bus
to control the park assist switch Light Emitting Diode (LED) unit so that the LED is illuminated with the system
disabled and the ignition switch in the ON or START positions, and is extinguished with the system enabled or
with the ignition switch in any position except ON or START.
The hard wired circuits between components related to the park assist switch may be diagnosed using
conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However,
conventional diagnostic methods will not prove conclusive in the diagnosis of the electronic controls or
communication between modules and other devices that provide some features of the park assist system. The
most reliable, efficient, and accurate means to diagnose the park assist switch or the electronic controls and
communication related to park assist switch operation requires the use of a diagnostic scan tool. Refer to the
appropriate Diagnostic information.
2011 ACCESSORIES AND EQUIPMENT Electronic Control Modules - Service Information - Grand Cherokee
Electronic Control Modules - Service Information - Grand Cherokee
STANDARD PROCEDURE
MODULE REPLACEMENT/PROGRAMMING GUIDE (PCM, WIN, FOBIKS, PEM AND ELV/ESCL)
Match the module row with the condition that applies, after module replacement follow the chart down and
program the modules in the chart order.
The preferred method in which to replace and program modules are Conditions 1 through 4.
MODULE REPLACEMENT GUIDE (PCM, WIN, FOBiKs, PEM)

Module Condition Condition Condition Condition Condition Condition Condition Condition Conditio
1 2 3 4 5 6 7 8 9
PCM Existing New Existing Existing New Existing New New New
WCM/WIN Existing Existing New Existing Existing New Existing New New
(and
ELV/ESCL
if
equipped)
FOBiKs New Existing Existing Existing Existing New New Existing New
PEM Existing Existing Existing or New New Existing or Existing Existing Existing
or New New New or New or New New
PROGRAMMING ORDER ASSOCIATED MODULE MISC. FUNCTION
1 Program PCM WIN PEM PCM WIN PCM Attempt to Check
Ignition Replace Replaced Replaced Replace Replaced Replaced avoid this PCM VI
Keys or situation.
Key FOBs If
possible,
try to
execute
condition
2 or 3.
Otherwise,
keys must
be
replaced
also
(Condition
9).
2 PEM - Program - PEM Program Program Attempt to WIN
Replaced Ignition Replaced Ignition Ignition avoid this Replaced
Keys or Keys or Keys or situation.
Key FOBs Key FOBs Key FOBs If
possible,
try to
execute
condition
2 or 3.
Otherwise,
keys must
be
replaced
also
(Condition
9).
3 - - EVL/ESCL - - EVL/ESCL PEM Attempt to Program
Replaced Replaced Replaced avoid this Ignition
(if (if situation. Keys or
ELV/ESCL ELV/ESCL If Key FO
equipped) equipped) possible,
(ignition (ignition try to
ON) ON) execute
condition
2 or 3.
Otherwise,
keys must
be
replaced
also
(Condition
9).
4 - - PEM - - PEM - Attempt to EVL/ES
Replaced Replaced avoid this Replaced
situation. (if
If ELV/ES
possible, equipped
try to (ignition
execute ON)
condition
2 or 3.
Otherwise,
keys must
be
replaced
also
(Condition
9).
5 - - - - - - - Attempt to PEM
avoid this Replaced
situation.
If
possible,
try to
execute
condition
2 or 3.
Otherwise,
keys must
be
replaced
also
(Condition
9).
STANDARD PROCEDURE - MODULE PROGRAMMING
The Wireless Ignition Node (WIN) controls the Vehicle Theft Security System (VTSS), Remote Keyless Entry
(RKE). When a Powertrain Control Module (PCM) is in need of replacement, perform the following steps in
order:
NOTE: The PCM and the WIN should never be replaced at the same time. They should
be replaced independently of each other.
1. If applicable, first replace the PCM with the original WIN still connected to the vehicle.
2. Using a scan tool program the new PCM. (This will ensure the transfer of the Secret Key data from the
original WIN into the new PCM).
3. Replace the WIN, using the scan tool program the new WIN module. This will transfer the Secret Key
data from the PCM into the new WIN.
4. With the scan tool reprogram the key FOBIK to the new WIN.
5. Ensure all the customer's keys have been programmed to the new module.
NOTE: If the original keys do not successfully program to the new WIN after the proper
procedures are followed correctly, programming new keys will be necessary.
PROGRAMMING THE SECRET KEY TO THE WIN
The secret key is an ID code that is unique to each WIN. This code is programmed and stored in the WIN, the
PCM, and each ignition key transponder chip. When the PCM or WIN is replaced, it is necessary to program the
Secret Key Code into the new module using a diagnostic scan tool. Follow the programming steps outlined in
the diagnostic scan tool for PCM REPLACED , WIN REPLACED , or TIPM REPLACED under
MISCELLANEOUS FUNCTIONS for the WIRELESS CONTROL MODULE menu item as appropriate.
NOTE: Programming the PCM or WIN 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 and 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.
PCM/WIN PROGRAMMING
When an PCM and the WIN are replaced at the same time, perform the following steps in order:
1. Program the new WIN.

2. Replace all ignition keys and program them to the new WIN.
PROGRAMMING THE WIN

2. Connect the scan tool.
NOTE: Have a unique vehicle PIN readily available before running the routine
3. Select "ECU View."

4. Select "WIN".
5. Select "Miscellaneous Functions."
6. Select "WIN Replaced".
7. Enter the PIN when prompted.
8. Cycle ignition key after the successful routine completion.
NOTE: If the PCM and the WIN are replaced at the same time, all vehicle keys will need
to be replaced and programmed to the new WIN.
PROGRAMMING IGNITION KEYS TO THE WIN
Each FOBIK has a unique ID code that is assigned at the time the key is manufactured. When a key is
programmed into the WIN, the module learns the transponder ID code and the transponder acquires the unique
Secret Key ID code from the WIN.


3. Have a unique vehicle PIN readily available before running the routine.
4. Ignition key should be in RUN position.
5. Select "ECU View".
6. Select "WIN Wireless Control".
8. Select "Program Ignition Keys or Key FOBs", Start
10. Verify the correct information.
NOTE: If the original keys do not successfully program to the new WIN after the proper
procedures are followed correctly, programming new keys will be necessary.
NOTE: A maximum of eight keys can be learned by the WIN. Once a key is learned by a
WIN, that key has acquired the Secret Key for that WIN and cannot be
transferred to any other WIN or vehicle.
PROGRAMMING THE PCM

3. Have a unique vehicle PIN readily available before running the routine.
4. Ignition key should be in RUN position.
5. Select "ECU View".

6. Select "WIN Wireless Control".
8. Select "PCM Replaced".
10. Verify the correct information.
PROGRAMMING THE WIN AND ELV/ESCL
CAUTION: On vehicles equipped with the optional export premium Vehicle Theft
System, when either the Wireless Ignition Node (WIN) or the shaft lock
module (also known as Elektrische Lenksulen Verriegelung (ELV) or
Electric Steering Column Lock (ESCL) is replaced with a new unit, the
existing WIN or ELV/ESCL MUST also be replaced with a new unit. In other
words, any time either the WIN or the ELV/ESCL is replaced with a new
unit, BOTH the WIN and the ELV/ESCL MUST be replaced with new units,
WITHOUT EXCEPTION. Following replacement of BOTH the WIN and
ELV/ESCL, the two modules MUST be initialized using diagnostic scan tool
routines in the EXACT SEQUENCE that follows. Failure to follow this
sequence may result in BOTH the new WIN and the new ELV/ESCL being
rendered unusable, requiring BOTH units to be replaced a second time.
1. After both the WIN and the ELV/ESCL have been replaced with new units, connect the diagnostic scan
tool to the Data Link Connector (DLC) and turn the ignition key to the ON/RUN position.
2. Navigate to the WIN in the ECU View of the diagnostic scan tool.
3. Run the WIN Replaced routine found under the Miscellaneous Functions menu item of the scan tool.
4. Turn the ignition to the OFF position, wait 30 seconds, then cycle the ignition back to the ON position.
5. Use the scan tool to program the ignition key(s) to the WIN. Refer to STANDARD PROCEDURE .
6. Turn the ignition ON position
7. Run the ELV/ESCL replaced routine, also found under the Miscellaneous Functions menu item of the
WIN in the ECU View of the diagnostic scan tool.
8. Turn the ignition to the OFF position, wait 30 seconds, then cycle the key back to the ON position.
9. Verify that the ELV/ESCL locks the steering column when the key is removed from the ignition or
vehicle, and unlocks the steering column when the key is inserted into the ignition.
COMMUNICATION
DESCRIPTION
DESCRIPTION
The primary on-board communication network between microprocessor-based 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 two-wire 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.
There are actually three separate CAN bus systems used in the vehicle. They are designated: the CAN-Interior
Bus, the CAN-C and the Diagnostic CAN-C. The CAN-Interior Bus and CAN-C systems provide on-board
communication between all of the nodes that are connected to them. The CAN-C is the faster of the two systems
providing near real-time communication (500 Kbps), but is less fault tolerant than the CAN-Interior Bus
system. The CAN-C is used typically for communications between more critical nodes, while the slower (125
Kbps), but more fault tolerant CAN-Interior Bus system is used for communications between less critical nodes.
The CAN-Interior Bus fault tolerance comes from its ability to revert to a single wire communication mode if
there is a fault in the bus wiring.
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 low-speed (9.6 Kbps) serial link bus used to provide direct
communication between a LIN master module and certain switch or sensor inputs.
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 CAN-C bus is also capable of 500 Kbps communication, and is sometimes informally referred
to as the CAN-D system to differentiate it from the other high speed CAN-C bus. The Diagnostic CAN-C is
used exclusively for the transmission of diagnostic information between the Totally Integrated Power Module
(TIPM) and a diagnostic scan tool connected to the industry-standard 16-way Data Link Connector (DLC)
located beneath the instrument panel on the driver side of the vehicle.
The TIPM is located on the passenger side in the engine compartment.
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 CAN-Interior (also known as CAN Interior High Speed/IHS) bus or on the higher speed CAN-C or CAN-
D 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
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 Cab Compartment Node (CCN) is a Local Interface Network (LIN) master module and gathers information
from:
 Compass Module (RCM)

 Terrain Switch Bank Module (TSBM)
 Accessory Switch Bank Module (ASBM)
The Wireless Ignition Node (WIN) is a LIN master module and gathers information from:
 Light Rain Sensor Module (LRSM)

 Electric Steering Column Lock (ESTL)
 Passive Entry Module (PEM)
The Steering Column Control Module (SCCM) is a LIN master module and gathers information from:
 Steering Angle Senor (SAS) (integrated with the SCCM)

 Steering Wheel Switch Bank (SWS)
The Intrusion Sensor & Tow Protect (VTA) is a LIN master module and gathers information from:
 VTA Siren
The Engine Control Module (ECM) (Diesel only) is a LIN master module and gathers information from:
 Generator
 Glow Plug Module (GPM)
The CCN, WIN, SCCM, VTA and ECM (Diesel) 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. Dominant modules on the
CAN bus network provides the biasing and termination. There are two types of nodes used in the CAN bus
network. On the CAN-C or the IHS bus, a dominant node has a 120 ohm termination resistance while a non-
dominant (or recessive) node does not have termination resistance. The dominant nodes on the CAN-C bus are
the TIPM, WIN and ECM. The dominant nodes on the IHS bus are the CCN and the TIPM.
The termination resistance of two dominant nodes is combined in parallel to provide a total of about 60 ohms.
On the CAN-D bus (or Diagnostic CAN-C) all of the 60 ohm termination resistance is present in the
TIPM/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 non-proprietary, open standard adopted from
the Bosch CAN Specification 2.0b. The CAN-C is the faster of the two primary buses in the CAN bus system,
providing near real-time communication (500 Kbps).
The CAN bus nodes are connected in parallel to the two-wire 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 CAN-L CAN-H CAN-L CAN-H CAN-H
CAN-C Bus Recessive
Sleep (Bus Short to Short to Short to Short to Short to
Circuits (Bus Idle)
Active) Ground Ground Battery Battery CAN-L
Battery
Battery Voltage
CAN-L (-) 0V 2.4 - 2.5 V 1.3 - 2.3 V 0V 0.3 - 0.5V 2.45 V
Voltage Less 0.75
V
Battery
Voltage Battery
CAN-H (+) 0V 2.4 - 2.5 V 2.6 - 3.5 V 0.02 V 0V 2.45 V
Less 0.75 Voltage
V
CAN- Key-On CAN-L CAN-H CAN-L CAN-H CAN-H
Key-Off (Bus
Interior Bus (Bus Short to Short to Short to Short to Short to
Asleep)
Circuits Active) Ground Ground Battery Battery CAN-L
Battery
Battery Voltage
CAN-L (-) 0.0 V 1.3 - 2.3 V 0V 0.3 - 0.5 V 2.45 V
Voltage Less 0.75
V
Battery
Voltage Battery
CAN-H (+) 0.0 V 2.6 - 3.5 V 0.02 V 0V 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 CAN-C network can also be measured (60 ohms). Total resistance of CAN-Interior
network varies, depending upon the number of optional non-dominant nodes on the bus. CAN-Interior
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 Ignition-OFF Draw (IOD), the CAN-Interior 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 CAN-C bus network is awake only
when the ignition switch is in the ON or START positions; however, the TIPM, which is on the CAN-C 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 CAN-Interior 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
CAN-Interior 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 CAN-Interior or the CAN-C bus awake for a timed interval after it
receives a diagnostic message for that bus over the Diagnostic CAN-C 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 non-volatile
memory. The TIPM also has two 64-bit registers, which track each of the as-built and currently responding
nodes on the CAN-Interior and CAN-C 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
(P-Code), chassis (C-Code) and body (B-Code) DTCs, while the second cache is dedicated to storing network
(U-Code) DTCs.
If there are intermittent or active faults in the CAN network, a diagnostic scan tool connected to the Diagnostic
CAN-C bus through the 16-way Data Link Connector (DLC) may only be able to communicate with the TIPM.
To aid in CAN network diagnosis, the TIPM will provide CAN-Interior and CAN-C network status information
to the scan tool using certain diagnostic signals. In addition, the transceiver in each node on the CAN-C bus will
identify a bus off hardware failure , while the transceiver in each node on the CAN-Interior bus will identify a
general bus hardware failure . The transceivers for some CAN-Interior nodes will also identify certain
failures for both CAN-Interior bus signal wires.
CONNECTOR, DATA LINK

DESCRIPTION
DESCRIPTION
Fig. 1: Data Link Connector & Hood Release

The Data Link Connector (DLC) (1) is a 16-way 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, outboard
of the steering column. The connector insulator is retained by integral snap features within a rectangular cutout
in a mounting bracket (2) located just under the lower edge of the IP, to the right of the hood release (3).
OPERATION
OPERATION
The Data Link Connector (DLC) is an industry-standard 16-way 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, AIR SUSPENSION CONTROL

DESCRIPTION
DESCRIPTION
Fig. 2: Air Suspension Control, Blind Spot & Drive Train Control Modules
NOTE: If the Air Suspension Control Module (ASCM) is replaced it must be initialized
using the scan tool.
Vehicles equipped with air suspension include an ASCM (2) which is secured to a mounting bracket by two
integrated latches and mounted in the electronic module tub (2). The electronic module tub is located beneath
the LF seat where it is concealed beneath a cover panel which can be removed with the seat in the full forward
position.
OPERATION
OPERATION
NOTE: If the Air Suspension Control Module (ASCM) is replaced it must be initialized
The ASCM battery positive voltage is received from a 20 amp Fuse (shared with another ECU) - located in the
PDC on the right side of the engine. Multiple modules work together to increase vehicle stability and traction
along with vehicle ride height. The ASCM uses several Controller Area Network (CAN) data bus systems for
inputs and outputs of the information necessary for the different systems to operate. The use of a scan tool is
necessary for diagnostics, and replacement of the ASCM (or any pressurized components of the system). For
more information on the air suspension system, refer to AIR SUSPENSION , DESCRIPTION and AIR
SUSPENSION , OPERATION .
REMOVAL
REMOVAL
1. Position the LF seat to its full forward position.

2. Disconnect and isolate the negative battery cable. Refer to CABLES, BATTERY , REMOVAL .
3. From behind/under the LF seat, remove the cover panel from the electronic module tub (4) to access the
Air Suspension Control Module (ASCM) (2).
4. Disconnect the wire harness connectors from the ASCM (2).
5. Release the integral latches that secure the ASCM (2) to the mounting bracket and slide the module
upward to remove from the vehicle.
INSTALLATION
INSTALLATION
1. Slide the Air Suspension Control Module (ASCM) (2) into position making sure the latches secure the
ASCM.
2. Connect the wire harness connectors to the ASCM (2).
3. From behind/under the LF seat, install the cover panel on the electronic module tub (4).
4. Connect the negative battery cable. Refer to CABLES, BATTERY , INSTALLATION .
5. Perform the Curb Height Measurement to get values for input to the scan tool in the next step. Refer to
WHEEL ALIGNMENT , STANDARD PROCEDURE .
NOTE: Make sure the scan tool preferences are set to metric. When writing the
measured values to the Air Suspension Control Module (ASCM) they will
need to be in millimeters.
6. With a scan tool, using the routines under the ASCM, perform the following:
a. Command the vehicle to Normal Ride Height (NRH).
b. Perform the Curb Height Measurement and record the values for input to the scan tool. Refer to
WHEEL ALIGNMENT , STANDARD PROCEDURE .
c. Perform the Write Suspension Height Values routine and input measurements recorded as
prompted by scan tool.
d. Command the vehicle to Normal Ride Height (NRH) again.
e. Perform the Curb Height Measurement again and verify specifications. Refer to WHEEL
ALIGNMENT , STANDARD PROCEDURE .
f. Run the Air Mass Calculation routine on the air suspension system.
g. If necessary, add to the system or deflate to atmosphere using the ASCM routines, then repeat the
Air Mass Calculation routine again until the system responds with Air Mass OK (188 to 216 bar-
liters).
h. Run the Height Sensor Check routine on the air suspension system.
i. Enable the air suspension system.
7. Perform the ASCM VERIFICATION TEST. Refer to STANDARD PROCEDURE .
MODULE, ANTI-LOCK BRAKE SYSTEM

DESCRIPTION
DESCRIPTION
Fig. 5: ABS Module & Hydraulic Control Unit (HCU)

NOTE: If the Antilock Brake System (ABS) module is replaced it must be initialized
The ABS module (2) is mounted to the Hydraulic Control Unit (HCU) (1) and operates the ABS. The combined
HCU and ABS module is located forward of the master cylinder, under the engine air box.
OPERATION
OPERATION
The ABS module voltage is supplied by the ignition switch in the RUN position. The ABS module contains
dual microprocessors. A logic block in each microprocessor receives identical sensor signals. These signals are
processed and compared simultaneously. The ABS module 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
1. Remove and isolate the negative battery cable from the battery.
2. Remove the air cleaner body. Refer to BODY, AIR CLEANER or BODY, AIR CLEANER or BODY,
AIR CLEANER .
3. Disconnect the HCU electrical connector (3).

4. Remove the four ABS module retaining screws (3).

Fig. 8: ABS Module & Brake Lines

CAUTION: When removing the ABS module from the HCU, be sure to completely
separate the two components approximately 38 mm (1.5 in.) straight
out before moving module to the side. Otherwise, damage to the
pressure sensor or Pump Motor connection may result requiring HCU
replacement. Do not to touch the sensor terminals on the module
side or the contact pads on the HCU side as this may result in
contamination and issues in the future.
5. Pull the ABS module (3) straight out to the brake lines (4), move toward the outside of the vehicle, then
forward and around the brake lines (4) to remove the ABS module (3) from the vehicle.
INSTALLATION
INSTALLATION
Fig. 9: ABS Module & Brake Lines

CAUTION: When installing the ABS module to the HCU, be sure to properly align the
ABS module and the HCU so that sensor terminals or the contact pads do
not touch other parts of the modules. Otherwise, damage to the pressure
sensor or Pump Motor connection may result requiring HCU replacement.
1. With the ABS module (3) forward of the brake lines (4), move the module (3) toward the outside of the
vehicle and around the brake lines (4) in order to align it with the HCU (1).
2. Align the ABS module contact tower (2) and the tower receiving hole of the Hydraulic Control Unit (1)
and put ABS module (3) and the HCU (1) together without touching the tower terminals to any solenoids.

NOTE: For ease of installation, place the RH bottom ABS Module retaining screw
in position in the module prior to installing the module on the HCU.
NOTE: Tighten the ABS module screws (2) in a crisscross pattern.
3. Install the four ABS module screws (2) securing the module (1) to the HCU and tighten to 2.9 N.m (25.5
in. lbs.).
Fig. 11: Hydraulic Control Unit (HCU), Primary And Secondary Brake Tubes, Chassis Lines &
4. Reconnect the HCU electrical connector (3).

5. Install negative battery cable to the battery.
6. Install the air cleaner body. Refer to INSTALLATION or INSTALLATION or INSTALLATION .
7. Connect the scan tool and initialize the ABS module by performing the ABS VERIFICATION TEST.
Refer to STANDARD PROCEDURE .
MODULE, BLIND SPOT

DESCRIPTION
DESCRIPTION
Fig. 12: Blind Spot Module

Blind Spot Module (1) - Vehicles equipped with the blind spot monitor system include a module which is
secured to a mounting bracket by two integrated latches and mounted in the electronic module tub (2), located
beneath the left front seat assembly where it is concealed beneath a cover panel.
Hardwired circuitry connects the various blind spot monitor system components to each other through the
electrical system of the vehicle. These hardwired circuits are integral to several wire harnesses, which are routed
spot monitor system and its components, refer to BLIND SPOT MONITOR SYSTEM .
REMOVAL
REMOVAL


2. Disconnect and isolate the negative battery cable, for battery location and disconnect procedure. Refer to
3. Remove the cover panel from the electronic module tub (2) to access the blind spot module (1).
4. Disconnect the body wire harness connector (3) from the module connector receptacle (4).
INSTALLATION
INSTALLATION

1. Position the blind spot module (1) in the mounting bracket.

3. Connect the body wire harness connector (3) to the module connector receptacle (4).
4. Install the cover panel onto the electronic module tub.
5. Connect the negative battery cable. For battery location and cable connection procedure. Refer to
MODULE, COMPASS
DESCRIPTION
DESCRIPTION
Fig. 15: Identifying Remote Compass Module

The Remote Compass Module (RCM) (2) is a separate stand alone module mounted to the top side of the
headliner (1) at the left rear of the vehicle. The RCM can be accessed by removing both quarter trim panels and
the headliner molding, then carefully lowering the rear of the headliner at the D-pillar area.
If the compass position sensor (Remote Compass Module) is inoperative and requires replacement. Refer to
MODULE, COMPASS , REMOVAL .
REMOVAL
REMOVAL


2. Partially remove the headliner (1) to gain access to the Remote Compass Module (RCM) (2). Refer to
3. Disconnect the RCM electrical connector (3).
4. Remove the RCM fasteners (4).
5. Remove the RCM (2) from the vehicle.
INSTALLATION
INSTALLATION

1. Position the Remote Compass Module (RCM) (2) into the bracket on the upper side of the headliner (1).
2. Install the RCM fasteners (4).
4. Install the headliner assembly. Refer to HEADLINER , INSTALLATION .
6. Perform the Compass Variance Adjustment. Refer to COMPASS VARIANCE ADJUSTMENT .
7. Perform the Manual Compass Calibration. Refer to MANUAL COMPASS CALIBRATION .
8. Verify proper compass operation.
MODULE, DOOR
DESCRIPTION
DESCRIPTION
Fig. 18: Front Door Control Module

This vehicle is equipped with two electronic front door control modules (1) (also known as a Driver Door
Module/DDM, a Passenger Door Module/PDM or Front Door Multiplex/MUX Modules), one each on both the
driver and passenger front doors. Each door control module is concealed behind the front door trim panel where
it is secured through two integral mounting tabs (2) to the door hardware module carrier by two screws. The
front door control modules are located in the upper front corner of the front door hardware carriers, just below
the mirror flag area of the front door.
Each door control module contains a microprocessor and is connected to the various switches on that door. In
the case of the driver side module, it communicates with some switches over a Local Interface Network (LIN)
data bus. Both the driver and passenger side module also receive various hard wired switch inputs and provide
numerous hard wired outputs to various devices located on their respective doors. In addition, both front door
control modules communicate with each other and with other electronic modules in the vehicle over the
Controller Area Network (CAN) Interior High Speed (IHS) data bus system.
Concealed and protected within the molded plastic door control module housing is the printed circuit board and
the other electronic circuitry of the module. The front door control modules are connected to the vehicle
electrical system through up to eight connector receptacles that are integral to the module housing.
A door control module cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. The
door control module software is flash programmable.
OPERATION
OPERATION
The microprocessor-based electronic front door control modules (also known as a Driver Door Module/DDM, a
Passenger Door Module/PDM or Front Door Multiplex/MUX Modules) contain logic circuits that monitor
various hard wired low current, multiplexed inputs from the power window, power lock, power mirror and
memory switches on their respective door. They also receive Controller Area Network (CAN) Interior High
Speed (IHS) data bus electronic message-based external inputs from the opposing front door control module as
well as from other electronic modules in the vehicle. The front door control modules also monitor hard wired
power window motor Hall effect sensors and memory mirror position sensor inputs.
In addition, the front door control module on the driver side front door receives electronic message inputs from
the driver side front door switch module over the Local Interface Network (LIN) data bus network. The
program logic within the front door control module allows the microprocessor to prioritize all of these inputs
and determine the tasks it needs to perform. These tasks are then completed either by controlling hard wired
outputs to the various motors, actuators or lamps on its own or the rear doors, or by sending electronic message
requests over the CAN-IHS bus to the appropriate electronic module in the vehicle.
The front door control modules are powered by a fused B(+) circuit and are grounded at all times so that they
can operate regardless of the ignition switch position. Both driver and passenger door control modules provide
active and stored Diagnostic Trouble Codes (DTC) through On-Board Diagnostics (OBD) and communicate
with a diagnostic scan tool using the CAN data bus.
The hard wired inputs and outputs of the front door control module may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic
methods will not prove conclusive in the diagnosis of the electronic controls and communication between
modules and other devices that provide some features of the power window, power lock, memory, interior
lighting or exterior lighting system features the front door control modules provide. The most reliable, efficient
and accurate means to diagnose the front door control modules or the electronic controls and communication
related to operation of these systems requires the use of a diagnostic scan tool. Refer to the appropriate
diagnostic information.
The hard wired circuits between components related to the electronic front door control modules (also known as
a Driver Door Module/DDM, a Passenger Door Module/PDM or Front Door Multiplex/MUX Modules) may be
diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out information and location views for the various wire harness
connectors, splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the front door control
modules or the electronic controls and communication between modules and other devices that provide some
features of the door modules. The most reliable, efficient, and accurate means to diagnose the front door control
modules or the electronic controls and communication related to module operation requires the use of a
diagnostic scan tool. Refer to the appropriate diagnostic information.
STANDARD PROCEDURE
STANDARD PROCEDURE
Any time a door control module is replaced, a power window glass is adjusted or removed, a power window
regulator is replaced or a power window motor is replaced, the hard stops for the power window assemblies
need to be cleared and relearned by the door control module. This procedure is also sometimes referred to as
denormalizing and normalizing or initialization. Refer to CLEAR/RELEARN PROCEDURES
REMOVAL
REMOVAL
Fig. 19: Door Control Module, Two Screws & Front Door Hardware Module Carrier

2. Remove the lower trim panel from the inside of the front door. Refer to PANEL, DOOR TRIM ,
REMOVAL .
3. Disconnect each of the electrical connectors from the connector receptacles of the door control module
(2).
4. Remove the two screws (3) that secure the door control module to the front door hardware module carrier
(1).
5. Remove the door control module from the door hardware module carrier.
INSTALLATION
INSTALLATION
Fig. 20: Door Control Module, Two Screws & Front Door Hardware Module Carrier
1. Position the door control module (2) to the front door hardware module carrier (1).
2. Install and tighten the two screws (3) that secure the door control module to the front door hardware
module carrier. Tighten the screws securely.
3. Reconnect each of the electrical connectors to the connector receptacles of the door control module.
4. Reinstall the lower trim panel to the inside of the front door. Refer to PANEL, DOOR TRIM ,
INSTALLATION .
6. The Clear/Relearn procedure should be performed following service of a door control module so that the
module can learn the correct hard stops of the power window regulator. Refer to CLEAR/RELEARN
PROCEDURES .
MODULE, DRIVETRAIN CONTROL

DESCRIPTION
DESCRIPTION
The Drive Train Control Module (DTCM (3) is a microprocessor-based assembly, controlling a 4X4 Transfer
Case. Communication is via the CAN serial bus. Inputs include user selectable 4X4 modes that include 4WD
Full Time (4HI), 4LO, Neutral. The logic and driver circuitry is contained in aluminum housing base and a
stamped steel housing cover with an embedded heat sink
The DTCM is installed inside the passenger compartment underneath the driver seat.
OPERATION
OPERATION
POWER UP/DOWN
The Drive Train Control Module (DTCM) will power up with an OFF/ON transition of the hardwired ignition
switch input, or with the presence of active CAN C communications.
The DTCM will power down when the vehicle ignition switch transitions from ON to OFF, or there are no
CAN C messages, or there are no system requirements that dictate the controller to remain active
START-UP DIAGNOSTICS
When the DTCM is activated, the internal circuitry will undergo a diagnostic procedure. The controller will
examine all inputs and outputs for short circuits to ground, short circuits to battery and open circuits and will
also verify proper CPU and memory operation. If a fault is detected, a message will be sent out over the CAN C
bus to the Cluster based Electronic Vehicle Information Center EVIC indicating that service is recommended.
After passing all diagnostic tests, the controller will receive and process inputs and produce the appropriate
outputs. Proper monitoring of the controller inputs and outputs performance will continue.
INPUTS/OUTPUTS
The following are inputs to the DTCM:
 Lateral Accelerometer
 Transfer Case Mode Sensor Signal
 2 Direct Battery Feeds
 Ignition RUN Sense
 Sensor Grounds
 Module Grounds
 CAN C Bus
The following are outputs of the DTCM:
 5V Sensor Supply
 Transfer Case Bi-directional Motor Control (A AND B)
 Switched B+ Solenoid Supply
 Transfer Case Motor Brake Control
TERRAIN SELECT SWITCH
The terrain select switch is used to communicate driver commands of various vehicle control systems related to
vehicle ride height, traction, and stability control. The switch includes an Auto setting and a Neutral setting. The
switch communicates with the Cabin Compartment Node (CCN) via a LIN Bus. The CCN sends information
related to the terrain select switch via the CAN Interior bus.
TRANSFER CASE MODE SENSOR SIGNAL
The Transfer Case Mode Sensor Signal Input will provide the DTCM feedback about the position of the transfer
case. The mode sensor will be a linear analog position sensor with a 1.4K +/- 20% potentiometer and a 1 K +/-
20% wiper resistor that converts the motor shaft position into a multiplexed voltage.
NEUTRAL LAMP
There will be a LED indicator in the Shifter bezel to indicate to the driver that the Transfer Case is in the
Neutral gear. DTCM will be capable of driving the LED continuously at 25 mA.
TRANSFER CASE BI-DIRECTIONAL MOTOR CONTROL (A AND B)
This output will control a Bi-directional DC motor that controls a clutch pack in the Transfer Case that varies
the torque transfer between the front and rear axles.
MODES OF OPERATION
NORMAL OPERATION
This mode is achieved by the ignition being switched in the RUN position, which powers up the 5V regulator
and generates the appropriate RESET for the microprocessor. This mode also includes any required power-up
system checks.
SHUT DOWN MODE
This mode is activated when the ignition switch turned to the off position. The DTCM will perform any
required Shut Down tasks prior to turning off the 5V regulator.
LIMP-IN MODE
This mode is entered when the DTCM has detected an error condition that prevents the system from performing
its' required task. The DTCM operation will vary depending from modified operation to total system shut down
based on the failure that has occurred.
REMOVAL
REMOVAL

3. Remove the cover panel from the electronic module tub (4) to access the Drive Train Control Module
(DTCM) (3).
4. Disconnect the body wire harness connector from the module connector receptacle.
INSTALLATION
INSTALLATION
1. Position the Drive Train Control Module (DTCM) (3) in the mounting bracket.
3. Connect the body wire harness connector to the module connector receptacle.
4. Install the cover panel onto the electronic module tub (4).
MODULE, ELECTRONIC LIMITED SLIP DIFFERENTIAL

DESCRIPTION
DESCRIPTION
Fig. 24: Electronic Limited Slip Differential Module & Connectors

The Electronic Limited Slip Differential Module (ELSD) (1) is a microprocessor-based assembly, controlling
the rear axle. The ELSD can send 0 to 100% torque from the wheel that is slipping to the other wheel, on the
rear axle. The transfer case controls slip from front to rear. The ELSD controls slip from left to right within the
rear differential. The ELSD controls an electric motor which drives a gear set which moves a ball ramp to apply
force to a wet clutch. This clutch is used to control torque split. Motor position feedback is done with two hall
effect sensors on the motor. There is also a temperature sensor on the motor. ELSD will be temporarily disabled
with high temperatures on the motor. Communication is via the CAN serial bus. Inputs include: Vehicle speed,
Wheel speed, Terrain mode ELSD position sensor, and VIN, odometer for diagnostics. Outputs include: Actual
rear differential torque, ELSD status, and PWM control of rear ELSD motor.
The ELSD Module is installed inside the passenger compartment underneath the left side of the rear seat.
REMOVAL
REMOVAL

1. Remove left rear seat. Refer to SEAT, REAR , REMOVAL .

3. Pull carpet back to expose ELSD module (1).
4. Disconnect the body wire harness connectors (3) from the module connector receptacle.
5. Remove module mounting nuts (2).
INSTALLATION
INSTALLATION

1. Install the module in the vehicle.

2. Secure the module mounting nuts (2) and tighten to 7 N.m (5 ft. lbs.).
3. Connect the body wire harness connectors (3) to the module connector receptacle.
4. Install carpet in original position.
5. Install left rear seat. Refer to INSTALLATION .
MODULE, GLOW PLUG, 3.0L DIESEL

DESCRIPTION
DESCRIPTION - GLOW PLUG MODULE

The Glow Plug Module is located on the right front shock tower, and is attached to a bracket above the EGR
cooler.
OPERATION
OPERATION - GLOW PLUG MODULE
The Glow Plug Module is connected to a fused B(+) circuit and receives a path to ground at all times through
the engine wiring harness. These connections allow it to remain functional regardless of the Electronic Ignition
Switch (EIS) position. When the Powertrain Control Module (PCM) receives the On and Ignition Run signals
from the EIS, it will send a signal through the LIN bus to actuate the Glow Plug Module for a period of time
that depends on ambient air and engine coolant temperature.
The Glow Plug Module utilizes integrated relays and microprocessors to actuate the Glow Plugs based on input
from the PCM. The Glow Plug Module has on-board diagnostic functions that will set powertrain DTCs, which
will be transmitted to the PCM through the LIN bus. Because the Glow Plug Module uses microprocessors to
control battery voltage to the Glow Plugs, conventional diagnostic methods will not always prove conclusive
when diagnosing problems with the Glow Plug Module and related circuits. For proper diagnosis of the Glow
Plug Module, the LIN data bus or electronic communication related to Glow Plug Module operation, a
diagnostic scan tool is required. Refer to COMMUNICATION , OPERATION.
The Powertrain Control Module (PCM) actuates the glow plug module via the LIN bus. For glow plug module
DTCs and related diagnostics, refer to DIAGNOSTIC CODE INDEX - 3.0L DIESEL .
REMOVAL
REMOVAL - GLOW PLUG MODULE


2. Disconnect the two glow plug harness connector (3).
3. Remove the nut (1) and the glow plug module (2).
INSTALLATION
INSTALLATION - GLOW PLUG MODULE


1. Install the glow plug module (2) and securely tighten the retaining nut (1).
2. Connect the Glow Plug Module harness connector (3).
MODULE, HEADLAMP LEVELING

DESCRIPTION
DESCRIPTION
Fig. 30: Identifying Automatic Headlamp Leveling Module (AHLM)

Vehicles equipped with the optional High Intensity Discharge (HID) headlamps are also equipped with an
Automatic Headlamp Leveling Module (AHLM) (1) (also known as the Headlamp Leveling Module/HLM).
The AHLM is located on the underside of the right front lamp unit housing, but serves both the right and left
front lamp units. This module works in conjunction with the front and rear axle sensors and the headlamp
leveling motors to provide automatic headlamp beam adjustment to compensate for changes in vehicle height
caused by changes in vehicle loading, acceleration or deceleration.
The molded black plastic AHLM housing has integral mounting flanges (4) that are secured by a stamped
aluminum cover plate and four screws to a receptacle in the bottom of the right front lamp unit housing.
Concealed within the housing is the circuitry of the module, which includes a microprocessor. The module is
connected through an integral connector receptacle (2) to the vehicle electrical system by a take out and
connector of the right front lamp unit wire harness.
The AHLM cannot be adjusted or repaired and, if ineffective or damaged, it must be replaced.
OPERATION
OPERATION
The microprocessor in the Automatic Headlamp Leveling Module (AHLM) (also known as the Headlamp
Leveling Module/HLM) contains the logic circuits and controls all of the features of the automatic headlamp
leveling system. The AHLM uses On-Board 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 AHLM to communicate with the ElectroMechanical
Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN), the Wireless Ignition Node
(WIN), with the Controller Antilock Brake (CAB) (also known as the Antilock Brake System/ABS or
Electronic Stability Program/ESP controller) or with the Air Suspension Control Module (ASCM).
The AHLM microprocessor continuously monitors inputs from the EMIC, the WIN and the CAB or ASCM.
The AHLM then energizes or de-energizes the front and rear axle sensors which monitor the vehicle height, and
the headlamp leveling motors which adjust the headlamp reflectors. When the axle sensors are energized, the
AHLM monitors and evaluates the Pulse Width Modulated (PWM) signals from the sensors and actuates the
headlamp leveling motors on each front lamp unit as appropriate. If the vehicle is equipped with the optional air
suspension system, the ASCM energizes and monitors the front and rear axle sensors, and the AHLM receives
the axle sensor data through electronic messages relayed from the ASCM over the CAN data bus.
The AHLM receives battery voltage on a fused ignition switch output (RUN) circuit, and is grounded at all
times through a hard wired remote ground point. These connections allow the AHLM to operate only when the
ignition switch is in the ON position. The AHLM also monitors all of the system circuits, then sets active and
stored Diagnostic Trouble Codes (DTC) for any monitored system faults it detects.
The hard wired circuits of the AHLM may be diagnosed using conventional diagnostic tools and procedures.
Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove
conclusive in the diagnosis of the AHLM or the electronic controls or communication between modules and
other devices that provide some features of the automatic headlamp leveling system. The most reliable,
efficient, and accurate means to diagnose the AHLM or the electronic controls and communication related to
automatic headlamp leveling system operation requires the use of a diagnostic scan tool. Refer to the
appropriate diagnostic information.
The hard wired circuits between components related to the headlamp leveling system and the Automatic
Headlamp Leveling Module (AHLM) (also known as the Headlamp Leveling Module/HLM) 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 AHLM or the
electronic controls and communication between modules and other devices that provide some features of the
headlamp leveling system or the AHLM. The most reliable, efficient, and accurate means to diagnose the
headlamp leveling system, the AHLM or the electronic controls and communication related to headlamp
leveling or AHLM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic
information.
STANDARD PROCEDURE
STANDARD PROCEDURE
NOTE: The following procedure is necessary and should be performed ONLY after an
Automatic Headlamp Leveling Module (AHLM) is replaced with a new
(uncalibrated) unit.
1. Before beginning, the vehicle should be empty with between 1/4 and 1/2 tank of fuel.
2. Perform a mechanical Front Lamp Alignment of the headlamps. Refer to STANDARD PROCEDURE .
3. Calibrate the AHLM. Follow the steps outlined in the diagnostic scan tool under the AHLM Electronic
Control Unit (ECU), Miscellaneous Functions, Record Curb Sensor Values.
REMOVAL
REMOVAL
WARNING: To avoid serious or fatal injury when working on the High Intensity
Discharge (HID) headlamp system, be certain to take the proper
precautions. The headlamp switch must be in the OFF position.
Disconnect and isolate the battery negative cable. There is a risk of fatal
injury caused by contact with high voltage used in the HID headlamps.
There is a risk of explosion or fire caused by highly flammable materials
in the vicinity of damaged HID lighting elements. There is a risk of injury
caused by exposure to Ultra Violet (UV) light, a risk of burns caused by
high component operating temperatures, a risk of mercury poisoning
through glass splinters produced by bursting HID lighting elements.

There is also a risk of poisoning caused by inhalation of mercury vapors
and by toxic salts and mercury compounds being ingested or coming into
contact with the skin. Do not come into contact with parts that are under
high voltage. Persons with active electronic implants (e.g. heart
pacemakers) must never work on HID headlamps. Wear insulated safety
shoes, safety glasses and protective gloves. Remove flammable materials
and ensure sufficient ventilation in the working area.
Fig. 31: Front Lamp Unit, Automatic Headlamp Leveling Module & Screws

2. Remove the right front lamp unit (1) from the vehicle. Refer to UNIT, FRONT LAMP , REMOVAL .
3. Remove the four screws (2) that secure the cover plate and the Automatic Headlamp Leveling Module
(AHLM) (3) (also known as the Headlamp Leveling Module/HLM) to the underside of the right front
lamp unit housing.
4. Pull the AHLM away from the receptacle on the bottom of the right front lamp unit housing far enough to
access and disconnect the front lamp unit wire harness connector from the connector receptacle on the
upward-facing side of the AHLM.
5. Remove the AHLM from the lamp housing.
INSTALLATION
INSTALLATION

Fig. 32: Front Lamp Unit, Automatic Headlamp Leveling Module & Screws
1. Position the Automatic Headlamp Leveling Module (AHLM) (3) (also known as the Headlamp Leveling
Module/HLM) close enough to the receptacle on the bottom of the right front lamp unit housing (1) to
reconnect the front lamp unit wire harness connector to the connector receptacle on the upward-facing
side of the AHLM.
2. Position the AHLM into the receptacle on the bottom of the lamp housing.
3. Position the cover plate over the AHLM on the bottom of the lamp housing.
4. Install and tighten the four screws (2) that secure the cover plate and the AHLM to the lamp housing.
Tighten the screws securely.
5. Reinstall the right front lamp unit into the vehicle. Refer to UNIT, FRONT LAMP , INSTALLATION .
NOTE: On vehicles equipped with the optional High Intensity Discharge (HID)
headlamps, when the Automatic Headlamp Leveling Module (AHLM) is replaced
with a new unit, a diagnostic scan tool MUST be used to initialize and calibrate
the new AHLM before the automatic headlamp leveling system can operate
properly. Refer to MODULE, HEADLAMP LEVELING , STANDARD PROCEDURE.
MODULE, HEATED SEAT

DESCRIPTION
DESCRIPTION
Fig. 33: Heated Seat Module (HSM), Electrical Connector Outlets & Tabs
The Heated Seat Module (HSM) (1) is located under the front passenger seat. The HSM has multiple electrical
connector outlets (2) and three retaining tabs (3 and 4) that secure it to a bracket that is mounted to the
underside of the seat cushion frame.
The HSM is a microprocessor designed to use the Controller Area Network (CAN) data bus messages from the
A/C-heater control to operate the front heated seats. When equipped with rear heated seats, the HSM receives
request signals from the rear heated seat switches over hard-wired circuits.
OPERATION
OPERATION
The Heated Seat Module (HSM) controls the heated seat system. The HSM is secured to a mounting bracket
located under the front passenger seat. The HSM responds to heated seat switch messages and ignition switch
status inputs by controlling the 12v output to the seat heating elements through integral solid-state relays.
When either of the front heated seat switches are pressed, the A/C-heater control sends a message via the
Controller Area Network (CAN) data bus to the HSM, signaling the module to energize the heating elements for
the selected front seat. When equipped with rear heated seats, when either of the rear heated seat switches are
pressed, a request signal is sent to the HSM over a hard-wired circuit, to signal the module to supply power to
the heating elements for the selected rear seat.
The HSM energizes the integral solid-state relays that supply battery current to the heating elements. Heated
seats turn off after 45 minutes of continuous operation. If high-level heating is selected, the control system will
remain at the high level for 20 minutes and then drop to the low level. At that time, the number of illuminated
LEDs in the respective switch change from two to one, indicating the temperature change.
The heated seat system operates on battery current received through a fused ignition Run circuit, so that the
system will only operate when the ignition switch is in the On position. The heated seat system will turn off
automatically whenever the ignition switch is turned to any position except On. With a heated seat on, if the
ignition switch is turned to any position except On, the heated seat system will turn off and remain off, until the
engine is restarted and a seat heated seat switch is pressed again.
The HSM is diagnosed using a scan tool and will automatically turn off the heating elements if it detects an
open or low short in a heating element circuit. Refer to DIAGNOSIS AND TESTING .
REMOVAL
REMOVAL
Fig. 34: Two Bolts, Bracket & Heated Seat Module (HSM)

2. Remove the fasteners that secure the front passenger seat to the body and tip the seat rearward to gain
access to the underneath of the seat. Refer to SEAT, FRONT , REMOVAL .
3. Remove the two bolts (1) that secure the bracket (2) containing the Heated Seat Module (HSM) (3) to the
underside of the seat cushion frame (4).
4. Disengage the metal bracket retaining tab (5) from the underside of the seat cushion frame.
Fig. 35: Electrical Connectors, Heated Seat Module (HSM), Retaining Tab, Bracket & Two
Retaining Tabs
5. Disconnect the electrical connectors (1, 2 and 5) from the Heated Seat Module (HSM) (4).
6. Disengage the retaining tab (3) from the bracket (7).
7. Tip the inboard end of the HSM upward to disengage the two retaining tabs (6) from the bracket and
remove the HSM.
INSTALLATION
INSTALLATION
Fig. 36: Electrical Connectors, Heated Seat Module (HSM), Retaining Tab, Bracket & Two Retaining
Tabs
CAUTION: Properly align the Heated Seat Module (HSM) retaining tabs to the bracket,
prior to engagement. Failure to follow these instructions may result in
damage to the HSM.
1. Position the Heated Seat Module (HSM) (4) to the bracket (7) and engage the two retaining tabs (6).
Make sure the retaining tabs are correctly engaged to the bracket.
2. Engage the HSM retaining tab (3) to the bracket. Make sure the retaining tab is fully engaged to the
bracket.
3. Connect the electrical connectors (1, 2 and 5) to the HSM.
Fig. 37: Two Bolts, Bracket & Heated Seat Module (HSM)
4. Position the bracket (2) containing the Heated Seat Module (HSM) (3) to the underside of the seat
cushion frame (4) and engage the metal bracket retaining tab (5) to the seat cushion frame.
5. Install the two bolts (1) that secure the bracket to the underside of the seat cushion frame. Tighten the
bolts securely.
6. Install the seat Refer to SEAT, FRONT , INSTALLATION .
8. Verify proper heated seat system operation.
MODULE, MEMORY, SEAT

DESCRIPTION
DESCRIPTION
Fig. 38: Memory Seat Module

When equipped, the Memory Seat Module (MSM) (1) is located underneath the driver seat. It is used in
conjunction with the other modules in the memory system to recall the driver seat to two different driver preset
seat position preferences. The memory seat module is able to store and recall all driver side power seat positions
(fore/aft, up/down, tilt and recline), outside mirror position, power steering column position and up to twelve
radio station presets (six AM and six FM), on vehicles with a factory installed radio connected to the Controller
Area Network (CAN) data bus network. The memory system will also store and recall the last radio station
listened to for each driver, even if it is not one of the twelve preset stations.
The memory seat system will automatically recall the settings when a button of the memory switch located in
the driver door trim panel is pressed, or when the doors are unlocked using the Remote Keyless Entry (RKE)
transmitter (if the "RKE Linked to Memory" feature is enabled). If the vehicle has more than two drivers the
RKE transmitter recall of memory features can be disabled. This is a customer programmable feature.
OPERATION
OPERATION
The Memory Seat Module (MSM) receives battery current through a fuse in the Totally Integrated Power
Module (TIPM). The memory system remains operational, regardless of ignition position. When a driver
memory seat switch button or FOBIK transmitter button (when programmed) is pushed, signal is sent to the
MSM over the Controller Area Network (CAN) bus. The MSM is responsible for the 12 volt Direct Current
(DC) feed and ground path to the power seat adjuster motors and to the other memory system components.
The MSM also receives hard-wired input from the hall effect sensors, mounted on each of the driver power seat
adjuster motors, driver side view mirror motors and power adjustable steering column motors, when equipped.
The programmed software in the MSM allows it to know where the driver seat, mirror and steering column are
located in there designed travel by a pulse count, generated from hall effect sensors. This way, when a memory
seat switch is pressed the MSM will power these components until the correct preset location is achieved. The
MSM will prevent the seat memory recall function from being initiated, if the transmission gear selector is not
in the Park position. These inputs are monitored over the CAN bus by the MSM.
A memory setting is saved by pressing the "Set" button, then pressing either the memory "1" or "2" button
within five seconds of pressing the "Set" button.
A memory setting is recalled by pressing either the memory "1" or "2" button, or by pressing the unlock button
on a "linked" FOBIK transmitter.
The MSM performs the following functions:
 Positions the driver power seat (fore/aft, up/down, tilt and recline positions).
 Sends the memory save or recall (number 1 or number 2) command over the CAN data bus circuit to the
other memory system components, radio station pre-sets and power mirror positions.
 Provides for the easy entry/exit feature.
When a memory button is pressed (number 1 or number 2) on the memory seat switch, it provides resistive
signal to the MSM. The MSM will then position the driver seat to the pre-set location. When a FOBIK
transmitter button is pressed, depending on which transmitter (number 1 or number 2), the WIN/SKIM receiver
sends the recall request and FOBIK number (number 1 or number 2) data message. The FOBIK transmitter
function depends on if the MSM is programmed to trigger the recall (linked FOBIKs).
A FOBIK is "linked" to a memory setting by pressing the "Set" button and then pressing either the memory "1"
or "2" button within 5 seconds of pressing the set button, then by pressing the "lock" button on the selected
FOBIK.
The memory seat system "Easy Entry and Exit" feature provides the driver with more room to enter or exit the
vehicle. When the driver seat is in a memorized position, it will move rearward 55 millimeters (2.2 inches) or to
the end of its travel, whichever occurs first, when the key is removed from the ignition switch lock cylinder.
This is a customer programmable feature. The seat will return to the pre-set position when the ignition is
pressed to RUN.
The memory seat system "learns" the seat, mirror and column motors maximum end positions when the motor
reaches the limit of travel in any direction and stalls. Subsequently, movement will stop just short of that
position to avoid extra stress on the motors and mechanisms. If the system learned a maximum position as a
result of an obstruction, as for instance if a large object was placed on the floor behind the seat, the system can
relearn the "true" maximum position through manually operating the power seat after the obstruction is
removed.
NOTE: It is normal for the power accessories contained in the memory system to stop
at the maximum "learned" position and then continue to the "true" maximum
position when the control switch is released and then applied in the same
direction a second time.
Certain functions and features of the memory seat system rely upon resources shared with other electronic
modules in the vehicle over the CAN bus. The CAN bus allows the sharing of sensor information. This helps to
reduce wire harness complexity, internal controller hardware and component sensor current loads. At the same
time, the memory seat system provides increased reliability, enhanced diagnostics and allows the addition of
new feature capabilities.
NOTE: Anytime a new Memory Seat Module (MSM) or a driver power seat motor or seat
track is replaced, the MSM must be cleared of all learned parameters using a
scan tool and the Power Seat System Verification test must be performed.
The use of a scan tool is needed for diagnosis of the MSM, CAN bus and other electronic modules. Refer to
DIAGNOSIS AND TESTING .
REMOVAL
REMOVAL
NOTE: The scan tool standardization process must be performed on the Memory Seat
Module (MSM) any time a new MSM is installed or the existing MSM is reflashed.
Fig. 39: Electrical Connectors, Memory Seat Module (MSM), Two Rear MSM Retaining Tabs, Bracket
& Tabs
NOTE: Depending on how equipped, more memory seat module electrical connectors
may be present than shown in the illustration.

2. Remove the fasteners that secure the driver seat to the body and tip the seat rearward to gain access to the
underneath of the seat. Refer to SEAT, FRONT , REMOVAL .
3. Disconnect the electrical connectors (3 and 6) from the Memory Seat Module (MSM) (1).
4. Disengage the two rear MSM retaining tabs (5 and 7) from the bracket (8) by carefully pushing the rear of
the MSM upward.
5. Disengage the two front MSM retaining tabs (2 and 4) from the bracket by pulling the MSM rearward.
6. Remove the MSM from underneath the driver seat.
INSTALLATION
INSTALLATION
Fig. 40: Electrical Connectors, Memory Seat Module (MSM), Two Rear MSM Retaining Tabs, Bracket
& Tabs
NOTE: Depending on how equipped, more memory seat module electrical connectors
may be present than shown in the illustration.
1. Position the Memory Seat Module (MSM) (1) to the driver seat and engage the two front retaining tabs (2
and 4) to the bracket (8).
CAUTION: Properly align the rear Memory Seat Module (MSM) retaining tabs to
the bracket, prior to engagement. Failure to follow these instructions

may result damage to the MSM rear retaining tabs.
2. Align the two rear MSM retaining tabs (5 and 7) to the bracket and carefully pull downward down on the
MSM to engage the tabs. Make sure the retaining tabs are fully engaged to the bracket.
3. Connect the electrical connectors (3 and 6) to the MSM.
4. Install the driver seat Refer to SEAT, FRONT , INSTALLATION .
NOTE: Anytime a new Memory Seat Module (MSM) is replaced, the MSM must be
cleared of all learned parameters using a scan tool and the Power Seat
System Verification test must be performed.
6. Using a scan tool, select Clear All MSM Learned Parameters, found under the Memory Seat Module,
Miscellaneous Functions tab.
7. Perform the Power Seat System Verification test. Refer to STANDARD PROCEDURE .
8. Verify proper memory seat system operation.
MODULE, PARK ASSIST

DESCRIPTION
DESCRIPTION
The Park Assist Module for this vehicle is secured on the inboard side of the right rear quarter panel behind the
interior quarter trim panel. The module is connected to the vehicle electrical system through dedicated take outs
of the body wire harness.
Fig. 41: Identifying Park Assist Module

Concealed within the molded plastic park assist module housing (1) is a microprocessor and the other electronic
circuitry of the module. The module housing is sealed to enclose and protect the internal electronic circuitry.
The module software is flash programmable.
There are three mounting tabs (2 and 3) integral to the module housing that secure the module to the vehicle
body. Two connector receptacles (4) containing terminal pins that connect the module to the vehicle electrical
system are integral to the one side of the housing. One of the receptacles is utilized in vehicles equipped with
only the rear park assist system, while both receptacles are used on vehicles equipped with both the front and
rear park assist systems.
The park assist module cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. For
more information on the park assist module and its operation, refer to MODULE, PARK ASSIST ,
OPERATION .
REMOVAL
REMOVAL
Fig. 42: Park Assist Module & Connector


2. Remove the right quarter interior trim panel. Refer to PANEL, QUARTER TRIM , REMOVAL .
3. Disconnect the body wire harness connector (3) from the park assist module connector receptacle (4).
Vehicles with the front park assist option will have a second connection to the module at this location,
which must also be disconnected.
4. Remove the fasteners that secure the park assist module (1) to the inner quarter panel (2).
INSTALLATION
INSTALLATION
Fig. 43: Park Assist Module & Connector

1. Position the park assist module (1) to the right inner quarter panel (2) and install the fasteners.
2. Connect the body wire harness connector (3) to the module connector receptacle (4). Vehicles with the
front park assist option will have a second connection to the module at this location, which must also be
reconnected.
3. Install the right quarter interior trim panel. Refer to PANEL, QUARTER TRIM , INSTALLATION .
MODULE, PASSIVE ENTRY

DESCRIPTION
DESCRIPTION
Fig. 44: Passive Entry Module (PEM), Stanchions & Two Connector Receptacles
The Passive Entry Module (PEM) (1) is the primary component of the Passive Entry (PE) and Keyless Go (KG)
systems. The PEM contains both the Central Processor Unit (CPU) and Controller Area Network (CAN) data
bus transceiver of the PE and KG systems, and is sometimes alternately referred to as the PEKG module or
receiver. Concealed within the molded black plastic PEM housing is the printed circuit board and the other
electronic circuitry of the module.
The PEM is secured by three screws to three tabs equipped with plastic nuts located on the outboard end of the
air conditioning and heater unit blower housing beneath the passenger side end of the instrument panel. The
PEM includes three integral mounting stanchions (2) and two connector receptacles (3) integral to the PEM
housing. The connector receptacles contain all of the terminal pins that connect the PEM to the vehicle
electrical system through two dedicated take outs and connectors of the instrument panel wire harness.
There are at least two unique hardware versions of the PEM. These versions are required in order to
accommodate the unique data bus systems possibly found in Chrysler vehicles. The PEM used for this platform
must be able to communicate with other electronic modules in the vehicle using the CAN-C data bus network.
Refer to COMMUNICATION , DESCRIPTION.
The PEM cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. The PEM software
is flash programmable.
OPERATION
OPERATION
The microprocessor in the Passive Entry Module (PEM) contains the logic circuits and controls all of the
features of the Passive Entry (PE) and Keyless Go (KG) systems. The PEM receives battery voltage on a fused
B(+) circuit and is grounded at all times through a hard wired remote ground point. These connections allow the
PEM to operate regardless of the ignition switch position and with the IOD fuse removed.
The PEM has sufficient driver outputs to power a number of Low Frequency (LF) Radio Frequency (RF)
antennas located within the vehicle, which it uses to communicate with up to eight different FOB with
Integrated Key (FOBIK) units that have been programmed to the vehicle. The FOBIK units communicate with
the PEM using Ultra High Frequency (UHF) communication on a frequency of 434 MegaHertz (MHz) using
Frequency-Shift Keying (FSK) modulation, with a 10 kilobaud rate for the PE and KG functionality.
The number of antennas and the specific antenna locations are designed to ensure complete vehicle interior
coverage. The LF antennas are each numbered and connected to the PEM on dedicated and sequentially
numbered circuits. This arrangement allows the PEM to localize the positions of transmitting FOBIK units
using a triangulation strategy. See the WK Low Frequency Antenna And Circuit Numbering table.
WK LOW FREQUENCY ANTENNA AND CIRCUIT NUMBERING

Location Antenna And Circuit Number
Left Rear Door 1
Right Rear Door 2
Instrument Panel 3
Cargo Area 4
The location of a valid FOBIK is critical to the PE and KG features that the PEM will allow. The PEM has the
ability to distinguish that a FOBIK is inside or outside of the vehicle. Inside of the vehicle is defined as
anywhere within the passenger compartment and up to 10 centimeters (4 inches) from the exterior surfaces of
the vehicle. Outside of the vehicle is defined as anywhere within about 10 centimeters (4 inches) and about 1.5
meters (5 feet) and not to exceed 2 meters (6.5 feet) from the exterior surfaces of each unlock switch, but is
further differentiated by zones.
The PEM identifies the zone in which the valid FOBIK is located as the active zone, which determines which
vehicle aperture becomes accessible. This vehicle has three outside zones: outside left, outside right and outside
rear. The PEM will not respond to an input from a zone that is not active. For example: If the outside left zone
is active, the PEM will respond to inputs from the left front door smart handle, but not to inputs from the right
front door smart handle or from the liftgate unlock switch.
The PEM provides voltage and a clean ground to power the logic circuits and switches of each of the smart
exterior door handles. If a door handle Lock , Unlock or Hall Effect switch is approached or activated, the door
handle logic uses current modulation to communicate the changed switch state over the same two circuits for
the PEM to sense. If a valid key has been verified, the PEM will then send the appropriate electronic Lock or
Unlock message to other electronic modules in the vehicle over the Controller Area Network (CAN) data bus.
The PEM also senses the state of the liftgate Lock and Unlock switch located at the rear of the vehicle in the
liftgate light bar, then uses the same logic and methodology to control access to that aperture.
When the PEM logic detects a PE input or KG request, the PEM and LF antennas challenge the FOBIK to
identify whether it is a valid key. If a valid key is detected through the response from the FOBIK, the PEM
sends the appropriate electronic message commands to other modules in the vehicle over the CAN data bus to
enable an engine starting event, or to enable unlocking or locking of the appropriate vehicle aperture.
On vehicles so equipped, Remote Keyless Entry (RKE), Illuminated Entry, Remote Start, Vehicle Theft Alarm
(VTA) and the Memory System each operate in the same manner with the PE and KG systems as without using
either the factory default or preferred settings selected using the Customer Programmable Features function. If
so desired, the PE system can also be disabled using the Customer Programmable Features function.
The PEM uses On-Board Diagnostics (OBD) and communicates with other 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 PEM to acquire vehicle configuration data, including customer programmable features. The PEM
communicates with the Wireless Ignition Node (WIN) (also known as the Wireless Control Module/WCM or
Sentry Key REmote Entry Module/SKREEM), the Powertrain Control Module (PCM) and the Totally
Integrated Power Module (TIPM) (also known as the Forward Control Module/FCM) using the CAN data bus.
The PEM microprocessor monitors all of the PE and KG system circuits, then sets active and stored Diagnostic
Trouble Codes (DTC) for any monitored system faults it detects. The PEM will also send electronic message
requests to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment
Node/CCN) through the TIPM for the display of certain textual warning messages related to PE and KG system
operation in the Electronic Vehicle Information Center (EVIC).
The hard wired inputs and outputs of the PEM may be diagnosed using conventional diagnostic tools and
procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not
prove conclusive in the diagnosis of the PEM electronic controls or the communication between modules and
other devices that provide some features of the PE and KG systems. The most reliable, efficient and accurate
means to diagnose the PEM or the electronic controls and communication related to PE or KG system operation
requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
The hard wired circuits between components related to the passive entry system and the Passive Entry Module
(PEM) may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring
information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
details of wire harness routing and retention, connector pin-out information and location views for the various
wire harness connectors, splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the PEM or the
passive entry system or the PEM. The most reliable, efficient, and accurate means to diagnose the passive entry
system, the PEM or the electronic controls and communication related to passive entry or PEM operation
REMOVAL
REMOVAL
deployment.
Fig. 45: Air Conditioner Blower Housing, Passive Entry Module (PEM), Screws & Receptacles

2. If the vehicle is so equipped, remove the closeout (hush) panel from under the passenger side end of the
instrument panel. Refer to PANEL, INSTRUMENT , REMOVAL .
3. From the passenger side of the vehicle, reach around the outboard end of the heater and air conditioner
blower housing (1) to access and disconnect the two instrument panel wire harness connectors from the
two Passive Entry Module (PEM) (2) connector receptacles (3).
4. Remove the three screws (4) that secure the PEM to the tabs on the blower housing.
5. Remove the PEM from the vehicle.
INSTALLATION
INSTALLATION
deployment.
Fig. 46: Air Conditioner Blower Housing, Passive Entry Module (PEM), Screws & Receptacles
1. From the passenger side of the vehicle, position the Passive Entry Module (PEM) (2) to the outboard end
of the heater and air conditioner blower housing (1).
2. Install and tighten the three screws (4) that secure the PEM to the tabs on the blower housing. Tighten the
screws securely.
3. Reconnect the two instrument panel wire harness connectors to the two PEM connector receptacles (3).
4. If the vehicle is so equipped, reinstall the closeout (hush) panel under the passenger side end of the
instrument panel. Refer to PANEL, INSTRUMENT , INSTALLATION .
NOTE: If the PEM is being replaced with a new unit, a diagnostic scan tool MUST be
used to initialize and configure the new PEM. Follow the programming steps
outlined in the diagnostic scan tool for Replace found under Miscellaneous
Functions for the PEM/Passive Entry Module menu item.
MODULE, POWER LIFTGATE CONTROL

DESCRIPTION
DESCRIPTION
Fig. 47: Power LiftGate Module (PLGM), Two Integral Mounting Tabs & Connector Receptacles
Vehicles equipped with an optional power-operated liftgate are equipped with a Power LiftGate Module
(PLGM) (2) (also known as the Power LiftGate/PLG control module). The PLGM is concealed behind the trim
on the inside of the left D-pillar below the belt line, where it is secured by two integral mounting tabs (4) and an
integral latch tab (1) to slots in the inner D-pillar sheet metal.
Concealed and protected within the molded plastic housing of the PLGM is the printed circuit board and the
other electronic circuitry of the module. The module contains a microprocessor and communicates with other
electronic modules in the vehicle over the Controller Area Network (CAN) Interior High Speed (IHS) data bus
system. Two connector receptacles (3) integral to the PLGM housing are connected to the vehicle electrical
system through two dedicated take outs and connectors of the body wire harness.
A PLGM cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. The PLGM
software is flash programmable.
OPERATION
OPERATION
The microprocessor-based electronic Power LiftGate Module (PLGM) (also known as the Power LiftGate/PLG
control module) contains the electronic logic circuitry and software that is used to monitor the numerous switch
and sensor inputs and control the outputs that operate and provide the various electronic features of the power
liftgate system.
In addition, the PLGM receives electronic message inputs from and shares its hard wired switch and sensor
resources through electronic message outputs to other electronic control modules in the vehicle over the
Controller Area Network (CAN) Interior High Speed (IHS) data bus network. The program logic within the
PLGM allows the microprocessor to prioritize all of these inputs and determine the task it needs to perform. The
task is then completed by controlling hard wired outputs to the liftgate Power Drive Unit (PDU) and latch
mechanisms, which lock, unlock, open and close the liftgate. The PLGM also provides a hard wired output that
controls the power liftgate warning chime unit.
The PLGM is powered by a fused B(+) circuit and is grounded at all times so that it can operate the liftgate
regardless of the ignition switch position. The module monitors both active and stored Diagnostic Trouble
Codes (DTC) through On-Board Diagnostics (OBD) and communicates with a diagnostic scan tool using the
CAN data bus.
The PLGM uses adaptive memory that allows the power liftgate system to learn and adapt to the many variables
that may be required to operate the liftgate. If a replacement power liftgate system component is installed or a
mechanical liftgate adjustment is made, the PLGM is required to relearn the effort and time to open or close the
liftgate. This learn cycle can be initiated only with a diagnostic scan tool connected to the Data Link Connector
(DLC). Refer to MODULE, POWER LIFTGATE CONTROL , STANDARD PROCEDURE.
The hard wired inputs and outputs of the PLGM may be diagnosed using conventional diagnostic tools and
prove conclusive in the diagnosis of the electronic controls and communication between modules and other
devices that provide some features of the power liftgate system. The most reliable, efficient and accurate means
to diagnose the PLGM or the electronic controls and communication related to operation of the power liftgate
system requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
The hard wired circuits between components related to the power liftgate system and the Power LiftGate
Module (PLGM) (also known as the Power LiftGate/PLG control module) may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the PLGM or the
power liftgate system or the PLGM. The most reliable, efficient, and accurate means to diagnose the power
liftgate system, the PLGM or the electronic controls and communication related to power liftgate or PLGM
operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
STANDARD PROCEDURE
STANDARD PROCEDURE
The Power LiftGate Module (PLGM) uses adaptive memory that allows the power liftgate system to learn and
adapt to the many variables (travel limits, resistance to travel, etc.) that may be required to operate the liftgate.
After 8 miles have been recorded on the vehicle odometer (in-plant mode), anytime the liftgate is fully opened
and fully closed using the power liftgate system, the PLGM will learn or relearn from that cycle. If a
replacement power liftgate system component is installed or a mechanical liftgate adjustment is made, the
PLGM can relearn the effort and time required to open or close the liftgate. This learn/relearn cycle can be
initiated using the power liftgate switches, using the Remote Keyless Entry (RKE) FOB with Integrated Key
(FOBIK) or with a diagnostic scan tool connected to the Data Link Connector (DLC).
To perform a power liftgate learn/relearn cycle, do the following:
1. Connect a diagnostic scan tool to the DLC and check for any power liftgate system active or stored
Diagnostic Trouble Codes (DTC). Correct and erase any active or stored DTC.
2. Close the liftgate.
3. Using the scan tool, select the Power LiftGate Module (PLGM) menu item. Then select More
Options , System Tests and select the Open Door Test routine.
4. After the Open Door Test routine completes, use the scan tool to check the Routine Status for a Pass or
Fail message. If the Routine Status is Fail , the scan tool will display the reason for the failure to aid in
further system diagnosis and in rerunning the Open Door Test routine.
5. Using the scan tool, again select the Power Liftgate Module (PLGM) menu item. Then select More
Options , System Tests and select the Close Door Test routine.
6. After the Close Door Test routine completes, use the scan tool to check the Routine Status for a Pass or
Fail message. If the Routine Status is Fail , the scan tool will display the reason for the failure to aid in
further system diagnosis and in rerunning the Close Door Test routine.
7. Follow the instructions displayed in the scan tool to complete the test.
8. Use any switch or RKE FOBIK to be certain the liftgate can be powered open and closed successfully.
9. The liftgate learn cycle is now complete.
NOTE: If the power liftgate will not complete a full cycle a problem exists with the
power liftgate system.
In order to obtain conclusive testing of the power liftgate system, the Controller Area Network (CAN) data bus
and all of the electronic modules that provide inputs to, or receive outputs from the PLGM, as well as all of the
power liftgate system components must be checked. Any diagnosis of the power liftgate system should begin
with the use of a diagnostic scan tool and the appropriate diagnostic procedures.
REMOVAL
REMOVAL
Fig. 48: Two Body Wire Harness, Lower Left Inner D-pillar & Power LiftGate Module (PLGM)

2. Move the quarter trim panel from the lower left inner D-pillar (1) far enough to access the Power LiftGate
Module (PLGM) (2). Refer to PANEL, QUARTER TRIM , REMOVAL .
3. Disconnect the two body wire harness (3) connectors from the PLGM connector receptacles.
4. Depress the latch feature integral to the upper end of the PLGM housing and pull the top of the PLGM
away from the lower left inner D-pillar.
5. Disengage the two tabs integral to the lower end of the PLGM housing from the slots in the lower left
inner D-pillar.
6. Remove the PLGM from the vehicle.
INSTALLATION
INSTALLATION
Fig. 49: Two Body Wire Harness, Lower Left Inner D-pillar & Power LiftGate Module (PLGM)
1. Position the Power LiftGate Module (PLGM) (2) to the left lower inner D-pillar (1) in the vehicle.
2. Engage the two tabs integral to the lower end of the PLGM housing into the slots in the lower left inner
D-pillar.
3. Press the top of the PLGM housing against the lower left inner D-pillar far enough for the latch feature
integral to the upper end of the PLGM housing to engage the clearance hole in the inner D-pillar.
4. Reconnect the two body wire harness (3) connectors to the PLGM connector receptacles.
5. Reinstall the quarter trim panel to the lower left inner D-pillar. Refer to PANEL, QUARTER TRIM ,
INSTALLATION .
NOTE: If a replacement power liftgate system component is installed or a mechanical

liftgate adjustment is made, the PLGM must learn or relearn the effort and time
required to open or close the liftgate. This learn/relearn cycle can be initiated
using the power liftgate switches, using the Remote Keyless Entry (RKE) FOB
with Integrated Key (FOBIK) or with a diagnostic scan tool connected to the
Data Link Connector (DLC). Refer to MODULE, POWER LIFTGATE CONTROL ,
STANDARD PROCEDURE.
MODULE, POWERTRAIN CONTROL

DESCRIPTION

Fig. 50: Powertrain Control Module (PCM)

The Powertrain Control Module (PCM) (1) is located in the engine compartment on the front of the Total
Integrated Power Module (TIPM).
MODES OF OPERATION
As input signals to the Powertrain Control Module (PCM) change, the PCM adjusts its response to the output
devices.
The PCM will operate in two different modes: Open Loop and Closed Loop .
During Open Loop modes, the PCM receives input signals and responds only according to preset PCM
programming. Input from the oxygen (O2S) sensors is not monitored during Open Loop modes.
During Closed Loop modes, the PCM will monitor the oxygen (O2S) sensors input. This input indicates to the
PCM whether or not the calculated injector pulse width results in the ideal air-fuel ratio. This ratio is 14.7 parts
air-to-1 part fuel. By monitoring the exhaust oxygen content through the O2S sensor, the PCM can fine tune the
injector pulse width. This is done to achieve optimum fuel economy combined with low emission engine
performance.
The fuel injection system has the following modes of operation:
 Ignition switch ON
 Engine start-up (crank)
 Engine warm-up
 Idle
 Cruise
 Acceleration
 Deceleration
 Wide open throttle (WOT)
 Ignition switch OFF
The ignition switch On, engine start-up (crank), engine warm-up, acceleration, deceleration and wide open
throttle modes are Open Loop modes. The idle and cruise modes, (with the engine at operating temperature) are
Closed Loop modes.
IGNITION SWITCH (KEY-ON) MODE
This is an Open Loop mode. When the fuel system is activated by the ignition switch, the following actions
occur:
 The PCM pre-positions the idle air control (IAC) motor.

 The PCM determines atmospheric air pressure from the MAP sensor input to determine basic fuel
strategy.
 The PCM monitors the engine coolant temperature sensor input. The PCM modifies fuel strategy based
on this input.
 Intake manifold air temperature sensor input is monitored.
 Throttle position sensor (TPS) is monitored.
 The auto shutdown (ASD) relay is energized by the PCM for approximately three seconds.
 The fuel pump is energized through the fuel pump relay by the PCM. The fuel pump will operate for
approximately three seconds unless the engine is operating or the starter motor is engaged.
 The O2S sensor heater element is energized via the ASD relay. The O2S sensor input is not used by the
PCM to calibrate air-fuel ratio during this mode of operation.
ENGINE START-UP MODE
This is an Open Loop mode. The following actions occur when the starter motor is engaged.
The PCM receives inputs from:
 Battery voltage
 Engine coolant temperature sensor
 Crankshaft position sensor
 Intake manifold air temperature sensor
 Manifold absolute pressure (MAP) sensor
 Throttle position sensor (TPS)
 Starter motor relay
 Camshaft position sensor signal
The PCM monitors the crankshaft position sensor. If the PCM does not receive a crankshaft position sensor
signal within 3 seconds of cranking the engine, it will shut down the fuel injection system.
The fuel pump is activated by the PCM through the fuel pump relay.
Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control the
injection sequence and injector pulse width by turning the ground circuit to each individual injector on and off.
The PCM determines the proper ignition timing according to input received from the crankshaft position sensor.
ENGINE WARM-UP MODE
This is an Open Loop mode. During engine warm-up, the PCM receives inputs from:
 Battery voltage
 Park/neutral switch (gear indicator signal-auto. trans. only)
 Air conditioning select signal (if equipped)
 Air conditioning request signal (if equipped)
Based on these inputs the following occurs:
 Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control the
injection sequence and injector pulse width by turning the ground circuit to each individual injector on
and off.
 The PCM adjusts engine idle speed through the idle air control (IAC) motor and adjusts ignition timing.
 The PCM operates the A/C compressor clutch through the clutch relay. This is done if A/C has been
selected by the vehicle operator and requested by the A/C thermostat.
 When engine has reached operating temperature, the PCM will begin monitoring O2S sensor input. The
system will then leave the warm-up mode and go into closed loop operation.
IDLE MODE
When the engine is at operating temperature, this is a Closed Loop mode. At idle speed, the PCM receives
inputs from:

 Battery voltage

 Battery voltage
 Oxygen sensors
Based on these inputs, the following occurs:
 Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control
and off.
 The PCM monitors the O2S sensor input and adjusts air-fuel ratio by varying injector pulse width. It also
adjusts engine idle speed through the idle air control (IAC) motor.
 The PCM adjusts ignition timing by increasing and decreasing spark advance.
 The PCM operates the A/C compressor clutch through the clutch relay. This happens if A/C has been
CRUISE MODE
When the engine is at operating temperature, this is a Closed Loop mode. At cruising speed, the PCM receives
inputs from:

 Battery voltage
 Oxygen (O2S) sensors
Based on these inputs, the following occurs:
 Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then adjust the
injector pulse width by turning the ground circuit to each individual injector on and off.
 The PCM monitors the O2S sensor input and adjusts air-fuel ratio. It also adjusts engine idle speed
through the idle air control (IAC) motor.
 The PCM adjusts ignition timing by turning the ground path to the coil on and off.
 The PCM operates the A/C compressor clutch through the clutch relay. This happens if A/C has been
ACCELERATION MODE
This is an Open Loop mode. The PCM recognizes an abrupt increase in throttle position or MAP pressure as a
demand for increased engine output and vehicle acceleration. The PCM increases injector pulse width in
response to increased throttle opening.
DECELERATION MODE
When the engine is at operating temperature, this is an Open Loop mode. During hard deceleration, the PCM
receives the following inputs.

 Battery voltage
 Vehicle speed sensor
If the vehicle is under hard deceleration with the proper rpm and closed throttle conditions, the PCM will ignore
the oxygen sensor input signal. The PCM will enter a fuel cut-off strategy in which it will not supply a ground
to the injectors. If a hard deceleration does not exist, the PCM will determine the proper injector pulse width
and continue injection.
Based on the above inputs, the PCM will adjust engine idle speed through the idle air control (IAC) motor.
The PCM adjusts ignition timing by turning the ground path to the coil on and off.
WIDE OPEN THROTTLE MODE
This is an Open Loop mode. During wide open throttle operation, the PCM receives the following inputs.
 Battery voltage

During wide open throttle conditions, the following occurs:
 Voltage is applied to the fuel injectors with the ASD relay via the PCM. The PCM will then control the
and off. The PCM ignores the oxygen sensor input signal and provides a predetermined amount of
additional fuel. This is done by adjusting injector pulse width.
 The PCM adjusts ignition timing by turning the ground path to the coil on and off.
IGNITION SWITCH OFF MODE
When ignition switch is turned to OFF position, the PCM stops operating the injectors, ignition coil, ASD relay
and fuel pump relay.
5 VOLT SUPPLIES
Two different Powertrain Control Module (PCM) five volt supply circuits are used; primary and secondary.
IGNITION CIRCUIT SENSE
This circuit ties the ignition switch to the Powertrain Control Module (PCM). Battery voltage is supplied to the
PCM through the ignition switch when the ignition is in the Run or Start position. This is referred to as the
"ignition sense" circuit and is used to "wake up" the PCM.
POWER GROUNDS
The Powertrain Control Module (PCM) has 2 main grounds. Both of these grounds are referred to as power
grounds. All of the high-current, noisy, electrical devices are connected to these grounds as well as all of the
sensor returns. The sensor return comes into the sensor return circuit, passes through noise suppression, and is
then connected to the power ground.
The power ground is used to control ground circuits for the following PCM loads:
 Generator field winding

 Fuel injectors
 Ignition coil(s)
 Certain relays/solenoids
 Certain sensors
SENSOR RETURN
The Sensor Return circuits are internal to the Powertrain Control Module (PCM).
Sensor Return provides a low-noise ground reference for all engine control system sensors. For more
information, refer to MODULE, POWERTRAIN CONTROL , DESCRIPTION.
SIGNAL GROUND
Signal ground provides a low noise ground to the data link connector.
OPERATION
The PCM is a pre-programmed, microprocessor digital computer. It regulates ignition timing, air-fuel ratio,
emission control devices, charging system, certain transmission features, speed control, air conditioning
compressor clutch engagement and idle speed. The PCM can adapt its programming to meet changing operating
conditions.
The PCM receives input signals from various switches and sensors. Based on these inputs, the PCM regulates
various engine and vehicle operations through different system components. These components are referred to
as PCM Outputs. The sensors and switches that provide inputs to the PCM are considered PCM Inputs.
The PCM adjusts ignition timing based upon inputs it receives from sensors that react to: engine rpm, manifold
absolute pressure, engine coolant temperature, throttle position, transmission gear selection, vehicle speed and
the brake switch activation.
The PCM adjusts idle speed based on inputs it receives from sensors that react to: throttle position, vehicle
speed, transmission gear selection, engine coolant temperature, A/C compressor clutch operation and brake
switch activation.
Based on inputs that it receives, the PCM adjusts ignition coil dwell. The PCM also adjusts the generator charge
rate through control of the generator field and provides cruise control operation.
NOTE: PCM Inputs:
 Accelerator pedal position

 A/C request
 A/C select
 Auto shutdown (ASD)
 Battery temperature
 Battery voltage
 Brake switch
 CAN bus (+) circuits
 CAN bus (-) circuits
 Camshaft position
 Crankshaft position
 Data link connection for diagnostic scan tool

 EGR position (if equipped)
 Engine coolant temperature
 Fuel level
 Generator (battery voltage) output
 Ignition circuit sense (ignition switch in on/off/crank/run position)
 Engine intake air temperature
 Knock sensors
 Leak detection pump (switch) sense (if equipped)
 Manifold absolute pressure (MAP)
 Oil pressure
 Transmission output shaft speed
 Overdrive/override switch
 Oxygen sensors
 Park/neutral switch
 Power ground
 Power steering pressure switch
 Sensor return
 Signal ground
 Speed control switch
 Throttle position sensor
 Transmission governor pressure
 Transmission temperature
 Vehicle speed
NOTE: PCM Outputs:
 A/C compressor clutch relay

 Auto shutdown (ASD) relay
 CAN bus (+/-) circuits for: speedometer, voltmeter, fuel gauge, oil pressure gauge/lamp, engine temp.
gauge and speed control warn. lamp
 Data link connection for diagnostic scan tool
 Double start override (if equipped)
 EGR valve control solenoid (if equipped)
 Electronic throttle control
 EVAP canister purge solenoid
 Five volt sensor supply (primary)
 Five volt sensor supply (secondary)
 Fuel injectors
 Fuel pump relay
 Generator field driver (-)
 Generator field driver (+)
 Generator lamp (if equipped)
 Idle air control (IAC) motor
 Ignition coil(s)
 CAN bus circuits
 Leak detection pump (if equipped)
 Malfunction indicator lamp (Check engine lamp). Driven through CAN bus circuits.
 Overdrive indicator lamp (if equipped)
 Radiator cooling fan
 Starter relay
 Tachometer (if equipped). Driven through CAN bus circuits.
 Transmission convertor clutch circuit
 Transmission 3-4 shift solenoid
 Transmission relay
 Transmission temperature lamp (if equipped)
 Transmission variable force solenoid
5 VOLT SUPPLIES
Primary 5-volt supply:
 supplies the required 5 volt power source to the Crankshaft Position (CKP) sensor.
 supplies the required 5 volt power source to the Camshaft Position (CMP) sensor.
 supplies a reference voltage for the Manifold Absolute Pressure (MAP) sensor.
 supplies a reference voltage for the Throttle Position Sensor (TPS) sensor.
Secondary 5-volt supply:
 supplies the required 5 volt power source to the oil pressure sensor.
 supplies the required 5 volt power source for the Vehicle Speed Sensor (VSS) (if equipped).
 supplies the 5 volt power source to the transmission pressure sensor (if equipped with an RE automatic
transmission).
IGNITION CIRCUIT SENSE
The ignition circuit sense input tells the PCM the ignition switch has energized the ignition circuit.
Battery voltage is also supplied to the PCM through the ignition switch when the ignition is in the RUN or
START position. This is referred to as the "ignition sense" circuit and is used to "wake up" the PCM. Voltage
on the ignition input can be as low as 6 volts and the PCM will still function. Voltage is supplied to this circuit
to power the PCM's 8-volt regulator and to allow the PCM to perform fuel, ignition and emissions control
functions.
STANDARD PROCEDURE
PCM REPROGRAMMING
Perform the PCM/TCM PROGRAMMING procedure. Refer to appropriate Electrical Diagnostic article. .
REMOVAL
DIESEL
Fig. 51: PCM, Harness Connectors & Bolts


2. Disconnect the Powertrain Control Module (PCM) wire harness connectors (3).
3. Remove bolts (2) and the PCM (1).
REMOVAL - PCM
CAUTION: Certain ABS systems rely on having the Powertrain Control Module (PCM)
broadcast the Vehicle Identification Number (VIN) over the bus network. To
prevent problems of DTCs and other items related to the VIN broadcast, it
is recommend that you disconnect the ABS CAB (controller) temporarily
when replacing the PCM. Once the PCM is replaced, write the VIN to the
PCM using a diagnostic scan tool. This is done from the engine main
menu. Arrow over to the second page to "1. Miscellaneous". Select "Check
VIN" from the choices. Make sure it has the correct VIN entered before
continuing. When the VIN is complete, turn off the ignition key and
reconnect the ABS module connector. This will prevent the setting of
DTCs and other items associated with the lack of a VIN detected when you
turn the key ON after replacing the PCM.
CAUTION: Use a diagnostic scan tool to reprogram the new PCM 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.


2. Carefully unplug the 38-way connectors (2) from the PCM (1).
Fig. 54: Powertrain Control Module (PCM), Screws & Connector

3. Remove the PCM retaining bolts (3).

4. Position the ground strap (2) aside.
5. Remove the PCM (1) from the mounting bracket located on the TIPM.
INSTALLATION
DIESEL
Fig. 55: PCM, Harness Connectors & Bolts

1. Check pin connectors in Powertrain Control Module (PCM) and the wire harness connectors for corrosion
or damage. Also check pin heights in connectors. Pin heights should all be the same. Repair as necessary
before installing harness connectors.
2. Install the PCM (1) and securely tighten bolts (2).
3. Connect the PCM wire harness connectors (3).
5. Use a diagnostic scan tool to reprogram new PCM (2) with vehicles original Vehicle Identification
Number (VIN) and original vehicle mileage. Refer to appropriate Electrical Diagnostic article. .
INSTALLATION - PCM
CAUTION: Certain ABS systems rely on having the Powertrain Control Module (PCM)
broadcast the Vehicle Identification Number (VIN) over the bus network. To
prevent problems of DTCs and other items related to the VIN broadcast, it
is recommend that you disconnect the ABS CAB (controller) temporarily
when replacing the PCM. Once the PCM is replaced, write the VIN to the
PCM using a diagnostic scan tool. This is done from the engine main
menu. Arrow over to the second page to "1. Miscellaneous". Select "Check
VIN" from the choices. Make sure it has the correct VIN entered before
continuing. When the VIN is complete, turn off the ignition key and
reconnect the ABS module connector. This will prevent the setting of
DTCs and other items associated with the lack of a VIN detected when you
turn the key ON after replacing the PCM.
CAUTION: Use a diagnostic scan tool to reprogram the new PCM 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. Position the PCM (1) onto the mounting bracket located on the TIPM.
2. Position the ground strap (2), install the retaining bolts (3) and tightened to 9 N.m (80 in. lbs.).

3. Check the pin connectors in the PCM. Also check the 38-way connectors (2) for corrosion or damage.
4. Carefully plug the 38-way connectors (2) into the PCM (1).

NOTE: If the original Vehicle Identification Number (VIN) and original vehicle
mileage is not programed into the PCM, a Diagnostic Trouble Code (DTC)
may be set.
6. If installing a new PCM, use a diagnostic scan tool to reprogram the new PCM with the vehicles original
VIN and mileage.
MODULE, STEERING COLUMN

DESCRIPTION
DESCRIPTION
Fig. 59: Steering Column Shroud, Steering Angle Sensor (SAS), Clockspring, Telescope Switch & Trim
Cover
The Steering Control Module (SCM) for this vehicle is integral to the Steering Column Control Module
(SCCM). The SCCM is located near the top of the steering column below the steering wheel. The SCCM
includes the steering column shroud (1), the Steering Angle Sensor (SAS) (2), the clockspring (3), the multi-
function switch (6), a steering column power tilt and telescope switch (5) for vehicles so equipped and a trim
cover (4).
The SCCM is secured to the steering column by a unique mounting system using no external fasteners. The
SCCM has two key stone features that snap into slots in the upper column jacket to secure the SCCM. In
addition, a mechanical red indicator on the lower surface of the column shroud will be flush with the shroud
surface when the SCCM is properly installed, but will stand proud of the shroud surface if the key stones are
incompletely or improperly seated in the slots of the column jacket.
There are also unique lugs cast into the outer circumference of the steering wheel hub that must be engaged into
slots within the inner circumference of the clockspring rotor hub to unlock and drive both the clockspring and
the SAS, and the steering wheel must be tightened to specification to ensure proper clockspring and SAS
function.
The SCCM includes an integral connector receptacle that faces toward the instrument panel and is connected to
the vehicle electrical system through a single take out and connector of the instrument panel wire harness. The
instrument panel wire harness take out has been intentionally provided with additional length to facilitate
service removal and installation of the SCCM. However, following SCCM installation, this additional length
must be pulled back and secured to the instrument panel structure to prevent the potential for undesirable
rattling and buzzing noises while driving.
The SCM cannot be adjusted or repaired. If ineffective or damaged the entire SCCM unit must be replaced.
OPERATION
OPERATION
The Steering Column Control Module (SCCM) includes an electronic circuit board, sometimes referred to as
the Steering Control Module (SCM). The SCM is a Local Interface Network (LIN) bus master and a gateway
for the Controller Area Network (CAN) data bus. Refer to COMMUNICATION , DESCRIPTION.
The microprocessor-based SCM provides power and ground to the multi-function and power tilt and telescope
steering column switches of the SCCM, then utilizes integrated circuitry to monitor hard wired analog and
digital return inputs from both of these switches. Except for the circuits for the optional heated steering wheel
and the standard equipment Driver AirBag (DAB), which are pass-through circuits of the SCCM, the SCM also
provides power and ground to all of the electronics carried on the steering wheel through a microprocessor
contained in the right steering wheel switch, which is also a LIN slave.
The steering wheel-mounted electronics monitored by the SCM include the horn switch, the speed control
switches, the remote radio switches, the hands-free communication switches and the Electronic Vehicle
Information Center (EVIC) control switches, if the vehicle is so equipped. The LIN slave monitors the changing
states of these switches through both hard wired analog and digital return inputs, then communicates those
switch states to the SCM over the LIN bus. In response to those inputs, the internal circuitry of the SCM
gateway then transmits electronic message outputs communicating all of the monitored switch state changes as
well as SAS data to other electronic modules in the vehicle over the CAN bus.
A fixed connector receptacle of the SCCM connects the SCM to the vehicle electrical system through a single
take out with connector from the instrument panel wire harness. The instrument panel wire harness take out has
been intentionally provided with additional length to facilitate service removal and installation of the SCCM.
However, following SCCM installation, this additional length must be pulled back and secured to the
instrument panel structure to prevent the potential for undesirable rattling or buzzing noises while driving.
The SCM is connected to a fused B(+) circuit and 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 depressing
the horn switch, prompts the SCM to wake up and transmit on the CAN data bus.
The service replacement SCCM is shipped with the clockspring pre-centered within the SCCM and with a
plastic locking tab installed. This locking tab should not be removed until the SCCM has been properly installed
on the steering column. If the locking tab is removed before the steering wheel is installed on a steering column,
clockspring centering must be confirmed by viewing the inspection window on the clockspring rotor. If the
black boxes of the clockspring tape are not visible in the inspection window, the entire SCCM must be replaced
with a new unit. Refer to CLOCKSPRING , STANDARD PROCEDURE . Proper clockspring installation
may also be confirmed by viewing the Steering Angle Sensor (SAS) data using a diagnostic scan tool.
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 pin-out information and location views for the various wire harness connectors, splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCCM, the SCM or
the electronic controls or communication between modules and other devices that provide some features of the
SCCM. The most reliable, efficient, and accurate means to diagnose the SCCM, the SCM or the electronic
controls and communication related to SCCM or SCM operation requires the use of a diagnostic scan tool.
Refer to the appropriate diagnostic information.
deployment.
The hard wired circuits between components related to the Steering Column Control Module (SCCM) and the
Steering Control Module (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 pin-out information and
location views for the various wire harness connectors, splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCCM, the SCM or
the electronic controls and communication between modules and other devices that provide some features of the
SCCM or SCM. The most reliable, efficient, and accurate means to diagnose the SCCM, the SCM or the
electronic controls and communication related to SCCM or SCM operation requires the use of a diagnostic scan
tool. Refer to the appropriate diagnostic information.
REMOVAL
REMOVAL
Fig. 60: Retainer Clip & Instrument Panel Base Trim

deployment.
CAUTION: Always turn the steering wheel until the front wheels are in the straight-
ahead position. Then, prior to disconnecting the steering column from the
steering gear, lock the steering wheel to the steering column. If
clockspring centering has been compromised for ANY reason, the entire
Steering Column Control Module (SCCM) and clockspring unit MUST be
replaced with a new unit.
1. Place the front wheels in the straight ahead position.

3. Remove the driver airbag from the steering wheel. Refer to AIR BAG, DRIVER , REMOVAL .
4. Disconnect the steering wheel wire harness connectors from the upper Steering Column Control Module
(SCCM) connector receptacles.
5. Remove the steering wheel from the upper steering column shaft. Refer to WHEEL, STEERING ,
REMOVAL .
6. Using a trim stick or another suitable wide flat-bladed tool, disengage the snap clips that secure the
molded hard plastic outer edges of the steering column gap hider bezel to the instrument panel.
7. Pull the gap hider bezel up and away from the instrument panel far enough to access and disengage the
retainer clip (2) of the service length of the instrument panel wire harness SCCM take out that secures it
to the instrument panel base trim (1) on the right side of the steering column opening.
Fig. 61: SCCM Shroud, Lower Keystones, Slots & Steering Column Jacket
8. Firmly grasp each side of the SCCM shroud (2) on the edges nearest the instrument panel. Use a short,
firm tug rearward on the shroud to disengage the spring-loaded upper and lower keystones (6) from the
slots (4) in the top and bottom of the steering column jacket (3).
9. Pull the SCCM away from the top of the steering column far enough to reach through the back of the gap
hider and shroud to access and disconnect the instrument panel wire harness connector from the lower
SCCM connector receptacle.
10. Remove the SCCM from the vehicle.
INSTALLATION
INSTALLATION
deployment.
ahead position. Then, prior to disconnecting the steering column from the
steering gear, lock the steering wheel to the steering column. If
clockspring centering has been compromised for ANY reason, the entire
Steering Column Control Module (SCCM) and clockspring unit MUST be
replaced with a new unit.
Fig. 62: Inspection Window, Clockspring Rotor & Black Squares

1. Before reinstalling a Steering Column Control Module (SCCM) onto a steering column, clockspring
centering must be confirmed by viewing the inspection window (3) on the clockspring rotor (1). If the
black squares (2) on the clockspring tape are not visible through the inspection window, clockspring
centering has been compromised and the SCCM MUST be replaced with a new unit.
2. Be certain that the front wheels are still in the straight ahead position.
3. If a new SCCM is being installed, disengage the steering column gap hider from the lower edge of the
used SCCM shroud and transfer it to the new one.
4. Position the SCCM close enough to the top of the steering column to reach through the back of the gap
hider and shroud to reconnect the instrument panel wire harness connector SCCM take out to the lower
5. Align the hub of the SCCM with the upper steering column shaft (5) and jacket (3).
6. Slide the SCCM over the top of the steering column jacket far enough for the spring-loaded upper and
lower keystones (6) to engage the slots (4) in the top and bottom of the steering column jacket.
7. Confirm that the keystones are fully engaged in the column jacket slots by inspecting the round red
indicator (7) visible on the lower surface of the SCCM shroud. The indicator should be flush with the
shroud. If the indicator stands proud of the shroud, the keystones are NOT fully engaged. Carefully slide
the SCCM slightly up and down, or rotate it slightly right and left as necessary for the keystones to snap
into their slots and the indicator to become flush with the shroud.

NOTE: The service length of the instrument panel wire harness take out for the
SCCM MUST be pulled back out of the SCCM shroud and secured to the
instrument panel base trim. Failure to properly accomplish this task will
result in unsatisfactory buzzes, squeaks or rattles during vehicle
operation.
8. Pull the gap hider bezel up and away from the instrument panel far enough to access and engage the
retainer clip (2) of the service length of the instrument panel wire harness SCCM take out to the
instrument panel base trim (1) on the right side of the steering column opening.
9. Align and engage the snap clips that secure the molded hard plastic steering column gap hider bezel to the
instrument panel.
10. If a new SCCM is being installed, remove (break off) the red locking tab that secures the clockspring
rotor to the clockspring case.
11. Reinstall the steering wheel onto the upper steering column shaft. Be certain to align and insert the
rotational lugs on the steering wheel hub into the slots in the hub of the clockspring. Also, the steering
wheel fastener MUST be tightened to the proper torque specification to ensure proper clockspring and
Steering Angle Sensor (SAS) operation. Refer to WHEEL, STEERING , INSTALLATION .
12. Reconnect the steering wheel wire harness connectors to the upper SCCM connector receptacles.
13. Reinstall the driver airbag onto the steering wheel. Refer to AIR BAG, DRIVER , INSTALLATION .
MODULE, TOTALLY INTEGRATED POWER (TIPM)

DESCRIPTION
DESCRIPTION
The Totally Integrated Power Module (TIPM) is a combination unit that performs the functions of the Power
Distribution Center (PDC) and the Front Control Module. The TIPM is a printed circuit board based module
that contains fuses, internal relays and a microprocessor that performs the functions previously executed by the
FCM. The TIPM is located in the engine compartment next to the passenger side strut tower. The B+ cable
connects directly to the TIPM via a stud located on top of the unit. The ground connection is via electrical
connectors. The TIPM provides the primary means of voltage distribution and protection for the entire vehicle.
The molded plastic TIPM housing includes a base and cover. The TIPM cover is easily opened or removed for
service and has a fuse and relay layout map integral to the inside surface of the cover. The TIPM housing base
and cover are secured in place via mounting tabs. The mounting tabs secure the TIPM to the TIPM mounting
bracket.
OPERATION
OPERATION
All of the current from the battery and the generator output enters the Totally Integrated Power Module (TIPM)
via a stud on the top of the module. The TIPM cover is removed to access the fuses or relays. Internal
connections of all of the power distribution center circuits is accomplished by a combination of bus bars and a
printed circuit board.
For complete circuit diagrams, refer to the appropriate wiring information. For complete circuit diagrams,
refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and
REMOVAL
REMOVAL


2. Open the cover of the Totally Integrated Power Module (TIPM).
3. Remove the B+ retainer (1).
4. Remove the B+ cable from the TIPM.
Fig. 66: TIPM & Mounting Bracket

5. Unclip the TIPM (1) from the mounting bracket (2).

6. Disconnect the electrical connectors from the TIPM and remove.
INSTALLATION
INSTALLATION
Fig. 67: TIPM & Mounting Bracket

1. Connect the electrical connectors to the TIPM.

2. Align the tabs with the TIPM and push the TIPM down until it is fully seated.

3. Install the B+ cable (2) the TIPM.

4. Install and tighten the B+ retainer (1).
5. Close the TIPM cover.
MODULE, TRANSMISSION CONTROL

DESCRIPTION
3.6L GAS/3.0L DIESEL VEHICLES

Fig. 69: Transmission Control Module (TCM) & Mounting Bracket

1 - MOUNTING BRACKET
2 - TRANSMISSION CONTROL MODULE
The transmission control module (TCM) (2) and mounting bracket (1) is mounted under the center dash panel,
on the transmission hump.
The electronic control system consists of various components providing inputs to the TCM. The TCM monitors
transmission sensors, shifter assembly, and bus messages to determine transmission shift strategy. After shift
strategies are determined, the TCM controls the actuation of transmission solenoids, which controls the routing
of hydraulic fluid within the transmission, by moving a sequence of four valves to make a shift occur.
The system performs its functions based on continuous real-time sensor feedback information. In addition the
TCM receives information from the rest of the vehicle over the CAN C bus. The CAN C bus is a high-speed
communication bus that allows real time control capability between various controllers. Most messages are sent
every 20 milliseconds. This means critical information can be shared between the transmission, engine, and
ABS controllers. The CAN C bus is a two wire bus with a CAN C Bus (+) circuit and a CAN C Bus (-) circuit.
These circuits are twisted pairs in the harness to reduce the potential of radio and noise interference.
The transmission control system automatically adapts to changes in engine performance, vehicle speed, and
transmission temperature variations to provide consistent shift quality. The control system ensures that clutch
operation during up-shifting and downshifting is more responsive without increased harshness. The TCM
activates the solenoid valves and moves valves in the valve body to achieve the necessary gear changes. The
required pressure level is calculated from the load condition, engine speed. Vehicle speed (from ABS module)
and transmission oil temperature, matched to the torque to be transmitted. Power for the transmission system is
supplied through the shifter mechanism (no transmission control relay).
5.7L VEHICLES

The Transmission Control Module (TCM) is a sub-module within the Powertrain Control Module (PCM) (1).
The PCM is located on the right side in front of the TIPM.
OPERATION
The transmission control module (TCM) determines the current operating conditions of the vehicle and controls
the shifting process for shift comfort and driving situations. It receives this operating data from sensors and
broadcast messages from other modules.
The TCM uses inputs from several sensors that are directly hardwired to the controller and it uses several
indirect inputs that are used to control shifts. This information is used to actuate the proper solenoids in the
valve body to achieve the desired gear.
The shift lever sensor assembly (SLSA) has sensors that are monitored by the TCM to calculate shift lever
position. The reverse light switch, an integral part of the SLSA, controls the reverse light relay control circuit.
The Brake/Transmission Shift Interlock (BTSI) solenoid and the park lockout solenoid (also part of the SLSA)
are controlled by the TCM.
The ECM and ABS broadcast messages over the controller area network (CAN C) bus for use by the TCM. The
TCM uses this information, with other inputs, to determine the transmission operating conditions.
The TCM:
 determines the momentary operating conditions of the vehicle.

 controls all shift processes.
 considers shift comfort and the driving situation.
The TCM controls the solenoid valves for modulating shift pressures and gear changes. Relative to the torque
being transmitted, the required pressures are calculated from load conditions, engine rpm, vehicle speed, and
ATF temperature.
The following functions are contained in the TCM:
 Shift Program.
 Downshift Safety.
 Torque Converter Lock-Up Clutch.
 Adaptation.
This transmission does not have a TCM relay. Power is supplied to the SLSA and the TCM directly from the
ignition.
The TCM continuously checks for electrical problems, mechanical problems, and some hydraulic problems.
When a problem is sensed, the TCM stores a diagnostic trouble code (DTC). Some of these codes cause the
transmission to go into "Limp-In" or "default" mode. Some DTCs cause permanent Limp-In and others cause
temporary Limp-In. The NAG1 defaults in the current gear position if a DTC is detected, then after a key cycle
the transmission will go into Limp-in, which is mechanical 2nd gear. Some DTCs may allow the transmission to
resume normal operation (recover) if the detected problem goes away. A permanent Limp-In DTC will recover
when the key is cycled, but if the same DTC is detected for three key cycles the system will not recover and the
DTC must be cleared from the TCM with the scan tool.
TCM SIGNALS
The TCM registers one part of the input signals by direct inputs, the other part by CAN C bus. In addition to the
direct control of the actuators, the TCM sends various output signals by CAN C bus to other control modules.
SELECTOR LEVER POSITION
A series of 12 Hall-effect switches in the SLSA inform the TCM of the position of the selector lever.
The TCM monitors the SLSA for all shift lever positions through five position circuits. The SLSA provides a
low-current 12-volt signal to the TCM. The TCM compares the on/off signals to programmed combinations to
determine the exact position of the shift lever.
ATF TEMPERATURE SENSOR
The ATF temperature sensor is a positive temperature co-efficient (PTC) thermistor. It measures the
temperature of the transmission fluid and is a direct input signal for the TCM. The temperature of the ATF has
an influence on the shifttime and resulting shift quality. As the temperature rises, resistance rises, and therefore,
the probing voltage is decreasing. Because of its registration, the shifting process can be optimized in all
temperature ranges.
The ATF temperature sensor is wired in series with the park/neutral contact. The temperature signal is
transmitted to the TCM only when the reed contact of the park/neutral contact is closed because the TCM only
reads ATF temperature while in any forward gear, or REVERSE. When the transmission is in PARK or
NEUTRAL, the TCM will substitute the engine temperature for the ATF temperature.
STARTER INTERLOCK
The TCM monitors a contact switch wired in series with the transmission temperature sensor to determine
PARK and NEUTRAL positions. The contact switch is open in PARK and NEUTRAL. The TCM senses
transmission temperature as high (switch supply voltage), confirming switch status as open. The TCM then
broadcasts a message over CAN bus to confirm switch status. The PCM receives this information and allows
operation of the starter circuit.
N2 AND N3 SPEED SENSORS
The N2 and N3 Input Speed Sensors are two Hall-effect speed sensors that are mounted internally in the
transmission and are used by the TCM to calculate the transmission's input speed. Since the input speed cannot
be measured directly, two of the drive elements are measured. Two input speed sensors were required because
both drive elements are not active in all gears.
CAN C BUS INDIRECT INPUT SIGNALS
A 2.5-volt bias (operating voltage) is present on the CAN C bus any time the ignition switch is in the RUN
position. Both the TCM and the ABS apply this bias. On this vehicle, the CAN C bus is used for module data
exchange only. The indirect inputs used on the NAG1 electronic control system are:
 Wheel Speed Sensors.

 Transfer Case Switch Status.
 Brake Switch.
 Engine RPM.
 Engine Temperature.
 Cruise Control Status.
 Gear Limit Request.
 Throttle Position - 0% at idle, 100% at WOT. If open, TCM assumes idle (0% throttle opening).
 Odometer Mileage
 Maximum Effective Torque.
 Engine in Limp-In Mode/Mileage Where DTC Was Set.
SHIFT SCHEDULES
The basic shift schedule includes up and downshifts for all five gears. The TCM adapts the shift program
according to driving style, accelerator pedal position and deviation of vehicle speed. Influencing factors are:
 Road Conditions.
 Incline, Decline and Altitude.
 Trailer Operation, Loading.
 Engine Coolant Temperature.
 Cruise Control Operation.
 Sporty Driving Style.

 Low and High ATF Temperature.
Upshift To: 1-2 2-3 3-4 4-5

Activated By 1-2/4-5 2-3 3-4 1-2/4-5
Solenoid:
Shift Point (at 17.8 km/h (11.6 32.1 km/h (19.95 67.5 km/h (41.94 73.8 km/h (45.86
35.2% of throttle) mph) mph) mph) mph)
Downshift From: 5-4 4-3 3-2 2-1

Activated By 1-2/4-5 3-4 2-3 1-2/4-5
Solenoid:
Shift Point 55.7 km/h (34.61 40.5 km/h (25.17 24.4 km/h (15.16 15.1 km/h (9.38
mph) mph) mph) mph)
DOWNSHIFT SAFETY
Selector lever downshifts are not performed if inadmissible high engine RPM is sensed.
ADAPTATION
To equalize tolerances and wear, an automatic adaptation takes place for:
 Shift Time.
 Clutch Filling Time.
 Clutch Filling Pressure.
 Torque Converter Lock-Up Control.
Adaptation data may be stored permanently and to some extent, can be diagnosed.
DRIVING STYLE ADAPTATION
The shift point is modified in steps based on the information from the inputs. The control module looks at inputs
such as:
 vehicle acceleration and deceleration (calculated by the TCM).

 rate of change as well as the position of the throttle pedal (fuel injection information from the ECM).
 lateral acceleration (calculated by the TCM).
 gear change frequency (how often the shift occurs).
Based on how aggressive the driver is, the TCM moves up the shift so that the present gear is held a little longer
before the next upshift. If the driving style is still aggressive, the shift point is modified up to ten steps. If the
driving returns to normal, then the shift point modification also returns to the base position.
This adaptation has no memory. The adaptation to driving style is nothing more than a shift point modification
meant to assist an aggressive driver. The shift points are adjusted for the moment and return to base position as
soon as the inputs are controlled in a more rational manner.
SHIFT TIME ADAPTATION (SHIFT OVERLAP ADAPTATION, WORKING PRESSURE)
Shift time adaptation is the ability of the TCM to electronically alter the time it takes to go from one gear to
another. Shift time is defined as the time it takes to disengage one shift member while another is being applied.
Shift time adaptation is divided into four categories:
1. Accelerating upshift, which is an upshift under a load. For shift time adaptation for the 1-2 upshift to take
place, the transmission must shift from 1st to 2nd in six different engine load ranges vs. transmission
output speed ranges.
2. Decelerating upshift, which is an upshift under no load. This shift is a rolling upshift and is accomplished
by letting the vehicle roll into the next gear.
3. Accelerating downshift, which is a downshift under load. This shift can be initiated by the throttle, with
or without kickdown. The shift selector can also be used.
4. Decelerating downshift, which is accomplished by coasting down. As the speed of the vehicle decreases,
the transmission downshifts.
FILL PRESSURE ADAPTATION (APPLY PRESSURE ADAPTATION, MODULATING PRESSURE)
Fill pressure adaptation is the ability of the TCM to modify the pressure used to engage a shift member. The
value of this pressure determines how firm the shift will be.
 If too much pressure is used, the shift will be hard.

 If too little pressure is used, the transmission may slip.
The pressure adjustment is needed to compensate for the tolerances of the shift pressure solenoid valve. The
amount the solenoid valve opens as well as how quickly the valve can move, has an effect on the pressure. The
return spring for the shift member provides a resistance that must be overcome by the pressure in order for shift
member to apply. These return springs have slightly different values. This also affects the application pressure
and is compensated for by fill pressure adaptation.
FILL TIME ADAPTATION (ENGAGEMENT TIME ADAPTATION)
Fill time is the time it takes to fill the piston cavity and take up any clearances for a friction element (clutch or
brake). Fill time adaptation is the ability of the TCM to modify the time it takes to fill the shift member by
applying a preload pressure.
CONTROLLER MODES OF OPERATION
PERMANENT LIMP-IN MODE
When the TCM determines there is a non-recoverable condition present that does not allow proper transmission
operation, it places the transmission in permanent Limp-In Mode. When the condition occurs the TCM turns off
all solenoids as well as the solenoid supply output circuit. If this occurs while the vehicle is moving, the
transmission remains in the current gear position until the ignition is turned off or the shifter is placed in the "P"
position. When the shifter has been placed in "P," the transmission only allows 2nd gear operation. If this occurs
while the vehicle is not moving, the transmission only allows operation in 2nd gear.
TEMPORARY LIMP-IN MODE
This mode is the same as the permanent Limp-In Mode except if the condition is no longer present, the system
resumes normal operation.
UNDER VOLTAGE LIMP-IN MODE
When the TCM detects that system voltage has dropped below 8.5 volts, it disables voltage-dependant
diagnostics and places the transmission in the temporary Limp-In Mode. When the TCM senses that the voltage
has risen above 9.0 volts, normal transmission operation is resumed.
HARDWARE ERROR MODE
When the TCM detects a major internal error, the transmission is placed in the permanent Limp-In Mode and
ceases all communication over the CAN bus. When the TCM has entered this mode normal transmission
operation does not resume until all DTCs are cleared from the TCM.
LOSS OF DRIVE
If the TCM detects a situation that has resulted or may result in a catastrophic engine or transmission problem,
the transmission is placed in the neutral position. Improper Ratio, Input Sensor Overspeed or Engine Overspeed
DTCs cause the loss of drive.
CONTROLLED LIMP-IN MODE
When a failure does not require the TCM to shut down the solenoid supply, but the failure is severe enough that
the TCM places the transmission into a predefined gear, there are several shift performance concerns. For
instance, if the transmission is slipping, the controller tries to place the transmission into 3rd gear and maintain
3rd gear for all forward drive conditions.
5.7L VEHICLES
The Transmission Control Module (TCM) controls 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 vehicle communication
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

 Transmission Range Sensor
 Pressure Switches
 Transmission Temperature Sensor
 Input Shaft Speed Sensor
 Output Shaft Speed Sensor
 Line Pressure Sensor
Some examples of indirect inputs to the TCM are:
 Engine/Body Identification
 Manifold Pressure
 Target Idle
 Torque Reduction Confirmation
 Ambient/Battery Temperature
 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
 Torque Reduction Request
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 Indexes (CVI)

 Storing and selecting appropriate Shift Schedules
 System self-diagnostics
 Diagnostic capabilities (with scan tool)
NOTE: If the TCM has been replaced, the "Quick Learn Procedure" must be performed.
Refer to MODULE, TRANSMISSION CONTROL , STANDARD PROCEDURE.
BATTERY FEED
A fused, direct battery feed to the TCM is used for continuous power. This battery voltage is necessary to retain
adaptive learn values in the TCM's RAM (Random Access Memory). When the battery (B+) is disconnected,
this memory is lost. When the battery (B+) is restored, this memory loss is detected by the TCM and a
Diagnostic Trouble Code (DTC) is set.
CLUTCH VOLUME INDEXES (CVI)
An important function of the TCM is to monitor Clutch Volume Indexes (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.
Refer to Fig. 71.
Fig. 71: 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.
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 failures within the input clutch assembly can cause inadequate or out-of-range 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:
CLUTCH VOLUMES
Clutch When Updated Proper Clutch Volume
L/R 2-1 or 3-1 downshift 45 to 134
2C 3-2 kickdown shift 25 to 85
OD 2-3 upshift 30 to 100
4C 3-4 upshift 30 to 85
UD 4-3 kickdown shift 25 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 chart to
determine the appropriate operation expected, depending on driving conditions.
Schedule Condition Expected Operation

Extreme Cold Oil temperature below -27° C (16° -Park, Reverse, Neutral and 1st
F) and 3rd gear only in D position,
2nd gear only in Manual 2 or L
-No EMCC
Super Cold Oil temperature between -24° C (- - Delayed 2-3 upshift
12° F) and -12° C (10° F) - Delayed 3-4 upshift
- Early 4-3 coastdown shift
- High speed 4-2, 3-2, 2-1
kickdown shifts are prevented
-Shifts at high throttle openings
will be early.
- No EMCC
Cold Oil temperature between -12° C -Shift schedule is the same as
(10° F) and 2° C (36° F) Super Cold except that the 2-3
upshifts are not delayed.
Warm Oil temperature between 4° C (40° - Normal operation (upshift,
F) and 27° C (80° F) kickdowns, and coastdowns)
- No EMCC
Oil temperature between 27° C - Normal operation (upshift,
(80° F) and 115° C (240° F) kickdowns, and coastdowns)
Hot - Normal EMCC operation
Overheat Oil temperature above 115° C - Delayed 2-3 upshift
(240° F) or engine coolant - Delayed 3-4 upshift
temperature above 118° C (244° - 3rd gear FEMCC from 30-48
F) mph
- 3rd gear PEMCC above 35 mph
- Above 25 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
ADAPTATION - 3.6L GAS/3.0L DIESEL VEHICLES
The adaptation procedure requires the use of the appropriate scan tool. This program allows the electronic
transmission system to re-calibrate itself. This will provide the proper baseline transmission operation. The
adaptation procedure should be performed if any of the following procedures are performed:
 Transmission Assembly Replacement

 Transmission Control Module Replacement
 Clutch Plate and/or Seal Replacement
 Electrohydraulic Unit Replacement or Recondition
1. With the scan tool, reset the Transmission adaptives. Resetting the adaptives will set the adaptives to
factory settings.
NOTE: Perform the Coast Down Adaptations first. The Transmission Temperature
must be greater than 60°C (140°F) and less than 70°C (158°F). Failure to
stay within these temperature ranges will void the procedure.
2. Drive the vehicle until the transmission temperature is in the specified range.
3. Perform 4 to 5 coast downs from 5th to 4th gear and then 4th to 3rd gear.
NOTE: For Upshift adaptation, the Transmission temperature must be greater

than 60°C (140°F) and less than 100°C (212°F). Failure to stay within these
temperature ranges will void this procedure.
4. From a stop, moderately accelerate the vehicle and obtain all forward gear ranges while keeping the
Engine RPM below 1800 RPM. Repeat this procedure 4 to 5 times.
5. Obtaining 5th gear may be difficult at 1800 RPM. Allow the transmission to shift into 5th gear at a higher
RPM then lower the RPM to 1800 and perform manual shifts between 4th and 5th gears using the shift
lever.
6. The TCM will store the adaptives every 10 minutes. After completion of the adaptation procedure make
sure the vehicle stays running for at least 10 minutes.
7. It is possible to manually store the adaptives under the 10 minute time frame using the scan tool Store
Adaptives procedure.
QUICK LEARN - 5.7L VEHICLES
The quick learn procedure requires the use of the scan tool.
This program allows the electronic transmission system to re-calibrate 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 15.5° C (60° F) and below 93° C (200° F)
DRIVE LEARN - 5.7L VEHICLES
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 N-D UD CVI.
NOTE: The transmission oil temperature must be between 27-43° C (80-110° 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 N-D UD CVI while performing a
Neutral to Drive shift. The 1st N-D 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 and, refer to 1 until the recorded 1st N-D UD CVI value stabilizes. Refer to 2.
NOTE: It is important that this procedure be performed when the transmission

temperature is between 27-43° C (80-110° 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 N-D UD CVI.
NOTE: The transmission oil temperature must be between 27-43° C (80-110° F) to learn
the UD CVI. Additional learning occurs at temperatures as low as -18° C (0° F)
and as high as 93° C (200° F). This procedure may be performed at 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 N-D shifts at a stop while pausing in Neutral for at least 2-3 seconds and monitor Norm
N-D UD CVI volume until the value stabilizes. The value will change during the N-D shift. This is
normal since the UD value is different for the N-D shift then the normal value shown which is used for 4-
3 coastdown and kickdowns. Perform repeated shifts in this temperature range until the Norm N-D UD
CVI value stabilizes and the N-D shifts become smooth.
LEARN THE 1ST 2-3 SHIFT AFTER A RESTART OR SHIFT TO REVERSE
Use the following steps to have the TCM learn the 1st 2-3 shift OD CVI.
NOTE: The transmission oil temperature must be above 27° C (80° 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 2-3 shift while noting the 1st 2-3 OD CVI.
3. Repeat and refer to 1 until the 1st 2-3 upshift becomes smooth and the 1st 2-3 OD CVI stabilizes. Refer to
2.
LEARN A SMOOTH 2-3 AND 3-4 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 1-2, 2-3,
and 3-4 upshifts. The 2nd 2-3 shift following a restart or shift to reverse will be shown during the shift as
a value between the 1st 2-3 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 until the 2-3 and 3-4 shifts become smooth and the OD and 4C CVI become stable. Refer to 1.
LEARN A SMOOTH 4-3 COASTDOWN AND PART THROTTLE 4-3 KICKDOWN
Use the following steps to have the TCM learn the UD shift volume.
1. At a vehicle speed between 64-97 km/h (40-60 MPH), perform repeated 4-3 kickdown shifts.
2. Repeat until the UD volume becomes somewhat stable and the shift becomes smooth. Refer to 1.
LEARN A SMOOTH 1-2 UPSHIFT AND 3-2 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 3-2
kickdowns.
2. Repeat until the 3-2 kickdowns become smooth and the 2C CVI becomes stable. Refer to 1.
LEARN A SMOOTH MANUAL 2-1 PULLDOWN SHIFT AS WELL AS A NEUTRAL TO REVERSE SHIFT
Use the following steps to have the TCM learn the LR volume.
1. With the vehicle speed around 40-48 km/h (25-30 MPH) in Manual 2nd, perform manual pulldowns to
Low or 1st gear at closed throttle.
2. Repeat until the LR CVI becomes stable and the manual 2-1 becomes smooth. Refer to 1.
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 4-5 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 10-15 degree throttle opening and perform
multiple 4-5 upshifts.
2. Repeat until the 4-5 shift become smooth and the Alt 2C CVI become stable. Refer to 1. There is a
separate 2C volume used and learned for 4-5 shifts, 2CA. It is independent of the 2C CVI learned on 3-2
kickdowns.
REMOVAL

Fig. 72: Lower Center Console Trim Panel & Right Side Floor Carpet
1 - CENTER CONSOLE LOWER TRIM PANEL

2 - FLOOR CARPET
1. Pull loose the right side lower center console trim panel (1).
2. Pull the right side floor carpet (2) back from under the center dash area.
Fig. 73: TCM & Wiring Harness Connectors


2 - WIRING CONNECTORS
3. While holding back the trim panel and the carpet, locate and release the 2 holding tabs on the TCM
bracket to release the TCM (1).
4. Slide the TCM (1) out of the mounting bracket.
5. Disconnect the wiring harness connectors (2) from the module.
5.7L VEHICLES
The transmission control module is part of the powertrain control module. For the removal procedure, refer to
MODULE, POWERTRAIN CONTROL , REMOVAL.
INSTALLATION
Fig. 74: TCM & Wiring Harness Connectors


2 - WIRING CONNECTORS
1. Connect the wiring connectors (2) to the transmission control module (1).
2. Slide the TCM (1) into the mounting bracket.
Fig. 75: Lower Center Console Trim Panel & Right Side Floor Carpet
1 - CENTER CONSOLE LOWER TRIM PANEL

2 - FLOOR CARPET
3. Fold the right side floor carpet (2) back under the center dash area.
4. Install the right side lower center console trim panel (1).
5.7L VEHICLES
The transmission control module is part of the powertrain control module. For the installation procedure, refer
to MODULE, POWERTRAIN CONTROL , INSTALLATION.
RECEIVER, WIRELESS IGNITION NODE

DESCRIPTION
DESCRIPTION

This vehicle is equipped with a Wireless Ignition Node (WIN) (1). The WIN, along with the FOB with
Integrated Key (FOBIK) are the primary components of the keyless ignition system. The only visible
component of the WIN is the ignition switch (5) located on the face of the instrument panel just to the inboard
side of the steering column. The remainder of the WIN including its mounting provisions and electrical
connections are concealed within the instrument panel.
The WIN housing is constructed of molded black plastic and includes four integral mounting bosses (4) , which
are secured to the instrument panel structure with screws. Two connector receptacles are integral to the back of
the switch housing. One (3) connects the WIN to the vehicle electrical system through a dedicated takeout and
connector of the instrument panel wire harness. The other (2) is a dedicated connector for the coaxial cable
input from the optional remote start system external antenna module.
In addition to replacing a conventional keyed ignition switch, the WIN is an integrated electronic receiver that
serves as the base station in the vehicle. It communicates with other electronic modules in the vehicle over the
Controller Area Network (CAN) data bus.
The WIN interfaces with the Remote Keyless Entry (RKE) FOBIK and the Tire Pressure Monitor (TPM)
sensors (if equipped) using Radio Frequency (RF) communication, with the Immobilizer System (theft)
transponder within the FOBIK using Low Frequency (LF) RF communication. It also communicates with the
TPM trigger transponders (if equipped) and electronic shaft lock module (if equipped) using a Local Interface
Network (LIN) data bus connection.
The WIN provides a switched 12-volt source through an isolated switch for the electronic shaft lock module
required for certain export market vehicles and contains a key removal inhibit solenoid, an electronic Brake
Transmission Shift Interlock (BTSI) solenoid, a key-in warning contact and it serves as the real time vehicle
clock by transmitting the clock information to other electronic modules over the CAN data bus.
must be replaced. Refer to RECEIVER, WIRELESS IGNITION NODE , REMOVAL.
OPERATION
OPERATION
The Wireless Ignition Node (WIN) contains a Radio Frequency (RF) transceiver and a microprocessor. The
WIN utilizes integrated circuitry to monitor numerous hard wired analog, Radio Frequency (RF) and electronic
message inputs. In response to those inputs the internal circuitry and programming of the WIN 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 data bus and the Local Interface Network (LIN) data bus.
The WIN is connected to a fused B(+) circuit and receives a path to ground at all times. These connections
allow it to remain functional regardless of the ignition switch position. Features and functions integral to the
WIN include: ignition switch, Sentry Key Immobilizer Module/SKIM, Remote Keyless Entry/RKE, Tire
Pressure Monitor/TPM, remote start system external extended range antenna input, Brake Transmission Shift
Interlock/BTSI, electronic steering column lock (where required), and real time vehicle clock. For information
covering details of operation for the individual functions and features controlled by the WIN, refer to the
specific service information covering the system to which that function or feature belongs.
The key removal inhibit solenoid internal to the WIN prevents the FOB with Integrated Key (FOBIK) from
being rotated in the ignition switch to the LOCK position for all vehicles with an automatic transmission unless
the transmission shift lever is in the PARK position. The WIN module monitors a hard wired input from a
switch integral to the automatic transmission shifter module to control this feature. The key removal inhibit
solenoid is electronically disabled internally by the WIN on vehicles with a manual transmission.
The hard wired circuits between components related to the WIN may be diagnosed using conventional
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the WIN or the
electronic controls or communication between modules and other devices that provide some features of the
WIN. The most reliable, efficient, and accurate means to diagnose the WIN or the electronic controls and
communication related to WIN operation requires the use of a diagnostic scan tool. Refer to the appropriate
DIAGNOSIS AND TESTING - FOBIK TRAPPED IN WIN
For more information, refer to TRANSMITTER, INTEGRATED KEY FOB , DIAGNOSIS AND
TESTING .
REMOVAL
REMOVAL

NOTE: Passenger side shown in illustration, drivers side similar.
2. Remove the drivers scuff plate. Refer to PLATE, SCUFF, DOOR , REMOVAL .
3. Remove the drivers cowl trim panel. Refer to PANEL, COWL TRIM, SIDE , REMOVAL .
4. Remove the drivers side silencer pad.
REMOVAL .


7. Remove the instrument cluster. Refer to REMOVAL .
8. Through instrument cluster opening, remove the upper Wireless Ignition Node (WIN) bracket retainer.

9. From the steering column opening remove the two lower WIN bracket retainers one on the bottom and
one on the side (1).
10. Pull the WIN (2) and bracket down through the steering column opening.
11. Disconnect the antenna and electrical connector.
INSTALLATION
INSTALLATION

1. Insert the WIN and bracket up through the steering column opening.
2. From the steering column opening install the two lower WIN bracket retainers one on the bottom and one
on the side (1).
3. Through instrument cluster opening, install the upper Wireless Ignition Node (WIN) bracket retainer.
4. Install the instrument cluster. Refer to INSTALLATION .


INSTALLATION .
7. Install the drivers side silencer pad.

8. Install the drivers cowl trim panel. Refer to PANEL, COWL TRIM, SIDE , INSTALLATION .
9. Install the drivers scuff plate. Refer to PLATE, SCUFF, DOOR , INSTALLATION .
FOBIK transponders before the vehicle can be operated. Refer to STANDARD
PROCEDURE.
NOTE: Vehicles equipped with PEM: If the WIN is being replaced, a diagnostic scan
tool MUST be used to initialize and configure the new PEM. Follow the
programming steps outlined in the diagnostic scan tool for Replace found
under Miscellaneous Functions for the PEM/Passive Entry Module menu item.
NOTE: On vehicles equipped with a premium Tire Pressure Monitoring (TPM) system,
when the Wireless Ignition Node (WIN) 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 WIN 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 TPM-RKE 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 WIN menu item. If a TPM-RKE
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 WIN. Follow
the programming steps outlined in the diagnostic scan tool for Learn Spare Tire
Sensor ID under Miscellaneous Functions for the WIN menu item as
appropriate. Refer to SENSOR, TIRE PRESSURE MONITORING (TPM) ,
INSTALLATION .
NOTE: On vehicles equipped with the optional export premium Vehicle Theft System,
when the Wireless Ignition Node (WIN) is replaced with a new unit, the shaft
lock module MUST also be replaced. Refer to MODULE, SHAFT LOCK ,
REMOVAL .
NOTE: On vehicles equipped with a shaft lock module the WIN initialization procedure
is required whenever the WIN or shaft lock module is replaced. Refer to
SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL

DESCRIPTION
DESCRIPTION
Fig. 83: Adaptive Speed Control Sensor, One Fixed Ball Stud, Two Adjustable Ball Studs & Radar Dome
The adaptive speed control sensor (1) (also known as the Adaptive Cruise Control/ACC sensor or module, or
the radar sensor or module) is located on a bracket secured near the center of the underside of the front bumper
support member of the Front End Module (FEM) behind the front fascia. The stamped steel ACC sensor
mounting bracket is secured by two screws to a bracket on the bumper support member. This sensor is also the
primary component of the Forward Collision Warning (FCW) feature of the Electronic Vehicle Information
Center (EVIC).
One fixed ball stud (4) and two adjustable ball studs (3) secure the sensor housing through a snap fit into three
molded plastic ball socket clips installed in the mounting bracket. The sensor pivots on the fixed ball stud while
the two adjustable ball studs allow the sensor to be vertically aligned after installation using an ACC vertical
alignment special tool and a 3.5 millimeter hex nut driver special tool. Horizontal alignment is performed
electronically using a diagnostic scan tool during a ten minute drive at a steady, predetermined speed following
completion of the vertical alignment.
The ACC sensor electronic circuitry is sealed and protected within a die cast aluminum housing. A molded
plastic cover and a lens or radar dome (5) faces forward through an opening in the center of the front fascia
lower airflow grille texture that is trimmed with a bezel snapped into the texture opening. A molded plastic
sensor bezel or mirror cover with a center clearance hole for the sensor lens snaps over the sensor and conceals
a small square mirror in one corner of the sensor cover that is used for calibration purposes during the sensor
manufacturing process.
The ACC sensor includes an applied connector receptacle (2) that is sealed and secured to the sensor housing
with screws and faces downward when installed on the mounting bracket. The ACC sensor is connected to the
vehicle electrical system through a single dedicated takeout and connector of the FEM wire harness.
The adjustable ball studs and the ACC sensor cannot be repaired. If ineffective or damaged the entire sensor
unit must be replaced. The three plastic ball socket clips in the sensor mounting bracket must also be replaced
each time the ACC sensor is removed from and reinstalled onto the mounting bracket.
OPERATION
OPERATION
The microprocessor in the adaptive speed control sensor (also known as the Adaptive Cruise Control/ACC
sensor or module, or as the radar sensor or module) contains the logic circuits and controls many of the features
of the adaptive speed control system. The ACC sensor receives battery voltage on a fused ignition switch output
(run) circuit and is grounded at all times through a hard wired remote ground point. These connections allow the
ACC sensor to operate only when the ignition switch is in the ON position. Likewise, the ACC sensor sleeps
whenever the ignition switch is in any position except ON.
The ACC sensor is also a RAdio Detection And Ranging (RADAR) transceiver. The ACC sensor transmits
electromagnetic signal bursts at an operating frequency of 77 gigahertz. Those signal bursts are scattered by any
objects they strike within the 40 degree field of view of the transceiver, which changes the strength and
frequency of the signal. The ACC sensor antenna receives and interprets the returned signals to detect any
objects in the path of the vehicle as well as their speed and direction.
The ACC sensor receives electronic speed control switch status message inputs from the Steering Control
Module (SCM) integral to the Steering Column Control Module (SCCM) over the Controller Area Network
(CAN) data bus. The sensor also monitors electronic message inputs from the Powertrain Control Module
(PCM), the Antilock Brake Module (ABM) (also known as the Controller Antilock Brake/CAB or the
Electronic Stability Control/ESC module) and the Transmission Control Module (TCM).
The ACC sensor logic processes all of those inputs, then provides the appropriate electronic message outputs
over the CAN data bus to the PCM, the TCM and the ABM to control and maintain the separation setting
selected by the vehicle operator between the vehicle and any preceding vehicles. The ACC sensor also provides
electronic message outputs to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab
Compartment Node/CCN) and the Electronic Vehicle Information Center (EVIC) to invoke the Forward
Collision Warning (FCW) features.
Among other features, the sensor also contains an electronic ambient temperature sensor and a heating element.
When appropriate ambient temperatures are sensed, the heating element is energized by the sensor control
circuitry to keep the sensor lens or radar dome clear of ice and snow accumulations that might otherwise blind
the sensor to proper reception of returned signals.
The ACC sensor microprocessor continuously monitors all of its internal electronics to determine the sensor
readiness. If the ACC sensor detects a monitored sensor fault, it sets and stores a Diagnostic Trouble Code
(DTC). The ACC sensor uses On-Board Diagnostics (OBD) and can communicate with other electronic
modules in the vehicle as well as with the diagnostic scan tool using the CAN data bus. This method of
communication is used for control of the indicators and indications provided to the vehicle operator through the
EMIC and the EVIC. The ACC sensor is also Flash programmable, allowing the sensor software to be updated
using a diagnostic scan tool.
The hard wired inputs for the ACC sensor may be diagnosed using conventional diagnostic tools and
prove conclusive in the diagnosis of the ACC sensor or the electronic controls or communication between other
modules and devices that provide features of the adaptive speed control and FCW system features. The most
reliable, efficient, and accurate means to diagnose the ACC sensor or the electronic controls and communication
related to adaptive speed control or FCW system operation requires the use of a diagnostic scan tool. Refer to
the appropriate diagnostic information.
DIAGNOSIS AND TESTING - ACC SYSTEM
The hard wired circuits to the adaptive speed control sensor (also known as the Adaptive Cruise Control/ACC
sensor or module, or the radar sensor or module) may be diagnosed using conventional diagnostic tools and
procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams,
proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out
information and location views for the various wire harness connectors, splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the ACC sensor or the
adaptive speed control and Forward Collision Warning (FCW) systems. The most reliable, efficient, and
accurate means to diagnose the ACC sensor or the electronic controls and communication related to adaptive
speed control or FCW system operation requires the use of a diagnostic scan tool. Refer to DIAGNOSIS AND
TESTING .
STANDARD PROCEDURE
STANDARD PROCEDURE - ADAPTIVE SPEED CONTROL SENSOR ALIGNMENT

The adaptive speed control sensor (also known as the Adaptive Cruise Control/ACC sensor or module, or the
radar sensor or module) requires alignment whenever the ACC sensor is removed and reinstalled, whenever
front end structural repairs are performed or whenever a Diagnostic Trouble Code (DTC) indicates ACC sensor
adjustment is required. Sensor alignment consists of performing the mechanical vertical alignment described in
the following procedure, followed by the electronic horizontal alignment that is performed with a diagnostic
scan tool and the appropriate diagnostic information.
VEHICLE PREPARATION FOR SENSOR VERTICAL ALIGNMENT
1. Verify correct vehicle suspension height.

2. Repair or replace any ineffective, worn or damaged body components. Repair any loose or cracked fascia
components that might interfere with the sensor field of view. The radar dome of the sensor module
should be roughly centered in the opening of the fascia.
3. Verify proper tire inflation pressures.
4. Remove any accumulations of mud, snow or ice from the vehicle underbody.
5. Verify that there is no load in the vehicle (cargo or passengers), except for the driver.
NOTE: The vehicle MUST be placed on a known level horizontal surface such as a
wheel or frame alignment rack to achieve satisfactory sensor vertical
alignment results.
6. Rock the vehicle side-to-side three times to allow the suspension to stabilize.
7. Jounce the front and rear suspension three times by pushing downward on the front and rear bumpers and
releasing.
SENSOR VERTICAL ALIGNMENT
Fig. 84: Adaptive Speed Control Sensor, Bracket, Vertical Alignment Tool & Plunger
NOTE: The graphic shows Special Tool No. (special tool #10243-1, Fixture, Alignment,
Accessory) installed on the adaptive speed control sensor with the front fascia
removed for clarity; however, it is NOT necessary to remove the front fascia to
install the special tool or to perform the following procedure.
1. The adaptive speed control sensor (4) (also known as the Adaptive Cruise Control/ACC sensor or module
and the radar sensor or module) is located on a bracket (6) secured near the center of the underside of the
front bumper support member of the Front End Module (FEM) behind the front fascia.
2. Unsnap and remove the molded plastic ACC fascia closeout bezel in the center of the grille texture insert
of the lower air intake opening of the front fascia to gain access to the ACC adjustment screws.
3. Remove the smaller plastic bezel (mirror cover) from over the front of the sensor housing.
4. Using standard glass cleaner and a clean soft towel, remove any dirt or road salt from the convex molded
dark plastic lens (radar dome) on the face of the sensor as well as from the suction cup of the vertical
alignment tool (3) (Special Tool No. (special tool #10243-1, Fixture, Alignment, Accessory)).
5. Carefully slide the vertical alignment tool over the sensor housing until the suction cup rests against the
lens of the sensor.
NOTE: It may take several attempts to get the suction cup of the special tool to
fasten securely to the sensor. If necessary, lightly wet the suction cup with
clean water to help improve adhesion.
6. Depress the plunger (1) of the vertical alignment tool to engage the suction cup and attach the special tool
securely to the lens of the sensor.
Fig. 85: Sensor & Ball Stud

7. Use the 3.5 millimeter hex nut driver (Special Tool No. (special tool #10243-2, Driver, Nut)) to rotate the
vertical adjustment ball stud (2) that secures the sensor (1) to the mounting bracket as necessary to center
the bubble of the spirit level between the two center marks on the vial of the level located on the top of
the vertical alignment tool.
8. Depress the center release button of the special tool to release the suction cup from the sensor lens and
remove the special tool from the sensor.
9. Perform the ACC sensor horizontal alignment using a diagnostic scan tool and the appropriate diagnostic
information.
10. Reinstall the smaller plastic bezel (mirror cover) onto the front of the sensor housing. Care must be taken
to orient the bezel properly to ensure proper retention.
11. Reinstall the molded plastic ACC fascia closeout bezel into the center of the grille texture insert of the
lower air intake opening of the front fascia.
REMOVAL
BRACKET
Fig. 86: Sensor & Mounting Bracket

1. Remove the adaptive speed control (also known as the Adaptive Cruise Control/ACC) sensor (2) from the
mounting bracket (3). Refer to SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL ,
REMOVAL.
2. Remove the two screws (4) that secure the bracket to the underside of the front bumper support bar (1).
3. Remove the mounting bracket from the bumper support bar.
NOTE: The three molded plastic ball socket clips in the ACC sensor mounting
bracket MUST be removed, discarded and replaced with new ball socket
clips any time the sensor is removed from the bracket.
4. Remove the three molded plastic ball socket clips (5) from the back side of the ACC sensor mounting
bracket and discard. The clips are removed by rotating them counterclockwise.
SENSOR
Fig. 87: Sensor Bezel (Mirror Cover) & Front Bumper Support Bar

3. Unsnap and remove the plastic bezel from the opening in the center of the grille texture insert of the lower
air intake opening in the front fascia.
4. If equipped, unsnap and remove the sensor bezel (mirror cover) (3) from the face of the adaptive speed
control (also known as Adaptive Cruise Control/ACC) sensor (4) located below the center of the front
bumper support bar (1).
5. Disconnect the Front End Module (FEM) wire harness connector (5) from the ACC sensor connector
receptacle.
6. Firmly grasp the ACC sensor housing and pull it sharply forward from the sensor mounting bracket (2)
until the one fixed and the two adjustable ball studs of the sensor unsnap from the three molded plastic
ball socket clips in the bracket.
7. Remove the ACC sensor from the vehicle.
NOTE: The three molded plastic ball socket clips in the ACC sensor mounting
bracket MUST be removed, discarded and replaced with new ball socket
clips any time the sensor is removed from the bracket.
8. Remove the three molded plastic ball socket clips (5) from the back side of the ACC sensor mounting
bracket and discard. The clips are removed by rotating them counterclockwise.
INSTALLATION
BRACKET
Fig. 88: Sensor & Mounting Bracket

NOTE: The molded plastic ball socket clips in the ACC sensor mounting bracket MUST
be removed, discarded and replaced with new ball socket clips any time the
sensor is removed from the bracket.
1. Install three new molded plastic ball socket clips (5) into the adaptive speed control (also known as
Adaptive Cruise Control/ACC) sensor mounting bracket (3) located below the center of the front bumper
support bar (1). The clips are installed from the back side of the bracket by rotating them clockwise.
2. Position the mounting bracket to the underside of the bumper support bar.
3. Install and tighten the two screws (4) that secure the mounting bracket to the support bar. Tighten the
screws securely.
4. Reinstall the ACC sensor onto the mounting bracket. Refer to SENSOR AND BRACKET, ADAPTIVE
SPEED CONTROL , INSTALLATION.
SENSOR
Fig. 89: Sensor Bezel (Mirror Cover) & Front Bumper Support Bar
NOTE: The molded plastic ball socket clips in the ACC sensor mounting bracket MUST
be removed, discarded and replaced with new ball socket clips any time the
sensor is removed from the bracket.
1. Install three new molded plastic ball socket clips into the adaptive speed control (also known as Adaptive
Cruise Control/ACC) sensor mounting bracket (2) located below the center of the front bumper support
bar (1). The clips are installed from the back side of the bracket by rotating them clockwise.
2. Position the ACC sensor (4) to the mounting bracket.
3. Align the one fixed and the two adjustable ball studs of the sensor with the three plastic ball socket clips
in the bracket.
4. Using hand pressure, press firmly and evenly on the face of the sensor until each of the ball studs snaps
into the ball socket clips.
5. Reconnect the Front End Module (FEM) wire harness connector (5) to the ACC sensor connector
receptacle.
6. If equipped, snap the sensor bezel (mirror cover) (3) over the face of the ACC sensor.
7. Check the ACC sensor vertical alignment. Refer to SENSOR AND BRACKET, ADAPTIVE SPEED
CONTROL , STANDARD PROCEDURE.
8. Snap the bezel into the center opening of the grille insert in the lower air intake opening of the front
fascia.
9. Use a diagnostic scan tool and the appropriate diagnostic information to perform the horizontal sensor
alignment procedure.
2011 ACCESSORIES AND EQUIPMENT Heated/Cooled Accessories - Service Information - Grand Cherokee
Heated/Cooled Accessories - Service Information - Grand Cherokee
DESCRIPTION
HEATED STEERING WHEEL
Fig. 1: Heated Steering Wheel Switch, Switch Pod Assembly, Instrument Panel Center Bezel & One
Light-Emitting Diode (LED) Indicator Lamp
The heated steering wheel system is designed to enhance the thermal comfort of the driver by heating the
steering wheel, when desired. The steering wheel heating element is made of copper wire and is sandwiched
between the leather and the substrate material of the steering wheel. A vehicle with a heated steering wheel can
easily be identified by the heated steering wheel switch (1) in the switch pod assembly (2), located in the
instrument panel center bezel (3). The heated steering wheel switch has one Light-Emitting Diode (LED)
indicator lamp (4) that illuminates when the heated steering wheel system is on.
The heated steering wheel system consists of the following major components
 Heated Steering Wheel Switch . Refer to SWITCH, HEATED STEERING WHEEL ,

DESCRIPTION.
 Heated Seat Module (HSM) (also know as the comfort seat wheel module). Refer to MODULE,
HEATED SEAT , DESCRIPTION .
 Heated Steering Wheel . Refer to OPERATION.
VENTED SEATS
Fig. 2: ATC A/C-heater Control, Vented Seat Switches & Two Light-Emitting Diode (LED) Indicator
Lamps
The vented seat system is designed to enhance the thermal comfort of the driver and front seat occupant, when
desired. Occupant comfort is achieved by pulling air from the outside of the seating surfaces into the seat back
and cushion of the seat. A vehicle with vented seats can easily be identified by the vented seat switches (3 and
4) in the ATC A/C-heater control (1), located in the center of the instrument panel. Each vented seat switch has
two Light-Emitting Diode (LED) indicator lamps (2 and 5) that illuminate when the vented seat system is on.
The vented seat system consist of the following major components:
 Vented Seat Pads for more information. Refer to PAD, VENTED SEAT , DESCRIPTION.
 Vented Seat Switches for more information. Refer to SWITCH, VENTED SEAT , DESCRIPTION.
 Vented Seat Motors for more information. Refer to MOTOR, VENTED SEAT , DESCRIPTION.
 Heated Seat Module for more information. Refer to MODULE, HEATED SEAT , DESCRIPTION .
OPERATION
Operation of the steering wheel heating element is controlled by the Heated Seat Module (HSM), also know as
the comfort seat wheel module. A temperature sensor is integrated into the steering wheel heating element that
sends the temperature of the steering wheel to the HSM, which adjusts the temperature of the steering wheel
heating element accordingly. The heated steering wheel only operates when the engine is running, and will
always stay in the off setting unless the heated seat switch is pressed. The normal heating cycle of the steering
wheel will last between 58 to 70 minutes, unless the switch is pressed again. The heated steering wheel system
will automatically shut off if the heating element reaches a temperature greater than 50° C (122° F), or if a fault
is detected. If for any reason a fault in the heated steering wheel system becomes present, a Diagnostic Trouble
Code (DTC) will set and the Light Emitting Diode (LED) in switch will illuminate for two seconds and then go
out.
The heated steering wheel system is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The steering wheel heating element is not serviced separately from the steering wheel and if inoperative or
damaged, the entire steering wheel assembly must be replaced. Refer to WHEEL, STEERING , REMOVAL .
VENTED SEATS
The vented seat assemblies are located internally to both front seats. The driver and front passenger vented seats
are turned on and off by two separate switches located in the ATC A/C-heater control. The vented seats will
only operate when the engine is running, and will always stay off unless a vented seat switch is pressed. Once a
switch is pressed, Light Emitting Diode(s) (LEDs) on the face of that switch will illuminate to indicate what
speed the vented seat system for that particular seat is operating. The vented seats are controlled by the Heated
Seat Module (HSM), also know as the comfort seat wheel module. The HSM provides variable analog voltages
that drive a 12 volt vented seat motor that is located beneath each front seat. Each press of a vented seat switch
will cause the vented seat fan to change speeds from off to hi, hi to lo and lo to off. Both vented seats operate
separately from each other and will not operate at the same time as the heated seats. If for any reason a fault in
the vented seat system becomes present, a Diagnostic Trouble Code (DTC) will set and a LED in the vented
seat switch will illuminate for two seconds and then go out.
The vented seat system is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .

NOTE: Vehicles equipped with the heated steering wheel option utilize a low voltage
cut-off feature. This feature turns off power to the heated steering wheel
anytime vehicle voltage is below 11.7 volts or above 15.5 volts. Be certain to
check the vehicle electrical system for proper voltage anytime the heated
steering wheel appears inoperative.
NOTE: If a Diagnostic Trouble Code (DTC) can not be verified, it is a good indication
that an INTERMITTENT fault condition may be present. To help find an
intermittent problem, move the steering wheel around while testing continuity.
also wiggle the heated steering wheel wire harness and electrical connectors
while testing continuity.
NOTE: For complete circuit diagrams, refer to appropriate Wiring Information article.
Wiring Information includes wiring diagrams, connector pin-out and location
views, details of wire harness routing and retention, splice and ground
locations and proper wire and connector repair procedures.
Before testing any individual components in the heated steering wheel system, check the following:
 Check the fuse located in the Totally Integrated Power Module (TIPM). The fuse must be OK and tight in
the receptacle.
 Using a scan tool, check for any Diagnostic Trouble Codes (DTCs) related to the Heated Seat Module
(HSM) and the heated steering wheel switch. If any DTCs are found, repair as necessary. (Refer to
appropriate Electrical Diagnostic article for more information).
 Check the vehicles battery open-circuit voltage and charging system performance. If the vehicle's
electrical system is defective or weak it may not be suppling sufficient energy to operate the heated seat
system.
 If there are no DTCs and the heated steering wheel system functions properly, but the Light Emitting
Diode (LED) indicator in the switch does not illuminate, replace the instrument panel switch pod. Refer
to SWITCH, HEATED STEERING WHEEL , REMOVAL.
VENTILATED SEATS
NOTE: Vehicles equipped with the ventilated seat option utilize a low voltage cut-off
feature. This feature turns off power to the ventilated seat system anytime
vehicle voltage is below 11.7 volts or above 15.5 volts. Be certain to check the
vehicle electrical system for proper voltage anytime the ventilated seat system
appears inoperative.
intermittent problem, sit in the seat in question and move around within the seat
while testing continuity. also wiggle the ventilated seat wire harness and
electrical connectors while testing continuity.
NOTE: For complete circuit diagrams, refer to appropriate Wiring Information article.
Wiring Information includes wiring diagrams, connector pin-out and location
views, details of wire harness routing and retention, splice and ground
locations and proper wire and connector repair procedures.
Before testing any individual components in the ventilated seat system, check the following:
 Check the fuse located in the Totally Integrated Power Module (TIPM). The fuse must be OK and tight in
the receptacle.
(HSM) and A/C-heater control. If any DTCs are found, repair as necessary. (Refer to appropriate
Electrical Diagnostic article for more information).
system.
 If there are no DTCs and the vented seat system functions properly, but one or both of the Light Emitting
Diode (LED) indicators in a vented seat switch do not illuminate, replace the A/C-heater control. Refer to
CONTROL, A/C AND HEATER , REMOVAL .
MOTOR, VENTED SEAT

DESCRIPTION
DESCRIPTION
Fig. 3: Vented Seat Motor, Integral Fan Blade, Wire Lead And Connector, Metal Mounting Bracket &
Plastic Tabs
when equipped, each front seat has two vented seat motors (1). One motor is mounted to the seat back frame
and the second motor is mounted to the seat bottom pan. Each vented seat motor is attached to a vented pad.
Each vented seat motor consists of a 12 volt motor with a wire lead and connector (4), an integral fan blade (2),
a metal mounting bracket (3) and four plastic tabs (5) that secure the motor to the vented pad. The vented seat
motors can be seen once the cushions and covers have been removed.
OPERATION
OPERATION
The vented seat motors will only operate with the engine running and will not operate at the same time as the
heated seats. The vented seat motors are controlled by the Heated Seat Module (HSM), also know as the
comfort seat wheel module. The HSM provides the vented seat motors with variable analog voltages giving the
motors two selectable speeds. These speeds are selected by the driver and/or front passenger by pressing the
vented seat switches. Switching the vented seats on while the heated seats are already operating will disable the
heating of the seat and start the venting of the seat. Both front vented seats work independently from each other,
so that the driver and front passenger can choose there own settings for individual comfort preferences.
The vented seat system is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The vented seat motors cannot be adjusted or repaired and must be replaced if inoperative or damaged.
REMOVAL
REMOVAL
instrument panel component diagnosis or service, refer to WARNING .
deployment.
NOTE: LHD passenger seat shown in illustrations. RHD and driver seat similar.
SEAT BOTTOM CUSHION MOTOR
Fig. 4: Heated Seat Pad Electrical Connectors, Seat Cushion Pan & Heated Seat Pad Electrical
Connector

2. Remove the appropriate seat and place it on a workbench. Refer to SEAT, FRONT , REMOVAL .
3. Disconnect the heated seat pad electrical connectors (2 and 4) located on the seat cushion pan (3).
4. Disengage the heated seat pad electrical connector (1) from the seat cushion pan.
Fig. 5: Two Nuts, Two Push Pin Retainers & Seat Cushion Pan
5. When servicing the driver seat, remove the memory seat module and bracket. Refer to MODULE,
MEMORY, SEAT , REMOVAL .
6. When servicing the passenger seat, remove the heated seat module and bracket. Refer to MODULE,
HEATED SEAT , REMOVAL .
7. Remove the two nuts (1) and disengage the two push pin retainers (2) that secure the vented seat motor to
the seat cushion pan (4).
8. Disconnect the vented seat motor electrical connector (3).
Fig. 6: Trim Stick, Vented Seat Motor & Vented Seat Duct
NOTE: Illustration shown with seat cover removed. It is not necessary to

completely remove the seat bottom cushion cover from the seat bottom
cushion to service the vented seat motor.
9. Remove the seat bottom cushion cover from the seat cushion pan. Refer to COVER, SEAT CUSHION,
FRONT .
NOTE: On all models, the front passenger seat bottom cushion contains an
Occupant Detection Sensor (ODS) to provide information to the Occupant
Restraint Controller (ORC). Be sure to disconnect the wire harness
connector for the ODS prior to removing the front passenger seat cover
and cushion. Refer to SENSOR, OCCUPANT DETECTION , REMOVAL .
10. Remove the seat bottom cushion (3) and cover from the seat cushion pan and place on a workbench.
Refer to COVER, SEAT CUSHION, FRONT .
11. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent (4), carefully disengage the four
retaining clips that secure the vented seat motor (3) to the vented seat duct (2) and remove the motor.
12. If required, carefully disengage the retaining tab (5) and remove the vented seat duct from the vented seat
pad (1).
SEAT BACK CUSHION MOTOR
Fig. 7: Four Nuts, Vented Seat Motor & Seat Back Frame

3. Remove the seat back cover from the seat back frame. Refer to COVER, SEAT BACK, FRONT .
4. Remove the four nuts (1) that secure the vented seat motor (3) to the seat back frame (2).
Fig. 8: Electrical Connector, Vented Seat Motor Electrical Harness Retainer, Connector & Seat
Back Frame
5. Move the top of the seat back cushion out of way and disconnect the electrical connector (3) for the
vented seat motor.
6. Disengage the vented seat motor electrical harness retainer (1) and the connector (4) from the seat back
frame (2).
Fig. 9: Air Bag Electrical Connector, Seat Back Heated Pad Electrical Connector & Seat Cushion
Pan
7. Disconnect the air bag electrical connector (1) and seat back heated pad electrical connector (3) located
on the seat cushion pan (2).
Fig. 10: Trim Stick, Vented Seat Motor & Vented Seat Pad
NOTE: It is not necessary to remove the seat back cushion cover from the seat
back cushion to replace the seat back vented seat motor. Keep the seat
cushion and cover together as an assembly while performing this
procedure.
8. Remove the seat back cover and cushion (3) as an assembly and place on a workbench. Refer to COVER,
SEAT BACK, FRONT .
9. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent (4), carefully disengage the four
retaining clips that secure the vented seat motor (2) to the vented seat pad (1) and remove the motor.
INSTALLATION
INSTALLATION
NOTE: LHD passenger seat shown in illustrations. RHD and driver seat similar.
NO TITLE
SEAT BOTTOM CUSHION MOTOR

Fig. 11: Vented Seat Duct, Vented Seat Pad, Vented Seat Motor & Retaining Tab
NOTE: Illustration shown with seat cover removed from cushion.
1. If removed, install the vented seat duct (2) onto the vented seat pad (1). Be sure the retaining tab (4) is
fully engaged.
2. Position the vented seat motor (3) to the vented seat duct and carefully engage the four retaining clips that
secure the vented seat motor (3) to the duct. Be sure the retaining clips are fully engaged.
Restraint Controller (ORC). Be sure to reconnect the wire harness
connector for the ODS once the front passenger seat bottom cushion and
cover are installed. Refer to SENSOR, OCCUPANT DETECTION ,
INSTALLATION .
3. Install the seat bottom cushion. Refer to INSTALLATION .

Fig. 12: Two Nuts, Two Push Pin Retainers & Seat Cushion Pan
4. Position the vented seat motor to the seat cushion pan (4), install the two nuts (1) and engage the two
push pin retainers (2). Tighten the nuts securely.
5. Connect the vented seat motor electrical connector (3).
6. Install the seat bottom cushion cover. Refer to INSTALLATION .
7. When servicing the driver seat, install the memory seat module and bracket. Refer to MODULE,
MEMORY, SEAT , INSTALLATION .
8. When servicing the passenger seat, install the heated seat module and bracket. Refer to MODULE,
HEATED SEAT , INSTALLATION .
Fig. 13: Heated Seat Pad Electrical Connectors, Seat Cushion Pan & Heated Seat Pad Electrical
Connector
9. Engage the heated seat pad electrical connector (1) to the seat cushion pan (3).
10. Connect the heated seat pad electrical connectors (2 and 4).
Restraint Controller (ORC). Be sure to reconnect the wire harness
connector for the ODS once the front passenger seat bottom cushion and
cover are installed. Refer to SENSOR, OCCUPANT DETECTION ,
INSTALLATION .
11. Install the seat. Refer to SEAT, FRONT , INSTALLATION .

13. Verify proper vented seat system operation.
SEAT BACK CUSHION MOTOR
Fig. 14: Vented Seat Motor & Vented Seat Pad

1. Position the vented seat motor (2) to the vented seat pad (1) and carefully engage the four retaining clips
that secure the motor to the pad. Be sure the retaining clips are fully engaged.
Fig. 15: Electrical Connector, Vented Seat Motor Electrical Harness Retainer, Connector & Seat
Back Frame
2. Position the seat back cushion and cover onto the seat back frame (2).
3. Engage the vented seat motor electrical harness retainer (1) and the connector (4) to the seat back frame.
4. Connect the vented seat motor electrical connector (3).
Fig. 16: Four Nuts, Vented Seat Motor & Seat Back Frame
5. Position the vented seat motor (3) to the seat back frame (2) and install the four nuts (1). Tighten the nuts
securely.
6. Install the seat back cushion cover onto the seat back frame Refer to INSTALLATION .
Fig. 17: Air Bag Electrical Connector, Seat Back Heated Pad Electrical Connector & Seat Cushion
Pan
7. Connect the air bag electrical connector (1) and seat back heated pad electrical connector (3) at the seat
cushion pan (2).
10. Verify proper vented seat system operation.
PAD, VENTED SEAT

DESCRIPTION
DESCRIPTION
NOTE: Seat cushion shown in illustration. Seat back cushion similar.

Fig. 18: Vented Seat Pad, 12 Volt Motor & Heated Seat Pad
When equipped, each seat bottom and seat back cushion have there own vented seat pad (1) and 12 volt motor
(3). The vented seat pad and the heated seat pad (2) are a one piece assembly. The vented and heated pad
assemblies are located between each front seat cushion and cover and are attached to each cushion, by an
adhesive.
OPERATION
OPERATION
The vented seat pads provide a path for the air to be pulled away from the seat bottom and seat back surfaces for
seat ventilation.
The vented seat pads cannot be repaired and must be replaced if found damaged.
REMOVAL
REMOVAL
WARNING: Disable the airbag system before attempting any component diagnosis or
service of the front seats, when equipped with front seat air bags, refer to
WARNING . 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.
NOTE: Front seat bottom cushion shown in illustration. Front seat back cushion
similar.
Fig. 19: Front Passenger Seat Bottom Cushion, Occupant Detection Sensor (ODS) & Heater Element

2. Remove the appropriate front seat and place it on a workbench. Refer to SEAT, FRONT , REMOVAL .
3. Remove the vented seat motor from the seat cushion being serviced. Refer to MOTOR, VENTED
SEAT , REMOVAL.
4. Remove the seat bottom or seat back cover from the cushion (1). Refer to COVER, SEAT BACK,
FRONT .
NOTE: On all models, the front passenger seat contains an Occupant Detection
Sensor (ODS) to provide information to the Occupant Restraint Controller
(ORC).
5. When servicing the front passenger vented and heated seat pad assembly (2), be sure to replace the
Occupant Detection Sensor (ODS) (3). Refer to SENSOR, OCCUPANT DETECTION ,
DESCRIPTION .
Fig. 20: Heated Seat Pad Assembly & Cushion

NOTE: When servicing the seat back vented and heated pad assembly, carefully
guide the vented pad through the opening in the seat back cushion while
removing the pad assembly.
6. Remove the vented and heated seat pad assembly (1) by slowly peeling the pad away from the cushion
(2). Be careful not to remove excessive foam from the cushion.
INSTALLATION
INSTALLATION
CAUTION: During vented and heated seat pad replacement, be careful not to fold or
crease the new seat pad. Folds or creases will cause premature failure.
NOTE: Front seat bottom cushion shown in illustration. Front seat back cushion
similar.
Fig. 21: Heated Seat Pad Assembly & Cushion

1. Peel off the adhesive backing from the replacement vented and heated seat pad assembly (1).
NOTE: When servicing the seat back vented and heated pad assembly, carefully
guide the vented pad through the opening in the seat back cushion while
installing the pad assembly.
2. Position the seat pad to the foam cushion directly where the original seat pad was located. There will be
adhesive marks on the cushion outlining the factory installed location.
3. Firmly press the vented and heated pad assembly onto the foam cushion. Make sure the adhesive is fully
adhered to the cushion.
Fig. 22: Front Passenger Seat Bottom Cushion, Occupant Detection Sensor (ODS) & Heater
Element
4. When servicing the front passenger bottom vented and heated seat pad assembly (2), install a new
INSTALLATION .
5. Install the seat bottom or seat back cover onto the cushion (1). Refer to INSTALLATION .
6. Install the vented seat motor and cushion. Refer to MOTOR, VENTED SEAT , INSTALLATION.
NOTE: Make certain the vented and heated seat wire harnesses and ODS harness
(when equipped) are correctly routed. Any excess wire for the heated seat
element and ODS should be securely placed between the rear of the foam
cushion and the rear seat cover flap.

9. Verify proper vented and heated seat system operation.
SWITCH, HEATED STEERING WHEEL

DESCRIPTION
DESCRIPTION
Fig. 23: Heated Steering Wheel Switch, Switch Pod Assembly, Instrument Panel Center Bezel & One
Light-Emitting Diode (LED) Indicator Lamp
The heated steering wheel switch (1) is a momentary contact push button switch that is mounted in the switch
pod assembly (2), located in the instrument panel center bezel (3). The heated steering wheel switch has one
Light-Emitting Diode (LED) indicator lamp (4) that illuminates when the heated steering wheel system is on.
OPERATION
OPERATION
The heated steering wheel switch allows the driver to turn on and off the heated steering wheel. The heated
steering wheel will remain off until the driver presses the switch. Once the switch is pressed the Light Emitting
Diode (LED) on the face of the switch will illuminate, indicating that the heating element in the steering wheel
is operating. Pressing the switch while the heated steering wheel is on, will turn the heating steering wheel and
the LED on the switch off.
The heated steering wheel switch also functions as a visual indicator for a fault with the heated steering wheel
system. When the heated steering wheel switch is pressed and a fault is present in the heated steering wheel
system, the LED on the switch will illuminate for two seconds and then immediately turn off.
The heated steering wheel switch is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The heated steering wheel switch cannot be adjusted or repaired and the entire instrument panel switch pod
must be replaced if inoperative or damaged.
REMOVAL
REMOVAL
NOTE: Take the proper precautions to protect the face of the A/C-heater control, center
bezel and the instrument panel switch pod from cosmetic damage while
performing this procedure.
Fig. 24: Four Screws, Instrument Panel Switch Pod & Center Bezel

2. Remove the instrument panel center bezel and place it on a workbench. Refer to BEZEL,
INSTRUMENT PANEL, CENTER , REMOVAL .
3. Remove the four screws (1 and 4) that secure the instrument panel switch pod (2) to the center bezel (3).
4. Remove the instrument panel switch pod from the center bezel.
INSTALLATION
INSTALLATION
Fig. 25: Four Screws, Instrument Panel Switch Pod & Center Bezel
1. Position the instrument panel switch pod (2) onto the center bezel (3).
2. Install the four screws (1 and 4) that secure the instrument panel switch pod to the center bezel. Tighten
the screws securely.
INSTALLATION .
5. Initiate the Actuator Calibration function using a scan tool. Refer to STANDARD PROCEDURE .
6. Verify proper heated steering wheel operation.
SWITCH, VENTED SEAT

DESCRIPTION
DESCRIPTION
Fig. 26: ATC A/C-heater Control, Vented Seat Switches & Two Light-Emitting Diode (LED) Indicator
Lamps
The driver and front passenger vented seat switches (3 and 4) are momentary contact push button switches that
are mounted in the ATC A/C-heater control (1), located in the center of the instrument panel. These switches
allow the driver and front seat passenger to select from two different levels of electrical seat venting (HI and
LO). Amber Light Emitting Diodes (LEDS) (2 and 5) in each switch indicate the level of ventilation in use:
Two LEDs illuminate for high, one for low, and none for off. Pressing a vented seat switch once will select
high-level. Pressing the same switch a second time will select low-level. Pressing the switch a third time will
shut off the ventilating function in the seat.
OPERATION
OPERATION
The two vented seat switches are momentary push button type switches that are used to operate the front vented
seats. When a vented seat switch is pressed, Light Emitting Diode(s) (LEDs) on the face of that switch will
illuminate to indicate the desired mode for that particular vented seat, and a request signal is sent over the
Controller Area Network (CAN) bus to the Heated Seat Module (HSM), also know as the comfort seat wheel
module. The HSM provides variable analog voltages that drive the two 12 volt vented seat motors in the seat.
There are three settings for each vented seat; off, hi and lo. The vented seat system always starts in the off
setting, where none of the LEDs on the switches are illuminated. Pressing a switch once will change the setting
for that particular seat from off to hi, and will illuminate both LEDs on the switch. Pressing the same vented
seat switch again will change the setting from hi to lo, and only one LED on that switch will illuminate.
Pressing the switch once again will change the setting from lo to off again. If for any reason a fault in the vented
seat system becomes present, a Diagnostic Trouble Code (DTC) will set and a LED in the vented seat switch
will illuminate for two seconds and then go out.
The vented seat switches are diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The vented seat switches cannot be adjusted or repaired and the entire A/C-heater control must be replaced if
either switch is inoperative or damaged. Refer to CONTROL, A/C AND HEATER , REMOVAL .
2011 ACCESSORIES AND EQUIPMENT Heated Glass - Service Information - Grand Cherokee
Heated Glass - Service Information - Grand Cherokee
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: Vertical Bus Bars, Grid Lines & Rear Window

The rear window defogger system, also known as the Electric Back Light (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 momentary push-button switch that is integral to the A/C-heater
control, located at the center of the instrument panel.
OPERATION
OPERATION
NOTE: Automatic Temperature Control (ATC) shown in illustration. Manual

Temperature Control (MTC) similar.
Fig. 2: Switch, A/C-Heater Control & Amber Indicator

The Electric Back Light (EBL) system is controlled by a momentary switch (1) located in the A/C-heater
control (2). When the rear window defogger switch is pressed to ON with the ignition switch in RUN, the
switch sends a request signal over the CAN 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 and to the heated side view mirrors. The grid lines heat the glass to help clear the
rear window and side mirror surfaces of fog or frost.
An amber indicator (3) in the rear window defogger switch will illuminate to indicate when the EBL system is
turned on.
NOTE: The EBL system turns off automatically after ten minutes of initial operation.
Each following activation cycle of the EBL system will last five minutes.
The EBL system will automatically turn off after an initial programmed time interval of about ten 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 five 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 Mopar® Rear Window Defogger Repair Kit (Part Number 04549275) or equivalent. Refer to GRID,
DEFOGGER, REAR , STANDARD PROCEDURE.
The EBL control system is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .

ELECTRIC BACKLIGHT (EBL) AND HEATED MIRROR SYSTEM
NOTE: Illumination of the defogger switch indicator lamp does not necessarily mean
that electrical current is reaching the rear window glass and/or the outside rear
view mirror heating grids.
NOTE: See Wiring Information for circuit descriptions and diagrams of the rear window
defogger (EBL) and heated mirror systems,
Operation of the Electrical Back Light (EBL) and heated mirror systems can be confirmed by the following:
Fig. 3: Testing EBL Grid Lines

1. Use a scan tool and check for Diagnostic Trouble Codes (DTCs) related to the A/C-heater control and the
Totally Integrated Power Module (TIPM). If no DTCs are found, go to step 3. If any DTCs are found,
repair as required, then proceed to step 3.
2. Check the fuse located in the Totally Integrated Power Module (TIPM). The fuse must be OK and tight in
the receptacle.
3. Turn the ignition switch to RUN. Set the rear window defogger switch to ON. Rear window defogger
operation can be checked by feeling the rear window glass, or the heated outside rear view mirror glass. A
distinct difference in temperature between the grid lines (1) and the adjacent clear glass (2) or the heated
mirror glass should be detected within 3 to 4 minutes of operation.
4. If a rear window glass temperature difference is not detected, use a 12-volt DC voltmeter (4) and contact
the rear glass heating grid power feed terminal A (3) with the positive lead, and the ground terminal B (5)
with the negative 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 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 is connected to the heating grid negative terminal and that there is
continuity to ground.
5. If broken defogger grid lines or bus bars are suspected, use a 12-volt DC voltmeter and contact the rear
glass heating grid ground terminal B with the negative lead and each rear glass heating grid line at its
mid-point with the positive lead. The voltmeter should read approximately 6 volts at each grid line mid-
point. If the voltmeter does not read approximately 6 volts, repair the open grid line(s) or bus bar(s).
Refer to GRID, DEFOGGER, REAR , STANDARD PROCEDURE.
6. If the operation of the EBL system and/or the heated mirror system has been verified but the defogger
LED indicator does not illuminate, replace the A/C-heater control. Refer to CONTROL, A/C AND
HEATER , REMOVAL .
GRID, DEFOGGER, REAR

STANDARD PROCEDURE
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 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
Mopar® 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 204° C (400° 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 204° C (400° 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
NOTE: ATC control shown in illustration. MTC control similar.

Fig. 5: Switch, A/C-Heater Control & Amber Indicator

The switch for the rear window defogger (Electric Back Light) (EBL) system (1) is integrated into the A/C-
heater control (2), located in the center of the instrument panel. When the rear window defogger switch is
pressed to ON, a request signal is sent on the CAN Bus to the Totally Integrated Power Module (TIPM) to
operate the EBL system.
When the high side driver in the TIPM is energized, current is directed to the rear defogger grid lines and to the
heated side view mirrors. An amber indicator (3) illuminates in the switch to indicate when the EBL system is
turned on. The grid lines heat the glass to help clear the surface of fog or frost.
OPERATION
OPERATION
An amber indicator will illuminate when the rear window defogger switch is activated. When activated, the
switch sends a request signal to the to the Totally Integrated Power Module (TIPM) to energize the internal
Electric Back Light (EBL) high side driver to provide battery current to the rear window defogger grid lines and
to the heated side view mirrors.
NOTE: The EBL system turns off automatically after ten minutes of initial operation.
Each following activation cycle of the EBL system will last five 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 five minutes. The EBL system will automatically shut off if the ignition switch is turned to any position
other than RUN, or it can be turned off manually by pressing the rear window defogger switch a second time.
The rear window defogger switch is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The rear window defogger switch and the rear window defogger indicator cannot be repaired and the A/C-
heater control must be replaced if inoperative or damaged. Refer to CONTROL, A/C AND HEATER ,
REMOVAL .
2011 ACCESSORIES AND EQUIPMENT Heated Mirrors - Service Information - Grand Cherokee
Heated Mirrors - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
NOTE: Automatic Temperature Control (ATC) shown in illustration. Manual

Temperature Control (MTC) similar.
Fig. 1: Rear Window Defogger Switch & Amber Indicator Lamp

The heated mirror system is controlled by the momentary rear window defogger switch (1) that is integral to the
A/C-heater control (2). An amber indicator lamp (3) will illuminate to indicate when the rear window defogger
system, also known as the Electric Back Light (EBL) system is turned on.
The heated mirror system only operates in concert with the EBL system, and will automatically turn off after a
programmed time interval of about ten minutes as long as the ignition switch is in RUN. After the initial time
interval has expired, if the rear window defogger system is turned on again during the same ignition cycle, the
heated mirror system will automatically turn off after about five minutes. The heated mirror 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.
Circuit protection for the EBL system is provided by a fuse located in the Totally Integrated Power Module
(TIPM).
OPERATION
OPERATION
2011 ACCESSORIES AND EQUIPMENT Heated Mirrors - Service Information - Grand Cherokee
When the rear window defogger switch is pressed, the rear window defogger (Electric Back Light) (EBL)
system becomes activated and an electric heater grid located behind the glass of each of the outside rear view
mirrors is energized. When energized, each of these heater grids produce heat to help clear the outside rear view
mirrors of ice, snow, or fog.
If the outside mirror heating grids are both inoperative, refer to DIAGNOSIS AND TESTING . If only one of
the outside mirror heating grids is inoperative, refer to DIAGNOSIS AND TESTING .
The heating grid behind each outside mirror glass cannot be repaired and the mirror glass must be replaced if
inoperative or damaged, refer to MIRROR, OUTSIDE REARVIEW , REMOVAL and MIRROR,
OUTSIDE REARVIEW, GLASS , REMOVAL .
2011 ACCESSORIES AND EQUIPMENT Heated Seats - Service Information - Grand Cherokee
Heated Seats - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
Fig. 1: Two Heated Seat Switches, A/C-heater Control & Two Light-Emitting Diode (LED) Indicator
Lamps
Vehicles with the heated seat option can be visually identified by the two heated seat switches (3 and 4) located
in the A/C-heater control (1) in the center of the instrument panel, and by the two heated seat switches located
at the rear of the floor center console, when equipped with rear heated seats. Refer to SWITCH, HEATED
SEAT , DESCRIPTION. The heated seat system allows the seat passenger to select from two different levels
of electrical seat heating (HI/LO). The heated seat system for this vehicle includes the following major
components:
 Heated Seat Switches - Up to four heated seat switches are used per vehicle, including two Light-
Emitting Diode (LED) indicator lamps (2 and 5) for heat level indication. Two switches for the front seats
and two switches for the rear seats, if equipped with rear heated seats.
 Heated Seat Elements - Up to eight heated seat elements are used per vehicle, two for each seat. The
elements are integral to the individual seat and seat back cushions.
 Heated Seat Module (HSM) - The HSM (also know as the comfort seat wheel module) controls the
functions of all the heated seats, and if equipped, the heated steering wheel and vented seats. Refer to
MODULE, HEATED SEAT , DESCRIPTION .
OPERATION
OPERATION
The heated seat system operates on battery current received through fused ignition switch output (run) circuits,
so that the heated seat system will only operate when the engine is running. The heated seat system will turn off
automatically whenever the engine is turned off.
The Heated Seat Module (HSM) (also know as the comfort seat wheel module) is used to control the heated seat
system. The HSM responds to heated seat switch and ignition switch status inputs and controls the 12 volt
output to the seat heating elements through integral solid-state relays.
The heating elements for the selected seat are energized when any of the heated seat switches are pressed. Light
Emitting Diodes (LEDS) on each switch indicate the level of heat in use: Two LEDs are illuminated for high,
one for low and none for off. Pressing the switch once will select high-level heating. Pressing the same switch a
second time will select low-level heating. Pressing the switch a third time will shut the heating elements off.
When high-level heating is initially selected, the heated seat control logic provides a boosted high heat level
during the first four minutes of operation, and then lowers the heat level to the normal high temperature level.
After thirty minutes of continuous operation on high heat, the heated seat control logic lowers the seat
temperature to the low level. At that time, the number of illuminated LEDs change from two to one, indicating
the temperature setting change. Operation on the low-level heat setting also turns off after thirty minutes.
The heated seat system will automatically turn off if an open or short in the heating element circuit is detected.

HEATED SEAT SYSTEM
NOTE: Vehicles equipped with the heated seat option utilize a low voltage cut-off
feature. This feature turns off power to the heated seat system anytime vehicle
voltage is below 11.7 volts or above 15.5 volts. Be certain to check the vehicle
electrical system for proper voltage anytime the heated seat system appears
inoperative.
intermittent problem, sit in the seat in question and move around the heating
elements within the seat while testing continuity. also wiggle the heated seat
wire harness and electrical connectors while testing continuity.
NOTE: For complete circuit diagrams, see Wiring Information. Wiring Information
includes wiring diagrams, connector pin-out and location views, details of wire
harness routing and retention, splice and ground locations and proper wire and
connector repair procedures.
Before testing any individual components in the heated seat system, check the following:
 Check the fuses located in the Totally Integrated Power Module (TIPM). The fuses must be OK and tight
in the receptacles.
(HSM) and A/C-heater control. If any DTCs are found, repair as necessary (Refer to appropriate
Electrical Diagnostics article for more information).
system.
 If there are no DTCs and the front heated seat system functions properly, but one or both of the Light
Emitting Diode (LED) indicators in a front heated seat switch do not illuminate, replace the A/C-heater
control. Refer to CONTROL, A/C AND HEATER , REMOVAL .
 If there are no DTCs and the rear heated seat system functions properly, but one or both of the LED
indicators in a rear heated seat switch do not illuminate, check the rear heated switch circuits and repair as
necessary. See Wiring information. If the wiring is OK, replace the inoperative second row heated seat
switch. Refer to SWITCH, HEATED SEAT , REMOVAL.
PAD, HEATER
DESCRIPTION
DESCRIPTION
Fig. 2: Heating Element, Connector & Seat Cushion

Vehicles equipped with the optional heated seat system have up to four heated seats. One heating element (1) is
used for each seat cushion and another heating element is used for each seat back.
All of the heated seat elements consist of multiple heating circuits operating in parallel throughout the element
and a wire lead and connector (2). The heated seat elements are captured between the seat trim cover and the
seat cushion (3). If a malfunction occurs in one or more of the individual circuits, the remaining operational
circuits will continue to provide heat.
All models have an Occupant Detection Sensor (ODS) (3) located on the front passenger seat bottom cushion
(1). The ODS is located directly below the seat bottom cover. This sensor provides information to the Occupant
Restraint Controller (ORC) used for control of the passenger belt alert feature. Refer to SENSOR,
OCCUPANT DETECTION , DESCRIPTION .
Whenever an ODS has been removed from the seat bottom heater element (2) or ventilation/heater element
(depending on how equipped), it must be replaced with a new ODS unit. Refer to SENSOR, OCCUPANT
DETECTION , REMOVAL .
OPERATION
OPERATION
Battery current is directed to the heated seat elements by the Heated Seat Module (HSM). The HMS will
energize the heated seat elements when the heated seat switch is pressed in the Low or High position.
As electrical current passes through the heated seat element, the resistance of the wire used in the element
disperse some of the electrical current in the form of heat. The heat produced by the heated seat element then
radiates through the underside of the seat cushion and seat back trim covers, warming the seat covers and its
occupant.
The heated seat elements cannot be repaired and if damaged or inoperative must be replaced.
HEATED SEAT ELEMENT

NOTE: Front Seat shown in illustration. Back seat similar.
Fig. 4: Wire Harness Connectors

NOTE: For complete circuit diagrams, see Wiring Information. Wiring Information
includes wiring diagrams, connector pin-out and location views, details of wire
harness routing and retention, splice and ground locations and proper wire and
connector repair procedures.
The wire harness connectors (1 and 2) for the heating elements are located under the seat.
NOTE: When testing the heated seat elements for resistance, be certain to sit in the
seat in question and move around the heating elements within the seat while
testing. Moving the heating elements will help eliminate the possibility of an
intermittent open in the element, which would only be evident in a certain
position.
1. Locate and disconnect the seat electrical connectors as necessary.

2. Check the resistance between the circuit leading in and out of the suspect heated seat element. The
resistance should be between 3.8 - 4.8 ohms for a seat bottom cushion element and 4.3 - 5.4 ohms for a
seat back cushion element. If OK, test the Heated Seat Module (HSM) and related circuits. Refer to
DIAGNOSIS AND TESTING . If not OK, replace the inoperative heated seat element.
REMOVAL
REMOVAL
service of the front seats, when equipped with front seat air bags, refer to
WARNING . Disconnect and isolate the negative battery (ground) cable,

then wait two minutes for the airbag system capacitor to discharge before
NOTE: Some models come equipped with front seats that are both heated and vented.
The seat heating elements on heated and vented models have a one piece
vented and heated seat pad assembly. Refer to PAD, VENTED SEAT ,
REMOVAL .
NOTE: Front seat bottom cushion shown in illustration. Rear seat and seat back
cushions similar.

2. Remove the appropriate seat bottom or seat back cushion and place it on a workbench. Refer to COVER,
SEAT BACK, FRONT .
3. Remove the seat bottom or seat back cover from the cushion (1). Refer to COVER, SEAT CUSHION,
FRONT .
NOTE: On all models, the front passenger seat contains an Occupant Detection
Sensor (ODS) to provide information to the Occupant Restraint Controller
(ORC).
4. When servicing the front passenger seat bottom cushion heating element (2), be sure to replace the
DESCRIPTION .

5. Make note of the installed location of the heated seat element on the cushion being serviced.
6. Remove the heated seat element from the foam cushion by peeling the element away from the cushion.
Be careful not to remove excessive foam from the cushion.
INSTALLATION
INSTALLATION
CAUTION: During heated seat element replacement, be careful not to fold or crease
the new heating element. Folds or creases will cause premature heated
seat element failure.
NOTE: Front seat bottom cushion shown in illustration. Rear seat and seat back
cushions similar.

1. Peel off the adhesive backing from the replacement heated seat element (1).
2. Position the heated seat element to the foam cushion directly where the original heater element was
located. There will be adhesive marks on the cushion outlining the factory installed location.
3. Firmly press the heated seat element onto the foam cushion. Make sure the adhesive is fully adhered to
the cushion.
4. When servicing the front passenger seat bottom cushion heating element (2), install a new Occupant
Detection Sensor (ODS) (3). Refer to SENSOR, OCCUPANT DETECTION , INSTALLATION .

5. Install the seat bottom or seat back cover onto the cushion (1). Refer to COVER, SEAT CUSHION,
FRONT .
NOTE: Make certain the heated seat element wire harness and ODS harness
(when equipped) is correctly routed through the seat bottom cushion and
cover. Any excess wire should be securely placed between the rear of the
foam cushion and the rear seat cover flap.
6. Install the seat bottom or seat back cushion. Refer to COVER, SEAT BACK, FRONT .
7. Install the seat. Refer to SEAT, FRONT , INSTALLATION SEAT, REAR , INSTALLATION .
9. Verify proper heated seat system operation.
SWITCH, HEATED SEAT

DESCRIPTION
FRONT
Fig. 9: Two Heated Seat Switches, A/C-heater Control & Two Light-Emitting Diode (LED) Indicator
Lamps
The front heated seat switches (3 and 4) are momentary contact push button type switches that are mounted in
the A/C-heater control (1), located in the center of the instrument panel. These switches allow the driver and
front seat passenger to select from two different levels of electrical seat heating (HI and LO). Amber Light
Emitting Diodes (LEDS) (2 and 5) in each switch indicate the level of heat in use: Two LEDs illuminate for
high, one for low, and none for off. Pressing a heated seat switch once will select high-level heating. Pressing
the same switch a second time will select low-level heating. Pressing the switch a third time will shut off the
heating elements in the seat.
REAR
Fig. 10: Rear Heated Seat Switches, Center Floor Console & Amber Light Emitting Diodes
The rear heated seat switches (1) are momentary contact push button type switches that are mounted at the rear
of the center floor console (2). These switches allow the 2nd row seat passengers to select from two different
levels of electrical seat heating (HI and LO). Amber Light Emitting Diodes (LEDS) (3) in each switch indicate
the level of heat in use: Two LEDs illuminate for high, one for low, and none for off. Pressing a heated seat
switch once will select high-level heating. Pressing the same switch a second time will select low-level heating.
Pressing the switch a third time will shut the heating elements in the seat off.
OPERATION
FRONT
The two front heated seat switches are momentary, push button-type switches, that provide a request signal to
the Heated Seat Module (HSM) (also know as the comfort seat wheel module), over the Controller Area
Network (CAN) bus, signaling the HSM to energize the heating element for the selected seat. Light Emitting
Diodes (LED) in each switch indicate the level of heat in use. The front seat switch LEDs are controlled by the
HSM.
The front heated seat switches are diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The front heated seat switches cannot be adjusted or repaired and if a switch or its LEDs are damaged or
inoperative, the entire A/C-heater control must be replaced.
REAR
The two rear heated seat switches are momentary, push button-type switches, that provide a hard-wired
resistance signal to the Heated Seat Module (HSM) (also know as the comfort seat wheel module), signaling it
to energize the heating elements for the selected seat. Light Emitting Diodes (LED) in each switch indicate the
level of heat in use. The rear seat switch LEDs are controlled by the HSM.
The rear heated seat switches are diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The rear heated seat switches cannot be adjusted or repaired and if a switch or its LEDs are damaged or
inoperative, the entire switch must be replaced.
REMOVAL
FRONT
column or instrument panel component diagnosis or service, refer to
WARNING . Disconnect and isolate the negative battery (ground) cable
and wait two minutes for the airbag system capacitor to discharge before
Fig. 11: A/C - Heater Control Screws


2. Remove the instrument panel center bezel (3) and place it on a workbench. Refer to BEZEL,
INSTRUMENT PANEL, CENTER , REMOVAL .
3. Remove the four screws (2 and 4) that secure the A/C-heater control (1) to the center bezel and remove
the control.
REAR
NOTE: Take the proper precautions to protect the face of the floor console panel from
cosmetic damage while performing this procedure.
Fig. 12: Floor Console Rear Duct Screws


2. Remove the floor console rear trim panel (1) from the back of the floor console using Trim Stick (special
tool #C-4755, Trim Stick) or equivalent. Disconnect any necessary electrical connectors and place the
trim panel on a workbench.
3. Remove the six screws (1 and 3) that secure floor console rear duct (2) to the floor console rear trim panel
(4).
NOTE: If the foam seal on the console rear duct is deformed or damaged, the seal
must be replaced.
4. Remove the floor console rear duct from the floor console rear trim panel.
Fig. 13: 2nd Row Heated Switch Retaining Tabs

5. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, gently disengage the two retaining
tabs (1 and 3) that secure each 2nd row heated switch (2) to the back of the floor console rear trim panel
(4).
6. Remove the 2nd row heated switches, as necessary, from the floor console rear trim panel.
INSTALLATION
FRONT
Fig. 14: A/C - Heater Control Screws

1. Position the A/C-heater control (1) onto the back of the instrument panel center bezel (3).
2. Install the four screws (2 and 4) that secure the A/C-heater control to the center bezel. Tighten the screws
to 2.2 N.m (20 in. lbs.).
INSTALLATION .
5. Initiate the Actuator Calibration function using a scan tool. Refer to STANDARD PROCEDURE .
6. Verify proper front heated seat system operation.
REAR
Fig. 15: 2nd Row Heated Switch Retaining Tabs

1. Install the 2nd row heated seat switches (2), as necessary, into the floor console rear trim panel (4). Push
the switches firmly into the trim panel until the retaining tabs (1 and 3) are fully engaged.
Fig. 16: Floor Console Rear Duct Screws

NOTE: If the foam seal on the console rear duct is deformed or damaged, the seal
must be replaced.
2. Install the floor console rear duct (2) onto the floor console rear trim panel (4).
3. Install the six screws (1 and 3) that secure floor console rear duct to the floor console rear trim panel.
4. Install the floor console rear trim panel (1) onto the back of the floor console. Be sure to connect any
necessary electrical connectors and properly align the console ducts.
6. Verify proper 2nd row heated seat system operation.
2011 ACCESSORIES AND EQUIPMENT Horn System - Service Information - Grand Cherokee
Horn System - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
Fig. 1: Two Horns & Horn Switch

The dual-note horn system features dual electromagnetic horn units. The horn system includes the following
major components:
 Horn - The two horns are located near the center of the vehicle behind the radiator grille assembly.
 Horn Switch - The horn switch is located in the driver airbag trim cover.
OPERATION
OPERATION
The horn system operates on battery current received through a fuse in the Total Integrated Power Module
(TIPM). The horn system circuit is designed so that the system will remain operational, regardless of the
ignition switch position.

HORN SYSTEM
The most reliable, efficient, and accurate means to diagnose the horn system requires the use of a scan
tool and the proper Diagnostic Procedures information.
In most cases, any problem involving continually sounding horns can be quickly alleviated by removing the
horn fuse from the Total Integrated Power Module (TIPM).
diagnosis or service, refer to WARNING . Disconnect and isolate the
HORN
HORN
REMOVAL
REMOVAL


2. Remove the radiator grille assembly. Refer to GRILLE , REMOVAL .
3. Disconnect the electrical harness connectors (3).
4. Remove the fastener (1) and remove horn assembly (2).
INSTALLATION
INSTALLATION

1. Position the horn assembly (2), install and tighten the fastener (1).
2. Connect the electrical harness connectors (3).

3. Install the radiator grille assembly. Refer to GRILLE , INSTALLATION .
SWITCH, HORN
HORN SWITCH
REMOVAL
REMOVAL
WARNING: On vehicles equipped with airbags, refer to RESTRAINTS - 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
HORN SWITCH ASSEMBLY

Fig. 4: Driver Side Airbag Assembly, Electrical Connectors, Four E-Clip Retainers & Airbag Mounting
Bracket
1. Remove the driver side airbag assembly (1). Refer to AIR BAG, DRIVER , REMOVAL .
NOTE: The horn switch pads are only serviced as an assembly with the airbag
mounting bracket.
3. Remove the four e-clip retainers (4) that secure the airbag mounting bracket (3) to the airbag.
INSTALLATION
INSTALLATION

HORN SWITCH ASSEMBLY

Fig. 5: Driver Side Airbag Assembly, Electrical Connectors, Four E-Clip Retainers & Airbag Mounting
Bracket
NOTE: The horn switch pads are only serviced as an assembly with the airbag
mounting bracket.
1. Position the airbag mounting bracket (3).

2. Press down to compress the springs and install the four e-clip retainers (4), securing bracket to the airbag
(1).
3. Position the airbag assembly and connect the electrical connectors (2).
4. Install the driver side airbag assembly. Refer to AIR BAG, DRIVER , INSTALLATION .
2011 ACCESSORIES AND EQUIPMENT Instrument Cluster - Service Information - Grand Cherokee
Instrument Cluster - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
Fig. 1: Instrument Cluster, Bezel, Steering Column & Electronic Vehicle Information Center
The instrument cluster (2) for this vehicle includes the hardware and software necessary to serve as the
electronic body control module and is also referred to as the Cab Compartment Node (CCN) The instrument
cluster is located directly in front of the driver above the steering column opening. The remainder of the CCN,
including the mounts and the electrical connections, are concealed within the instrument.
Besides analog gauges and indicators, the CCN module incorporates two Liquid Crystal Display (LCD) units.
One is a fixed segment unit for displaying odometer information, automatic transmission gear selector position
(PRNDL), and the cruise indicator. The second is a large, reconfigurable visual display and interface for the
Electronic Vehicle Information Center (EVIC), the trip computer, the Universal Garage Door Opener (UGDO),
the customer programmable features, numerous textual warning or reminder indicators and certain diagnostic
information.
Fig. 2: Cluster Gauges And Indicators, Integral Hood Unit, Bezel

The instrument cluster gauges and indicators (1) are visible through a dedicated opening in the instrument panel
below the cluster hood and are protected by a clear plastic cluster lens and integral hood unit (2). The hood
serves as a visor and shields the face of the gauges from ambient light and reflections to reduce glare. The
molded plastic lens and hood has four integral latch features at various point around the perimeter that secure it
to tabs molded into the outer perimeter of the cluster housing. The cluster bezel (3) is mounted to the cluster
housing using similar design integral latches and screws located at the top and bottom of the assembly.
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 microprocessor-based 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
COMMUNICATION , DESCRIPTION .
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 A/C select switch and evaporator
temperature sensor hard-wired inputs from the Manual Temperature Control (MTC) control or electronic
messages received over the CAN data bus from the Automatic Temperature Control (ATC) control, then
transmits electronic A/C clutch request messages 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
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.
 Automatic Headlamps Support - On vehicles equipped with optional automatic headlamps, the CCN
calculates the average ambient light level based upon an electronic message received over the CAN data
bus from the Rain Sensor Module (RSM) on the windshield below the automatic day/night inside rear
view mirror mounting button, then transmits an electronic auto headlamps request message when
appropriate to support the automatic headlamps feature.
 Electric Backlight Status Support - On vehicles equipped with optional Automatic Temperature
Control (ATC), the CCN monitors electronic Electric BackLight (EBL) status messages received over
the CAN data bus from the ATC control, then transmits electronic EBL status messages when
appropriate to support the EBL feature.
 Electronic Vehicle Information Center Support - The CCN provides support for each of the functions
and features of the Electronic Vehicle Information Center (EVIC). This includes support for the compass,
thermometer, audio system mode, customer programmable features, textual warnings, premium Tire
Pressure Monitor (TPM), trip computer, U-Connect™ Hands-Free communication, HomeLink™
Universal Garage Door Opener (UGDO) and the steering wheel switch electronic message inputs
received over the Local Interface Network (LIN) data bus that are used to control and configure many of
the EVIC displays. This also includes display arbitrator programming, which controls the priorities,
sequences, and transition of information that is displayed in the EVIC, particularly when multiple display
requests are received simultaneously.
 Enhanced Accident Response Support - The CCN monitors an input from the Occupant Restraint
Controller (ORC) and, following an airbag deployment, will immediately disable the power lock output,
unlock all doors by activating the power unlock output, then enables the power lock output if the power
lock switch input remains inactive for two seconds. The CCN also monitors an input from 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 ignition
switch is turned to the OFF position, 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 Front Control Module (FCM) located on the Integrated Power Module (IPM) over the CAN data
bus to support the exterior lighting functions.
 Fuel Level Data Support - The CCN provides a current source for and receives a hard-wired analog
input from the fuel level sending unit located on the fuel pump module in the fuel tank. The CCN uses
this input to calculate the proper fuel gauge needle position and to control low fuel indicator operation.
Based upon this input, the CCN also uses electronic messaging to transmit this data over the CAN data
bus for use by other electronic modules in the vehicle.
 Heated Seat Switch Support and Switch Indicator Control - On vehicles equipped with optional
heated seats, the CCN monitors electronic heated seat switch status messages from the front heated seat
switches in the instrument panel switch pod and hard-wired inputs from the rear heated seat switches and
transmits electronic heated seat request messages over the CAN data bus. This message wakes up the
Heated Seat Module (HSM) when the switch is actuated. The CCN then monitors electronic messages
received over the CAN data bus from the HSM to send electronic status messages over the LIN data bus
back to the lower switch pod to control front heated seat switch Light Emitting Diode (LED) indicators
and uses a high side driver output to control the appropriate rear heated seat switch LED indicators.
 Hill Descent Switch Support and Switch Indicator Control - On vehicles equipped with the optional
hill descent system, the CCN monitors electronic hill descent switch status messages from the hill
descent switch in the instrument panel switch pod over the LIN data bus and transmits electronic hill
descent switch request messages to the Controller Anti-lock Brake (CAB) over the CAN data bus. This
message tells the CAB whether the system should be enabled or disabled when the switch is actuated. The
CCN then monitors electronic messages received over the CAN data bus from the CAB and transmits
electronic messages to the instrument panel switch pod over the LIN data bus to control the hill descent
switch Light Emitting Diode (LED) disable indicator.
 Ignition On and Ignition Accessory/On Relay Control - The CCN monitors electronic ignition switch
status messages received over the CAN bus from the Wireless Ignition Node (WIN) and a hard-wired
input from the ignition switch on the instrument panel, and provides low side driver outputs to control
both the ignition ON and ignition ACCESSORY/ON relays in the Junction Block (JB) as appropriate.
 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 eight 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 liftgate flip-up glass ajar
switch, the reading lamp switches and the WIN to provide courtesy lamp control. This includes support
for timed illuminated entry with theater-style fade-to-OFF 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 pods, the steering wheel switches 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
12-volt Pulse-Width 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.
 Park Assist Switch Support and Switch Indicator Control - On vehicles equipped with the optional
park assist system, the CCN monitors electronic park assist switch status messages from the park assist
switch in the instrument panel switch pod over the LIN data bus and transmits electronic park assist
switch request messages to the park assist module over the CAN data bus. This message tells the park
assist module whether the system should be enabled or disabled when the switch is actuated. The CCN
then monitors electronic messages received over the CAN data bus from the park assist module and
transmits electronic messages to the instrument panel switch pod over the LIN data bus to control the
park assist switch Light Emitting Diode (LED) disable indicator.
 Power Inverter Support - The CCN monitors a hard-wired input from the power inverter to determine
the inverter status, then transmits electronic inverter status messages to other electronic modules in the
vehicle over the CAN data bus.
 Power Lock System Control - The CCN monitors inputs from the power lock switches and the WIN to
provide control of the power lock motors through high side and low side driver outputs. This includes
support for rolling door locks (also known as automatic door locks), automatic door unlock, and a door
lock inhibit mode.
 Remote Keyless Entry Support - The CCN supports the Remote Keyless Entry (RKE) system features,
including support for the RKE LOCK, UNLOCK (with optional driver-door-only unlock, and unlock-all-
doors), PANIC, audible chirp, optical chirp, illuminated entry modes, an RKE programming mode, as
well as optional Vehicle Theft Security System (VTSS) arming (when the proper VTSS arming
conditions are met) and disarming.
 Remote Radio Switch Support - The CCN receives electronic message inputs from the remote radio
switches on the steering wheel over the LIN data bus, then provides electronic radio request messages
over the CAN data bus to support the remote radio switch function.
 Remote Start System Support - The CCN receives electronic message inputs from the WIN and then
displays the appropriate remote start system textual reminder messages to the vehicle operator within the
CCN dot matrix display.
 Steering Wheel Switch Support - The CCN receives electronic message inputs from the steering wheel
switches on the steering wheel over the LIN data bus to control and configure many of the EVIC displays
and functions.
 Vehicle Theft Security System Control - The CCN monitors inputs from the door ajar switches, and the
WIN, on vehicles so equipped. The intrusion module then provides electronic horn and lighting request
messages to the Front Control Module (FCM) located on the Integrated Power Module (IPM) for the
appropriate VTSS alarm output features.
 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 FCM located on the IPM over the CAN
data bus to support the wiper and washer system functions, including the headlamps-on with wipers
programmable feature.
VACUUM-FLUORESCENT DISPLAYS
Fig. 3: Domestic Cluster

Fig. 4: Export Cluster

The instrument cluster includes the following Liquid Crystal Display (LCD) units:
 EVIC Display (21)

 Odometer/Trip Odometer Display (22)
The Liquid Crystal Display (LCD) (21) (22) units are soldered to the CCN electronic circuit board. Both the
come standard the located below the speedometer are fixed segment displays. An odometer is standard factory-
installed equipment on this vehicle. The odometer is located within the fixed segment, blue-green LCD. The
fixed segment display unit is soldered onto the cluster electronic circuit board, and is visible through a window
with a smoked lens. The dark lens prevents it from being clearly visible when it is not illuminated.
The odometer information is 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 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 shown in
the fixed segment LCD in the same white color and at the same lighting level as the odometer values. The unit
of measure for the odometer can be selected using the customer programmable features function of the
Electronic Vehicle Information Center (EVIC). The odometer has a RENTAL CAR mode, which will
illuminate the odometer information in the EVIC whenever either front door is opened with the ignition switch
in the OFF or ACCESSORY positions.
During daylight hours (exterior lamps are OFF) the fixed segment LCD is illuminated at full brightness for clear
visibility. At night (exterior lamps are ON), the LCD 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
multi-function switch control stalk. However, a PARADE mode position of the control sleeve allows the LCD
to be illuminated at full brightness if the exterior lamps are turned ON during daylight hours.
Dual trip odometer (Trip A and Trip B) capability is standard equipment on this vehicle. Both trip odometers
appear within the LCD display unit, although they cannot be displayed simultaneously. The trip odometer
information is stored in the instrument cluster memory. Each trip odometer can display values up to 16099.9
kilometers (9999.9 miles). Each trip odometer will roll over to zero independently when it accumulates these
values. The trip odometer minimum value is 0.0 (miles or kilometers) and does have a decimal point to show
tenths of a full unit values (miles or kilometers).
The unit of measure (km or miles ) for the trip odometer display is shown next to the Trip A or Trip B text in
the LCD in the same white color and at the same lighting level as the trip odometer values. The unit of measure
for the trip odometer can be selected using the customer programmable features function of the Electronic
Vehicle Information Center (EVIC).
The instrument cluster gauges, indicators, LCD 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 inoperative, the entire instrument cluster assembly must be replaced. The
cluster lens and hood unit are the only components of the instrument cluster assembly that can be serviced
separately.
OPERATION
OPERATION
The instrument cluster in this vehicle includes the hardware and software necessary to serve as the electronic
body control module and is sometimes referred to as the Cab Compartment Node (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 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 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 positioned 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 microprocessor-based 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. Refer to 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 on-board 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 circuitry operates on battery current received through a fused B(+) fuse on a non-switched fused B(+)
circuit, and on battery current received through a fused ignition switch output (run-start) fuse on a fused ignition
switch output (run-start) 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 near the left
end of the instrument panel structural support.
The CCN also has a diagnostic self test capability, which will test each of the CAN 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 Liquid Crystal
Display (LCD) units. For more information on the diagnostic self test. Refer to DIAGNOSIS AND TESTING.
LIQUID CRYSTAL DISPLAY
The LCD unit is an integrated part of the CCN and is soldered to the electronic circuit board. With the ignition
switch in the OFF or ACCESSORY positions, the odometer display is activated when the driver door is opened
(Rental Car mode) and is deactivated when the driver door is closed. Otherwise, the display unit is 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 LCD has several display capabilities including odometer, trip odometer, engine
hours, gear selector indication (PRNDL), several warning or reminder indications, and various diagnostic
information when certain fault conditions exist.
Dual trip odometer (Trip A and Trip B) capability is standard equipment on this vehicle. Both trip odometers
appear within the LCD display unit, although they cannot be displayed simultaneously. The trip odometer
information is stored in the instrument cluster memory. Each trip odometer can display values up to 16099.9
kilometers (9999.9 miles). Each trip odometer will roll over to zero independently when it accumulates these
values. The trip odometer minimum value is 0.0 (miles or kilometers) and does have a decimal point to show
tenths of a full unit values (miles or kilometers).
The buttons in the left side of the steering wheel control many of the display modes for the EVIC. Actuating the
SCROLL buttons momentarily with the ignition switch in the ON position will toggle the display to the trip
info menu. With Trip info highlighted, press the STEP bottom momentarily to enter the trip menu. Select TRIP
A or TRIP B , depressing the STEP button for about two seconds while one of the trip odometer modes is
displayed will reset that trip odometer value to zero. To return, press the BACK button, scroll through the main
menu to turn menu off and press the step button.
The LCD unit can be diagnosed using the CCN self-diagnostic test. Refer to DIAGNOSIS AND TESTING.
Proper testing of the CAN data bus and the electronic data bus message inputs to the CCN that control some of
the VFD functions requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
Specific operation details for the odometer, the trip odometer, the gear selector indicator and the various
warning and reminder indicator functions of the VFD unit may be found elsewhere in this service information.
CLUSTER ILLUMINATION
The illumination intensity of the LCD unit is controlled by the CCN circuitry based upon an input from the
headlamp switch and a dimming level input received from the panel dimmer switch. The CCN synchronizes the
illumination intensity of other LCD units with that of the unit in the CCN by sending electronic dimming level
messages to other electronic modules in the vehicle over the CAN data bus.
The CCN has several Light Emitting Diode (LED) units that provide cluster back lighting whenever the exterior
lighting is turned ON, or whenever the ignition switch is in the ON position. 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) multi-function 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 12-volt input it receives on a hard-wired panel lamps dimmer switch signal circuit into a 12-volt Pulse
Width Modulated (PWM) output.
The CCN uses this PWM output to control the illumination intensity of the cluster general illumination lighting
and the LCD display 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 data bus to other electronic modules in the vehicle to control and synchronize the
illumination intensity of their display units to that of the CCN displays.
The hard-wired panel lamps dimmer outputs from the CCN may be diagnosed using conventional diagnostic
tools and procedures. However, 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

DIAGNOSIS AND TESTING - INSTRUMENT CLUSTER
deployment.
If all of the instrument cluster, also known as the Cab Compartment Node (CCN) 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 pin-out 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 appropriate diagnostic information for that
specific gauge or indicator. If an individual Controller Area Network (CAN) data bus message-controlled gauge
or indicator is ineffective, perform the CCN self-diagnostic Test.
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 values embedded into cluster
memory, but will 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 tow/haul indicator, the service four-wheel drive indicator, the four-
wheel drive low indicator, the four-wheel drive lock indicator, 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 self-diagnostic test will put the instrument cluster into its self-diagnostic mode. In this mode the instrument
cluster can perform a diagnostic 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 Liquid Crystal
Display (LCD) 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, Local Interface Network (LIN) data
bus, Powertrain Control Module (PCM), Totally Integrated Power Module (TIPM), Body Control Module
(BCM), Controller Antilock Brake (CAB), All-Wheel Drive Control Module (AWDCM), Occupant Restraint
Controller (ORC), compass module, 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 Electronic Vehicle Information Center (EVIC) menu down scroll switch button.
3. While still holding the scroll switch button depressed, turn the ignition switch to the ON position, but do
not start the engine.
4. Release the switch button.
5. The instrument cluster will simultaneously begin to illuminate all of the operational segments in the LCD
units and perform a bulb check of each operational LED indicator. The LCD segments and LED
indicators remain illuminated as each gauge needle is swept to several calibration points and back. If a
LCD 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 complete. The instrument cluster will automatically exit the self-diagnostic 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 and repeat the test if necessary. Refer to 1.
STANDARD PROCEDURE
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. Even if the vehicle is equipped with both driver and
passenger side front seat belt switches, this programming sequence MUST be
performed using the driver side front seat belt. The passenger side front seat
belt switch has no programming functionality.
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.
REMOVAL
REMOVAL
deployment.
CLUSTER ASSEMBLY

2. Position the steering column (5) to its lowest position.
3. Using a trim tool, release the clips and position the steering column seal (6) back.
4. Remove the fasteners that secure the instrument cluster (2) and bezel (1) assembly to the instrument
panel.
5. Pull the top of the instrument cluster back and lift the instrument cluster upward to remove.
6. Disconnect the instrument cluster wire harness connectors from the connector receptacles on the back of
the cluster housing.
7. Remove the instrument cluster from the vehicle.
CLUSTER HOOD, LENS AND MASK

2. Remove the instrument cluster from the instrument panel. Refer to 1.
3. Remove the instrument cluster bezel. Refer to BEZEL, INSTRUMENT CLUSTER , REMOVAL .
4. Working around the perimeter of the cluster housing, disengage each of the latches that secure the cluster
lens, hood and mask assembly to the cluster housing.
5. Remove the lens, hood and mask assembly from the face of the instrument cluster.
INSTALLATION
INSTALLATION
deployment.
CLUSTER ASSEMBLY
1. Install the cluster bezel (1) onto the instrument cluster (2). Refer to BEZEL, INSTRUMENT
CLUSTER , INSTALLATION .
2. Make sure the steering column (5) is at its lowest position.
3. Position the instrument cluster close enough to the instrument panel to reconnect the instrument panel
wire harness connectors to there receptacles on the back of the cluster housing.
4. Position the instrument cluster down into instrument panel bottom end first, aligning the lower mounting
tabs.
5. Tilt the top of the instrument cluster forward until the upper mounting hole aligns with the upper fastener
clip in the instrument panel.
6. Install and tighten the screw that secure the instrument cluster.
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 HOOD, LENS AND MASK
1. Position the cluster lens, hood, and mask assembly over the face of the instrument cluster.
2. Press firmly and evenly on the lens, hood, and mask unit until each of the latches are fully engaged
around the perimeter of the cluster housing.
3. Reinstall the instrument cluster into the instrument panel. Refer to1.
GAUGE PACK, INSTRUMENT CLUSTER

DESCRIPTION
DESCRIPTION
The instrument cluster assembly houses 4 analog gauges standard on all models and, has provisions for up to 19
International Control and Display Symbol icon indicators that are all controlled by the Cab Compartment Node
(CCN). For more information on the icon indicators, refer to INDICATORS, INSTRUMENT CLUSTER ,
DESCRIPTION. The gauge graphics are white and gray against a black field except for the two red
graduations at the high end of the gauge scale on the engine temperature gauge, and the low end on the gauge
scale on the fuel level gauge. The tachometer has several red graduations at the high end of the gauge scale that
designate the red line area, making them clearly visible within the instrument cluster in daylight.


The instrument cluster includes the following analog gauges:
 Engine Temperature Gauge (25)

 Fuel Gauge (19)
 Speedometer (15)
 Tachometer (1)
ENGINE TEMPERATURE
The standard equipment engine temperature gauge is located in the lower quadrant of 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 left-to-right from C (or Cold) to H (or Hot). for all vehicles. 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. For more information, refer to INTERNATIONAL
VEHICLE CONTROL AND DISPLAY SYMBOLS , DESCRIPTION .
FUEL LEVEL
A fuel gauge is standard equipment on all instrument clusters. This gauge is located in the lower quadrant of 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
left-to-right 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 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 right of center in the instrument
cluster. The speedometer consists of a movable gauge needle or pointer controlled by the instrument cluster
circuitry and a fixed 210 degree primary scale on the gauge dial face. For all vehicles the speedometer reads
left-to-right either from 0 to 140 mph, or from 0 to 240 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. On all vehicles, text appearing on the cluster overlay above
the hub of the speedometer needle abbreviates the unit of measure for the primary scale (either MPH or km/h ),
and text inside the low end of the secondary scale indicates the unit of measure for that scale.
TACHOMETER
The standard equipment tachometer is located to the left of center in the instrument cluster. The tachometer
consists of a movable gauge needle or pointer controlled by the instrument cluster circuitry and a fixed 210
degree scale. On all gasoline vehicles, the tachometer reads left-to-right from 0 to 7 and from 0 to 5 on diesel
equipped models. On all vehicles, the text RPM X 1000 imprinted on the cluster overlay directly above the hub
of the tachometer needle. This text identifies that each number on the tachometer scale is to be multiplied by
1000 rpm.
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.
OPERATION
OPERATION
GAUGES
All gauges receive battery current through the instrument cluster, also known as 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 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
The engine temperature gauge gives an indication to the vehicle operator of the engine operating 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 (run-start) 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 °C (105 °
F) for gasoline engines, or about 28 °C (82 °F) for diesel engines] and the high end of normal [about 124
°C (255 °F) for gasoline engines, or about 118 °C (244 °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 °C (104 °F) for gasoline
engines, or about 27 °C (81 °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 - Each time the CCN receives an electronic engine temperature message
from the PCM indicating the temperature is high [at or above about 127 °C (261 °F) for gasoline engines,
or about 118 °C (244 °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 °C (255 °F) for gasoline engines, or about 115 °C (239 °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.
 Engine Temperature Critical Message - Each time the cluster receives an electronic engine
temperature message from the PCM indicating the temperature is critical [above about 132 °C (270 °F)],
the gauge needle is held at the red H graduation at the high end of the gauge scale and a check gauges
indicator textual warning is displayed in the re-configurable dot matrix display. The gauge needle remains
at the red H graduation until the cluster receives a message from the PCM indicating that the temperature
is below critical [about 127 °C (261 °F)], or until the ignition switch is turned to the OFF position,
whichever occurs first.
 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. Refer to
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 (run-start) 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
one-sixteenth 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
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. Refer to 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. Refer to 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 (run-start) 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
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
 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 self-diagnostic test. Each time the cluster is put through the self test,
the engine coolant temperature gauge needle will be swept to several calibration points on the gauge scale in a
prescribed sequence in order to confirm the functionality of the gauge and the cluster control circuitry. For more
information, refer to 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
INDICATORS, INSTRUMENT CLUSTER

DESCRIPTION
DESCRIPTION
The instrument cluster assembly has provisions for up to 19 International Control and Display Symbol icon
indicators, as well as 4 analog gauges standard on all models, that are all controlled by the Cab Compartment
Node (CCN). Refer to GAUGE PACK, INSTRUMENT CLUSTER , DESCRIPTION. 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.
DOMESTIC CLUSTER

The instrument cluster includes provisions for the following ISO icon indicators:
 Airbag Indicator (27)

 Antilock Brake System (ABS) Indicator (13)
 Brake Indicator (12)
 Electronic Stability Control (ESC) Indicator (3)
 ESC OFF Indicator (23) - and textual messages in fixed segment display.
 Four-Wheel Drive Low Indicator (14)
 Front Fog Lamp Indicator (7)
 Fuel Saver Indicator- ECOnomizer (ECO) (21)
 High Beam Indicator (6)
 Hill Descent Indicator (8)
 Low Fuel Indicator (18) .
 Malfunction Indicator Lamp (MIL) (2)
 Position Lamp Indicator (11) - on Limited and Overland vehicles manufactured for certain export
markets.
 Rear Fog Lamp Indicator (10) - in markets where rear fog lamps are available only.
 Seat Belt Indicator (20)
 Security Indicator (24)
 Tire Pressure Monitor (TPM) Indicator (9) - may also include textual messages in LCD display (21).
 Turn Signal (Right and Left) Indicators (5)
EXPORT CLUSTER
Many features of this vehicle, display messages or icons within the Electronic Vehicle Information Center
(EVIC) (21) or the fixed segment display (22). The instrument cluster includes provisions for the following ISO
icon indicators or textual messages within these display's:

 Change Oil Indicator - textual message in LCD display on domestic market vehicles only.
 Check Gauges Indicator - textual message in LCD display.
 Check Shift Procedure Indicator - textual message in LCD display.
 Coolant Low Indicator - textual message and icon in LCD display.
 Cruise Indicator - text in fixed segment display (22).
 Electronic Throttle Control (ETC) Indicator
 Gas Cap Indicator - textual message in LCD display.
 Gear Selector Indicator - fixed segment display (22).
 Low Brake Fluid Level Indicator - textual message in LCD display.
 No Bus Indicator - textual message in LCD display.
 No Fuse Indicator - textual message in LCD display.
 Odometer - fixed segment display (22).
 Park Assist Disabled Indicator - textual message in LCD display.
 Perform Service Indicator - textual message in LCD display with diesel only.
 Power Liftgate Indicator - an icon in the fixed segment display.
 Remote Start Indicator - textual messages in LCD display.
 Service Column Lock Indicator - textual message in LCD display.
 Service Exhaust Indicator - textual message in LCD display with diesel only.
 Service Four-Wheel Drive System Indicator - textual message in LCD display.
 Service Park Assist System Indicator - textual message in LCD display.
 SmartBeam® (Auto High Beam) Indicator - textual messages in LCD display.

 Transmission Overtemp Indicator - textual message in LCD display.
 Turn-Signal-On Reminder Indicator - textual message and icon in LCD display.
 Transmission Overtemp Indicator - textual message in LCD display.
 Turn-Signal-On Reminder Indicator - textual message and icon in LCD display.
 Washer Fluid Indicator - textual message and icon in LCD display.)
For more information on the International Control and Display Symbol icons, refer to INTERNATIONAL
VEHICLE CONTROL AND DISPLAY SYMBOLS , DESCRIPTION .
Each indicator in the instrument cluster, except those located within a LCD 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 (CAN) or Local Interface Network
(LIN) data bus messages from other electronic modules in the vehicle but some are controlled by a combination
of hard-wired 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 Liquid Crystal Display (LCD) unit will dim accordingly with the
instrument panel dimming. The red indicators within the LCD are at a fixed intensity. The cruise and 4WD
indicators located within the odometer LCD 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 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 self-configured. 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 Anti-lock 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 that control or influence the
illumination of an indicator located within the instrument cluster or the LCD display's. For information on the
indicators, refer to DIAGNOSIS AND TESTING. The indicators, LCD 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, or a circuit or component
of the system is ineffective. This indicator is controlled by a transistor on the instrument cluster circuit board
based upon cluster programming and electronic messages received by the cluster from the CAB over the 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.
The ABS 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 (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
instrument cluster transistor. The instrument cluster will turn ON the ABS indicator for the following reasons:
 ABS Indicator Lamp-On Message - Each time the cluster receives an electronic ABS indicator lamp-
ON message from the CAB, the ABS indicator will be illuminated. The indicator remains illuminated
until the cluster receives a lamp-OFF message from the CAB, or until the ignition switch is turned to the
OFF position, whichever occurs first.
 Communication Error - If the cluster receives no lamp-ON or lamp-OFF messages from the CAB for
five consecutive message cycles, the ABS indicator is illuminated. The indicator remains illuminated
until the cluster receives a valid message from the CAB, 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 lamp-ON and lamp-OFF 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 lamp-ON or lamp-OFF message to the instrument cluster, also
known as the CCN. If the CAB sends a lamp-ON message after the bulb test, it indicates that the CAB has
detected a system malfunction or that the ABS system has become ineffective. The CAB will store a 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 and the cluster will flash the brake indicator ON and OFF as a backup to notify
the vehicle operator.
For proper diagnosis of the anti-lock brake system, the CAB, the CCN, the CAN data bus or the electronic
communication related to ABS indicator operation a diagnostic scan tool is required. Refer to the appropriate
ADJUSTABLE PEDAL INDICATOR
The adjustable pedal system indicator gives an indication to the vehicle operator when the adjustable pedals
have been automatically disabled. This indicator is controlled by the instrument cluster logic circuit based upon
cluster programming and electronic messages received over the CAN data bus from the Memory Seat Module
(MSM).
The adjustable pedal system indicator function of the re-configurable Liquid Crystal display (LCD) 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 ignition switch output (run-
start) circuit. Therefore, the LCD adjustable pedal system indications will always be OFF when the ignition
switch is in any position except ON or START. The instrument cluster will turn ON the adjustable pedal system
indicator for the following reasons:
 Cruise Control Engaged Message - Each time the cluster receives an electronic cruise control engaged
adjustable pedal system lockout message from the MSM, the ADJ. PEDALS DISABLED and CRUISE
CONTROL SET textual warnings are cycled. The two parts of the message are cycled about every three
seconds until the MSM sends an electronic message to cancel the adjustable pedal lockout event, until the
cluster arbitrator logic determines that another display request has priority, or until the ignition switch is
 Transmission In Reverse Message - Each time the cluster receives an electronic cruise control engaged
adjustable pedal system lockout message from the MSM, the ADJ. PEDALS DISABLED and
SHIFTER IN REVERSE textual warnings are cycled. The two parts of the message are cycled about
every three seconds until the MSM sends an electronic message to cancel the adjustable pedal lockout
event, until the cluster arbitrator logic determines that another display request has priority, or until the
ignition switch is turned to the OFF position, whichever occurs first.
The MSM continually monitors inputs from the memory switch through the Driver Door Module (DDM), the
Wireless Ignition Node (WIN), the Powertrain Control Module (PCM) and, if equipped, the Transmission
Control Module (TCM) to determine the proper outputs to the adjustable pedal system components. The MSM
then sends the proper lamp-ON or lamp-OFF message to the instrument cluster, also known as the CCN.
For proper diagnosis of the memory system, the MSM, the CCN, the CAN data bus or the electronic
communication related to adjustable pedal system indicator operation a diagnostic scan tool is required. Refer to
AIRBAG INDICATOR
The airbag indicator gives an indication to the vehicle operator when the airbag system, or a circuit or
component of the system is ineffective. The airbag indicator is controlled by a transistor on the instrument
cluster circuit board based upon cluster programming and electronic messages received by the cluster from the
Occupant Restraint Controller (ORC) over the CAN data bus. 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 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 (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
instrument cluster transistor. The instrument cluster will turn ON the airbag indicator for the following reasons:
 Airbag Indicator Lamp-On Message - Each time the cluster receives an electronic airbag indicator
lamp-ON message from the ORC, the airbag indicator will be illuminated. The indicator remains
illuminated for about 12 seconds or until the cluster receives a lamp-OFF message from the ORC,
whichever is longer. This indicator will also be extinguished when the ignition switch is turned to the
OFF position.
 Communication Error - If the cluster receives no lamp-ON or lamp-OFF messages from the ORC for 10
consecutive message cycles, the airbag indicator is illuminated. The indicator remains illuminated until
the cluster receives a single lamp-OFF 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 lamp-ON or lamp-OFF message to the CCN. If the ORC
sends a lamp-ON message after the bulb test, it indicates that the ORC has detected a system malfunction 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 cluster airbag indicator circuit, the cluster sends a message notifying the ORC of the condition,
then the instrument cluster and the ORC will each store a DTC.
For proper diagnosis of the airbag system, the ORC, the CCN, the CAN data bus or the electronic
communication related to airbag indicator operation a diagnostic scan tool is required. Refer to the appropriate
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 Antilock Brake System (ABS). This indicator is controlled by a transistor on the
instrument cluster circuit board based upon cluster programming, electronic messages received by the cluster
from the CAB over the CAN data bus, and a hard-wired input from the park brake switch. The CCN will
illuminate the brake indicator for about three seconds each time the ignition is turned to the ON position, during
the bulb test.
The brake indicator LED is completely controlled by the instrument cluster logic circuit, and that logic will only
instrument cluster transistor. The instrument cluster will turn ON the brake indicator for the following reasons:
 Brake Indicator Lamp-On Message - Each time the cluster receives an electronic brake indicator
lamp-ON message from the CAB, the brake indicator will be illuminated. The CAB may also send lamp-
ON messages as feedback during ABS diagnostic procedures. The indicator remains illuminated until the
cluster receives a lamp-OFF message from the CAB, or until the ignition switch is turned to the OFF
 Low Brake Fluid Textual Warning Message - When the CAB detects a low brake fluid level input
from the brake fluid level switch, it will send an electronic textual warning request message requesting
the cluster display a textual warning message. Each time the cluster receives this message from the CAB,
a LOW BRAKE FLUID LEVEL textual message will appear within the cluster re-configurable dot
matrix display to accompany brake indicator illumination. This message indicates that the CAB has
detected a low brake fluid level condition in the brake master cylinder or that there is a problem in the
brake fluid level switch or circuits.
 Park Brake Switch Input - Each time the cluster 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, the brake indicator flashes ON and OFF. The indicator continues to flash until the park
brake switch sense input to the cluster is an open circuit (park brake switch open = park brake fully
released), or until the ignition switch is turned to the OFF position, whichever occurs first.
 Antilock Brake System (ABS) Indicator Backup - If the instrument cluster detects a fault in the ABS
indicator circuit it will send a message indicating the fault to the CAB, then flash the brake indicator ON
and OFF. The cluster will continue to flash the brake indicator until the ABS indicator circuit fault is
resolved, or until the ignition switch is turned to the OFF position, whichever occurs first.
The park brake switch on the park brake lever mechanism provides a hard-wired ground input to the instrument
cluster 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 lamp-ON or lamp-OFF message to the CCN. If the CAB sends a lamp-ON message
after the bulb test, it indicates that the CAB has detected a brake hydraulic system malfunction or that the ABS
system has become ineffective. The CAB will store a DTC for any malfunction it detects.
The hard-wired park brake switch input to the instrument cluster may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate wiring information. For proper diagnosis of the brake
fluid level switch, the ABS, the CAB, the CCN, the CAN data bus or the electronic communication related to
brake indicator operation a diagnostic scan tool is required. Refer to the appropriate diagnostic information.
CHANGE OIL INDICATOR
The change oil indicator gives an indication to the vehicle operator when a duty-cycle algorithm contained
within the software of the PCM determines that a recommended oil change interval has been attained. This
indicator is controlled by the instrument cluster logic circuit based upon cluster programming and electronic
messages received over the CAN data bus from the PCM.
The change oil indicator function of the re-configurable LCD display 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 ignition switch output (run-start) circuit. Therefore, the LCD
change oil indication will always be OFF when the ignition switch is in any position except ON or START. The
instrument cluster will turn ON the change oil indicator for the following reasons:
 Change Oil Indicator Lamp-On Message - Each time the ignition switch is turned to the ON position
and the cluster receives an electronic change oil indicator lamp-ON message from the PCM indicating
that a duty-cycle based recommended oil change interval has been attained, the change oil indicator will
be illuminated for about ten seconds, until the cluster arbitrator logic determines that another display
request has priority, 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. The instrument cluster LCD will display a textual OIL CHANGE RESET message. 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 duty-cycles to which the engine is
being subjected. A pre-programmed algorithm within the PCM then determines when to send the proper lamp-
ON or lamp-OFF message to the CCN.
For proper diagnosis of the change oil indicator, the PCM, the CCN, the CAN data bus or the electronic
communication related to change oil indicator operation a diagnostic scan tool is required. Refer to the
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 instrument cluster circuit board based upon cluster
programming and electronic messages received by the cluster from the 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 instrument cluster logic circuit, and that logic will
instrument cluster transistor. The instrument cluster will turn ON the charging indicator for the following
reasons:
 Voltage Low Message - Each time the cluster receives an electronic system voltage message from the
PCM indicating the 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 the cluster receives a message from
the PCM indicating the voltage is normal (greater than about 12.0 volts, but less than 16.0 volts), or until
the ignition switch is turned to the OFF position, whichever occurs first.
 Voltage High Message - Each time the cluster receives an electronic system voltage message from the
PCM indicating the voltage is high (greater than about 16.0 volts), the charging indicator will be
illuminated. The indicator remains illuminated until the cluster receives a message from the PCM
indicating the voltage is normal (less than about 15.5 volts, but greater than 11.5 volts), or until the
The PCM continually monitors the electrical system voltage to control the generator output. The PCM then
sends the proper messages to the CCN. If the instrument cluster turns ON the charging indicator due to a charge
fail or voltage high condition, it may indicate that the charging system requires service.
For proper diagnosis of the charging system, the PCM, the CCN, the CAN data bus or the electronic
communication related to charging indicator operation a diagnostic scan tool is required. Refer to the
CHECK GAUGES INDICATOR

The check gauges indicator gives an indication to the vehicle operator when the engine coolant temperature
gauge indicates the coolant temperature is high or critical. This indicator is controlled by the instrument cluster
logic circuit based upon cluster programming and electronic messages received over the CAN data bus from the
PCM.
The check gauges indicator function of the LCD display 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 ignition switch output (run-start) circuit. Therefore, the LCD check gauges
indication will always be OFF when the ignition switch is in any position except ON or START. The instrument
cluster will turn ON the check gauges indicator for the following reasons:
 Engine Temperature High or Critical Message - Each time the cluster receives an electronic engine
coolant temperature message from the PCM indicating the temperature is high [at or above about 127°
C (261° F) for gasoline engines, or about 128° C (262° F) for diesel engines], or critical [above about
132° C (270° F)] the engine coolant temperatures gauge needle is moved to the appropriate position at the
high end of the gauge scale, the check gauges textual warning is displayed, and a single chime tone is
sounded. The check gauges textual warning remains illuminated until the cluster receives a message from
the PCM indicating that the temperature is below about 124° C (255° F), until the cluster arbitrator logic
determines that another display request has priority, 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 check gauges textual warning is cycled OFF and then ON again by the appropriate temperature
messages from the PCM.
temperature. The PCM then sends the proper messages to the CCN. If the instrument cluster turns on the check
gauges indicator due to a high or critical engine temperature gauge reading, it may indicate that the engine or
the engine cooling system requires service.
For proper diagnosis of the engine coolant temperature sensor, the PCM, the CCN, the CAN data bus or the
electronic communication related to check gauges indicator operation a diagnostic scan tool is required. Refer to
CRUISE INDICATOR
The cruise indicator indicates to the driver when the speed control system is ON, regardless of whether the
speed control is engaged. This indicator is controlled by the instrument cluster circuit board based upon cluster
programming and electronic messages received by the cluster from the PCM over the CAN data bus.
The cruise indicator LED is completely controlled by the instrument cluster logic circuit, and that logic only
allows 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 is 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 instrument cluster turns the cruise indicator on for the following reasons:
 Cruise Indicator Lamp-On Message - Each time the cluster receives an electronic cruise indicator
lamp-on 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 lamp-off 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 lamp-on or lamp-off message to the Instrument Cluster, also
known as the Cab Compartment Node (CCN).
A diagnostic scan tool is required for proper diagnosis of the speed control system, the PCM, the CCN, the
CAN data bus or the electronic communication related to cruise indicator operation. Refer to the appropriate
DOOR AJAR INDICATOR
The ajar indicators give an indication to the vehicle operator that one or more of the passenger compartment
doors, the hood, the liftgate or the liftgate flip-up glass may be open or not completely latched. These indicators
are controlled by the instrument cluster logic circuit based upon cluster programming and hard-wired inputs
received by the cluster from the door, liftgate and liftgate flip-up glass ajar switches as well as from electronic
hood ajar switch status messages received over the CAN data bus from the Front Control Module (FCM).
The ajar indicator function of the LCD display 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 LCD ajar indications can occur regardless of the ignition
switch position. The instrument cluster will turn ON an ajar indicator for the following reasons:
 Ajar Switch Input or Status Message - Each time the cluster receives a door, liftgate or liftgate flip-up
glass ajar switch input indicating that a door, the liftgate or the liftgate flip-up glass or any combination of
these is open or not completely latched with the ignition switch in any position, the appropriate ajar
textual message and icons will be illuminated. A hood ajar indication happens only with the ignition
switch in the ON or START positions. If the cluster detects a vehicle speed input greater than zero
(kilometers or miles-per-hour) 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 instrument cluster continually monitors the door, liftgate and liftgate flip-up glass ajar switches to
determine the status of the doors, liftgate and liftgate flip-up glass. The FCM continually monitors the status of
the hood ajar switch, then sends the proper electronic hood ajar switch status message to the CCN.
For proper diagnosis of the door, hood, liftgate and liftgate flip-up glass ajar switches and circuits, the FCM, the
CCN, the CAN data bus or the electronic communication related to ajar indicator operation a diagnostic scan
tool is required. Refer to the appropriate diagnostic information.
ELECTRONIC THROTTLE CONTROL INDICATOR
The Electronic Throttle Control (ETC) indicator gives an indication to the vehicle operator when the ETC
system, or a circuit or component of the system is ineffective. The ETC indicator is controlled by a transistor on
the instrument cluster circuit board based upon cluster programming and electronic messages received by the
cluster 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 instrument cluster logic circuit, and that logic will only
instrument cluster transistor. The instrument cluster will turn ON the ETC indicator for the following reasons:
 ETC Indicator Lamp-On Message - Each time the cluster receives an electronic ETC indicator lamp-
ON message from the PCM, the ETC indicator will be illuminated. The indicator can be flashed ON and
OFF, or illuminated solid, as dictated by the PCM message. The indicator remains illuminated solid or
continues to flash for about 12 seconds or until the cluster receives a lamp-OFF message from the PCM,
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 indicator will be extinguished
when the ignition switch is turned to the OFF position.
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 lamp-ON or lamp-OFF message to the CCN. If the PCM
sends a lamp-ON message after the bulb test, it indicates that the PCM has detected an ETC system malfunction
or that the ETC system is ineffective. 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 cluster ETC indicator circuit, the cluster sends a
message notifying the PCM of the condition, then the CCN and the PCM will each store a DTC.
For proper diagnosis of the ETC system, the PCM, the CCN, the CAN data bus or the electronic communication
related to ETC indicator operation a diagnostic scan tool is required. Refer to the appropriate diagnostic
information.
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
ignition is turned to the ON position, during the bulb test.
The engine temperature indicator LED is completely controlled by the CCN logic circuit, and that logic will
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 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 252° F (122° 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 246° F (119° 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.
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.
ESC/BAS INDICATOR
The ESC/BAS indicator gives an indication to the vehicle operator when the Electronic Stability Control
(ESC)/Brake Assist System (BAS) has been activated. This indicator is controlled by a transistor on the
instrument cluster circuit board based upon cluster programming and electronic messages received by the
cluster from the CAB and the Final Drive Control Module (FDCM) over the CAN data bus. The CCN will
illuminate the ESC/BAS indicator for about four seconds each time the ignition is turned to the ON position,
during the bulb test.
The ESC/BAS indicator LED is completely controlled by the instrument cluster logic circuit, and that logic will
instrument cluster transistor. The instrument cluster will turn ON the ESC/BAS indicator for the following
reasons:
 ESC/BAS Indicator Lamp-On Message - Each time the cluster receives an electronic ESC/BAS
indicator lamp-ON message from the CAB indicating that the ESC/BAS system has been activated, the
ESC/BAS indicator will be illuminated. The indicator remains illuminated until the cluster receives a
lamp-OFF message from the CAB, or until the ignition switch is turned to the OFF position, whichever
occurs first.
 ESC Off Textual Message - Each time the cluster receives an electronic ESC OFF indicator lamp-ON
message from the CAB indicating that the ESC/BAS system has been manually disabled, an ESC OFF
textual message will appear within the cluster re-configurable dot matrix display. The ESC OFF textual
message remains displayed until the cluster receives a lamp-OFF message from the CAB, or until the
 ESC/BAS Textual Warning Message - When the CAB or FDCM detects certain monitored fault
conditions, it will send electronic messages requesting the cluster display a textual warning message.
Each time the cluster receives an electronic ESC/BAS textual warning request message from the CAB
or FDCM, a WARNING! LIMIT SPEED textual message will appear within the cluster re-configurable
dot matrix display to accompany an ESC/BAS indicator that is illuminated solid. This message indicates
that the CAB or FDCM has detected a problem in one of the ESC/BAS system circuits or components.
The CAB and FDCM continually monitors the ESC/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 or FDCM then
sends the proper lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the ESC/BAS system, the CAB, the FDCM, the CCN, the CAN data bus or the
electronic communication related to the ESC/BAS indicator operation a diagnostic scan tool is required. Refer
to the appropriate diagnostic information.
FOG LAMP INDICATOR
The front fog lamp indicator gives an indication to the vehicle operator whenever the front fog lamps are
illuminated. This indicator is controlled by a transistor on the instrument cluster circuit board based upon cluster
programming and electronic messages received by the cluster from the Front Control Module (FCM) over the
CAN data bus.
The front fog lamp indicator LED is completely controlled by the instrument cluster logic circuit, and that logic
will allow this indicator to operate whenever the instrument cluster receives a battery current input on the fused
B(+) circuit. Therefore, the LED can be illuminated regardless of the ignition switch position. The LED only
illuminates when it is provided a path to ground by the instrument cluster transistor. The instrument cluster will
turn ON the front fog lamp indicator for the following reasons:
 Front Fog Indicator Lamp-On Message - Each time the cluster receives an electronic front fog
indicator lamp-ON message from the FCM indicating the front fog lamps are turned ON, the front fog
lamp indicator will be illuminated. The indicator remains illuminated until the cluster receives a lamp-
OFF message from the FCM, or until the exterior lamp load shedding (battery saver) timed interval
expires, whichever occurs first.
The FCM continually monitors electronic exterior lighting switch request messages from the CCN to
determine the appropriate outputs to the front fog lamp relay. The FCM activates or deactivates the front fog
lamp relay then sends the proper lamp-ON or lamp-OFF message back to the CCN.
For proper diagnosis of the front fog lamp system, the FCM, the CCN, the CAN data bus or the electronic
communication related to front fog lamp indicator operation a diagnostic scan tool is required. Refer to the
FUEL SAVER INDICATOR - ECONOMIZER (ECO / ECO-ON)
The ECO message will display below the outside temperature in the EVIC display. The message will appear
whenever the vehicle is driven in a fuel efficient manner, if the feature is turned ON using the customer
programmable feature within the EVIC display menu.
On base model vehicle, an ECO or ECO-on message will be displayed within the odometer display when
selected by the vehicle operator. The fuel saver feature can be selected by pressing the odometer push-button
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 LOW INDICATOR
The 4WD low indicator gives an indication to the vehicle operator when the electronic transfer case has been
shifted into the 4WD low mode. This indicator is controlled by a transistor on the instrument cluster circuit
board based upon cluster programming and electronic messages received by the cluster from the Final Drive
Control Module (FDCM) over the CAN data bus.
The 4WD low indicator LED is completely controlled by the instrument cluster logic circuit, and that logic will
instrument cluster transistor. The instrument cluster will turn ON the 4WD low indicator for the following
reasons:
 4WD Low Indicator Lamp-On Message - Each time the cluster receives an electronic 4WD low
indicator lamp-ON message from the FDCM, the indicator will be illuminated. The indicator can be
flashed ON and OFF, or illuminated solid, as dictated by the FDCM message. The indicator remains
illuminated until the cluster receives a lamp-OFF message from the FDCM, or until the ignition switch is
 4WD Low Shift Procedure Textual Warning Messages - When the FDCM detects an attempt to shift
the transfer case into or out of the 4WD low mode using an improper shift sequence, it will send an
electronic message requesting the cluster display a textual warning message. Each time the cluster
receives a textual warning request message from the FDCM, a CHECK SHIFT PROCEDURE textual
message will appear within the cluster re-configurable dot matrix display to accompany a flashing 4WD
low indicator.
The FDCM continually monitors the electronic transfer case through the transfer case shift motor/mode sensor
assembly to determine when the 4WD low mode is engaged. The FDCM then sends the proper lamp-ON or
lamp-OFF message to the CCN.
For proper diagnosis of the transfer case shift motor/mode sensor, the FDCM, the CCN, the CAN data bus or
the electronic communication related to 4WD low indicator operation a diagnostic scan tool is required. Refer
4WD NEUTRAL INDICATOR
The 4WD neutral indicator gives an indication to the vehicle operator when the electronic transfer case has been
shifted into the 4WD neutral mode. This indicator is controlled by a transistor on the instrument cluster circuit
board based upon cluster programming and electronic messages received by the cluster from the Final Drive
Control Module (FDCM) over the CAN data bus.
The 4WD neutral indicator function of the LCD display unit is completely controlled by the instrument cluster
battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD 4WD neutral
cluster will turn ON the 4WD neutral indicator for the following reasons:
 4WD Neutral Indicator Lamp-On Message - Each time the cluster receives an electronic 4WD neutral
indicator lamp-ON message from the FDCM, the indicator will be illuminated. The indicator remains
illuminated for about five seconds, until the cluster receives a lamp-OFF message from the FDCM, until
the cluster arbitrator logic determines that another display request has priority, or until the ignition switch
is turned to the OFF position, whichever occurs first.
The FDCM continually monitors the electronic transfer case through the transfer case shift motor/mode sensor
assembly to determine when the 4WD neutral mode is engaged. The FDCM then sends the proper lamp-ON or
lamp-OFF message to the CCN.
For proper diagnosis of the transfer case shift motor/mode sensor, the FDCM, the CCN, the CAN data bus or
the electronic communication related to 4WD neutral indicator operation a diagnostic scan tool is required.
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 instrument cluster logic circuit based upon
cluster programming and electronic messages received over the CAN data bus from the PCM.
The gas cap indicator function of the LCD display unit is completely controlled by the instrument cluster logic
current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD gas cap indication will
always be OFF when the ignition switch is in any position except ON or START. The instrument cluster will
turn ON the gas cap indicator for the following reasons:
 Gas Cap Indicator Lamp-On Message - Each time the cluster receives an electronic gas cap indicator
lamp-ON message from the PCM indicating there is a gross leak in the vapor recovery system, the gas
cap indicator will be displayed. The indicator remains displayed until the cluster receives a lamp-OFF
message from the PCM, until the cluster arbitrator logic determines that another display request has
priority, 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 lamp-ON or lamp-OFF message to the CCN. If the CCN turns ON
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.
For proper diagnosis of the on board vapor recovery system, the PCM, the CCN, the CAN data bus or the
electronic communication related to gas cap indicator operation a diagnostic scan tool is required. Refer to the
HIGH BEAM INDICATOR
The high beam indicator gives an indication to the vehicle operator whenever the headlamp high beams are
programming and electronic messages received from the Front Control Module (FCM) over the CAN data bus.
The high beam indicator LED is completely controlled by the instrument cluster logic circuit, and that logic will
allow this indicator to operate whenever the instrument cluster receives a battery current input on the fused B(+)
circuit. Therefore, the LED can be illuminated regardless of the ignition switch position. The LED only
turn ON the high beam indicator for the following reasons:
 High Beam Indicator Lamp-On Message - Each time the cluster receives an electronic high beam
indicator lamp-ON message from the FCM the high beam indicator will be illuminated. The high beam
indicator remains illuminated until the cluster receives a lamp-OFF message from the FCM, or until the
exterior lamp load shedding (battery saver) timed interval expires, whichever occurs first.
The FCM continually monitors electronic messages from the CCN and the SmartBeam® module on vehicles so
equipped to determine the proper headlamp beam control. The FCM activates or deactivates the headlamp high
beams then sends the proper lamp-ON or lamp-OFF message back to the CCN.
For proper diagnosis of the SmartBeam® module, the FCM, the CCN, the CAN data bus or the electronic
communication related to high beam indicator operation a diagnostic scan tool is required. Refer to the
HILL DESCENT INDICATOR
The hill descent indicator gives an indication to the vehicle operator when the QuadraDrive four-wheel drive
transfer case gear selector is in the 4WD LOW position and the hill descent control push button in the
instrument panel switch pod has been depressed to turn the feature ON. This feature uses the grade sensing
logic of the CAB to sense the vehicle is descending a hill and employs the brake system to automatically control
the hill descent speed of the vehicle. This indicator is controlled by the instrument cluster logic circuit based
upon cluster programming and electronic messages received over the CAN data bus from the CAB.
The hill descent indicator function of the LCD display unit is completely controlled by the instrument cluster
battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD hill descent
cluster will turn ON the hill descent indicator for the following reasons:
 Hill Descent Indicator Lamp-On Message - Each time the cluster receives an electronic hill descent
indicator lamp-ON message from the CAB, the indicator will be illuminated. The indicator remains
illuminated until the cluster receives a lamp-OFF message from the CAB, until the cluster arbitrator logic
The CAB continually monitors electronic message inputs from the Final Drive Control Module (FDCM) and
the CCN to determine the status of the QuadraDrive four-wheel drive system and the hill descent control switch,
then monitors its own internal grade sensing logic to determine when the hill descent mode should be engaged.
The CAB then sends the proper lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the hill descent control switch, the FDCM, the CAB, the CCN, the CAN data bus or the
electronic communication related to hill descent indicator operation a diagnostic scan tool is required. Refer to
LIFTGATE AJAR INDICATOR
The power liftgate indicator gives an indication to the vehicle operator of the system status or when the system
has been automatically disabled. This indicator is controlled by the CCN logic circuit based upon programming
and electronic messages received over the CAN data bus from the Power LiftGate Module (PLGM).
The power liftgate indicator function of the LCD display unit is completely controlled by the instrument cluster
logic circuit, and that logic will allow this indicator to operate whenever the instrument cluster receives a
battery current input on the fused B(+) circuit. Therefore, the LCD power liftgate indications can be illuminated
regardless of the ignition switch position. The instrument cluster will turn ON the power liftgate indicator for
the following reasons:
 Unlock To Operate Message - Each time the CCN receives an electronic unlock to operate message
from the PLGM, the UNLOCK TO OPERATE textual message is displayed. The message is displayed
for about three seconds or until the cluster arbitrator logic determines that another display request has
priority, whichever occurs first.
 Put In Park To Operate Message - Each time the CCN receives an electronic put in PARK to operate
message from the PLGM, the PUT IN PARK TO OPERATE textual message is displayed. The
message is displayed for about three seconds or until the cluster arbitrator logic determines that another
display request has priority, whichever occurs first.
 Function Disabled Message - Each time the CCN receives an electronic function disabled message
from the PLGM, the FUNCTION DISABLED textual message is displayed. The message is displayed
for about three seconds or until the cluster arbitrator logic determines that another display request has
 Close Liftgate Glass Message - Each time the CCN receives an electronic close liftgate glass message
from the PLGM, the CLOSE LIFTGLASS textual message is displayed. The message is displayed for
about three seconds or until the cluster arbitrator logic determines that another display request has
 Obstacle Detected Message - Each time the CCN receives an electronic obstacle detected message from
the PLGM, the OBSTACLE DETECTED textual message is displayed. The message is displayed for
about three seconds or until the cluster arbitrator logic determines that another display request has
 Manually Close To Operate Message - Each time the CCN receives an electronic manually close to
operate message from the PLGM, the MANUAL CLOSE TO OPERATE textual message is displayed.
The message is displayed for about three seconds or until the cluster arbitrator logic determines that
another display request has priority, whichever occurs first.
The PLGM continually monitors the power liftgate inputs to determine the proper outputs to the power liftgate
components. The PLGM then sends the proper lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the power liftgate, the PLGM, the CCN, the CAN data bus or the electronic
communication related to power liftgate indicator operation a diagnostic scan tool is required. Refer to the
LOW COOLANT INDICATOR
The coolant low indicator gives an indication to the vehicle operator when the diesel engine coolant level is
low. This indicator is controlled by the instrument cluster logic circuit based upon cluster programming and
electronic messages received over the CAN data bus from the PCM.
The coolant low indicator function of the LCD display unit is completely controlled by the instrument cluster
battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD coolant low
cluster will turn ON the coolant low indicator for the following reasons:
 Coolant Low Indicator Lamp-On Message - Each time the cluster receives an electronic coolant low
indicator lamp-ON message from the PCM indicating the engine coolant level is low, the coolant low
textual warning and icon are illuminated and a single chime tone is sounded. The coolant low textual
warning and icon remain illuminated until the cluster receives a lamp-OFF message from the PCM, 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 textual warning and icon are cycled OFF and then ON
again by the appropriate messages from the PCM.
The PCM continually monitors the engine coolant level switch on the coolant bottle to determine the level of
the engine coolant. The PCM then sends the proper lamp-ON or lamp-OFF message to the CCN. If the
instrument cluster turns ON the coolant low indicator and icon due to a low coolant level, it may indicate that
the engine or the engine cooling system requires service.
For proper diagnosis of the engine coolant level switch, the PCM, the CCN, the CAN data bus or the electronic
communication related to coolant low indicator operation a diagnostic scan tool is required. Refer to the
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 instrument cluster circuit board based upon cluster
programming and a hard-wired input received by the cluster from the fuel level sending unit on the fuel pump
module in the fuel tank. 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 instrument cluster logic circuit, and that logic will
instrument cluster transistor. The instrument cluster will turn ON the low fuel indicator for the following
reasons:
 Less Than 11 Percent Tank Full Input - The cluster 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 falls and decreases as the fuel level rises causing changes in the
sense input voltage. Each time the fuel level sense input to the cluster 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 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 sense input indicates 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 inputs from the fuel level
sending unit.
 Less Than Empty Stop Input - Each time the cluster receives a fuel level sense input that indicates the
fuel level in the fuel tank is less than the E (or Empty) gauge needle stop position for five consecutive
illuminated immediately. This input would indicate that the fuel level sense input to the cluster is a short
circuit.
 More Than Full Stop Input - Each time the cluster receives a fuel level sense input that indicates the
fuel level in the fuel tank is more than the F (or Full) gauge needle stop position for five consecutive
illuminated immediately. This input would indicate that the fuel level sense input to the cluster is an open
circuit.
The CCN continually monitors the fuel tank sending unit to determine the level of fuel in the fuel tank. The
cluster then sends the proper electronic fuel level message to other electronic modules in the vehicle over the
CAN data bus. The cluster will store a DTC for any fault detected in the fuel level sense circuit.
For proper diagnosis of the fuel tank sending unit, the CCN, the CAN data bus or the electronic communication
related to low fuel indicator operation or fuel level data processing a diagnostic scan tool is required. Refer to
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 instrument
cluster circuit board based upon cluster programming and electronic messages received by the cluster 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 (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
instrument cluster transistor. The instrument cluster will turn ON the low oil pressure indicator for the following
reasons:
 Engine Oil Pressure Low Message - Each time the cluster receives an electronic engine oil pressure
message from the PCM indicating the pressure is about 6.9 kPa (1 psi) or lower, the low oil pressure
indicator will be illuminated. The indicator can be flashed ON and OFF, or illuminated solid, as dictated
by the PCM message. The indicator remains illuminated solid or flashing until the cluster receives a
message from the PCM indicating that the pressure is above about 6.9 kPa (1 psi), or until the ignition
switch is turned to the OFF position, whichever occurs first. The cluster will only turn the indicator ON in
response to low engine oil pressure 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 messages to the CCN. If the CCN turns ON the indicator after the bulb test, it may
indicate that the engine or the engine oiling system requires service.
For proper diagnosis of the engine oil pressure sensor, the PCM, the CCN, the CAN data bus or the electronic
communication related to low oil pressure indicator operation a diagnostic scan tool is required. Refer to the
LOW TIRE PRESSURE INDICATOR
The Tire Pressure Monitor (TPM) indicator gives an indication to the vehicle operator of the status of the TPM
system. This indicator is controlled by a transistor on the instrument cluster circuit board based upon cluster
programming and electronic messages received by the cluster from the Wireless Ignition Node (WIN) 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 LED is completely controlled by the instrument cluster logic circuit, and that logic will only
position except ON or START. The LED only illuminates when it is provide a path to ground by the instrument
cluster transistor. The instrument cluster will turn ON the TPM indicator for the following reasons:
 TPM Indicator Lamp-On Message - Each time the cluster receives an electronic TPM indicator lamp-
ON message from the WIN, the TPM indicator or the TIRE LOW PRESSURE textual message will be
illuminated. The indicator can be flashed ON and OFF, or illuminated solid, as dictated by the WIN
message. The indicator or textual message remains illuminated until the cluster receives a lamp-OFF
message from the WIN, or until the ignition switch is turned to the OFF position, whichever occurs first.
 TPM Textual Warning Message - When the WIN detects certain monitored fault conditions, it will send
electronic messages requesting the cluster display a textual warning message. Each time the cluster
receives an electronic textual warning request message from the WIN, a SERVICE TIRE PRESS.
SYSTEM textual message will appear within the cluster re-configurable dot matrix display to accompany
a flashing TPM indicator or to replace the TPM TIRE LOW PRESSURE textual message. This message
indicates that the WIN has detected a problem in one of the TPM system components.
 TPM Low Pressure Message - On vehicles equipped with the optional premium version of the TPM
system, each time the cluster receives an electronic low pressure message from the WIN, a LEFT
FRONT , RIGHT FRONT , LEFT REAR or RIGHT REAR LOW PRESSURE textual message will
appear within the cluster re-configurable dot matrix display to accompany a solid TPM indicator. If the
vehicle is equipped with a full-sized matching spare tire and wheel assembly, an electronic spare low
pressure message from the WIN to the cluster will cause a SPARE LOW PRESSURE textual message
will appear in the re-configurable display, but the TPM indicator will not illuminate. This message
indicates that the WIN has received a low tire pressure input from the tire pressure sensor in the identified
location on the vehicle. The premium TPM system is not offered in markets where rear fog lamps are an
available option.
 Communication Error - If the cluster receives no TPM lamp-ON or lamp-OFF messages from the WIN
for six consecutive seconds, the TPM indicator is illuminated by the instrument cluster. The indicator
remains controlled and illuminated by the cluster until a valid lamp-ON or lamp-OFF message is received
from the WIN.
The WIN performs a self-test each time the ignition switch is turned to the ON position to decide whether the
TPM system is in good operating condition and whether the tire inflation pressures are too high or too low. The
WIN then sends the proper lamp-ON or lamp-OFF message to the CCN. If the instrument cluster turns ON the
TPM indicator after the bulb test, it indicates that the inflation pressure of a tire is too low or that a malfunction
has occurred and the TPM system is ineffective.
For proper diagnosis of the TPM system, the WIN, the CCN, the CAN data bus or the electronic
communication related to TPM indicator operation a diagnostic scan tool is required. Refer to the appropriate
MALFUNCTION INDICATOR LAMP
The Malfunction Indicator Lamp (MIL) gives an indication to the vehicle operator when the PCM has recorded
a DTC for an On-Board Diagnostics II (OBDII) emissions-related circuit or component malfunction. The MIL
is controlled by a transistor on the instrument cluster circuit board based upon cluster programming and
electronic messages received by the cluster 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 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 (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 instrument cluster
transistor. The instrument cluster will turn ON the MIL for the following reasons:
 MIL Lamp-On Message - Each time the cluster receives an electronic MIL lamp-ON 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 DTCs, if a problem does not recur, the PCM will send a lamp-
OFF message automatically. Other DTCs may require that a fault be repaired and the PCM be reset
before a lamp-OFF message will be sent. For more information on the PCM, and the DTC set and reset
parameters. Refer to OPERATION .
 Communication Error - If the cluster receives no lamp-ON or lamp-OFF messages from the PCM for
10 consecutive message cycles, the MIL is illuminated by the instrument cluster to indicate a loss of bus
communication. The indicator remains controlled and illuminated by the cluster until a valid message is
received from the PCM.
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 lamp-ON or lamp-OFF message 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.
For proper diagnosis of the fuel and emissions systems, the PCM, the CCN, the CAN data bus or the electronic
communication related to MIL operation a diagnostic scan tool is required. Refer to the appropriate diagnostic
information.
MEMORY SYSTEM INDICATOR
The memory system indicator gives an indication to the vehicle operator of the system status or when the
system has been automatically disabled. This indicator is controlled by the instrument cluster logic circuit based
upon cluster programming and electronic messages received over the CAN data bus from the Memory Seat
Module (MSM).
The memory system indicator function of the LCD display 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 ignition switch output (run-start) circuit. Therefore, the LCD memory
system indications will always be OFF when the ignition switch is in any position except ON or START. The
instrument cluster will turn ON the memory system indicator for the following reasons:
 Memory Set Message - Each time the cluster receives an electronic memory set message from the
MSM, the appropriate MEMORY #1 POSITIONS SET or MEMORY #2 POSITIONS SET textual
message is displayed. The message is displayed until the cluster arbitrator logic determines that another
display request has priority, or until the ignition switch is turned to the OFF position, whichever occurs
first.
 Memory Recall Message - Each time the cluster receives an electronic memory recall message from the
MSM, the appropriate DRIVER 1 MEMORY or DRIVER 2 MEMORY textual message is displayed.
The message is displayed until the cluster arbitrator logic determines that another display request has
 Seatbelt Buckled Message - Each time the cluster receives an electronic seatbelt buckled memory
system lockout message from the MSM, the MEMORY SYSTEM DISABLED and SEATBELT
BUCKLED textual messages and icon are cycled. The two parts of the message are cycled about every
three seconds until the MSM sends an electronic message to cancel the memory system lockout event,
until the cluster arbitrator logic determines that another display request has priority, or until the ignition
switch is turned to the OFF position, whichever occurs first.
 Vehicle Not In Park Message - Each time the cluster receives an electronic vehicle not in Park memory
system lockout message from the MSM, the MEMORY SYSTEM DISABLED and VEHICLE NOT
IN PARK textual messages are cycled. The two parts of the message are cycled about every three
seconds until the MSM sends an electronic message to cancel the memory system lockout event, until the
cluster programming or another request requires a different LCD display, or until the ignition switch is
The MSM continually monitors inputs from the seatbelt switch through the CCN, the Driver Door Module
(DDM), the Wireless Ignition Node (WIN), the PCM and, if equipped, the Transmission Control Module
(TCM) to determine the proper outputs to the memory system components. The MSM then sends the proper
lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the memory system, the MSM, the CCN, the CAN data bus or the electronic
communication related to memory system indicator operation a diagnostic scan tool is required. Refer to the
NO BUS INDICATOR
The no-bus indicator gives an indication to the vehicle operator when the electronic communication data bus is
ineffective. This indicator is controlled by the instrument cluster logic circuit based upon cluster programming
and electronic messages not being received over the CAN data bus from the Front Control Module (FCM).
The no-bus indicator function of the odometer LCD unit is completely controlled by the instrument cluster logic
circuit. This logic only allows the indicator to operate when the instrument cluster receives a battery current
input on the fused ignition switch output (run-start) circuit. Therefore, the odometer LCD no-bus indicator is
always off when the ignition switch is in any position except ON or START. The instrument cluster turns ON
the no bus indicator for the following reasons:
 No Electronic Communication Messages - Each time the ignition switch is turned to the ON position
and the cluster does not receive electronic communication messages over the CAN data bus, the no-bus
indicator illuminates. The indicator remains illuminated until CAN bus communication is restored or until
the ignition switch turns to the OFF position, whichever occurs first.
The CCN continually monitors the CAN data bus to determine the status of many sensors and systems
throughout the vehicle. If bus communication is interrupted, the CCN cannot provide accurate displays and
outputs.
Use a diagnostic scan tool is required for proper diagnosis of the no-bus indicator, the CCN, the CAN data bus
or the electronic communication related to no-bus indicator operation. Refer to the appropriate diagnostic
information.
NO FUSE INDICATOR
The no fuse indicator gives an indication to the vehicle operator when the Ignition Off Draw (IOD) fuse is
ineffective or is not installed. This indicator is controlled by the instrument cluster logic circuit based upon
cluster programming and electronic messages received over the CAN data bus from the Front Control Module
(FCM).
The no fuse indicator function of the LCD display unit is completely controlled by the instrument cluster logic
current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD no fuse indication will
turn ON the no fuse indicator for the following reasons:
 No Fuse Indicator Lamp-On Message - Each time the ignition switch is turned to the ON position and
the cluster receives an electronic no fuse indicator lamp-ON message from the FCM indicating that the
IOD fuse is missing or ineffective, the no fuse indicator will be illuminated. The indicator remains
illuminated for about three seconds, until the IOD fuse is installed, until the cluster arbitrator logic
The FCM continually monitors the IOD circuit to determine the status of the IOD fuse, then sends the proper
lamp-ON or lamp-OFF message to the CCN over the CAN data bus.
For proper diagnosis of the no fuse indicator, the FCM, the CCN, the CAN data bus or the electronic
communication related to no fuse indicator operation a diagnostic scan tool is required. Refer to the appropriate
PARK ASSIST DISABLED INDICATOR
The park assist disabled indicator gives an indication to the vehicle operator when the front and rear park assist
systems have been manually disabled using the park assist switch found in the instrument panel lower switch
pod. This indicator is controlled by the instrument cluster logic circuit based upon cluster programming and
electronic messages received over the CAN data bus from the park assist module.
The park assist disabled indicator function of the LCD display unit is completely controlled by the instrument
a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD park assist
disabled indication will always be OFF when the ignition switch is in any position except ON or START. The
instrument cluster will turn ON the park assist disabled indicator for the following reasons:
 Park Assist Disabled Indicator Lamp-On Message - Each time the cluster receives an electronic park
assist disabled indicator lamp-ON message from the park assist module indicating that the park assist
system has been manually disabled, the park assist disabled textual warning is illuminated. The park
assist disabled textual warning remains illuminated until the cluster receives a lamp-OFF message from
the park assist module, until the cluster arbitrator logic determines that another display request has
The instrument cluster continually monitors the park assist switch in the instrument panel lower switch pod to
determine the selected status of the park assist system. The cluster then sends the proper switch status message
to the park assist module. After a switch status message is sent by the cluster, the park assist module enables or
disables the system as appropriate then sends an electronic message back to the CCN to confirm the system
status. The CCN then energizes or de-energizes the park assist disabled textual warning and the LED indicator
in the park assist switch as appropriate.
For proper diagnosis of the park assist switch, the park assist module, the CCN, the CAN data bus or the
electronic communication related to park assist disabled indicator operation a diagnostic scan tool is required.
PERFORM SERVICE INDICATOR
The perform service indicator gives an indication to the vehicle operator when the service distance (kilometers
or miles to service) setting becomes zero. This indicator is controlled by the instrument cluster logic circuit
based upon cluster programming and electronic messages received by the cluster from the PCM over the CAN
data bus.
The perform service indicator function of the LCD display unit is completely controlled by the instrument
a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD perform
service indication will always be OFF when the ignition switch is in any position except ON or START. The
instrument cluster will turn ON the perform service indicator for the following reasons:
 Kilometers Or Miles To Service calculation Equals Zero - The target service distance is set using the
customer programmable features function of the Electronic Vehicle Information Center (EVIC). The
cluster subtracts the current odometer distance reading from the target service distance setting to compute
the kilometers or miles to service. Each time the ignition switch is turned to the ON position and the
cluster calculates that the kilometers or miles to service equals zero, the perform service indicator will be
illuminated. The indicator remains illuminated for about three seconds, until the EVIC target service
distance is reset, until the cluster arbitrator logic determines that another display request has priority, or
until the ignition switch is turned to the OFF position, whichever occurs first.
The PCM continually monitors the vehicle speed pulse information received from the wheel speed sensors, then
sends the proper distance messages to the CCN over the CAN data bus. The CCN continually compares the
displayed odometer distance to the target service distance setting to determine the kilometers or miles to
service, then controls the perform service indicator as appropriate.
For proper diagnosis of the perform service indicator, the PCM, the CCN, the CAN data bus or the electronic
communication related to perform service indicator operation a diagnostic scan tool is required. Refer to the
POSITION LAMP INDICATOR
The position lamp indicator gives an indication to the vehicle operator whenever the position lamps are
CAN data bus.
The position lamp indicator LED is completely controlled by the instrument cluster logic circuit, and that logic
turn ON the position lamp indicator for the following reasons:
 Position Lamp Indicator Lamp-On Message - Each time the cluster receives an electronic position
lamp indicator lamp-ON message from the FCM indicating the position lamps are turned ON, the
position lamp indicator will be illuminated. The indicator remains illuminated until the cluster receives a
lamp-OFF message from the FCM, or until the exterior lamp load shedding (battery saver) timed interval
expires, whichever occurs first.
determine the appropriate outputs to the park lamp relay. The FCM activates or deactivates the park lamp relay
then sends the proper lamp-ON or lamp-OFF message back to the CCN.
For proper diagnosis of the position lamp system, the FCM, the CCN, the CAN data bus or the electronic
communication related to position lamp indicator operation a diagnostic scan tool is required. Refer to the
REAR FOG LAMP INDICATOR
The rear fog lamp indicator gives an indication to the vehicle operator whenever the rear fog lamps are
CAN data bus.
The rear fog lamp indicator LED is completely controlled by the instrument cluster logic circuit, and that logic
turn ON the rear fog lamp indicator for the following reasons:
 Rear Fog Indicator Lamp-On Message - Each time the cluster receives an electronic rear fog
indicator lamp-ON message from the FCM indicating the rear fog lamps are turned ON, the rear fog
lamp indicator will be illuminated. The indicator remains illuminated until the cluster receives a lamp-
OFF message from the FCM.
 Self Test - Each time the cluster is put through the self test, the rear fog lamp indicator will be turned ON,
then OFF again during the bulb check portion of the test to confirm the functionality of the LED and the
cluster control circuitry.
determine the appropriate outputs to the rear fog lamp relay. The FCM then sends the proper lamp-ON or lamp-
OFF message back to the CCN.
For proper diagnosis of the rear fog lamp system, the FCM, the CCN, the CAN data bus or the electronic
communication related to rear fog lamp indicator operation a diagnostic scan tool is required. Refer to the
REMOTE START INDICATOR
The remote start indicator gives an indication to the vehicle operator of the system status. This indicator is
controlled by the instrument cluster logic circuit based upon cluster programming and electronic messages
received over the CAN data bus from the Front Control Module (FCM) and the Wireless Ignition Node (WIN).
The remote start indicator function of the LCD display unit is completely controlled by the instrument cluster
logic circuit, and that logic will allow this indicator to operate whenever the instrument cluster receives a
battery current input on the fused B(+) circuit. Therefore, the LCD remote start indications can be illuminated
regardless of the ignition switch position. The instrument cluster will turn ON the remote start indicator for the
following reasons:
 Key Not In Ignition - Remote Start Active Messages - Each time the cluster receives a combination of
electronic key not inserted and remote start active messages from the FCM, the INSERT KEY TURN
TO ON textual message is displayed. The message is displayed for about five seconds, until the cluster
arbitrator logic determines that another display request has priority, or until the key is inserted into the
ignition, whichever occurs first.
 Key In Ignition - Remote Start Active Messages - Each time the cluster receives a combination of
electronic key inserted and remote start active messages from the FCM and ignition LOCK or ignition
OFF messages from the WIN, the TURN TO ON textual message is displayed. The message is displayed
for about five seconds, until the cluster arbitrator logic determines that another display request has
priority, or until the ignition is turned to the ON position, whichever occurs first.
The FCM continually monitors the remote start system inputs and the WIN to determine the proper outputs to
the remote start components. The FCM then sends the proper lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the remote start system, the WIN, the FCM, the CCN, the CAN data bus or the
electronic communication related to remote start indicator operation a diagnostic scan tool is required. Refer to
SEAT BELT INDICATOR
The seatbelt 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 instrument cluster circuit board based upon cluster
programming and a hard-wired input from the seatbelt switch in the driver side front seat belt buckle through
the seat belt switch sense circuit.
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 can be disabled and
enabled by the customer using a specific programming event sequence, or by the dealer using a diagnostic scan
tool.
The seatbelt indicator LED is completely controlled by the instrument cluster logic circuit, and that logic will
instrument cluster transistor. The instrument cluster will turn ON the seatbelt indicator for the following
reasons:
 Seatbelt Reminder Function - Each time the cluster receives a battery current input on the fused ignition
switch output (run-start) circuit, the indicator will be illuminated as a seatbelt 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 seatbelt switch input to the cluster.
 Front Seatbelt Not Buckled - Beltminder Active - Following the seatbelt reminder function, each time
the cluster detects an open circuit on either of the front seat belt switch sense circuit (seatbelt switch open
= seatbelt unbuckled) with the ignition switch in the START or ON positions, the indicator will be
illuminated. In addition, if the front seat belt remains unbuckled about 60 seconds after the conclusion of
the seatbelt reminder function with the vehicle speed greater than about 8 kilometers-per-hour (5 miles-
per-hour), the seatbelt indicator will begin to cycle between flashing ON and OFF for 3 seconds, then
lighting solid for 2 seconds. The seatbelt indicator will continue to cycle between flashing and solid
illumination for 13 complete cycles, until the seat belt switch sense inputs to the cluster are closed circuits
to ground (seatbelt switch closed = seatbelt buckled), or until the ignition switch is turned to the OFF
 Front Seatbelt Not Buckled - Beltminder Inactive - Following the seatbelt reminder function, each
time the cluster detects an open circuit on the seat belt switch sense circuit (seatbelt switch open =
seatbelt unbuckled) with the ignition switch in the START or ON positions, the indicator will be
illuminated. The seatbelt indicator remains illuminated until the seat belt indicator driver input to the
cluster is a closed circuit to ground (seatbelt switch closed = seatbelt buckled), or until the ignition switch
is turned to the OFF position, whichever occurs first.
The seatbelt switch is connected in series between ground and the seat belt switch sense circuit input to the
CCN. The seatbelt switch input to the instrument cluster circuitry may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate wiring information. For proper diagnosis of the CCN,
the CAN data bus or the electronic communication related to seatbelt indicator operation a diagnostic scan tool
is required. Refer to the appropriate diagnostic 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 vehicles 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 instrument cluster circuit board based upon cluster programming, hard-wired
inputs to the cluster from the various security system components, and electronic messages received by the
cluster from the Wireless Ignition Node (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 instrument cluster logic circuit, and that logic will
allow this indicator to operate whenever the instrument cluster receives a battery current input on the fused B(+)
circuit. Therefore, the LED can be illuminated regardless of the ignition switch position. The LED only
illuminates when it is provided a path to ground by the instrument cluster transistor. Depending upon the
programmed condition the indicator can be illuminated solid, flashed at a slow rate (0.5 Hertz, 12.5 percent duty
cycle), or flashed at a fast rate (1 Hertz, 50 percent duty cycle). The instrument cluster will turn ON the security
indicator for the following reasons:
 VTSS Indication - During the 16 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 30 seconds after the VTSS is
disarmed.
 SKIS Indicator Lamp-On Message - Each time the cluster receives an electronic SKIS indicator lamp-
ON 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 cluster receives a lamp-OFF message from the WIN, or until the ignition
switch is turned to the OFF position, whichever occurs first. For more information on the SKIS and the
security indicator control parameters. Refer to OPERATION .
 SKIS Textual Message - When the WIN detects certain monitored conditions or is placed in the
programming mode it will send electronic messages requesting the cluster display textual messages, and
the appropriate textual message or combination of messages is illuminated in the cluster re-configurable
dot matrix display. PROGRAMMING ACTIVE , NEW KEY PROGRAMMED , REMOTE KEY
BATTERY LOW , and SERVICE SECURITY KEY messages appear individually, while a KEY
NOT PROGRAMMED message is followed by either a DAMAGED KEY , INVALID KEY or
EXCEEDED KEY PROGRAM LIMIT message, and an INVALID KEY message is followed by a
TRY ALTERNATE KEY message. The textual messages related to key programming are active only on
vehicles sold in markets where customer programming is an available feature of the SKIS.
 Communication Error - If the cluster receives no lamp-ON or lamp-OFF messages from the WIN for 10
consecutive message cycles, the security indicator is illuminated by the instrument cluster. The indicator
remains controlled and illuminated by the cluster until a valid lamp-ON or lamp-OFF message is received
from the WIN.
The instrument cluster 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 self-test 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 lamp-ON or lamp-OFF
message to the CCN. If the 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
ineffective.
For proper diagnosis of the VTSS, the SKIS, the WIN, the CCN, the CAN data bus or the electronic
communication related to security indicator operation a diagnostic scan tool is required. Refer to the appropriate
SERVICE 4WD INDICATOR
The service 4WD indicator gives an indication to the vehicle operator when the Final Drive Control Module
(FDCM) has recorded a DTC for an electronic transfer case circuit or component malfunction. This indicator is
received by the cluster from the FDCM over the CAN data bus.
The service 4WD indicator function of the LCD display unit is completely controlled by the instrument cluster
battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD service 4WD
cluster will turn ON the service 4WD indicator for the following reasons:
 Service 4WD Indicator Lamp-On Message - Each time the cluster receives an electronic service 4WD
indicator lamp-ON message from the FDCM, the service 4WD indicator will be illuminated. The
indicator remains illuminated for about five seconds, until the cluster receives a lamp-OFF message from
the FDCM, until the cluster arbitrator logic determines that another display request has priority, or until
the ignition switch is turned to the OFF position, whichever occurs first.
The FDCM continually monitors the electronic transfer case control circuits and transfer case shift motor/mode
sensor assembly to determine the condition of the system. The FDCM then sends the proper lamp-ON or lamp-
OFF message to the CCN.
For proper diagnosis of the FDCM, the CCN, the CAN data bus or the electronic communication related to
service 4WD indicator operation a diagnostic scan tool is required. Refer to the appropriate diagnostic
information.
SERVICE COLUMN LOCK INDICATOR
The service column lock indicator gives an indication to the vehicle operator when the Wireless Ignition Node
(WIN) has recorded a DTC for a steering column shaft lock module circuit or component malfunction. This
messages received by the cluster from the WIN over the CAN data bus.
The service column lock indicator function of the LCD display unit is completely controlled by the instrument
a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD service column
lock indication will always be OFF when the ignition switch is in any position except ON or START. The
instrument cluster will turn ON the service column lock indicator for the following reasons:
 Service Column Lock Indicator Lamp-On Message - Each time the cluster receives an electronic
service column lock indicator lamp-ON message from the WIN, the service column lock indicator will
be illuminated. The indicator remains illuminated for about five seconds, until the cluster receives a lamp-
OFF message from the WIN, until the cluster arbitrator logic determines that another display request has
The WIN continually monitors the steering column shaft lock module circuits and components to determine the
condition of the system. The WIN then sends the proper lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the shaft lock module, the WIN, the CCN, the CAN data bus or the electronic
communication related to service column lock indicator operation a diagnostic scan tool is required. Refer to the
SERVICE EXHAUST INDICATOR

The service exhaust indicator gives an indication to the vehicle operator when the diesel exhaust particulate
filter is clogged, requiring service or replacement. This indicator is controlled by the instrument cluster logic
circuit based upon cluster programming and electronic messages received over the CAN data bus from the
PCM.
The service exhaust indicator function of the LCD display unit is completely controlled by the instrument
a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD service exhaust
cluster will turn ON the service exhaust indicator for the following reasons:
 Service Exhaust Indicator Lamp-On Message - Each time the cluster receives an electronic service
exhaust indicator lamp-ON message from the PCM indicating the diesel exhaust particulate filter is
clogged, the service exhaust indicator will be illuminated. The indicator remains illuminated for about
five seconds, until the cluster receives a lamp-OFF message from the PCM, until the cluster arbitrator
logic determines that another display request has priority, or until the ignition switch is turned to the OFF
The PCM continually monitors a diesel engine particulate filter differential pressure sensor to determine the
condition of the particulate filter. The PCM then sends the proper lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the diesel engine particulate filter system, the differential pressure sensor, the PCM, the
CCN, the CAN data bus or the electronic communication related to service exhaust indicator operation a
diagnostic scan tool is required. Refer to the appropriate diagnostic information.
SERVICE PARK ASSIST INDICATOR
The service park assist indicator gives an indication to the vehicle operator when the park assist module has
recorded a DTC for a front or rear park assist system circuit or component malfunction. This indicator is
received by the cluster from the park assist module over the CAN data bus.
The service park assist indicator function of the LCD display unit is completely controlled by the instrument
a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD service park
assist indication will always be OFF when the ignition switch is in any position except ON or START. The
instrument cluster will turn ON the service park assist indicator for the following reasons:
 Service Park Assist Indicator Lamp-On Message - Each time the cluster receives an electronic service
park assist indicator lamp-ON message from the park assist module, the service park assist indicator
will be illuminated. The indicator remains illuminated for between three and five seconds, until the cluster
receives a lamp-OFF message from the park assist module, until the cluster arbitrator logic determines
that another display request has priority, or until the ignition switch is turned to the OFF position,
The park assist module continually monitors the front and rear park assist system circuits and components to
determine the condition of the system. The park assist module then sends the proper lamp-ON or lamp-OFF
message to the CCN.
For proper diagnosis of the front or rear park assist systems, the park assist module, the CCN, the CAN data bus
or the electronic communication related to service park assist indicator operation a diagnostic scan tool is
required. Refer to the appropriate diagnostic information.
SMARTBEAM INDICATOR
The auto high beams (SmartBeam™) indicator gives an indication to the vehicle operator of the system status.
This indicator is controlled by the instrument cluster logic circuit based upon cluster programming and
electronic messages received over the CAN data bus from the Auto High Beams (SmartBeam™) Module
(AHBM).
The auto high beams indicator function of the LCD display unit is completely controlled by the instrument
a battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD auto high beam
indications will always be OFF when the ignition switch is in any position except ON or START. The
instrument cluster will turn ON the auto high beams indicator for the following reasons:
 Auto High Beams Status Inactive To Active Message - Each time the cluster receives an electronic
auto high beams status inactive to active message from the AHBM while an auto high beams override
is not active, the AUTO HIGH BEAMS ON textual message is displayed. The message is displayed for
about three seconds, until the cluster arbitrator logic determines that another display request has priority,
or until the ignition switch is turned to the OFF position, whichever occurs first.
 Auto High Beams Override From Inactive To Active Message - Each time the cluster receives an
electronic auto high beams override from inactive to active message from the AHBM while the auto
high beams status is active, the AUTO HIGH BEAMS ON textual message is displayed. The message is
displayed for about three seconds, until the cluster arbitrator logic determines that another display request
has priority, or until the ignition switch is turned to the OFF position, whichever occurs first.
 Auto High Beams Status Active To Inactive Message - Each time the cluster receives an electronic
auto high beams status active to inactive message from the AHBM while an auto high beams override
is not active, the AUTO HIGH BEAMS OFF textual message is displayed. The message is displayed for
about three seconds, until the cluster arbitrator logic determines that another display request has priority,
or until the ignition switch is turned to the OFF position, whichever occurs first.
 Auto High Beams Override From Active To Inactive Message - Each time the cluster receives an
electronic auto high beams override from active to inactive message from the AHBM while the auto
high beams status is active, the AUTO HIGH BEAMS OFF textual message is displayed. The message
is displayed for about three seconds, until the cluster arbitrator logic determines that another display
request has priority, or until the ignition switch is turned to the OFF position, whichever occurs first.
The AHBM continually monitors the CCN to determine the status of the auto high beams system and the status
of the auto high beams override to determine the proper outputs to the Front Control Module (FCM). The
AHBM then sends the proper lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the auto high beams system, the AHBM, the FCM, the CCN, the CAN data bus or the
electronic communication related to auto high beams indicator operation a diagnostic scan tool is required.
TOW/HAUL INDICATOR
The tow/haul indicator gives an indication to the vehicle operator when the OFF position of the tow/haul switch
has been selected, disabling the electronically controlled overdrive feature of the automatic transmission. This
indicator is controlled by a transistor on the instrument cluster circuit board based upon cluster programming
and electronic messages received by the cluster from the PCM over the CAN data bus. The CCN will illuminate
the tow/haul indicator for about three seconds each time the ignition is turned to the ON position, during the
bulb test.
The tow/haul indicator LED is completely controlled by the instrument cluster logic circuit, and that logic will
instrument cluster transistor. The instrument cluster will turn ON the tow/haul indicator for the following
reasons:
 Tow/Haul Indicator Lamp-On Message - Each time the cluster receives an electronic tow/haul
indicator lamp-ON message from the PCM indicating that the OFF position of the tow/haul switch has
been selected, the indicator will be illuminated. The indicator remains illuminated until the cluster
receives a lamp-OFF message from the PCM, or until the ignition switch is turned to the OFF position,
The PCM continually monitors the tow/haul switch to determine the proper outputs to the automatic
transmission. The PCM then sends the proper lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the transmission control system, the PCM, the CCN, the CAN data bus or the electronic
communication related to tow/haul indicator operation a diagnostic scan tool is required. Refer to the
TRACTION CONTROL INDICATOR
The traction control indicator gives an indication to the vehicle operator when the ESC/BAS/Traction Control
System (TCS) has been activated. This indicator is controlled by the instrument cluster logic circuit based upon
cluster programming and electronic messages received by the cluster 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 (run-start) 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 provided a path to ground by
the instrument cluster circuitry. The instrument cluster will turn ON the traction control indicator for the
following reasons:
 Traction Control Indicator Lamp-On Message - Each time the cluster receives an electronic traction
control indicator lamp-ON message from the CAB indicating that the ESC/BAS/TCS has been
activated, the traction control indicator will be illuminated. The indicator can be flashed ON and OFF, or
illuminated solid, as dictated by the CAB message. The indicator remains illuminated solid or continues
to flash until the cluster receives a lamp-OFF message from the CAB, or until the ignition switch is
The CAB continually monitors the traction control switch to determine the proper outputs to the components of
the Antilock Brake System (ABS). The CAB then sends the proper lamp-ON or lamp-OFF message to the
CCN.
For proper diagnosis of the traction control switch, the ESC/BAS/TCS, the CAB, the CCN, the CAN data bus or
the electronic communication related to traction control indicator operation a diagnostic scan tool is required.
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
PCM over the CAN data bus.
The gear selector indicator information is displayed by the fixed segment LCD display unit soldered onto the
instrument cluster electronic circuit board, and the LCD 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, brackets [ ] will be illuminated around the appropriate character in the gear selector indicator. The
brackets will remain illuminated until the cluster receives a different selected gear message, or until the
 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 bracketed (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 hard-wired multiplex input from the Transmission Range Sensor (TRS), then
sends the proper message to the CCN.
For proper diagnosis of the TRS, the PCM, the CCN, the CAN data bus or the electronic communication related
to gear selector indicator operation a diagnostic scan tool is required. Refer to the appropriate diagnostic
information.
TRANSMISSION TEMPERATURE INDICATOR
The transmission over-temperature indicator gives an indication to the vehicle operator when the transmission
fluid temperature is excessive, which may lead to accelerated transmission component wear or failure. This
messages received over the CAN data bus from the Front Control Module (FCM).
The transmission over-temperature indicator function of the LCD display 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 ignition switch output (run-start) circuit. Therefore, the LCD
transmission over-temperature indication will always be OFF when the ignition switch is in any position except
ON or START. The instrument cluster will turn ON the transmission over-temperature indicator for the
following reasons:
 Trans Over-Temp Indicator Lamp-On Message - Each time the cluster receives an electronic trans
over-temp indicator lamp-ON message from the FCM indicating that the fluid temperature is 135 °C
(275 °F) or higher, the transmission over-temperature indicator will be illuminated and a single chime
tone is sounded. The indicator remains illuminated for about five seconds, until the cluster receives a
lamp-OFF message from the FCM, until the cluster arbitrator logic determines that another display
request has priority, 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 indicator is cycled OFF and then
ON again by the appropriate lamp-ON and lamp-OFF messages from the FCM.
The FCM continually monitors the transmission temperature sensor to determine the transmission operating
condition. The FCM then sends the proper lamp-ON or lamp-OFF message to the CCN. If the instrument
cluster illuminates the transmission over-temperature indicator due to a high transmission oil temperature
condition, it may indicate that the transmission or the transmission cooling system are being overloaded or that
they require service.
For proper diagnosis of the transmission temperature sensor, the FCM, the CCN, the CAN data bus or the
electronic communication related to transmission over-temperature indicator operation a diagnostic scan tool is
required. Refer to the appropriate diagnostic information.
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 instrument cluster electronic circuit board based upon the cluster
programming and electronic messages received from the Front Control Module (FCM) over the CAN data bus.
Each turn signal indicator LED is completely controlled by the instrument cluster logic circuit, and that logic
B(+) circuit. Therefore, each LED can be illuminated regardless of the ignition switch position. The LED only
turn ON the turn signal indicators for the following reasons:
 Turn Signal Indicator Lamp-On Message - Each time the cluster receives an electronic right or left
turn signal-ON message from the FCM over the CAN data bus, the appropriate turn signal indicator will
be flashed ON and OFF. The FCM also sends the appropriate electronic message to the cluster to control
the flash rate of the turn signal indicators, as well as to control the click rate of an electromechanical relay
soldered onto the cluster electronic circuit board that emulates the sound emitted by a conventional turn
signal flasher. The turn signal indicators continue to flash ON and OFF until the cluster receives a lamp-
OFF message from the FCM, or until the ignition switch is turned to the OFF position, whichever occurs
first.
 Hazard Warning Indicator Lamp-On Message - Each time the cluster receives an electronic hazard
warning-ON message from the FCM over the CAN data bus, both turn signal indicators will be flashed
ON and OFF. The FCM also sends the appropriate electronic messages to the cluster to control the 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 cluster electronic circuit board that emulates the sound emitted by a conventional
hazard warning flasher. The turn signal indicators continue to flash ON and OFF until the cluster receives
a hazard warning-OFF message from the FCM.
 Turn Signal-On Textual Warning Message - When the cluster detects that a turn signal has been active
continuously for 1.6 kilometers (1 mile) with the vehicle speed greater than 22 kilometers-per-hour (15
miles-per hour) a TURN SIGNAL ON textual message and flashing right or left turn signal icon will
appear within the instrument cluster re-configurable dot matrix display and a chime tone will be sounded.
 Lamp Out Mode - If the FCM detects an ineffective turn signal lamp or circuit, it increases the flash rate
for the remaining operative turn signals and sends an electronic message to the instrument cluster. The
instrument cluster then increases the flash rate of the turn signal indicators and the click rate of the
electromechanical relay to provide an indication of the problem to the vehicle operator.
The CCN continually monitors the electronic messages from the FCM to determine the proper turn signal and
hazard warning indicator operation.
For proper diagnosis of the turn signal and hazard warning system, the multi-function switch, the FCM, the
CCN, the CAN data bus or the electronic communication related to turn signal indicator operation a diagnostic
scan tool is required. Refer to the appropriate diagnostic information.
UPSHIFT INDICATOR
The upshift indicator gives an indication to the vehicle operator that the engine speed is nearing its limit and a
transmission upshift is necessary to prevent engine over speeding. This indicator is controlled by the instrument
cluster logic circuit based upon cluster programming and electronic messages received by the cluster from the
Transmission Control Module (TCM) over the CAN data bus.
The upshift indicator function of the LCD display unit is completely controlled by the instrument cluster logic
current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD upshift indication will
turn ON the upshift indicator for the following reasons:
 Upshift Indicator Lamp-On Message - Each time the cluster receives an electronic upshift indicator
lamp-ON message from the TCM indicating that the engine speed is nearing its limit, the upshift
indicator is illuminated. The indicator remains illuminated for about five seconds, until the cluster
receives a lamp-OFF message from the TCM, until the cluster arbitrator logic determines that another
display request has priority, or until the ignition switch is turned to the OFF position, whichever occurs
first.
The TCM continually monitors the engine speed and the Transmission Range Sensor (TRS) to determine the
proper control outputs for the engine fuel, ignition and emissions systems. The TCM then sends the proper
lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the upshift indicator, the TCM, the CCN the CAN data bus or the electronic
communication related to upshift indicator operation a diagnostic scan tool is required. Refer to the appropriate
WASHER FLUID INDICATOR

The washer fluid indicator gives an indication to the vehicle operator that the fluid level in the washer reservoir
is low. This indicator is controlled by the instrument cluster logic circuit based upon cluster programming and
electronic messages received by the cluster from the Front Control Module (FCM) over the CAN data bus.
The washer fluid indicator function of the LCD display unit is completely controlled by the instrument cluster
battery current input on the fused ignition switch output (run-start) circuit. Therefore, the LCD washer fluid
cluster will turn ON the washer fluid indicator for the following reasons:
 Washer Fluid Indicator Lamp-On Message - Each time the cluster receives an electronic washer fluid
indicator lamp-ON message from the FCM indicating that a low washer fluid condition has been
detected for 60 consecutive seconds, the washer fluid indicator is illuminated and a single chime tone is
sounded. The indicator remains illuminated until the cluster receives lamp-OFF messages for 60
consecutive seconds from the FCM, 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 washer fluid
indicator is cycled OFF and then ON again by the appropriate lamp-ON and lamp-OFF messages from
the FCM.
The FCM continually monitors the washer fluid level switch in the washer reservoir to determine the level of
the washer fluid. The FCM then sends the proper lamp-ON or lamp-OFF message to the CCN.
For proper diagnosis of the washer fluid level switch, the FCM, the CCN, the CAN data bus or the electronic
communication related to washer fluid indicator operation a diagnostic scan tool is required. Refer to the
The hard-wired 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 self-diagnostic CCN Self test . For more information, refer to 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.
POD, SWITCH
DESCRIPTION
DESCRIPTION
Fig. 11: Instrument Panel Switch Pod

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 vary depending
upon the equipment in the vehicle. However, every available configuration includes the hazard warning push
button switch. The switch pod may include the following switches:
 Alternating Current (AC) Power Inverter Outlet Switch (5)

 Automatic Transmission Tow/Haul Mode Switch (2)
 Electronic Stability Control (ESC) Off Switch (7)
 Hazard Warning Switch (3)
 Headlamp Leveling Switch (Not Shown in illustration)
 Hill Descent Switch (6)
 Park Assist Off Switch (4)
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.
Refer to INTERNATIONAL VEHICLE CONTROL AND DISPLAY SYMBOLS , DESCRIPTION .
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, the
manual headlamp leveling switch features a thumbwheel with four detent positions, 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 onto each end 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 upper
instrument panel switch pod cannot be repaired and are not serviced individually. If any component within the
switch pod is ineffective or damaged, the entire switch pod must be replaced.
OPERATION
OPERATION
For information covering details of operation for the individual switches and circuits contained within the
instrument panel switch pod, refer to the specific service information covering the system to which that switch
belongs.
REMOVAL
REMOVAL
deployment.
Fig. 12: Switch Pod & Four Screws


2. Remove the center bezel from the instrument panel. Refer to BEZEL, INSTRUMENT PANEL,
CENTER , REMOVAL .
3. Disconnect the wire harness connector from the back of the instrument panel switch pod (4).
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
deployment.
NOTE: There may be several different instrument panel lower switch pods available,
depending upon the optional equipment content of the vehicle. Be certain that a
replacement lower switch pod matches the optional equipment of the vehicle
into which it is being installed.
Fig. 13: Switch Pod & Four Screws

1. Position the instrument panel switch pod (4) to the back of the center bezel.
2. Install and tighten the four screws (3) that secure the switch pod to the center bezel. Tighten the screws
securely.
3. Connect the wire harness connector to the back of the switch pod.
4. Install the center bezel onto the instrument panel. Refer to BEZEL, INSTRUMENT PANEL,
CENTER , INSTALLATION .
SWITCH, TERRAIN SELECT

DESCRIPTION
DESCRIPTION
Fig. 14: Identifying Console-Mounted Switch Functions

The terrain select switch is located on the center console and has a rotating selection knob in the center (10),
and manual push button switches (1, 2, 8, 9) in the corners with LED indicators. For replacement of the terrain
select switch, refer to SWITCH, TERRAIN SELECT , REMOVAL.
The various switch positions are as follows:
 Hill Decent Control (1).

 4WD Low (2).
 Sport Terrain position (3).
 Snow Terrain position (4).
 Auto Terrain position (5).
 Sand/Mud Terrain position (6).
 Rock Terrain position (7).
 Air Suspension Up (8).
 Air Suspension Down (9).
 Terrain auto select control knob (10).
 Neutral Position (11).
OPERATION
OPERATION
Fig. 15: Identifying Console-Mounted Switch Functions

The terrain select switch is used to communicate driver commands of various vehicle control systems related to
vehicle ride height, traction, and stability control. The switch includes an Auto setting and a Neutral setting. The
switch communicates with the Cabin Compartment Node (CCN) via a LIN Bus. The CCN sends information
related to the terrain select switch via the CAN Interior bus. Some modules that use the information from the
terrain select switch are as follows:
 Air Suspension Control Module (ASCM)

 Antilock Brake Module (ABS)
 Powertrain Control Module (PCM)
REMOVAL
REMOVAL


2. Remove the yellow stamped spring clip (2) from the knob (1) by grabbing the exposed tab with pliers and
pulling straight out.

the console bezel.
Fig. 19: Harness Connector, Retaining Clips & Terrain Select Switch
5. With the bezel tilted up in the back, disconnect the wiring harness connector (3), then press the four
retaining clips (1) in and push the terrain select switch (2) up through the bezel to remove.
INSTALLATION
INSTALLATION
Fig. 20: Harness Connector, Retaining Clips & Terrain Select Switch
1. With the bezel tilted up in the back, position the terrain select switch (2) in the front of the bezel and seat
the retaining clips (1).
2. Connect the wiring harness connector (3).

3. Position the console bezel (1) and seat the retaining clips.

4. Replace the yellow stamped clip (2) into the knob (1). The tab orients toward the outside of knob, not the

Fig. 24: Knob


2011 ACCESSORIES AND EQUIPMENT Lamps/Lighting - Exterior - Service Information - Grand Cherokee
Lamps/Lighting - Exterior - Service Information - Grand Cherokee
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. Refer to 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.
DESCRIPTION
DESCRIPTION
The exterior lighting system for this vehicle includes the following exterior lamp units:
 Center High Mounted Stop Lamp - A standard equipment Center High Mounted Stop Lamp (CHMSL)
is centered on the liftgate spoiler just above the flip-up glass opening at the rear of the vehicle.
 Front Fog Lamps - Vehicles equipped with this option have a separate fog lamp unit mounted near each
outboard end of the front fascia, below each front lamp unit.
 Front Lamp Units - A halogen front lamp unit is standard equipment on vehicles manufactured for
domestic markets. A High Intensity Discharge (HID) front lamp unit is standard equipment in vehicles
manufactured for export markets and optional for domestic market vehicles. The front lamp units are
mounted to the front of each front fender panel on either side of the grille opening.
 License Plate Lamps - Two standard equipment rear license plate lamp units are mounted to the
underside of the light bar and handle unit, just above the license plate tub formation on the outer liftgate
panel.
 Outside Mirror Signal Lamps - Vehicles equipped with this option have a signal lamp unit integral to
the lower forward facing surface of each outside rear view mirror. These signal lamps are serviced only as
a unit with the outside rear view mirror assembly.
 Rear Lamp Units - A standard equipment two-piece rear lamp unit is mounted on each side at the rear of
the vehicle. One piece of the rear lamp is secured to the end of each quarter panel on either side of the
liftgate opening and the second piece is secured to each side of the liftgate outer panel, adjacent to the
first piece of the rear lamp when the liftgate is closed.
 Rear Fog Lamps - In certain export markets where they are required, two rectangular fog lamps with red
lenses and reflectors are located in the rear bumper fascia, one just inboard and below each rear lamp unit.
In domestic market vehicles, a red reflector is installed in the rear fascia in place of a rear fog lamp.
 Repeater Lamps - A repeater lamp is mounted to each front fender just behind the front wheel opening
on vehicles manufactured for certain export markets where they are required.
These exterior lighting lamp units and their controls are combined to provide the following exterior lighting
features:
 Automatic Headlamps - Automatic headlamps are standard equipment on this vehicle. The headlamp
switch includes an A (Automatic) position and an automatic headlamp sensor senses ambient light levels.
The automatic headlamp sensor is integral to the sun load sensor located on the top of the instrument
panel. When the A position of the headlamp switch is selected, the headlamps are turned ON and OFF
automatically as ambient light levels dictate.
 Backup Lamps - In domestic market vehicles, the backup (or reverse) lamps include a clear bulb,
reflector and clear lens that are integral to each inner and outer rear lamp unit. In export market vehicles,
backup lamps are found in only the two inner rear lamp units.
 Brake Lamps - The brake (or stop) lamps include a clear bulb, reflector and a red lens that are integral to
each outer rear lamp unit, and the red lens and multiple Light-Emitting Diode (LED) units of the
CHMSL.
 Daytime Running Lamps - Vehicles manufactured for sale in Canada and equipped with halogen front
lamp units illuminate the low beam headlamp bulb in each front lamp unit at a reduced intensity to serve
as the Daytime Running Lamps (DRL). United States fleet vehicles, equipped with halogen front lamp
units illuminate the high beam headlamp bulb in each front lamp unit at a reduced intensity to serve as
DRL. Domestic market vehicles with HID front lamp units and DRL illuminate a dedicated DRL bulb in
the front lamp unit, while export market vehicles illuminate a combination DRL/position lamp bulb in
each front lamp unit.
 Exterior Lamp Fail-Safe 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 headlamp switch, or when
there is no communication over the Controller Area Network (CAN) data bus.
 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 optional front fog lamps include the bulb, reflector and 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 low or high beam headlamps remain illuminated for 90 seconds after the ignition
switch has been turned to the OFF position. If the vehicle is equipped with the optional Electronic
Vehicle Information Center (EVIC), the delay interval is customer-programmable for 0, 30, 60 or 90
seconds.
 Headlamps - Two headlamp systems are available on this vehicle for domestic markets. The standard
halogen headlamp system includes two single filament halogen bulbs in each front lamp unit, one low
beam and one high beam. The optional HID headlamp system includes a single HID lighting
element/igniter unit for low or high beam headlamps. An electric motor and mechanism internal to the
HID lamp unit closes a shutter for low beams and opens the shutter for high beams. HID headlamps are
standard equipment for all vehicles manufactured for export markets. The HID front lamp units each
include an electronic ballast module, while an Automatic Headlamp Leveling Module (AHLM) that
serves both front lamp units is mounted to the bottom of the right front lamp unit only. Both headlamp
systems also include an adjustable reflector and clear lens integral to each front lamp unit.
 Headlamp Leveling - On all vehicles equipped with optional HID headlamps, an Automatic Headlamp
Leveling Module (AHLM) on the right front lamp unit controls a headlamp leveling actuator motor on
each front lamp unit to automatically perform headlamp adjustments using inputs from front and rear axle
sensors to monitor changes in the vehicle suspension height.
 Optical Horn - Also known as flash-to-pass, the beam selection function of the 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 either the amber bulbs, the reflectors and the clear lenses of
the park lamp compartment in both front lamp units or the clear position lamp bulb within the headlamp
compartment of both front lamp units. On vehicles not equipped with repeater lamp units, the front lamps
also include the front side marker lamp bulbs and amber reflectors. On vehicles equipped with repeater
lamp units, only the amber side marker reflectors are retained in the front lamp units. The rear park lamps
include a clear bulb, a reflector and a red lens integral to each inner and outer rear lamp unit as well as the
clear bulbs and lenses of the two license plate lamp units.
 Rear Fog Lamps - Rear fog lamps are available only in certain export 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 fog lamp unit located below the outer tail lamps in the rear fascia. On domestic market vehicles, only
the red reflector is retained in the rear fascia.
 SmartBeam® Automatic Headlamps - Vehicles equipped with the optional SmartBeam® automatic
headlamps include a unique digital light-sensing imager camera integral to the electrochromic inside rear
view mirror and programming that allows it to detect light levels, their color and their source within the
path ahead of the vehicle. When SmartBeam® is enabled, the high beam position of the headlamp
dimmer switch is selected and the ambient light conditions are appropriate, the headlamp high beams are
turned ON and OFF automatically as needed.
 Turn Signal Lamps - The front turn signal lamps include an amber bulb, a reflector, and a clear lens that
are integral to each front lamp unit. On vehicles equipped with the optional outside mirror signal lamps,
there are several amber LED units integral to each mirror signal lamp unit that are also activated by the
turn signal circuits for the same side of the vehicle. Depending upon market requirements, either the front
side marker lamps or the repeater lamps on each front fender will also be included in the front turn signal
circuits. Depending upon market requirements, the rear turn signal lamps include either a clear bulb and a
red lens or an amber lens and a reflector that are integral to each outer rear lamp unit.
Other components of the exterior lighting system for this vehicle include:
 Automatic Headlamp Leveling Module - Vehicles equipped with HID headlamps have an AHLM
located on the bottom of the right front lamp unit housing. The AHLM monitors the vehicle ride height
through the front and rear axle sensors, then provides inputs to the headlamp leveling motor on each front
lamp unit as appropriate.
 Axle Sensors - Vehicles equipped with HID headlamps have an axle sensor for both the front and the rear
axles, which monitor the suspension height of the vehicle.
 Backup Lamp Switch - A Transmission Range Sensor (TRS) integral to the solenoid pack on the valve
body of the electronic automatic transmission performs the backup lamp switch function for this vehicle.
 Brake Lamp Switch - A plunger-type brake lamp switch is located on the steering column support
bracket under the instrument panel and is actuated by the brake pedal arm when the brake pedal is
depressed.
 Daytime Running Lamp Relays - Vehicles equipped with optional HID headlamps and Daytime
Running Lamps (DRL) have two DRL relays located in the Power Distribution Center (PDC).
 Electronic Ballast Module - Vehicles equipped with the HID headlamps have an electronic ballast
module secured to the underside of each front lamp unit. Each module controls the HID lighting
element/igniter within the front lamp unit to which it is mounted.
 Hazard Switch - A latching push button-actuated 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 actuator motor is located on the back of each front
lamp unit housing of vehicles manufactured with HID headlamps.
 Headlamp Switch - A headlamp switch is located on the left side of the instrument panel, below the left
instrument panel vent outboard of the steering column. The headlamp switch includes a rotary knob to
turn the park lamps and headlamps ON or OFF and is pushed inward for selecting the optional front fog
lamps on vehicles so equipped. The headlamp switch also features a vertical thumbwheel for selecting the
panel lamps dimming level, a PARADE mode to illuminate all Vacuum Fluorescent Display (VFD) units
at full brightness for visibility when driving in daylight with the exterior lighting turned ON, and for
interior lighting control.
 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 DESCRIPTION .
 Instrument Panel Switch Pod - A latching push button-actuated hazard switch is integral to the
instrument panel switch bank located just below the air conditioning and heater controls in the center
stack area of the instrument panel. Refer to POD, SWITCH, DESCRIPTION .

 Multi-Function Switch - The multi-function switch is integral to the Steering Column Control Module
(SCCM) located on the steering column, just below the steering wheel. A control stalk that extends from
the left side of the SCM is used to select the turn signal lamps (right or left) and to select the headlamp
beam (low, high or optical horn).
 Park Brake Switch - A park brake switch is located on the park brake lever mechanism on the cowl side
inner panel (Left-Hand Drive/LHD) or the right side of the floor panel transmission tunnel (Right-Hand
Drive/RHD) to the left of the steering column.
 SmartBeam® Module - The SmartBeam® automatic high beam digital imaging camera and system
logic circuitry is integral to the electrochromic inside rear view mirror on the inside of the windshield.
 Steering Control Module - The Steering Control Module (SCM) is located within and integral to the
Steering Column Control Module (SCCM) located on the top of the steering column, just below the
steering wheel. Refer to MODULE, STEERING COLUMN, DESCRIPTION .
 Totally Integrated Power Module - The Totally Integrated Power Module (TIPM) is located in the
engine compartment. Refer to DESCRIPTION .
 Trailer Tow Wiring - Domestic market vehicles with a factory-installed trailer towing package have a
trailer tow wire harness with a combination 4-way and heavy duty 7-way trailer tow connector installed in
the rear bumper fascia near the trailer hitch receiver. This package also includes an electric trailer brake
wiring provision that terminates at a connector located on top of the large body harness connection
bracket under the instrument panel to the left of the steering column. An electric trailer brake pigtail
harness and an instruction card are available through MOPAR® to ease installation of most aftermarket
electric trailer brake controllers.
 Trailer Tow Relays - Domestic market vehicles with a factory-installed trailer towing package have two
trailer tow relays installed in the TIPM in the engine compartment. One relay is for the trailer right turn
and brake lamps, and the other is for the trailer left turn and brake lamps.
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
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 wiring information. The wiring
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
AUTOMATIC HEADLAMPS
The automatic headlamp system includes the headlamp switch, the ElectroMechanical Instrument Cluster
(EMIC) (also known as the Cab Compartment Node/CCN), the Totally Integrated Power Module (TIPM), the
ignition switch (also known as the Wireless Ignition Node/WIN), the air conditioner - heater control unit and
the sun load sensor on the top of the instrument panel.
The TIPM energizes the sun load sensor to provide an ambient light level input to the air conditioner - heater
control whenever the electronic ignition switch status messages received from the WIN over the Controller
Area Network (CAN) data bus indicate the ignition switch ON position is selected. The air conditioner - heater
control responds to the sun sensor input by sending the appropriate electronic light level messages back to the
TIPM over the CAN data bus. When the A (Automatic) position is selected with the headlamp switch, the
EMIC responds to this input by sending an electronic lighting request message to the TIPM over the CAN data
bus.
With the engine running, the TIPM responds to these messages by automatically controlling a pulse width
modulated voltage output to the selected headlamp bulb filaments or electronic ballast units through the right
and left low or high beam driver circuits to illuminate the headlamps. The TIPM also remembers which beams
(low or high) were selected when the headlamps were last turned OFF, and energizes those beams and lamps
again the next time it turns the headlamps ON.
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 ground screw to the body sheet metal. The Powertrain Control Module
(PCM) continually monitors a hard wired multiplex input from the Transmission Range Sensor (TRS), then
sends the proper electronic transmission gear selector status messages to other electronic modules over the
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 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 ground screw to the
body sheet metal within the passenger compartment. The brake lamps and CHMSL receive battery voltage on
the brake lamp switch feed circuit when the brake lamp switch is closed by the brake pedal arm. On domestic
market vehicles, the TIPM monitors an input from the brake lamp switch, then provides the proper outputs to
the brake lamps, while the CHMSL is controlled by a hard wired output from the brake lamp switch. On export
market vehicles, the CHMSL and brake lamps are connected to a hard wired output from the brake lamp switch.
On vehicles so equipped, the brake lamp function of the trailer tow stop/turn relays is controlled by an output
from the TIPM based upon the hard wired input from the brake lamp switch.
DAYTIME RUNNING LAMPS
Vehicles manufactured for sale in Canada and equipped with halogen headlamps illuminate both low beam
headlamp bulbs at a reduced intensity when the engine is running, the parking brake is released, the automatic
transmission gear selector is not in the PARK position and the exterior lamps are turned OFF. Under the same
conditions, vehicles manufactured for U.S. fleet sales and equipped with halogen headlamps illuminate both
high beam headlamp bulbs at a reduced intensity. On vehicles equipped with High Intensity Discharge (HID)
headlamps regardless of the market, the TIPM operates a dedicated DRL bulb (domestic markets) or a
combined position/DRL bulb (export markets) through right and left DRL relays to serve as the DRL.
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 EMIC indicating the status of the headlamp exterior lighting input is OFF or A
(Automatic) and indicating that the parking brake is released, the TIPM provides a pulse width modulated
voltage output to the proper headlamp bulbs or provides a path to ground for the DRL relays to produce DRL
illumination at the proper intensity.
FRONT FOG LAMPS
Vehicles equipped with optional front fog lamps include a front fog lamp switch integral to the headlamp switch
on the instrument panel. The front fog lamps have a path to ground at all times through their connection to the
Front End Module (FEM) wire harness. The FEM wire harness has takeouts with eyelet terminals that are
secured by ground screws to the body sheet metal within the engine compartment. The EMIC monitors a hard
wired multiplex input from the headlamp switch to determine whether the fog lamps are selected, then sends
electronic fog lamp switch request messages to the TIPM over the CAN data bus.
When the TIPM receives a fog lamp switch request message it then controls front fog lamp operation by
providing a battery voltage output to the fog lamps through the right and left front fog lamp control circuits. The
TIPM also sends the appropriate electronic message back to the EMIC to illuminate or extinguish the front fog
lamp indicator. The TIPM will automatically de-energize 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 after the electronic ignition switch status
messages from the WIN transition to LOCK, 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.
Each front fog lamp includes an integral adjustment thumbwheel 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 - heater controls. The TIPM monitors a hard
wired input from the hazard switch through an internal pull-up to determine the status of the hazard switch.
When the TIPM receives an input from the hazard switch it controls hazard warning system operation and flash
rate by controlling a 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 over 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 an electronic message to the
instrument panel switch pod over the Local Interface Network (LIN) data bus to control the illumination of the
hazard switch push button.
HEADLAMPS
The headlamp system includes the Steering Control Module (SCM), the EMIC and the TIPM, the headlamp
switch on the instrument panel and the multi-function switch on the steering column. On vehicles with the
optional High Intensity Discharge (HID) headlamps, the HID electronic ballast module of each front lamp unit
is also part of the headlamp system. Each halogen headlamp bulb and the HID electronic ballast module has a
path to ground at all times through their connection to the FEM wire harness. The FEM wire harness has
takeouts with eyelet terminals that are secured by ground screws to 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 EMIC monitors a hard wired multiplex input from the headlamp switch to determine the status of the
headlamp switch. The SCM monitors a hard wired multiplex input to determine the status of the multi-function
switch and whether the headlamp high or low beams are selected. The SCM then sends the appropriate
electronic headlamp beam select switch status messages to the TIPM over the CAN data bus. The EMIC then
sends the appropriate electronic headlamp request messages to the TIPM over the CAN data bus. The TIPM
responds to these messages by providing a Pulse Width Modulated (PWM) voltage output to the proper halogen
headlamp bulbs or a control voltage to the HID electronic ballast modules through high side drivers on the right
and left low and high beam feed circuits to illuminate the selected headlamp beams. The TIPM also sends the
appropriate electronic messages to the EMIC to control the illumination of the high beam indicator.
On vehicles with the optional HID headlamps, the HID electronic ballast module uses a high voltage
Alternating Current (AC) output to activate the HID igniter integral to the lighting element to provide a high
voltage surge, which creates a light arc between the lighting element electrodes. Once the electronic ballast
module detects a suitably stable light arc, it switches over to a power-limiting mode to sustain the light arc. Also
an electric motor drives a shutter within each HID lamp unit and the position of the shutter controls whether the
low beams (shutter closed) or high beams (shutter open) are illuminated.
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 after the electronic ignition switch status messages from
the WIN transition to LOCK. The EMIC and the TIPM each provide a fail-safe 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 headlamp 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 while the electronic ignition switch
status messages from the WIN indicate the ignition ON position is selected.
Each headlamp includes an integral reflector adjustment screw to be used for static aiming of the headlamps.
HEADLAMP DELAY
The headlamp delay feature includes the headlamp switch, the EMIC, the WIN and the TIPM. This feature has
customer programmable delay intervals of 0 seconds (disabled), 30 seconds, 60 seconds and 90 seconds. If the
headlamp switch remains in the headlamp ON position until the electronic ignition switch status messages
from the WIN indicate the ignition OFF position is selected, 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 90 seconds, but can be reprogrammed by the customer using the customer
programmable features function of the Electronic Vehicle Information Center (EVIC).
HEADLAMP LEVELING
On vehicles with the HID headlamps, an automatic leveling system is used that includes front and rear axle
sensors and an Automatic Headlamp Leveling Module (AHLM) located on the bottom of the right front lamp
unit housing. A headlamp leveling motor located on the back of each HID lamp unit is mechanically connected
through an integral pushrod to the adjustable headlamp reflector.
The automatic headlamp leveling system automatically adjusts the headlamp beam reflectors to compensate for
changes in vehicle suspension height regardless of whether caused by the loading of the vehicle suspension or
vehicle pitch changes caused by acceleration and deceleration. The actuator motors are automatically adjusted
by the AHLM, which reads the front and the rear axle sensors to determine the suspension height changes. The
circuitry of the AHLM provides a voltage signal to the electronic circuitry of both leveling actuator motors and
the electronic circuitry of these stepper motors responds to the voltage inputs received from the AHLM to move
the headlamp reflectors to the selected position.
The headlamp leveling motors have a path to ground at all times. The automatic headlamp leveling components
operate on battery current received only when the exterior lighting and the ignition switch are turned ON.
PARK LAMPS
The park lamps system includes the EMIC, the TIPM and the headlamp switch on the instrument panel. The
front park lamp and side marker or position lamp bulbs each have a path to ground at all times through their
connection to the FEM wire harness. The FEM wire harness has takeouts with eyelet terminals that are secured
by ground screws to the front end sheet metal within the engine compartment. The rear park lamp, side marker
lamp 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 ground screw to the body sheet metal within the passenger compartment.
The EMIC monitors a hard wired multiplex input from the headlamp switch, then sends the appropriate
electronic headlamp switch status messages 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
front and rear, right and left park lamp feed circuits.
For domestic market vehicles, 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 after the electronic
ignition switch status messages from the WIN indicate the ignition LOCK position is selected. The EMIC
provides a fail-safe feature for the park lamps, which will send an electronic message to the TIPM to turn these
lamps ON automatically if it detects no input from the headlamp switch. The TIPM also provides a fail-safe
feature for the park lamps that will turn the headlamps and park lamps ON automatically whenever a loss of
CAN bus communication is detected when the electronic ignition switch status messages from the WIN
indicate the ignition ON position is selected.
REAR FOG LAMPS
Rear fog lamps are installed on vehicles manufactured for all export markets. The rear fog lamp system includes
the headlamp switch, the EMIC and the TIPM. The rear fog lamps have a path to ground at all times through
their connection to the rear fascia wire harness.
The EMIC monitors a hard wired multiplex input from the headlamp switch to determine whether the rear fog
lamps are selected, then sends electronic rear fog lamp switch status messages to the TIPM over the CAN data
bus. The TIPM responds to this message by providing a voltage output to the rear fog lamps. The TIPM also
sends the appropriate electronic messages to the EMIC to illuminate or extinguish the rear fog lamp indicator.
The TIPM will automatically de-energize the rear fog lamps any time the front fog lamps are deselected or
when the automatic headlamps feature turns the headlamps OFF. However, the rear fog lamps must always be
turned ON manually, even after they've been turned OFF automatically. 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 after the electronic ignition switch status messages from the WIN indicate the
ignition LOCK position is selected.
SMARTBEAM® SYSTEM
The optional SmartBeam® (auto high beam) system includes the SmartBeam® module with digital imager
camera and electronic circuitry integral to the electrochromic inside rear view mirror, the SCM, the TIPM, the
EMIC, the EVIC, the headlamp switch and the multi-function switch. First, the Auto High Beams option must
be enabled using the customer programmable features function of the EVIC. Then the A (Automatic) position
must be selected using the rotary knob of the headlamp switch, the headlamp beam selector switch must be in
the high beam position and the appropriate ambient light conditions must be present. Finally, the vehicle speed
must be greater than 32 kilometers-per-hour (20 miles-per-hour).
Once all of these prerequisites have been met, the SmartBeam® camera and its circuitry within the
electrochromic mirror automatically sends the appropriate electronic headlamp beam select switch status
messages to the TIPM over the CAN data bus. The TIPM then responds to these messages by providing a pulse
width modulated voltage output to the proper headlamp bulbs or the headlamp ballasts through the right and left
low and high beam feed circuits to illuminate the headlamps. The TIPM also sends the appropriate electronic
messages back to the EMIC to control the illumination of the high beam indicator.
The SCM continues to monitor the multi-function switch, and will send the appropriate electronic messages to
the EMIC, which relays these messages to the SmartBeam® circuitry in the inside rear view mirror and to the
TIPM to manually invoke the beam select switch momentary optical horn (flash-to-pass) feature or, when a
detent switch position is selected to override SmartBeam® operation.
TRAILER TOW WIRING
In addition to the trailer tow wiring provisions, domestic market vehicles equipped with an optional trailer tow
package include right and left trailer tow stop/turn relays installed in the TIPM. When the TIPM receives the
appropriate inputs for normal turn signal, hazard warning or brake lamp operation, it responds by also
energizing or de-energizing these trailer tow relays. When a trailer tow relay is energized, it provides battery
voltage from a fused B(+) fuse to the trailer lamps through the trailer tow wiring to synchronize the illumination
and flash rate of the trailer brake and turn signal lamps with those of the tow vehicle.
TURN SIGNAL LAMPS
The turn signal lamps system includes the SCM, the EMIC, the TIPM and the multi-function switch on the
steering column. The front turn signal lamp bulbs each have a path to ground at all times through their
connection to the Front End Module (FEM) wire harness. The FEM wire harness has takeouts with eyelet
terminals that are secured by ground screws to 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 ground screw to the body sheet metal within the passenger compartment. On
vehicles with the optional outside rear view mirror lamp modules, the lamp modules receive a path to ground
from their respective driver or passenger door module.
The SCM monitors a hard wired multiplex input from the multi-function switch to determine the status of the
turn signal switch, then sends the appropriate electronic turn signal switch status messages 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. 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. On vehicles with the optional outside rear
view mirror lamp modules, the TIPM also sends the appropriate electronic messages over the CAN bus to the
driver and passenger door modules to control the illumination and flash rate of those lamps.
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
kilometers-per-hour (15 miles-per 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
kilometers-per-hour (15 miles-per-hour), whichever occurs first.

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
However, conventional diagnostic methods will not prove conclusive in the diagnosis of 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
BACKUP LAMPS

BACKUP LAMP DOES NOT 1. Ineffective or missing bulb. 1. Test and replace backup lamp bulb if
ILLUMINATE required.
2. Ineffective ground circuit. 2. Test and repair open backup lamp
ground circuit if required.
3. Ineffective feed circuit. 3. Test and repair open backup lamp feed
circuit if required.
4. Ineffective switch. 4. Test and replace transmission range
sensor if required.
5. Ineffective TIPM inputs or 5. Use a diagnostic scan tool to test the
outputs. TIPM inputs and outputs. Refer to the
BACKUP LAMP DOES NOT 1. Ineffective feed circuit. 1. Test and repair shorted backup lamp
EXTINGUISH feed circuit if required.
2. Ineffective switch. 2. Test and replace transmission range
sensor 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. 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 some do not, the CHMSL assembly
must be replaced with a new unit.

BRAKE LAMP DOES NOT 1. Ineffective or missing bulb. 1. Test and replace brake lamp bulb if
2. Ineffective ground circuit. 2. Test and repair open brake lamp
3. Test and replace the fuse in the TIPM
3. Ineffective fuse.
if required.
4. Ineffective feed circuit. 4. Test and repair open brake lamp switch
output circuit or stop lamp output circuit
if required.
5. Ineffective switch. 5. Test and replace brake lamp switch if
required.
BRAKE LAMP DOES NOT 1. Ineffective feed circuit. 1. Test and repair shorted brake lamp
EXTINGUISH switch output circuit or stop lamp output
2. Adjust the brake lamp switch if
2. Improperly adjusted switch. required.

3. Test and replace brake lamp switch if
3. Ineffective switch.
required.
DAYTIME RUNNING LAMPS
NOTE: On vehicles with halogen headlamps, 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 (DRL).

DAYTIME RUNNING 1. Incorrect TIPM 1. Use a diagnostic scan tool to check and
LAMPS WILL NOT configuration. configure TIPM if required.
ILLUMINATE 2. Automatic transmission in 2. Place the transmission gear selector
PARK position. lever in any position except PARK.
3. Parking brake applied. 3. Release the parking brake.
4. Engine not running. 4. Start the engine.
FRONT FOG LAMPS
NOTE: For vehicles in certain markets, the front fog lamps are designed to operate
ONLY while the headlamp low beams are illuminated. If the headlamp low
beams do not illuminate, diagnose and repair that problem before attempting to
repair the front fog lamp system. Refer to the appropriate diagnostic
information.

FRONT FOG LAMP DOES 1. Ineffective or missing bulb. 1. Test and replace front fog lamp bulb if
NOT ILLUMINATE required.
2. Ineffective ground circuit. 2. Test and repair open front fog lamp
3. Ineffective feed circuit. 3. Test and repair open front fog lamp
feed circuit if required.
4. Ineffective switch. 4. Test and replace headlamp switch if
required.
5. Ineffective EMIC (CCN) 5. Use a diagnostic scan tool to test the
inputs or outputs. EMIC (CCN) inputs and outputs. Refer to

FRONT FOG LAMP DOES 1. Ineffective feed circuit. 1. Test and repair shorted front fog lamp
NOT EXTINGUISH feed circuit if required.
required.
3. Use a diagnostic scan tool to test the
3. Ineffective EMIC (CCN)
EMIC (CCN) inputs and outputs. Refer to
inputs or outputs.
HAZARD WARNING LAMPS
NOTE: The hazard switch is integral to the instrument panel switch pod, which
provides a hard wired output to the TIPM. 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 pod are operational. If the turn signals are ineffective or operate
improperly, or if the other instrument panel switch pod functions are ineffective,
diagnose and repair those problems before attempting to repair the hazard
warning lamps system.

HAZARD WARNING 1. Ineffective instrument panel 1. Test and replace instrument panel
LAMPS DO NOT FLASH switch pod. switch pod if required.
2. Ineffective TIPM inputs or
TIPM inputs and outputs. Refer to the
outputs.
HAZARD WARNING 1. Ineffective instrument panel 1. Test and replace instrument panel
LAMPS DO NOT STOP switch pod. switch pod if required.
FLASHING 2. Use a diagnostic scan tool to test the
outputs.
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 headlamp
switch position if the EMIC (CCN) cannot detect an input from the headlamp
switch, or if there is a loss of data bus communication. Diagnose and repair
those problems before attempting to repair the headlamp system. The TIPM will
store a Diagnostic Trouble Code (DTC) for an open or shorted headlamp circuit.
In addition, for automatic headlamps the air conditioner - heater control must be
able to receive the hard wired input from the sun sensor on the top of the
instrument panel and must be able to communicate with the TIPM over the CAN
data bus. Refer to the appropriate diagnostic information.

HEADLAMP DOES NOT 1. Ineffective or missing bulb. 1. Test and replace headlamp bulb if
2. Ineffective ground circuit. 2. Test and repair open headlamp ground
3. Test and repair open headlamp low
3. Ineffective feed circuit. beam or high beam feed circuit if
required.
4. Test and replace headlamp switch if
required.
inputs or outputs.
HEADLAMP DOES NOT 1. Ineffective feed circuit. 1. Test and repair shorted headlamp low
EXTINGUISH beam or high beam feed circuit if
required.
2 Ineffective switch.
required.
inputs or outputs.
outputs.
1. Ineffective circuits between
1. Test and repair open headlamp switch
headlamp switch and EMIC
mux and return circuits if required.
(CCN).
HEADLAMPS ILLUMINATE 2. Ineffective switch. required.
WITH IGNITION ON AND
HEADLAMP SWITCH OFF 3. Loss of data bus 3. Use a diagnostic scan tool to test the
(FAIL-SAFE OPERATION) communication. data bus. Refer to the appropriate
inputs or outputs.
HEADLAMPS WILL NOT 1. Ineffective Steering Control 1. Use a diagnostic scan tool to test the
SWITCH FROM HIGH TO Module (SCM) inputs or SCM inputs and outputs. Refer to the
LOW BEAMS, OR FROM outputs. appropriate diagnostic information.
LOW TO HIGH BEAMS 2. Ineffective TIPM inputs or 2. Use a diagnostic scan tool to test the
AUTO HEADLAMPS 1. Feature not enabled. 1. Enable Auto Low or Auto Low/High
INEFFECTIVE using the customer programmable
features function of the Electronic
Vehicle Information Center (EVIC).
2. Incorrect TIPM 2. Use a diagnostic scan tool to check and
configuration. configure TIPM if required.
3. Ineffective circuits between 3. Test and repair sun sensor and sun
sun load sensor and air sensor return circuits if required.
conditioner - heater control
(except with automatic
wipers).
4. Ineffective sun load sensor 4. Test and replace sun load sensor if
(except with automatic required.
wipers).
5. Ineffective Light Rain 5. Use a diagnostic scan tool to test and
Sensor Module (LRSM) (with replace the LRSM if required. Refer to
automatic wipers). the appropriate diagnostic information.
HEADLAMP LEVELING
NOTE: Before performing any of the following tests, confirm whether the park lamps
operate satisfactorily. If the park lamps are ineffective or operate improperly,
diagnose and repair that problem before attempting to repair the automatic
headlamp leveling function.

ONE LEVELING MOTOR IS 1. Ineffective ground circuit. 1. Test and repair open leveling motor
INEFFECTIVE ground circuit if required.
2. Ineffective feed circuit. 2. Test and repair open leveling motor
3. Ineffective signal circuit. 3. Test and repair open headlamp adjust
signal circuit if required.
4. Ineffective motor. 4. Test and replace headlamp leveling
motor (front lamp unit) if required.
BOTH LEVELING MOTORS 1. Ineffective motor ground 1. Test and repair open leveling motor
ARE INEFFECTIVE circuit. ground circuit if required.
2. Ineffective motor feed 2. Test and repair open leveling motor
circuit. feed circuit if required.
3. Ineffective signal circuit. 3. Test and repair open or shorted
leveling motor signal circuit if required.

4. Ineffective Automatic 4. Use a diagnostic scan tool to test the
Headlamp Leveling Module AHLM inputs and outputs. Refer to the
(AHLM) inputs or outputs. appropriate diagnostic information.
7. Ineffective motors. 7. Test and replace leveling motors (front
lamp units) 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 headlamp
switch position if the instrument cluster cannot detect an input from the
headlamp switch, or if there is a loss of communication between the EMIC
(CCN) and the TIPM. Diagnose and repair those problems before attempting to
repair the park lamps.

PARK LAMP DOES NOT 1. Ineffective or missing fuse. 1. Test and replace park lamp fuse if
2. Ineffective or missing bulb. 2. Test and replace park lamp bulb if
required.
3. Ineffective ground circuit. 3. Test and repair open park lamp ground
4. Test and repair open park lamp relay
4. Ineffective feed circuit.
output circuit if required.
required.
EMIC (CCN) inputs and outputs. Refer
inputs or outputs.
PARK LAMP DOES NOT 1. Ineffective feed circuit. 1. Test and repair shorted park lamp relay
EXTINGUISH output circuit if required.
required.
EMIC (CCN) inputs and outputs. Refer
inputs or outputs.
REAR FOG LAMPS

NOTE: For vehicles so equipped, the rear fog lamps are designed to operate ONLY
while the front fog lamps are illuminated. If the front fog lamps do not
illuminate, diagnose and repair that problem before attempting to repair the rear
fog lamp system. Refer to the appropriate diagnostic information.

REAR FOG LAMP DOES 1. Ineffective or missing bulb. 1. Test and replace rear fog lamp bulb if
NOT ILLUMINATE required.
2. Ineffective ground circuit. 2. Test and repair open rear fog lamp
3. Ineffective feed circuit. 3. Test and repair open rear fog lamp
relay output circuit if required.
4. Ineffective or missing relay. 4. Test and replace rear fog lamp relay if
required.
inputs or outputs.
7. Use a diagnostic scan tool to check and
7. Incorrect TIPM correct the TIPM configuration settings if
configuration. required. Refer to the appropriate
REAR FOG LAMP DOES 1. Ineffective feed circuit. 1. Test and repair shorted rear fog lamp
NOT EXTINGUISH relay output circuit if required.
2. Ineffective relay. 2. Test and replace rear fog lamp relay if
required.
inputs or outputs.
SMARTBEAM®
NOTE: For SmartBeam® to operate, the Auto High Beam option must be enabled using
the customer programmable features function of the Electronic Vehicle
Information Center (EVIC). Also, the Totally Integrated Power Module (TIPM)
must be properly configured for the automatic headlamps option using a

SMARTBEAM® 1. Feature not enabled. 1. Enable Auto Low/High using the
INEFFECTIVE AND BLUE- customer programmable features function

GREEN LED ON INSIDE of the Electronic Vehicle Information
REAR VIEW MIRROR NOT Center (EVIC).
FLASHING 2. Automatic headlamps are 2. Turn automatic headlamps ON using
not turned ON. the control knob of the headlamp switch.
3. Turn high beam headlamps ON using
3. Headlamp high beams are
the beam selector function of the multi-
not selected.
function switch control stalk.
4. Vehicle speed is below 34 4. Increase vehicle speed. SmartBeam®
kilometers-per-hour (18 miles- is not designed to operate at speeds below
per-hour). 34 kilometers-per-hour (18 miles-per-
hour).
5. Ineffective EMIC (CCN) 5. Use a diagnostic scan tool and the
inputs or outputs. appropriate diagnostic information for
further EMIC diagnosis.
6. Incorrect TIPM 6. Use a diagnostic scan tool to check and
configuration. correct the TIPM configuration settings if
required. Refer to the appropriate
7. SmartBeam® imager lens 7. Clean imager lens and windshield or
dirty or obstructed. remove obstructions from the windshield
glass if required.
8. Ineffective ground circuit. 8. Test and repair open ground circuit to
inside rear view mirror as required.
9. Ineffective feed circuit. 9. Test and repair open fused run relay
output circuit to inside rear view mirror if
required.
10. Loss of CAN data bus or 10. Use a diagnostic scan tool to test the
LIN data bus communication. CAN data bus or LIN data bus. Refer to
11. Internal faults in imager 11. Use a diagnostic scan tool and the
camera or EC mirror circuitry. appropriate diagnostic information for
further imager camera and EC mirror
(AHBM) diagnosis.
SMARTBEAM® 1. SmartBeam® calibration 1. Perform the SmartBeam® Calibration
INEFFECTIVE AND BLUE- required (slow flash - once- procedure.
GREEN LED ON INSIDE per-second).
REAR VIEW MIRROR 2. SmartBeam® failed 2. Perform the SmartBeam® Calibration
FLASHING CONTINUALLY calibration procedure due to procedure properly.
improper set up (fast flash -
twice-per-second).
3. SmartBeam® failed 3. Use a diagnostic scan tool to retrieve
calibration procedure due to a the Diagnostic Trouble Code (DTC).
mechanical misalignment (fast Refer to the appropriate diagnostic
flash - twice-per-second). information.
SMARTBEAM® 1. Three or four flashes after 1. Internal mirror fault - ElectroChromic
INEFFECTIVE AND BLUE- cycling ignition ON. (EC) system failure. Replace the EC
GREEN LED ON INSIDE mirror if required.
REAR VIEW MIRROR 2. Five flashes after cycling 2. Internal mirror fault - active light
FLASHES ONLY AFTER ignition ON. sensor system failure. Replace the EC
IGNITION IS CYCLED ON mirror if required.
3. Six flashes after cycling 3. Internal mirror fault - SmartBeam®
ignition ON. camera (imager) failure. Replace the EC
mirror if required.
TURN SIGNAL LAMPS
NOTE: The turn signal switch is integral to the multi-function switch/SCM, which
communicates with the TIPM over the CAN data bus. Before performing any of
the following tests, determine whether the other functions of the multi-function
switch/SCM are operational. If the other multi-function switch/SCM functions
are ineffective, diagnose and repair that problem before attempting to repair the
Turn Signal Lamps.

ONE TURN SIGNAL LAMP 1. Ineffective or missing bulb. 1. Test and replace turn signal bulb if
DOES NOT ILLUMINATE required.
2. Ineffective ground circuit. 2. Test and repair open ground circuit if
required.
3. Test and repair open right or left turn
3. Ineffective feed circuit.
ALL RIGHT SIDE OR ALL 1. Ineffective feed circuit. 1. Test and repair open right or left turn
LEFT SIDE TURN SIGNAL signal circuit if required.
LAMPS DO NOT FLASH 2. Use a diagnostic scan tool to test the
2. Ineffective SCM inputs or
SCM inputs and outputs. Refer to the
outputs.
ALL RIGHT SIDE OR ALL 1. Ineffective or missing bulb. 1. Test and replace turn signal bulb if
LEFT SIDE TURN SIGNALS required.
FLASH TOO RAPIDLY 2. Ineffective ground circuit. 2. Test and repair open ground circuit if
(MORE THAN 100 required.
FLASHES PER MINUTE) 3. Ineffective feed circuit. 3. Test and repair open right or left turn
STANDARD PROCEDURE
FRONT LAMP ALIGNMENT
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.
5. Remove any accumulations of mud, snow or ice from the vehicle underbody and clean the front lamp
lenses.
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.
LAMP ALIGNMENT SCREEN PREPARATION
Fig. 1: Lamp Alignment Screen

The procedure that follows will prepare a suitable front lamp alignment screen.
1. Tape a line on a level floor at the appropriate distance away from and parallel to the flat wall that will be
used as the lamp alignment screen. Refer to the Lamp Alignment Screen Distance table for the
appropriate measurement. 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
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 in Step 1.
4. Rock the vehicle side-to-side 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.
LAMP ALIGNMENT SCREEN DISTANCE

MARKET
LAMP
DOMESTIC EXPORT
7.62 meters 10.0 meters
HEADLAMPS
(25.0 feet) (32.81 feet)
7.62 meters 10.0 meters
FRONT FOG LAMPS
(25.0 feet) (32.81 feet)
HEADLAMP ALIGNMENT
NOTE: Vehicles equipped with the optional High Intensity Discharge (HID) headlamps
include an automatic headlamp leveling feature, which uses axle sensor inputs
to the Automatic Headlamp Leveling Module (AHLM) to automatically adjust the
headlamp level to compensate for changes in vehicle cargo or passenger load.
This feature must be disabled in order to successfully perform a manual
headlamp alignment. Follow the steps outlined in the diagnostic scan tool
under the AHLM Electronic Control Unit (ECU) Actuator menu item for
HEADLIGHT LEVELING POSITION . The Actuator must be set to the DELIVERY
POSITION during manual headlamp alignment, then remain in DELIVERY
POSITION once adjustment is completed.
Fig. 2: Halogen
Fig. 3: High Intensity Discharge (HID)

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 104 millimeters (4.125 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 (2)
provided. The high beam pattern will be correct when the low beams are
properly aimed.
1. Turn the headlamps ON and select the LOW beams for vehicles in all markets except Japan. Vehicles for
the Japanese market should have the headlamp HIGH beams selected.
2. Use a screwdriver to access the vertical adjustment screw (3) on the back of each front lamp unit housing
(1). The adjustment screw is accessed through an oblong clearance hole provided in the right or left
fender close out panel between the square hood bumper and the hexagonal hood stop. Rotate the
headlamp vertical adjustment screw to adjust the beam height as required.
3. For export markets only, use a screwdriver to rotate the headlamp horizontal adjustment screw (2) on the
back of each front lamp unit housing to adjust the beam horizontally to the 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 for domestic market vehicles, or to 203 millimeters (8 inches) below
the fog lamp centerline and straight ahead of the lamp for export market
vehicles.
Fig. 4: Fog Lamp Alignment

1. Turn the fog lamps ON.

2. Reach through the outboard opening in the front of the front wheel house splash shield to access the back
of the front fog lamp.
3. Rotate the vertical adjustment screw (1) on each lamp to adjust the beam height as required.
DRL DISABLE - EXPORT ONLY
Vehicles manufactured for export markets are shipped from the assembly plant with the required standard
equipment Daytime Running Lamps (DRL) enabled. It is required in these export markets that the vehicle
owner be able to disable the DRL feature without the use of tools. The following procedure details the proper
way to disable the DRL feature.
Fig. 5: Power Distribution Center, Strut Tower, & Totally Integrated Power Module
1. Locate the Power Distribution Center (PDC) (1) on the top of the right front strut tower (2) and just
behind the Totally Integrated Power Module (TIPM) (3) in the engine compartment.
2. Unlatch and remove the cover from the top of the PDC.
Fig. 6: DRL Relays

3. Remove the two DRL relays (2) from the inboard receptacles of the PDC (1).
4. Reinstall the cover over the top of the PDC.
NOTE: Disabling the Daytime Running Lamps (DRL) will result in Diagnostic Trouble
Codes (DTC) being set in the Totally Integrated Power Module (TIPM). These
DTC should be ignored unless or until it has been confirmed that the vehicle
owner did not remove the DRL relays or did not request the disabling of the
DRL feature.
SPECIFICATIONS
SPECIFICATIONS
BULB APPLICATION TABLE

LAMP BULB
AUXILIARY BACKUP (OUTER TAIL LAMP -
7440 (W21W)
DOMESTIC ONLY)
AUXILIARY PARK/TAIL (INNER TAIL LAMP) W5W
BACKUP (INNER TAIL LAMP - DOMESTIC
921 (W16W)
AND EXPORT)
BRAKE 3157 (P27/7W)
LIGHT-EMITTING DIODES SERVICED IN
CENTER HIGH MOUNTED STOP
ASSEMBLY
DAYTIME RUNNING LAMP (WITH HIGH
INTENSITY DISCHARGE/HID HEADLAMPS 3157 (P27/7W)
ONLY)
FRONT FOG PSX24W
FRONT PARK (DOMESTIC ONLY) 7444NA

FRONT SIDE MARKER (DOMESTIC ONLY) W5W
7444NA - DOMESTIC
FRONT TURN SIGNAL
7440NA (WY21W) - EXPORT
HALOGEN HEADLAMP HIGH BEAM
9005 (HB3)
(DOMESTIC ONLY)
HALOGEN HEADLAMP LOW BEAM
H11
(DOMESTIC ONLY)
HIGH INTENSITY DISCHARGE/HID
D1S
HEADLAMP (LOW AND HIGH BEAM)
LICENSE PLATE W5W
LIGHT-EMITTING DIODES SERVICED IN
OUTSIDE MIRROR SIGNAL LAMP
ASSEMBLY
POSITION (EXPORT ONLY) 3157 (P27/7W)
REAR FOG (EXPORT ONLY) 7440 (W21W)
REAR PARK/TAIL (OUTER TAIL LAMP) 3157 (P27/7W)
REAR SIDE MARKER 3157 (P27/7W)
3157 (P27/7W) - DOMESTIC
REAR TURN SIGNAL
7440NA (WY21W) - EXPORT
REPEATER (EXPORT ONLY) W5WY
Front Axle Sensor
5 - 44
Mounting Nuts
Rear Axle Sensor
6 - 53
Mounting Screws
Park Brake Switch
2.5 - 24
Mounting Screw
Front Lamp Unit
7 - 62
Mounting Screws
BALLAST, HIGH INTENSITY DISCHARGE (HID)

DESCRIPTION
DESCRIPTION
Fig. 7: Identifying Electronic Ballast Module

Vehicles equipped with the optional High Intensity Discharge (HID) headlamps have an electronic ballast
module (1) mounted to the underside of each front lamp unit. The electronic circuitry of the module is contained
within a die cast aluminum module housing, which is secured by two screws through two integral mounting
lugs (3) to the molded plastic front lamp unit housing.
The sealed, self-docking connector receptacle (2) of the module is integral to the side of the housing that mates
to the front lamp unit. The connector receptacle contains terminal pins that connect the module to the vehicle
electrical system, to the high tension HID cable and to the front lamp unit through dedicated take outs and
connectors of the front lamp unit wire harness.
The electronic ballast module cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced.
OPERATION
OPERATION
The electronic ballast module operates on battery current and ground received directly from the Totally
Integrated Power Module (TIPM). Each module controls operation of the High Intensity Discharge (HID)
igniter and lighting element for the front lamp unit on which it is installed. The TIPM monitors electronic
message inputs received from the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cabin
Compartment Node/CCN) over the Controller Area Network (CAN) data bus to determine the proper control
outputs to the electronic ballast module, which then provides a controlled voltage to operate the HID lamp
igniter as appropriate.
The EMIC monitors hard wired multiplexed inputs received from the headlamp switch and electronic message
inputs received from the Steering Control Module (SCM) over the Controller Area Network (CAN) Interior
High Speed (IHS) data bus based upon multi-function switch inputs and, if the vehicle is so equipped, from the
SmartBeam® (also known as the Automatic High Beam Module/AHBM) and the Light/Rain Sensor Module
(LRSM) (also known as the Rain Sensor Module/RSM or Rain/Light Sensor Module/RLSM) to determine the
proper lighting request message outputs to send to the TIPM.
When a proper 12 volt Direct Current (DC) control output is received from the TIPM, the HID electronic ballast
module activates the HID igniter integral to the lighting element through a high-tension cable to provide a high
voltage (up to about 800 volts Alternating Current/AC) surge. The igniter further steps up this AC voltage to up
to about 25, 000 volts, which creates a light arc between the lighting element electrodes. Once the igniter and
electronic ballast module detect a suitably stable light arc, they switch over to a power-limiting mode to sustain
the light arc, which requires only about 85 volts to sustain proper lighting element output.
The hard wired electronic ballast module circuits may be diagnosed using conventional diagnostic tools and
procedures. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the
electronic ballast module or the electronic controls and communication that provide some features of the HID
lamp system. Proper diagnosis of the electronic ballast module, the TIPM, the EMIC, the SCM, the
SmartBeam®, the LRSM, the CAN data bus and the electronic communication related to electronic ballast
module operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
REMOVAL
REMOVAL
Fig. 8: Electronic Ballast Module, Front Lamp Unit Housing & Screws

2. Remove the front lamp unit from the vehicle. Refer to LAMP.
3. Remove the two screws (2) that secure the electronic ballast module (1) to the underside of the front lamp
unit housing (3).
4. Pull the ballast module rearward far enough to disengage it from the self-docking wiring connectors
within the front lamp unit.
5. Remove the module from the lamp housing.
INSTALLATION
INSTALLATION

Fig. 9: Electronic Ballast Module, Front Lamp Unit Housing & Screws
1. Position the electronic ballast module (1) to the underside of the front lamp unit housing (3).
2. Align and push the module forward into the lamp housing far enough to fully engage the self-docking
wiring connectors.
3. Install and tighten the two screws (2) that secure the module to the housing. Tighten the screws securely.
4. Reinstall the front lamp unit into the vehicle. Refer to UNIT, FRONT LAMP, INSTALLATION.
CAM, TURN SIGNAL CANCEL

DESCRIPTION
DESCRIPTION
The turn signal cancel cam is concealed within the clockspring integral to the Steering Column Control Module
(SCCM) 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 rotating electrical components on the
steering wheel and the instrument panel wire harness on the steering column. The SCCM and the housing of the
clockspring are secured to the steering column and remain stationary. The rotor of the clockspring, including the
turn signal cancel cam lobes, rotates with the steering wheel.
The turn signal cancel cam is serviced as a unit with the SCCM and cannot be repaired. If ineffective or
damaged, the entire SCCM must be replaced. Refer to MODULE, STEERING COLUMN, REMOVAL .
OPERATION
OPERATION
When the multi-function 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 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 multi-function switch control stalk to the neutral or OFF position.
CONNECTOR, TRAILER TOW

REMOVAL
REMOVAL
Fig. 10: Trailer Hitch Receiver, Connector & Trailer Tow Connector Housing

2. Reach behind the bracket on the left side of the trailer hitch receiver (2) to access and disconnect the
connector (3) of the body wire harness from the connector receptacle on the back of the trailer tow
connector housing (1).
Fig. 11: Trailer Tow Connector Clips

3. Reach behind the bracket (2) on the trailer hitch receiver to compress each of the two spring clips (1) on
the trailer tow connector housing (3) far enough to push the housing out through the face of the bracket.
4. Remove the trailer tow connector from the bracket.
INSTALLATION
INSTALLATION
Fig. 12: Trailer Tow Connector & Bracket

1. Insert the trailer tow connector (1) into the bracket (2) on the trailer hitch receiver with the 7-pin
connector oriented toward the inboard side of the bracket.
2. Using hand pressure, press the connector firmly and evenly into the bracket until both spring clips on the
connector housing snap into place on the back side of the bracket.
Fig. 13: Trailer Hitch Receiver, Connector & Trailer Tow Connector Housing
3. Reach behind the bracket (2) to access and reconnect the connector (3) of the body wire harness to the
connector receptacle on the back of the trailer tow connector housing (1).
LAMP, CENTER HIGH MOUNTED STOP

REMOVAL
REMOVAL
Fig. 14: Spoiler, Center High Mounted Stop Lamp (CHMSL), Wire Harness Connector & Two Screws

2. Remove the spoiler (1) and Center High Mounted Stop Lamp (CHMSL) (2) from the liftgate flip-up glass
as a unit. Refer to SPOILER, REMOVAL .
3. Reach through the opening on the liftgate side of the spoiler to access and disconnect the wire harness
connector (3) from the connector receptacle on the back of the CHMSL housing.
4. Remove the two screws (4) that secure the CHMSL to the spoiler.
5. Remove the CHMSL from the spoiler.
INSTALLATION
INSTALLATION
Fig. 15: Spoiler, Center High Mounted Stop Lamp (CHMSL), Wire Harness Connector & Two Screws
1. Position the Center High Mounted Stop Lamp (CHMSL) (2) through the opening on the liftgate side of
the spoiler (1).
2. Install and tighten the two screws (4) that secure the CHMSL to the liftgate spoiler. Tighten the screws
securely.
3. Reconnect the wire harness connector (3) to the connector receptacle on the back of the CHMSL housing.
4. Reinstall the spoiler and CHMSL (2) onto the liftgate flip-up glass as a unit. Refer to SPOILER,
INSTALLATION .
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. 16: Fog Lamp Bulb, Housing & Latch Features


3. Disconnect the headlamp and dash wire harness connector from the front fog lamp bulb connector
receptacle.
4. 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).
5. Pull the bulb straight out from the keyed opening in the housing.
LAMP


3. Disconnect the headlamp and dash wire harness connector from the front fog lamp bulb (2) connector
receptacle.
4. Remove the three screws (1) that secure the front fog lamp mounting bracket (3) to the fog lamp bezel on
the back of the lower front fascia (4).
5. Remove the front fog lamp from the vehicle.
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.

2. Align the index tabs 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. Insert the bulb into the housing until the index tabs are engaged in the slots of the collar.
4. Firmly and evenly push the bulb straight into the lamp housing until both bulb latch features (2) snap into
place and are fully engaged.
5. Reconnect the headlamp and dash wire harness connector to the front fog lamp bulb connector receptacle.
LAMP

2. Position the front fog lamp mounting bracket (3) to the fog lamp bezel on the back of the lower front
fascia (4).
3. Install and tighten the three screws (1) that secure the mounting bracket to the bezel. Tighten the screws
securely.
4. Reconnect the headlamp and dash wire harness connector to the front fog lamp bulb (2) connector
receptacle.
6. Confirm proper fog lamp alignment. Refer to STANDARD PROCEDURE.
LAMP, FOG, REAR

REMOVAL
BULB
NOTE: The following procedure applies only to vehicles manufactured for certain
export markets where rear fog lamps are optional or required equipment. In
North American markets, a rear reflex (reflector) is installed in each rear fascia
opening used for the rear fog lamps, but rear fog lamps are not available in
vehicles manufactured for North American markets.
Fig. 20: Rear Fascia Wire Harness, Connector & Lamp Socket

2. Remove the rear fog lamp from the rear fascia. Refer to LAMP, FOG, FRONT, REMOVALLAMP,
FOG, REAR, REMOVAL.
3. Pull the lamp away from the rear fascia opening far enough to access and disconnect the rear fascia wire
harness (1) connector (4) from the lamp socket (3) on the back of the lamp housing.
4. Firmly grasp the socket on the back of the lamp housing and rotate it counterclockwise about 30 degrees
to unlock it.
5. Pull the socket and bulb straight out from the keyed opening in the lamp housing.
6. Pull the base of the bulb straight out of the socket.
LAMP
Fig. 21: Bumper Fascia & Rear Fog Lamp Housing


2. Using a trim stick or another suitable wide flat-bladed tool, gently pry the inboard edge of the rear fog
lamp housing (2) out from the rear bumper fascia (1) far enough to disengage the snap feature integral to
the inboard side of the lamp housing from the rear fascia opening.
3. Pull the lamp housing slightly inboard to disengage the retention feature integral to the outboard side of
the lamp housing from the rear fascia opening.
4. Pull the lamp away from the rear fascia opening far enough to access and disconnect the rear fascia wire
harness connector from the lamp socket on the back of the lamp housing.
5. Remove the lamp from the back of the rear fascia.
INSTALLATION
BULB
or the lamp wiring.
Fig. 22: Rear Fascia Wire Harness, Connector & Lamp Socket
1. Align the base of the rear fog lamp bulb with the bulb socket (3).
2. Push the bulb straight into the socket until the base is firmly seated.
3. Align the socket and bulb with the keyed opening on the back of the rear fog lamp housing (2).
4. Insert the socket and bulb into the housing until the socket is firmly seated.
5. Rotate the socket clockwise about 30 degrees to lock it into place.

6. Position the lamp close enough to the rear fascia opening to access and reconnect the rear fascia wire
harness (1) connector (4) to the lamp socket on the back of the lamp housing.
7. Reinstall the rear fog lamp into the rear fascia. Refer to LAMP, FOG, FRONT,
INSTALLATIONLAMP, FOG, REAR, INSTALLATION.
LAMP
Fig. 23: Bumper Fascia & Rear Fog Lamp Housing

1. Position the rear fog lamp (2) close enough to the lamp opening of the rear fascia (1) to access and
reconnect the rear fascia wire harness connector to the lamp socket on the back of the lamp housing.
2. Engage the retention feature integral to the outboard side of the lamp housing with the outboard side of
the rear fascia opening for the lamp.
3. Using hand pressure, press firmly and evenly on the inboard side of the lamp until the snap feature
integral to the inboard side of the lamp housing snaps into engagement with the rear fascia opening.
LAMP, LICENSE PLATE

REMOVAL
REMOVAL
NOTE: The following procedure is for replacement of a license plate lamp bulb. The
license plate lamps are integral to the liftgate handle and light bar unit. If any
part of these lamps is ineffective or damaged, the entire handle and light bar
unit must be replaced.
Fig. 24: Locating License Plate Lamp


2. Reach under the liftgate handle and light bar unit (2) to access and depress the latch tab (1) on the
outboard side of the license plate lamp lens toward the lens (3).
3. Pull the outboard side of the lens downward far enough to disengage the two tabs on the inboard side of
the lens from the lamp housing.
4. Remove the lens from under the handle and light bar.
Fig. 25: License Plate Bulb

5. Firmly grasp and pull the bulb (2) straight out of the socket (1) in the outboard side of the lamp housing.
INSTALLATION
INSTALLATION
or the lamp wiring.
NOTE: The following procedure is for replacement of a license plate lamp bulb. The
license plate lamps are integral to the liftgate handle and light bar unit. If any
part of these lamps is ineffective or damaged, the entire handle and light bar
unit must be replaced.
Fig. 26: License Plate Bulb

1. Align the base of the bulb (2) with the socket (1) in the outboard side of the license plate lamp housing.
Fig. 27: Locating License Plate Lamp

3. Position the lens (3) over the lamp housing under the handle and light bar unit (2).
4. Engage the two tabs on the inboard side of the lens into the slots on the inboard side of the lamp housing.
5. Push the outboard side of the lens upward until the lens latch tab (1) is fully engaged in the lamp housing.
LAMP, MIRROR
REMOVAL
REMOVAL
NOTE: The outside rear view mirror signal lamps for this vehicle are integral to the
outside rear view mirror. If the lamp is ineffective or damaged, the entire outside
rear view mirror unit must be replaced. Refer to MIRROR, OUTSIDE REARVIEW,
REMOVAL MIRROR, OUTSIDE REARVIEW, GLASS, REMOVAL .
INSTALLATION
INSTALLATION
NOTE: The outside rear view mirror signal lamps for this vehicle are integral to the
outside rear view mirror. If the lamp is ineffective or damaged, the entire outside
rear view mirror unit must be replaced. Refer to MIRROR, OUTSIDE REARVIEW,
INSTALLATION MIRROR, OUTSIDE REARVIEW, GLASS, INSTALLATION .
LAMP, SIDE REPEATER

REMOVAL
BULB
NOTE: Repeater lamps are used only on vehicles manufactured for certain markets
where these lamps are required.
Fig. 28: Repeater Lamp Bulb, Socket & Housing


2. Remove the repeater lamp from the fender mounting hole, but do not disconnect the wire harness
connector. Refer to LAMP, SIDE REPEATER, REMOVAL.
3. Firmly grasp the bulb socket (1) on the back of the lamp lens/housing (4) 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.
5. Pull the base of the bulb (3) straight out of the socket.
LAMP
Fig. 29: Repeater Lamp Housing & Connector

NOTE: The same repeater lamp is used on both sides of the vehicle. Regardless
of which side of the vehicle the lamp is on, when properly oriented the
fixed hook tab integral to the back of the lamp housing engages the edge
of the fender mounting hole that is not notched and the latch feature
engages the edge of the fender mounting hole that is notched.
2. Using hand pressure, press one edge of the repeater lamp lens/housing (1) against the spring pressure of
the latch feature, then pull the edge of the lamp outward far enough to disengage the fixed hook tab from
the side of the fender mounting hole (3).

3. Pull the lamp out from the fender far enough to access and disconnect the wire harness connector (2) from
the bulb socket on the back of the lamp lens/housing.
4. Remove the repeater lamp from the fender.
INSTALLATION
BULB
or the lamp wiring.
Fig. 30: Repeater Lamp Bulb, Socket & Housing

1. Align the base of the bulb (3) with the socket (1).
3. Be certain that a rubber O-ring seal (2) is properly installed and in good condition around the base of the
bulb socket.
4. Align the socket and bulb with the keyed opening on the back of the repeater lamp lens/housing (4).
7. Reinstall the repeater lamp into the fender mounting hole. Refer to LAMP, SIDE REPEATER,
INSTALLATION.
LAMP
Fig. 31: Repeater Lamp Housing & Connector

1. Position the repeater lamp lens/housing (1) close enough to the fender mounting hole (3) to access and
reconnect the wire harness connector (2) to the bulb socket on the back of the lamp lens/housing.
NOTE: The same repeater lamp is used on both sides of the vehicle. Regardless
of which side of the vehicle the lamp is on, when properly oriented the
fixed hook tab integral to the back of the lamp housing engages the edge
of the fender mounting hole that is not notched and the latch feature
engages the edge of the fender mounting hole that is notched.
2. With the lamp lens/housing properly oriented, engage the hook tab on the back of the lamp with the edge
of the fender mounting hole that is not notched.
3. Using hand pressure, press the latch side of the lamp lens/housing into the notched edge of the fender
mounting hole against the spring pressure of the latch feature until the latch snaps into place.
LAMP, TAIL STOP TURN

REMOVAL
BULB
Each rear lamp unit for this vehicle consists of two pieces. An outer rear lamp unit that is secured at the rear of
each quarter panel. An inner rear lamp is secured on each outboard side of the liftgate outer panel adjacent to
the outer lamp.
OUTER LAMP
Fig. 32: Outer Rear Lamp Unit & Bulbs

NOTE: In vehicles manufactured for domestic markets, the outer rear lamp unit (1)
contains a bulb (2) for tail/stop/rear side marker/turn signal functions and a
second bulb (3) behind a clear lens for an auxiliary backup lamp function. In
vehicles manufactured for export markets, the tail/stop/rear side marker
functions are performed by one bulb (2) and a separate turn signal bulb (3)
behind an amber lens is used in place of the auxiliary backup bulb. The service
procedures for each bulb are the same, only the bulb sizes and types may
differ.

2. Remove the outer rear lamp unit (1) from the end of the quarter panel. Refer to 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.
INNER LAMP
Fig. 33: Inner Rear Lamp Unit & Bulbs

NOTE: The inner rear lamp unit contains two bulbs. The upper socket contains the tail
lamp bulb, while the lower socket contains the backup lamp bulb. The service
differ.

2. Open the liftgate to access and remove the inside trim panel from the lower liftgate. Refer to PANEL,
TRIM, REMOVAL .
3. Firmly grasp the appropriate bulb socket (2 or 3) on the back of the lamp housing (1) and rotate it
4. Pull the socket and bulb straight out of the lamp.
LAMP
the outer lamp.
OUTER
Fig. 34: Outer Rear Tail Lamp Housing, Grommets, Push-Pins & Connectors

2. Locate and remove the plastic push-pin fastener that secures the bracket on the bottom of the inboard side
of the outer rear tail lamp housing (2) to the upper flange of the rear fascia.
3. Open the liftgate to access and remove the two plastic push-pin fasteners (1) that secure the inboard side
of the lamp to the side jamb of the liftgate opening.
4. Pull the outboard side of the lamp rearward far enough to disengage the two ball studs on the back of the
lamp housing from the plastic grommets (3) in the lamp opening of the body sheet metal (4).
5. Pull the lamp away from the vehicle far enough to access and disconnect the two body wire harness
connectors (5) from the two bulb socket connector receptacles on the back of the lamp housing.
6. Remove the lamp from the vehicle.
INNER
Fig. 35: Inner Rear Tail Lamp Unit, Acorn Nuts & Connectors

2. Open the liftgate (2) to access and remove the inside trim panel from the lower liftgate. Refer to PANEL,
TRIM, REMOVAL .
3. Disconnect the two liftgate wire harness connectors (3) from the bulb socket connector receptacles on the
back of the inner rear tail lamp unit (4).
4. Remove the four acorn nuts (1) that secure the four studs on the back of the lamp housing to the lamp
opening of the liftgate.
5. Remove the lamp from the vehicle.
INSTALLATION
BULB
the outer lamp.
OUTER LAMP
or the lamp wiring.
Fig. 36: Outer Rear Lamp Unit & Bulbs

NOTE: In vehicles manufactured for domestic markets, the outer rear lamp unit (1)
contains a bulb (2) for tail/stop/rear side marker/turn signal functions and a
second bulb (3) behind a clear lens for an auxiliary backup lamp function. In
vehicles manufactured for export markets, the tail/stop/rear side marker
functions are performed by one bulb (2) and a separate turn signal bulb (3)
behind an amber lens is used in place of the auxiliary backup bulb. The service
differ.
1. Align the base of the bulb with the appropriate bulb socket (2 or 3).
3. Align the socket and bulb with the keyed opening on the back of the outer rear lamp unit housing (1).
6. Reinstall the outer rear lamp unit. Refer to LAMP, TAIL STOP TURN, INSTALLATION.
INNER LAMP
or the lamp wiring.
Fig. 37: Inner Rear Lamp Unit & Bulbs

NOTE: The inner rear lamp unit contains two bulbs. The upper socket contains the tail
lamp bulb, while the lower socket contains the backup lamp bulb. The service
differ.
1. Align the base of the bulb with the appropriate bulb socket (2 or 3).
3. Align the socket and bulb with the keyed opening on the back of the inner rear lamp unit housing (1).
6. Reinstall the inside trim panel to the lower liftgate. Refer to PANEL, TRIM, INSTALLATION .
LAMP
the outer lamp.
OUTER
Fig. 38: Outer Rear Tail Lamp Housing, Grommets, Push-Pins & Connectors
1. Check to be certain that the two plastic grommets (3) are in good condition and properly installed in the
outboard side of the lamp opening of the body sheet metal (4).
2. Position the outer rear lamp unit (2) to the lamp opening of the body sheet metal.
3. Reconnect the two body wire harness connectors (5) to the two bulb socket connector receptacles on the
back of the lamp housing.
4. Align the two ball studs on the back of the lamp housing with the plastic grommets in the lamp opening
of the body sheet metal.
5. Using hand pressure, push firmly and evenly on the outboard top and bottom of the lamp until both ball
studs snap into the grommets.
6. Reinstall the upper plastic push-pin fastener (1) followed by the lower fastener that secures the inboard
side of the outer rear lamp unit to the side jamb of the liftgate opening.
7. Reinstall the plastic push-pin fastener that secures the bracket on the bottom of the inboard side of the
outer rear tail lamp housing to the upper flange of the rear fascia.
INNER
Fig. 39: Inner Rear Tail Lamp Unit, Acorn Nuts & Connectors
1. Position the inner rear lamp unit (4) to the lamp opening of the liftgate (2).
2. Install and tighten the four acorn nuts (1) that secure the four studs on the back of the lamp housing to the
lamp opening of the liftgate in the following sequence: upper outboard, upper inboard, lower outboard
then lower inboard. Tighten the nuts securely.
3. Reconnect the two liftgate wire harness connectors (3) to the bulb socket connector receptacles on the
back of the lamp housing.
4. Reinstall the inside trim panel to the lower liftgate. Refer to PANEL, TRIM, INSTALLATION .
MOTOR, HEADLAMP LEVELING

DESCRIPTION
DESCRIPTION
Fig. 40: Headlamp Leveling Motor, Integral Molded Connector Receptacle & Ball Formation
The headlamp leveling motor (1) is located on the rear lower surface of each front lamp unit on vehicles
equipped with High Intensity Discharge (HID) headlamps and the automatic headlamp leveling system. The
motor is encased within a molded plastic housing and is secured by an integral wedge-type mounting flange (3)
to a keyed flange on the back of the front lamp unit housing. A rubber seal around the circumference of the
mounting flange seals the motor to the lamp housing.
The outside of the motor housing features an integral molded connector receptacle (4) facing rearward on its
lower surface, and a plastic pushrod with a ball formation (2) on its free end extends from the motor mounting
flange. Within the motor housing is a 12-volt Direct Current (DC) servo motor, an electronic controller board
that includes the motor logic circuits, and an integral screw-drive transmission. The headlamp leveling motor is
connected to the vehicle electrical system through a dedicated take out and connector of the Front End Module
(FEM) wire harness.
The headlamp leveling motor is serviced as a unit with the front lamp unit. The motor cannot be repaired and, if
ineffective or damaged, the entire front lamp unit must be replaced.
OPERATION
OPERATION
The controller board and logic circuitry of the headlamp leveling motor controls motor operation based upon a
voltage signal input received from the Totally Integrated Power Module (TIPM). On vehicles with High
Intensity Discharge (HID) lighting and the automatic headlamp leveling system, the TIPM uses electronic
messages received over the Controller Area Network (CAN) data bus from the Automatic Headlamp Leveling
Module (AHLM) (also known as the High Intensity Discharge Transducer/HIDT) to determine the correct
voltage signal to provide the leveling motor.
The headlamp leveling motors have a path to ground at all times. The 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 screw-drive transmission. The ball on the end of the pushrod is snapped into a socket clip on the back
of the reflector within the front lamp unit housing, which will cause the reflector to move as the pushrod is
extended or retracted, changing the angle at which the light is projected from the headlamp.
The hard wired circuits for the headlamp leveling motors may be diagnosed using conventional diagnostic tools
and procedures. Refer to the appropriate wiring information. 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.
SENSOR, AXLE
DESCRIPTION
DESCRIPTION
Fig. 41: Axle Sensors

Two axle sensors (1) are used on vehicles equipped with the optional High Intensity Discharge (HID)
headlamps. One sensor is used to monitor the front suspension and another to monitor the rear suspension of the
vehicle. Four axle sensors are used on vehicles equipped with the optional air suspension system. Two sensors
monitor the front suspension and two more monitor the rear suspension of the vehicle. On vehicles with the
HID lighting but without air suspension, the sensors are located at the right front and right rear. On vehicles
with air suspension, a sensor is located at each right and left, front and rear corner of the vehicle.
In all applications the front and rear or right and left sensors are identical, but are secured by screws to unique
fixed brackets that are mounted to a frame member above the front or rear suspension control arm. Each sensor
has a mechanical lever arm (3) that rotates a sensor input shaft. The opposite end of the lever arm is secured by
a ball stud (4) to a unique linkage that is connected to another ball stud on the nearest suspension member and is
articulated by the changing positions of the front or rear suspension in relationship to the body of the vehicle.
The axle sensor housing has an integral connector receptacle (2) and integral mounting hole. A cavity in the
center of the molded plastic axle sensor housing contains the electronic circuitry of the sensor. The sensor
housing is sealed to enclose and protect the internal electronic circuitry and components. The axle sensors are
each connected to the vehicle electrical system through a dedicated take out and connector of the vehicle
underbody wire harnesses.
The axle sensor, the unique mounting brackets and the linkage are serviced only as a complete unit. The sensors
cannot be repaired or adjusted and, if damaged or ineffective, they must be replaced. The ball stud mounted on
the front or rear suspension control arm is available for separate service replacement.
OPERATION
OPERATION
The front and rear axle sensors monitor changes in the relative distance between the vehicle body and the front
or rear suspension members. In vehicles with High Intensity Discharge (HID) headlamps but without the air
suspension system, the sensor circuitry is energized by the Automatic Headlamp Leveling Module (AHLM)
(also known as the Headlamp Leveling Module/HLM) and both sensors provide hard wired analog
(potentiometer) inputs back to the AHLM. The AHLM uses these sensor inputs as logic for calculating when
and how much to adjust the headlamp beams as part of the automatic headlamp leveling feature.
In vehicles with the air suspension system, all four sensors are energized by the Air Suspension Control Module
(ASCM) and provide hard wired digital Pulse Width Modulated (PWM) inputs back to the ASCM. The ASCM
uses these sensor inputs as logic for calculating when and how much to adjust the suspension as part of the air
suspension feature. The ASCM then places the appropriate sensor data on the Controller Area Network (CAN)
data bus for retrieval by the AHLM.
The body of each sensor is mounted in a fixed position, while the sensor lever arm is attached to a linkage
arranged between the vehicle chassis and the front or rear suspension members. Each sensor is capable of either
analog or digital outputs. The output type is determined by the wiring connections to the pins in the sensor
connector receptacle. The sensor circuitry is energized by the AHLM or the ASCM. As the sensor lever arm is
moved, it rotates an input shaft. The input shaft rotation is monitored by the sensor circuitry, which causes
changes in the output signal of the sensor. Both the AHLM and the ASCM evaluate the output signals from the
sensors to determine what changes are occurring in the front and rear suspension height of the vehicle.
The hard wired circuits for the axle sensors may be diagnosed using conventional diagnostic tools and
prove conclusive in the diagnosis of the axle sensors or the electronic controls and communication that provide
the features of the automatic headlamp leveling system and the air suspension system. The most reliable,
efficient, and accurate means to diagnose the axle sensors or the electronic controls and communication related
to automatic headlamp leveling system or air suspension system operation requires the use of a diagnostic scan
REMOVAL
FRONT
Fig. 42: Front Axle Sensor, Ball Stud & Two Nuts
NOTE: The graphic illustrates the right front axle sensor installed. The installed left
front axle sensor is similar.

3. Locate the front axle sensor (2) within the front fender wheel house.
4. Disconnect the underbody wire harness connector from the sensor connector receptacle.
5. Carefully unsnap the upper end of the front axle sensor link from the ball stud (3) on the forward-facing
side of the front suspension upper control arm (4).
6. Remove the two nuts (1) that secure the sensor mounting bracket to the two studs on the front end sheet
metal.
7. Remove the front axle sensor, bracket and link from the vehicle as a unit.
REAR
Fig. 43: Rear Axle Sensor, Rear Suspension Cradle & Rear Suspension Lower Control Arm
NOTE: The graphic illustrates the left rear axle sensor installed. The installed right rear
axle sensor is similar.

3. Locate the rear axle sensor (3) on a bracket between the rear suspension cradle (1) and the rear suspension
lower control arm (5).
4. Disconnect the underbody wire harness connector from the rear axle sensor connector receptacle.
5. Remove the screw (6) that secures the sensor link bracket to the rear lower control arm.
6. Remove the rear axle sensor, bracket and link from the vehicle as a unit.
INSTALLATION
FRONT
Fig. 44: Front Axle Sensor, Ball Stud & Two Nuts
NOTE: The graphic illustrates the right front axle sensor installed. The installed left
front axle sensor is similar.
1. Position the front axle sensor, brackets and link unit (2) onto the two studs on the front end sheet metal
within the wheel house as a unit.
2. Install and tighten the two nuts (1) that secure the mounting bracket to the two studs. Tighten the nuts to 5
N.m (44 in. lbs.).
3. Align the socket formation on the upper end of the front axle sensor link with the ball stud (3) on the
forward-facing side of the front suspension upper control arm (4). Press the link socket formation firmly
and evenly over the ball stud until it snaps into place.
4. Reconnect the underbody wire harness connector to the sensor connector receptacle.
REAR
Fig. 45: Rear Axle Sensor, Rear Suspension Cradle & Rear Suspension Lower Control Arm
NOTE: The graphic illustrates the left rear axle sensor installed. The installed right rear
axle sensor is similar.
1. Position the rear axle sensor, bracket and link (3) to the rearward side of the mounting bracket welded
onto the rear suspension cradle (1).
2. Move the sensor lever arm (4) as needed to access, install and tighten the two screws (2) that secure the
sensor to the mounting bracket. Tighten the screws to 6 N.m (53 in. lbs.).
NOTE: Both the right and left rear axle sensors MUST have their sensor lever
arms pointed toward the outboard side of the vehicle before the sensor
link bracket is secured to the rear lower control arm.
3. Move the sensor lever arm so that it is pointed toward the outboard side of the vehicle before positioning
the sensor link bracket to the rear lower control arm (5).
4. Position the link bracket to the lower control arm. Be certain to engage the anti-rotation tab of the bracket
into the anti-rotation hole in the control arm.
5. Install and tighten the screw (6) that secures the link bracket to the lower control arm. Tighten the screw
to 6 N.m (53 in. lbs.).
6. Reconnect the underbody wire harness connector to the sensor connector receptacle.
SMART BEAM
DESCRIPTION
DESCRIPTION
Fig. 46: Rear View Mirror, Camera Pod & Bracket

SmartBeam® automatic high beam headlamp control is an available option on this vehicle when it is also
equipped with the automatic headlamps, automatic wipers and the electrochromic inside rear view mirror (4)
options. SmartBeam® enhances the headlamp system of the vehicle by assisting the driver with the task of
turning the headlamp high beams ON and OFF according to surrounding traffic conditions. The only visible
component of SmartBeam® is the camera pod (2) and the rectangular forward-facing clear lens. Because the
SmartBeam® camera looks through the windshield, the system may not function properly if this area of the
glass is covered with ice, dirt, haze or any other obstruction.
The camera pod is secured to a bracket (3) that extends from the integral mounting bracket (1) of the
electrochromic inside rear view mirror. Within the camera pod is the circuit board and circuitry of the camera.
The camera pod and bracket as well as the Light Rain Sensor Module (LRSM) (also known as the Rain Sensor
Module/RSM or Light Sensor Module/LSM) are located just below the rear view mirror mounting button on the
inside of the windshield glass, where they are both concealed from view within the vehicle interior behind a two
piece clamshell-like mirror bracket trim cover.
The digital imager camera is aimed so as to view a predetermined area in the path directly ahead of the vehicle.
For optimal system performance, the SmartBeam® camera must be calibrated (aimed) by the dealer to insure
that the camera aim is properly centered on the road ahead of the vehicle whenever the inside rear view mirror,
the windshield glass, or the mirror mounting button are replaced or reinstalled. If the camera is not properly
aimed the system performance may be diminished or altered.
The microprocessor-based electronics of SmartBeam® (also known as the Auto High Beam Module/AHBM)
are integral to the circuit board contained within the electrochromic mirror. A short pigtail wire connects the
camera circuit board directly to the electrochromic mirror circuit board, and a connector receptacle integral to
the forward-facing housing of the electrochromic mirror connects the mirror to the vehicle electrical system
through a dedicated take out and connector of the overhead wire harness.
The SmartBeam® is serviced as a unit with the electrochromic inside rear view mirror. If the SmartBeam®
camera, lens, circuitry or bracket is damaged or ineffective, the entire electrochromic inside rear view mirror
must be replaced.
OPERATION
OPERATION
The SmartBeam® automatic high beam control system uses digital light-sensing technology to monitor the
lighting and traffic conditions in front of the vehicle. It helps improve forward visibility during nighttime
driving by initiating high beam usage as ambient lighting and traffic conditions warrant. SmartBeam®
communicates over the Controller Area Network (CAN) data bus with the ElectroMechanical Instrument
Cluster (EMIC) (also known as the Cab Compartment Node/CCN), the Totally Integrated Power Module
(TIPM) or the diagnostic scan tool.
SmartBeam® may be enabled or disabled by using the customer programmable features function of the EVIC
and selecting or deselecting the AUTO HIGH BEAM feature. Then the headlamp switch control knob, located
on the instrument panel, must be in the A (Automatic) position and the high beams must be selected using the
beam selector function of the multi-function switch control stalk for SmartBeam® to be operational. An AUTO
HIGHBEAM ON or AUTO HIGHBEAM OFF textual message will temporarily appear in the instrument
cluster reconfigurable dot matrix display to confirm the current system status.
When the SmartBeam® system is enabled, ambient light levels are low enough to require the use of high
beams, the vehicle is moving over 34 kilometers-per-hour (21 miles-per-hour) and no other traffic is present;
SmartBeam® will automatically turn the high beams ON. When the system detects the headlamps of an
approaching vehicle or the tail lamps of a preceding vehicle, the high beams will automatically turn OFF. If the
high beams are ON while decelerating and approaching a full stop, the system will turn them OFF automatically
at below approximately 30 kilometers-per-hour (18 miles-per-hour).
SmartBeam® will switch the high beams ON or OFF instantaneously. The high beam indicator in the
instrument cluster will illuminate as soon as the high beams come ON, and will remain illuminated until the
high beams are OFF. SmartBeam® will instantaneously turn the high beams OFF if the system detects the
sudden presence of vehicle lights ahead. The vehicle operator can also override the SmartBeam® selection at
any time manually using the beam selection function of the multi-function switch control stalk to select the low
beams, and the flash-to-pass (optical horn) feature is still functional with SmartBeam®.
SmartBeam® senses lighting conditions directly ahead of the vehicle. In certain situations, such as hills or
winding roads, it may be more comfortable manually overriding the system because the vehicles in front may
not be in the SmartBeam® imaging camera field of view. However, it is not likely that your high beams will
cause discomforting glare to other drivers in this situation.
SmartBeam® may not function properly if its field of view is obscured. Because it looks through the
windshield, the system may not function properly if this area is covered with ice, dirt, haze or any other
obstruction. For optimal system performance, the lens of the imager camera must be cleaned periodically, as it
may haze over due to the air quality in the vehicle passenger compartment. Spray a small amount of glass
cleaner onto a soft cloth and gently clean the lens. Do not spray the glass cleaner directly onto the lens.
SmartBeam® uses a blue-green Light Emitting Diode (LED) unit that also illuminates the ElectroChromic (EC)
inside rear view mirror power button to indicate certain faults it detects in the imager camera and circuitry. A
slow (once-per-second) continual flashing of this LED indicates the SmartBeam® camera requires aiming. A
fast (twice-per-second) continual flashing of this LED indicates that a SmartBeam® fault has been detected and
a Diagnostic Trouble Code (DTC) has been stored. The EC power button is located on the lower front of the EC
inside rear view mirrors.
The SmartBeam® circuitry within the EC mirror will store a DTC for any fault that is detected. The hard wired
inputs and outputs of the EC mirror may be diagnosed using conventional diagnostic tools and procedures.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SmartBeam® unit,
the EC mirror or the electronic controls or communication between modules and other devices that provide
some features of the automatic high beam system. The most reliable, efficient, and accurate means to diagnose
the SmartBeam®, the EC mirror or the electronic controls and communication related to automatic high beam
system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
STANDARD PROCEDURE
STANDARD PROCEDURE
SmartBeam® calibration must be performed after the inside rear view mirror is replaced with a new unit, and
may also be required following any rear view mirror mounting button or windshield replacement procedure.
The calibration procedure ensures that the field of vision for the SmartBeam® imager is aimed at the proper
path directly ahead of the vehicle. New and unused replacement SmartBeam® units are shipped in calibration
mode, which will be indicated by a slow (once-per-second) continuously flashing ElectroChromic (EC) mirror
power button blue-green Light Emitting Diode (LED) while the ignition switch is in the ON position.
Complaints of poor or improper system performance following mirror mounting button or windshield
replacement indicate the need for SmartBeam® calibration.
VEHICLE PREPARATION FOR SMARTBEAM® CALIBRATION
1. Be certain that the imager lens and the windshield glass in front of the imager lens are clean and free from
obstructions.
2. Be certain that the inside rear view mirror mounting is properly tightened and secure.
3. Repair or replace any ineffective, worn or damaged suspension components that could hinder proper
SmartBeam® calibration.
5. Remove any accumulations of mud, snow or ice from the vehicle underbody.
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.
9. Verify that the vehicle has at least 16 kilometers (10 miles) showing on the odometer.
MARK IMAGER CENTERLINE ON WINDSHIELD

Fig. 47: Identifying SmartBeam® Imager Centerline On Windshield

1. Take a measurement (2) across the top of the windshield using the lower edge of the tint band on each
side of the glass as the reference points.
2. Divide the upper measurement in half and mark that dimension near the lower edge of the tint band on the
glass (3) using a grease pencil. This is the upper centerline of the glass.
3. Take a measurement (1) across the base of the windshield using the inside corner where the side blackout
area intersects the lower blackout area on each side of the glass as the reference points.
4. Divide the lower measurement in half and mark that dimension near the upper edge of the lower blackout
area on the glass (5) using a grease pencil. This is the lower centerline of the glass.
5. Measure and mark 27.5 millimeters (1.084 inches) toward the driver side of the windshield from the
upper and lower glass centerline marks and draw a line (4) between these marks. This is the centerline of
the SmartBeam® imager.
NOTE: Be certain to clean the centerline marks from the area of the glass in front
of the imager lens before attempting to calibrate the SmartBeam® unit.
MARK IMAGER CENTERLINE ON LIFTGATE GLASS

Fig. 48: Identifying SmartBeam® Imager Centerline On Liftgate Glass

1. Take a measurement (3) across the liftgate glass just below the liftgate spoiler using the vertical edges of
the liftgate glass opening as the reference points.
2. Divide the upper measurement in half and mark that dimension on the glass (4) using a grease pencil.
This is the upper centerline of the glass.
3. Take a measurement (1) across the lower edge of the liftgate glass using the vertical edges of the liftgate
glass opening as the reference points.
4. Divide the lower measurement in half and mark that dimension on the glass (2) using a grease pencil.
This is the lower centerline of the glass.
5. Measure and mark 27.5 millimeters (1.084 inches) toward the driver side of the liftgate glass from the
upper and lower glass centerline marks and draw a line (5) between these marks. This is the centerline of
the SmartBeam® imager.
SET UP AIM BOARD AND TRIPOD

Fig. 49: Adjusting Aim Board & Tripod

1. Position the vehicle on a level surface in a dimly lit area.

2. Place the aim board and tripod (4) (Special Tool No. (special tool #9649, Alignment Device, Smart
Beam)) 127 centimeters (50 inches) ahead of the foremost center of the front fascia (2).
3. Sight through the V-notch (1) in the upper edge of the aim board to align and center the board to the
imager centerline marks on both the windshield and the liftgate glass (3).
4. Adjust the tripod so that the center Light Emitting Diode (LED) on the aim board is 153.82 centimeters
(60.56 inches) from the level floor (5).
CALIBRATION PROCEDURE
Fig. 50: Locating Data Link Connector

1. Connect a diagnostic scan tool to the Data Link Connector (DLC) (1) below the driver side end of the
instrument panel (2).
2. Turn the ignition switch to the ON position.
3. Use the diagnostic scan tool to enter the SmartBeam unit into calibration mode. Look in the diagnostic
scan tool under the SmartBeam® or AUTOMATIC HIGH BEAM MODULE/AHBM menu item as
appropriate. When the SmartBeam® unit has entered calibration mode, it will be indicated by a continual
flashing of the ElectroChromic (EC) mirror power button blue-green LED at a slow rate of once-per-
second.
4. Connect the aim board transformer to illuminate the aim board LED units. The EC mirror power button
blue-green LED will continue to flash for five to ten seconds, then will stop flashing to indicate that it has
completed calibration. If the EC power button blue-green LED begins to flash at a faster rate (twice-per-
second), it indicates that a Diagnostic Trouble Code (DTC) has been recorded. Use the diagnostic scan
tool to retrieve the DTC, then refer to the appropriate diagnostic information.
SWITCH, BACKUP LAMP

DESCRIPTION
DESCRIPTION
Vehicles with an 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 may be a separate component, or
it may be an integral part of an electronic automatic transmission solenoid pack or of a transmission gear
selector module. The specific TRS details vary by the model of the transmission installed in the vehicle. The
TRS is described in further detail elsewhere in this service information. Refer to the service and diagnostic
information for the automatic transmission type installed in the vehicle.
SWITCH, HAZARD WARNING

DESCRIPTION
DESCRIPTION
Fig. 51: Hazard Switch & Instrument Panel Switch Pod

The hazard switch (2) 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, stencil-like 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
latches to a slightly lowered 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 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 POD, SWITCH, REMOVAL .
OPERATION
OPERATION
The hazard switch features a push-push type latching push button. The hazard switch receives a clean ground on
one terminal through a takeout of the instrument panel wire harness with an eyelet terminal secured by a screw
to the instrument panel support structure. Whenever the hazard switch is in its latched and lowered position, the
hazard warning system is selected and the instrument panel switch pod circuitry sends a hard wired output to the
Totally Integrated Power Module (TIPM).
When the TIPM receives a hazard switch input on the hazard switch sense circuit it controls hazard warning
system operation and flash rate by controlling battery voltage outputs through high side drivers on the right and
left, front and rear turn signal driver circuits. The TIPM also sends the appropriate electronic messages to the
ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/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 EMIC electronic circuit board that emulates the sound emitted by a
conventional hazard warning flasher. The EMIC sends messages to the switch pod over the Local Interface
Network (LIN) data bus to control the illumination of the hazard switch push button.
The hazard switch as well as the hard wired inputs and outputs of the switch may be diagnosed using
conventional diagnostic methods will not prove conclusive in the diagnosis of 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
DIAGNOSIS AND TESTING - HAZARD WARNING SWITCH
deployment.
The hazard switch as well as the hard wired inputs and outputs of the instrument panel switch pod may be
diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information.
1. Remove the center bezel and switch pod from the instrument panel as a unit. Refer to POD, SWITCH,
REMOVAL .
2. Using a multi-meter, test the continuity between the ground terminal and the hazard switch sense terminal
of the switch. There should be continuity when the hazard switch push button is in its latched (lowered)
position, and no continuity when the push button is in its unlatched (flush) position.
3. If the switch fails either of the continuity tests, replace the ineffective instrument panel switch pod as
required.
SWITCH, HEADLAMP
DESCRIPTION
DESCRIPTION
Fig. 52: Headlamp Switch, Rotary Knob & Thumbwheel

The headlamp switch (1) is located on the instrument panel, in a mounting hole below the left instrument panel
vent to the left of the steering column. The standard switch features a four-position rotary knob (4) for exterior
lighting control and a thumbwheel (3) for panel lamps dimming and interior lighting control. The rotary knob
also has a momentary PUSH function for front and rear (if equipped) fog lamp control.
This switch is constructed of molded plastic. The rotary knob is molded plastic and knurled around its
circumference to ease operator control. The thumbwheel is also plastic and knurled. The rotary knob also has an
International Control and Display Symbol icon for Front Fog Light and, if the vehicle is so equipped, Rear
Fog Light applied to it. The switch face plate is also labeled with graphics and International Control and
Display Symbol icons to clearly identify the many functions of the rotary knob and thumbwheel.
The switch housing is secured within the mounting hole of the left instrument panel by three spring steel
retention clips (2), two on the top and one on the bottom. 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. Two panel dimmer controlled Light
Emitting Diode (LED) units soldered to the circuit board within the switch provide back lighting for visibility at
night, but are not serviceable.
The headlamp switch cannot be repaired and, if ineffective or damaged, it must be replaced.
OPERATION
OPERATION
The headlamp switch uses two resistor multiplexed outputs to control the many functions and features it
provides. The switch receives a clean ground from the ElectroMechanical Instrument Cluster (EMIC) (also
known as the Cab Compartment Node/CCN) on a headlamp switch MUX return circuit. It then provides outputs
to the EMIC on a headlamp/fog lamp switch signal circuit to control exterior lighting functions and on a panel
lamps dimmer signal circuit to control panel dimmer and interior lighting functions.
The switch illumination circuit receives a path to ground at all times through the left instrument panel ground
circuit. The illumination level is controlled by a Pulse-Width Modulated (PWM) output received from the
EMIC on a panel lamps driver circuit. The EMIC controls this output based upon the panel lamps dimmer
signal circuit input from the headlamp switch.
The headlamp switch operates as follows:
 Exterior Lighting Control - The rotary knob on the headlamp switch is rotated to a detent position to
activate or deactivate the exterior lighting. The headlamp switch provides the appropriate resistor
multiplexed output to the EMIC over the headlamp/fog lamp switch signal circuit, and the EMIC reads
and responds to this input by sending electronic exterior lighting switch status messages to the Totally
Integrated Power Module (TIPM) over the CAN data bus. The TIPM responds by energizing or de-
energizing the right and left park lamp feed circuits and the right and left high or low beam driver circuits
through internal High Side Drivers (HSD) and by sending an electronic confirmation message back to the
EMIC, which controls the high beam indicator as appropriate. The TIPM also remembers which
headlamp beams were last selected with the multi-function switch, and energizes those beams by default
the next time the headlamps are turned ON. If the automatic headlamps A (Automatic) position is
selected, the TIPM also monitors an electronic ambient light level message received over the CAN data
bus from the A/C-heater control module based upon a hard wired input from the sun sensor to turn the
exterior lighting ON and OFF automatically while the ignition switch is in the ON position.
 Fog Lamps Control - The rotary knob on the headlamp switch is depressed to activate or deactivate the
front and rear fog lamps. The headlamp switch provides the appropriate resistor multiplexed output to the
EMIC over the headlamp/fog lamp switch signal circuit, and the EMIC reads and responds to this input
by sending electronic fog lamp switch status messages to the TIPM over the Controller Area Network
(CAN) data bus. The TIPM responds by energizing or de-energizing the right and left front fog lamp
control circuits through internal HSDs and by sending an electronic confirmation message back to the
EMIC, which controls the fog lamp indicators as appropriate.
 Interior Lighting Control - The thumbwheel on the headlamp switch is rotated to the dome DEFEAT,
dome ON, PARADE mode, or one of the six panel dimmer detent positions to control the interior
courtesy/dome and panel lamps. The headlamp switch provides the appropriate resistor multiplexed
output to the EMIC over the panel lamps dimmer signal circuit. The EMIC reads and responds to this
input by providing the appropriate control outputs through internal HSDs over the courtesy lamps, panel
lamps and reading lamps driver circuits, and by sending appropriate electronic dimming level messages
to other electronic modules over the CAN data bus.
The headlamp 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.

deployment.
Fig. 53: Identifying Headlamp Switch Terminals

1. Remove the headlamp switch from the instrument panel. Refer to SWITCH, HEADLAMP,
REMOVAL.
2. Disconnect the instrument panel wire harness connector from the back of the headlamp switch.
3. Using an ohmmeter, test the resistance between the terminals of the switch as shown in the Headlamp
Switch Tests table.
HEADLAMP SWITCH TESTS

SWITCH POSITION *RESISTANCE RANGE
(PINS) (OHMS)
AUTO (1 and 3) 4028.0 - 4457.0
OFF (1 and 3) 1938.0 - 2147.0
PARK (1 and 3) 1073.5 - 1191.5
HEADLAMP (1 and 3) 627.0 - 698.0
FOG LAMP - AUTO (1 and
266.8 - 299.9
3)
FOG LAMP - OFF (1 and 3) 249.0 - 280.2
FOG LAMP - PARK (1 and

225.6 - 254.4
3)
FOG LAMP - HEADLAMP
196.3 - 221.9
(1 and 3)
DOME DEFEAT (2 and 3) 14121.2 - 15612.7
PANEL DIMMER 1 (2 and 3) 5476.26 - 6057.7
PANEL DIMMER 2 (2 and 3) 2911.2 - 3222.7
PANEL DIMMER 3 (2 and 3) 1771.2 - 1962.7
PANEL DIMMER 4 (2 and 3) 1125.2 - 1248.7
PANEL DIMMER 5 (2 and 3) 726.2 - 807.7
PANEL DIMMER 6 (2 and 3) 469.7 - 524.2
PARADE MODE (2 and 3) 296.4 - 332.6
DOME ON (2 and 3) 166.2 - 188.7
LEDs - SET MULTIMETER
TO DIODE MODE -
SWITCH ILLUMINATION CONNECT PIN 4 TO PLUS
(4 and 5) (+), CONNECT PIN 5 TO
MINUS (-) - LEDs SHOULD
BARELY GLOW
*All resistance values are plus or minus 5%.
4. If the switch fails any of the tests, replace the ineffective headlamp switch as required.
REMOVAL
REMOVAL
deployment.
Fig. 54: Headlamp Switch & Instrument Panel


2. Using a trim stick or another suitable wide flat-bladed tool, gently and evenly pry around the perimeter of
the headlamp switch (1) face plate toward the rear of the vehicle. Once the retention force of the three
metal spring clips (two on top, one on bottom) on the switch housing has been overcome, the switch will
come out from the mounting hole in the instrument panel (2).
3. Pull the switch out of the mounting hole far enough to access and disconnect the instrument panel wire
harness connector from the connector receptacle on the back of the switch housing.
4. Remove the headlamp switch from the instrument panel.
INSTALLATION
INSTALLATION
deployment.
Fig. 55: Headlamp Switch & Instrument Panel

1. Position the headlamp switch (1) close enough to the switch mounting hole in the instrument panel (2) to
reconnect the instrument panel wire harness connector to the connector receptacle on the back of the
switch housing.
2. Position the switch in the center of the switch mounting hole of the instrument panel.
3. Using hand pressure, press the switch firmly and evenly into the mounting hole until it is fully seated. An
indication that the switch is fully seated will be a light audible click as each of the three metal spring clips
(two on top, one on bottom) spring into place behind the mounting hole.
SWITCH, MULTIFUNCTION
DESCRIPTION
DESCRIPTION
Fig. 56: Control Knob & Control Sleeve

The multi-function switch is located on the left 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 turn signals and headlamp
beam selection. The only visible components of the switch are the control stalk (3), control knob (1) and control
sleeve (2) that extend through the steering column shrouds on the left side of the column. The remainder of the
switch including its mounting provisions, its electrical connections and the turn signal cancel actuator are
concealed beneath the shrouds.
The switch housing and controls 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. The
multi-function switch for this vehicle is integral to the Steering Column Control Module (SCCM).
Fig. 57: Steering Column Shroud, Steering Angle Sensor (SAS), Clockspring, Telescope Switch & Trim
Cover
The SCCM is located near the top of the steering column below the steering wheel. The SCCM includes the
steering column shroud (1), the Steering Angle Sensor (SAS) (2), the clockspring (3), the multi-function switch
(6), a steering column power tilt and telescope switch (5) for vehicles so equipped, a trim cover (4) and the
Steering Control Module (SCM). The SCCM includes an integral connector receptacle that faces toward the
instrument panel and is connected to the vehicle electrical system through a single take out and connector of the
instrument panel wire harness.
The multi-function switch provides the vehicle operator with a control interface for the following functions:
 Front Washer Control - The multi-function switch control knob provides a momentary WASH position
for washer system operation.
 Front Wiper Control - The multi-function switch control knob provides detent switching for two
continuous wipe switch positions, LO speed or HI speed, and an intermittent wipe mode with four delay
interval positions. The four delay positions become four sensitivity positions for vehicles equipped with
the optional automatic wiper system. The control knob also has a momentary MIST or pulse wipe feature
switch position.
 Headlamp Beam Selection - The multi-function switch control stalk provides detent switching for
selection of the headlamp HIGH or LOW beams.
 Headlamp Optical Horn - The multi-function switch control stalk includes momentary switching of the
headlamp high beam circuits to provide an optical horn feature (sometimes referred to as flash-to-pass),
which allows the vehicle operator to momentarily flash the headlamp high beams as an optical signalling
device.
 Turn Signal Control - The multi-function switch control stalk provides both momentary non-detent
(lane change) switching or detent switching with automatic cancellation for both the left and right turn
signals.
 Rear Washer Control - The multi-function switch control sleeve provides a momentary WASH position
for washer system operation.
 Rear Wiper Control - The multi-function switch control sleeve provides detent switching for a
continuous wipe ON position and a fixed delay intermittent (INT) wipe position.
The multi-function switch cannot be adjusted or repaired. If any function of the switch is ineffective, or if the
switch is damaged, the entire SCCM unit must be replaced. Refer to MODULE, STEERING COLUMN,
REMOVAL .
OPERATION
OPERATION
The multi-function 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) internal to the Steering Column Control Module (SCCM), then provides resistor multiplexed
return outputs to the SCM to indicate the selected switch positions. The SCM then sends electronic switch
status messages over the Controller Area Network (CAN) data bus to the Totally Integrated Power Module
(TIPM) and to other electronic modules in the vehicle.
If the SCM detects no inputs from the multi-function switch, it transmits an electronic Signal Not Available
(SNA) status message over the CAN data bus. The SNA status signals other electronic modules to implement a
fail-safe or default mode of operation. For the exterior lighting system, the multi-function switch fail-safe mode
automatically selects LOW beams when the headlamps are turned ON. For the wiper system, the multi-function
switch fail-safe mode will maintain the last selected wiper system operation for the remainder of the current
ignition cycle, after which the wiper system will default to OFF.
Some of the hard wired inputs and outputs of the SCCM, SCM and multi-function switch unit may be
However, the most reliable, efficient and accurate means to diagnose the SCCM, the SCM and the multi-
function switch requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
Following are descriptions of how the multi-function switch is operated to control the functions and features it
provides:
 Front Washer Control - The control knob on the end of the multi-function switch control stalk is
depressed toward the steering column to the momentary WASH detent position to activate the washer
pump/motor in the FRONT WASH mode. The washer pump/motor will continue to operate for as long as
the control knob is held in this position. The SCM reads the resistor multiplexed input from the multi-
function switch and sends an electronic front washer switch status message over the CAN data bus to
the TIPM and to other electronic modules in the vehicle.
 Front Wiper Control - The control knob on the end of the multi-function switch control stalk is rotated
to one of the two continuous wiper detents (LO or HI), to one of four intermittent delay or sensitivity
wiper detents, or to the OFF position to select the FRONT WIPER mode. The SCM reads the resistor
multiplexed input from the multi-function switch and sends electronic front wiper switch status
messages over the CAN data bus to the TIPM and to other electronic modules in the vehicle.
 Front Wiper Mist Mode - The control knob on the end of the multi-function switch control stalk is
rotated to the momentary MIST position to activate the wiper MIST mode. The wiper motor will continue
to operate, one complete cycle at a time, for as long as the control knob is held in this position. The SCM
reads the resistor multiplexed input from the multi-function switch and sends an electronic front wiper
switch status message over the CAN data bus to the TIPM and to other electronic modules in the vehicle.
 Headlamp Beam Selection - The headlamp high beams are selected when the multi-function 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 multi-function switch and sends an electronic beam select switch
status message over the CAN data bus to the TIPM and to other electronic modules in the vehicle.
 Headlamp Optical Horn - The headlamp optical horn is selected each time the multi-function 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 multi-
function switch and sends an electronic beam select switch status message over the CAN data bus to the
TIPM and to other electronic modules in the vehicle.
 Turn Signal Control - The turn signals are requested when the multi-function 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 from the multi-function switch housing 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 multi-function 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 position. The SCM reads the resistor multiplexed input from the multi-
function switch and sends an electronic turn signal switch status message over the CAN data bus to the
TIPM and to other electronic modules in the vehicle.
 Rear Washer Control - The control sleeve on the multi-function switch control stalk is rotated to either
of the two momentary rear WASH positions to activate the washer pump/motor in the REAR WASH
mode. The washer pump/motor will continue to operate for as long as the control sleeve is held in this
position. The SCM reads the resistor multiplexed input from the multi-function switch and sends an
electronic rear washer switch status message over the CAN data bus to the TIPM and to other electronic
modules in the vehicle.
 Rear Wiper Control - The control sleeve on the multi-function switch control stalk is rotated to the
continuous rear wiper ON detent, to the fixed interval intermittent (INT) rear wiper detent or to the OFF
detent position to select the REAR WIPER mode. The SCM reads the input from the multi-function
switch and sends electronic rear wiper switch status messages over the CAN data bus to the TIPM and
to other electronic modules in the vehicle.
REMOVAL
REMOVAL
NOTE: The multi-function switch for this vehicle is integral to the Steering Column
Control Module (SCCM). If any function of the switch is ineffective, or if the
switch is damaged, the entire SCCM unit must be replaced. Refer to MODULE,
STEERING COLUMN, REMOVAL .
INSTALLATION
INSTALLATION
NOTE: The multi-function switch for this vehicle is integral to the Steering Column
Control Module (SCCM). If any function of the switch is ineffective, or if the
switch is damaged, the entire SCCM unit must be replaced. Refer to MODULE,
STEERING COLUMN, INSTALLATION .
SWITCH, PARKING BRAKE

DESCRIPTION
DESCRIPTION
Fig. 58: Identifying Park Brake Switch

The park brake switch (1) is located on the park brake lever mechanism on the driver side cowl side inner panel
(LHD) or floor panel transmission tunnel (RHD) below the instrument panel. This switch includes a spade-type
output terminal (3) that connects the switch to the vehicle electrical system through a dedicated take out and
connector of the body wire harness. The output terminal is integral to the stationary contact within a molded
plastic insulator.
A locating tab 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 with an integral grounding lug (4) on one end and an integral
actuating lever and follower (2) 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 as a
logic input by the EMIC 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
deployment.
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
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.
PARKING BRAKE SWITCH
INDICATOR ILLUMINATES DURING BULB TEST, BUT DOES NOT WHEN PARK BRAKE APPLIED
1. Disconnect and isolate the battery negative cable. Disconnect the body 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 body wire harness connectors for the park brake switch and the instrument panel wire harness
connector for 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 body 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 body wire harness 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
deployment.
Fig. 59: Removing/Installing Park Brake Switch


2. Apply the parking brake.
3. Reach under the driver side of the instrument panel to access and disconnect the body wire harness
connector (2) from the terminal of the park brake switch (4) located on the park brake lever mechanism
(1) on the cowl side inner panel (LHD) or the floor panel transmission tunnel (RHD).
4. Remove the screw (3) that secures the park brake switch to the park brake lever mechanism.
5. Remove the switch from the park brake lever mechanism.
INSTALLATION
INSTALLATION
deployment.
Fig. 60: Removing/Installing Park Brake Switch

1. Reach under the driver side of the instrument panel to position the park brake switch (4) onto the park
brake lever mechanism (1) on the cowl side inner panel (LHD) or floor panel transmission tunnel (RHD).
Be certain to engage the locating pin on the back of the switch insulator into the locating slot in the lever
mechanism bracket.
2. Install and tighten the screw (3) that secures the park brake switch to the park brake lever mechanism.
Tighten the screw to 2.5 N.m (24 in. lbs.).
3. Reconnect the body wire harness connector (2) to the terminal of the park brake switch.
5. 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. 61: Stop Lamp Switch Components

The brake (or stop) lamp switch (1) is a three circuit, spring-loaded plunger actuated switch that is secured to
the brake pedal support bracket 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 body wire harness.
The switch plunger (3) extends through a mounting collar (2) on one end of the switch housing. The plunger has
a telescoping self-adjustment feature that is activated after the switch is installed by the brake pedal moving
upward to its normal at-rest position. The telescoping plunger can be pulled outward from the switch housing to
repeat the self-adjustment 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 (or stop) 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 Center High Mounted Stop Lamp (CHMSL) and the Totally
Integrated Power Module (TIPM) 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
signal 1 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
Totally Integrated Power Module (TIPM) on an ignition run/start control output circuit, and supplies this
battery voltage to the PCM on a brake signal 2 circuit only when the brake pedal is released (brake lamp
switch plunger is depressed).
The PCM sends electronic brake lamp switch status messages to other electronic modules in the vehicle over
the Controller Area Network (CAN) data bus for use as an additional logic input for controlling many other
vehicle functions and features.
The brake lamp switch as well as the hard wired inputs and outputs of the switch may be diagnosed using
communication that provide some features related to brake lamp switch operation. The most reliable, efficient
and accurate means to diagnose the electronic controls and communication related to brake lamp switch
DIAGNOSIS AND TESTING - STOP LAMP SWITCH
deployment.
Fig. 62: Stop Lamp Switch Terminal Pins


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.
BRAKE LAMP SWITCH

TESTS
PLUNGER
CONTINUITY
POSITION
BETWEEN
(2)
Released
Pins 1 and 2
(Extended)
Compressed Pins 3 and 4, 5
(Depressed) and 6
4. If the switch fails any of the continuity tests, replace the ineffective brake lamp switch as required.
ADJUSTMENTS
ADJUSTMENT
deployment.

2. Remove the steering column opening cover from the instrument panel. Refer to COVER, STEERING
COLUMN OPENING, REMOVAL .
4. Pull the brake lamp switch plunger all the way out of the switch housing to its fully extended position.
5. Release the brake pedal. 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 self-
adjusts.
6. Reinstall the steering column opening cover onto the instrument panel. Refer to COVER, STEERING
COLUMN OPENING, INSTALLATION .
REMOVAL
REMOVAL
deployment.

2. Remove the steering column opening cover from the instrument panel. Refer to COVER, STEERING
COLUMN OPENING, REMOVAL .
4. Rotate the brake lamp switch housing (2) counterclockwise about 30 degrees to align the switch locking
collar with the keyed square hole in the brake pedal mounting bracket (1).
5. Pull the switch straight rearward from the keyed hole to remove it from the bracket.
6. Release the brake pedal.
7. Disconnect the body wire harness connector (3) from the brake lamp switch.
INSTALLATION
INSTALLATION
deployment.
1. Be certain that the brake lamp switch (2) plunger is pulled all the way out of the switch housing to its
fully extended position.
2. Reconnect the body wire harness connector (3) to the connector receptacle on the switch.
4. Align the keyed locking collar on the brake lamp switch with the keyed square hole in the brake pedal
5. Insert 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 locking collar with the switch
mounting bracket.
7. Release the brake pedal. 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 self-
adjusts.
8. Reinstall the steering column opening cover onto the instrument panel. Refer to COVER, STEERING
COLUMN OPENING, INSTALLATION .

UNIT, FRONT LAMP

STANDARD PROCEDURE
STANDARD PROCEDURE - FRONT LAMP UNIT MOISTURE CLEARING
Some occasional moisture accumulation inside a vented front lamp 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 - DRL AND POSITION LAMP
NOTE: The following procedure applies only to vehicles with both the High Intensity
Discharge (HID) headlamps and Daytime Running Lamps (DRL). This procedure
also applies to the position lamp bulb for export markets only. Although the
DRL and position lamp bulb type and location is the same in both domestic and
export market vehicles, the position lamp function is disabled in domestic
market vehicles where that function is performed by the amber front park lamp
bulb. Vehicles equipped with halogen headlamps (domestic market only)
modulate either the low beam (Canada) or high beam (U.S. fleet) headlamp bulb
to serve as the DRL.
Fig. 65: High Intensity Discharge (HID) - Domestic

Fig. 66: High Intensity Discharge (HID) - Export

1. Remove the front lamp unit from the front of the vehicle. Refer to LAMP.
2. Firmly grasp the Daytime Running Lamp (DRL) and position lamp bulb socket (5) on the back of the
front lamp unit housing (1) and rotate it counterclockwise about 30 degrees to unlock it.
BULB - HALOGEN HEADLAMP
Fig. 67: Quad Halogen - Domestic


2. Remove the engine air filter housing if necessary for access to the back of the front lamp unit from the
engine compartment. Refer to BODY, AIR CLEANER, REMOVAL or BODY, AIR CLEANER,
REMOVAL or BODY, AIR CLEANER, REMOVAL, 5.7L .
3. Firmly grasp the low beam (2) or high beam (5) bulb base on the back of the front lamp unit housing and
rotate it counterclockwise about 30 degrees to unlock it.
4. Pull the bulb and base straight out from the keyed opening in the reflector.
BULB - PARK AND TURN SIGNAL

NOTE: Although the park and turn signal lamp location is the same in both domestic
and export market vehicles, the park lamp function is disabled and the amber
bulb type is different in export market vehicles where that function is performed
by the clear position lamp bulb.
Fig. 68: Halogen




2. Remove the front lamp unit (1) from the front of the vehicle. Refer to LAMP.
3. Firmly grasp the park and turn signal bulb socket (4) on the back of the front lamp unit housing and rotate
it counterclockwise about 30 degrees to unlock it.
BULB - SIDE MARKER
NOTE: The following procedure applies only to vehicles manufactured for the North
American market. Vehicles manufactured for export markets do not have a bulb,
socket or wiring provided to illuminate the front side marker compartment of
the front lamp unit. The front side marker lens and reflex is present, but serves
only as a reflector on export market vehicles.
Fig. 71: Halogen - Domestic Only



2. Remove the front lamp unit (1) from the front of the vehicle. Refer to LAMP.
3. Firmly grasp the front side marker bulb socket (3) on the back of the front lamp unit housing and rotate it
LAMP
Fig. 73: Three Screws, Upper Front Lamp Unit & Front End Module (FEM) Support Structure

2. If equipped, remove the right or left fender close out panel from the top of the fender ledge.
3. Remove the grille from the front of the vehicle. Refer to GRILLE, REMOVAL .
4. Remove the three screws (3) that secure the two lower and the one upper front lamp unit (2) mounting
brackets to the Front End Module (FEM) support structure (1).
5. Pull the lamp away from the front of the vehicle far enough to access and disconnect the FEM wire
harness connections on the back of the lamp housing.
6. Remove the front lamp unit from the vehicle.
LIGHTING ELEMENT - HIGH INTENSITY DISCHARGE
CAUTION: Do not contaminate the lighting element glass by touching it with your
fingers or by allowing it to contact other oily surfaces. Shortened lighting
element life will result.



2. Remove the front lamp unit from the front of the vehicle. Refer to LAMP.
3. Remove the molded plastic cover (2) from the back of the front lamp unit housing (1) to access the High
Intensity Discharge (HID) lighting element and igniter unit.
Fig. 76: HID Igniter, Lamp Reflector, Spring Clips & Cable Connector
4. Using the two tabs of the black plastic lock ring located just behind the HID igniter (3) for leverage,
rotate the lock ring counterclockwise to unlock the igniter from the mounting flange on the back of the
lamp reflector (2).
5. Firmly grasp the igniter housing and pull the igniter and lighting element unit away from the mounting
flange on the back of the lamp reflector far enough to release them from the spring clips (1) integral to the
perimeter of the flange.
6. Pull the HID igniter and lighting element straight out from the opening in the reflector as a unit.
7. Carefully pry the two small metal latch tabs at the front and back of the high tension cable connector (4)
while disconnecting the connector from the connector receptacle integral to the lower edge of the igniter
housing.
INSTALLATION
BULB - DRL AND POSITION LAMP

NOTE: The following procedure applies only to vehicles with both the High Intensity
Discharge (HID) headlamps and Daytime Running Lamps (DRL). This procedure
also applies to the position lamp bulb for export markets only. Although the
DRL and position lamp bulb type and location is the same in both domestic and
export market vehicles, the position lamp function is disabled in domestic
market vehicles where that function is performed by the amber front park lamp
bulb. Vehicles equipped with halogen headlamps (domestic market only)
modulate either the low beam (Canada) or high beam (U.S. fleet) headlamp bulb
to serve as the DRL.


1. Align the base of the bulb with the Daytime Running Lamp (DRL) and position lamp bulb socket (5).
3. Align the socket and bulb with the keyed opening on the back of the front lamp unit housing (1).
6. Reinstall the front lamp unit onto the front of the vehicle. Refer to UNIT, FRONT LAMP,
INSTALLATION.
BULB - HALOGEN HEADLAMP
or the lamp wiring.
Fig. 79: Quad Halogen - Domestic

1. Align the low beam (2) or high beam (5) bulb with the keyed opening on the back of the front lamp unit
(1) reflector.
2. Insert the bulb into the reflector opening until the base is firmly seated.
3. Rotate the base clockwise about 30 degrees to lock it into place.
4. If it was removed for access to the back of the front lamp unit from the engine compartment, reinstall the
engine air filter housing. Refer to BODY, AIR CLEANER, INSTALLATION or BODY, AIR
CLEANER, INSTALLATION or BODY, AIR CLEANER, INSTALLATION, 5.7L .
BULB - PARK AND TURN SIGNAL

or the lamp wiring.
NOTE: Although the park and turn signal lamp location is the same in both domestic
and export market vehicles, the park lamp function is disabled and the amber
bulb type is different in export market vehicles where that function is performed
by the clear position lamp bulb.
Fig. 80: Halogen



1. Align the base of the bulb with the park and turn signal bulb socket (4).

INSTALLATION.
BULB - SIDE MARKER
or the lamp wiring.
NOTE: The following procedure applies only to vehicles manufactured for the North
American market. Vehicles manufactured for export markets do not have a bulb,
socket or wiring provided to illuminate the front side marker compartment of
the front lamp unit. The front side marker lens and reflex is present, but serves
only as a reflector on export market vehicles.
Fig. 83: Halogen - Domestic Only


1. Align the base of the bulb with the front side marker bulb socket (3).

INSTALLATION.
LAMP
Fig. 85: Three Screws, Upper Front Lamp Unit & Front End Module (FEM) Support Structure
1. Position the front lamp unit (2) close enough to the front of the vehicle to reconnect the Front End
Module (FEM) wire harness connections to the back of the lamp housing.
2. Position the lamp to the FEM support structure (1) on the front of the vehicle.
3. Install and tighten the three screws (3) that secure the two lower and the one upper mounting brackets
integral to the lamp housing to the FEM. Tighten the screws to 7 N.m (62 in. lbs.).
4. Reinstall the grille onto the front of the vehicle. Refer to GRILLE, INSTALLATION .
5. If equipped, reinstall the right or left fender close out panel onto the top of the fender ledge.
7. Confirm proper headlamp alignment. Refer to STANDARD PROCEDURE.
LIGHTING ELEMENT - HIGH INTENSITY DISCHARGE
CAUTION: Always use the correct lighting element size and type for replacement. An
incorrect size or type may overheat and cause damage to the lamp or the
lamp wiring.
CAUTION: Do not contaminate the lighting element glass by touching it with your
fingers or by allowing it to contact other oily surfaces. Shortened lighting
element life will result.
Fig. 86: HID Igniter, Lamp Reflector, Spring Clips & Cable Connector
1. Align and insert the High Intensity Discharge (HID) igniter (3) and lighting element unit straight into the
opening in the front lamp unit reflector (2) as a unit.
2. Press the igniter firmly and evenly toward the flange until each of the spring clips (1) integral to the
perimeter of the mounting flange is fully engaged.
3. Using the two tabs of the black plastic lock ring located just behind the HID igniter for leverage, rotate
the lock ring clockwise to lock the igniter to the mounting flange on the back of the lamp reflector.
4. Reconnect the high tension cable connector (4) to the connector receptacle integral to the lower edge of
the igniter housing.


5. Reinstall the molded plastic cover (2) onto the back of the front lamp unit housing (1) to conceal and
protect the HID lighting element and igniter unit as well as the high tension cable.
INSTALLATION.

2011 ACCESSORIES AND EQUIPMENT Lamps/Lighting - Interior - Service Information - Grand Cherokee
Lamps/Lighting - Interior - Service Information - Grand Cherokee
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. Refer to 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.
DESCRIPTION
DESCRIPTION
The interior lighting system for this vehicle includes both incandescent and Light Emitting Diode (LED) unit
lighting on several separate circuits. The lamps in the interior lighting system include:
 Center Floor Console Cup Holder Lamp - The cup holders in the center floor console include a
standard equipment light pipe around their inside perimeter illuminated by an LED lamp unit to assist
visibility at night. This lamp is controlled by the panel lamps dimmer circuit and illuminates whenever
the exterior lighting is turned ON.
 Center Floor Console Forward Storage Bin Lamp - The forward storage bin in the center floor console
on some models is illuminated by an LED lamp unit located in the overhead console to assist visibility at
night. This lamp is controlled by the panel lamps dimmer circuit and illuminates whenever the exterior
lighting is turned ON.
 Center Floor Console Universal Serial Bus Connector Lamp - The Universal Serial Bus (USB)
connector in the center floor console on some models includes an LED lamp unit to assist visibility at
night. This lamp is controlled by the courtesy lamp circuit and illuminates whenever the interior courtesy
lamps are turned ON.
 Courtesy Lamps - Standard incandescent courtesy lamps are located under the right and left ends of the
instrument panel, and are controlled by the courtesy lamp circuit.
 Glove Box Lamp - A standard incandescent glove box lamp with an integral plunger-actuated switch is
located on the upper outboard corner of the glove box housing of the instrument panel and illuminates
whenever the glove box is opened.
 Liftgate Lamp - Two standard incandescent liftgate lamps are located in the lower corners of the liftgate
trim panel and are activated automatically whenever the liftgate is opened to illuminate the rear cargo
area of the vehicle.
 Front Dome Lamps - Front seat driver side and passenger side incandescent dome lamps are located
behind a lens shared with the LED map/reading lamps in the overhead console. The dome lamps are
controlled by the courtesy lamp circuit and by independent lens-actuated switches.
 Front Door Inside Remote Latch Handle Lamps - Front door trim panel inside remote latch handles on
some models include an LED lamp unit to assist visibility at night. These lamps are controlled by the
panel lamps dimmer circuit and illuminate whenever the exterior lighting is turned ON.
 Front Door Map Pocket Lamps - Front door trim panel map pockets on some models include an LED
lamp unit to assist visibility at night. These lamps are controlled by the panel lamps dimmer circuit and
illuminate whenever the exterior lighting is turned ON.
 Front Map/Reading Lamps - Front seat driver side and passenger side LED map/reading lamps are
located behind a lens shared with the incandescent dome lamps in the overhead console. The map/reading
lamps are controlled by the courtesy lamp circuit and by independent push button switches in the
overhead console.
 Rear Dome/Reading Lamps - The standard incandescent rear dome/reading lamps are controlled by
both the courtesy lamp circuit and independent lens-actuated switches. These lamps are integral to the
grab handles located on the roof side rail adjacent to each outboard rear seating position.
 Rechargeable Flashlight - A removable twin-LED flashlight powered by rechargeable lithium batteries
is mounted in a bezel/charging station located in the left quarter trim panel near the D-pillar in the cargo
area of the vehicle.
 Vanity Lamps - An optional single intensity, incandescent vanity lamp is located on each side of a
covered mirror on both the right and left sun visors, and is controlled by an integral vanity mirror cover-
actuated switch.
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 have miniature incandescent bulbs, Light-Emitting Diode (LED)
units or a combination of the two lighting types that are soldered to internal circuit boards and are not
serviceable.
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.
 Flip-Up Glass Ajar Switch - A flip-up glass ajar switch is integral to the flip-up glass latch mechanism
on the top of the lower flip-up glass opening in the liftgate inner panel.
 Headlamp Switch - A headlamp switch is located on the left side of the instrument panel, below and
outboard of the steering column. The headlamp switch includes a thumbwheel for selecting the panel
lamps dimming level and for interior lighting control. A PARADE position of the thumbwheel
illuminates all display units at full brightness for visibility when driving in daylight with the exterior
lighting turned ON. There are also detent positions to turn ON all interior courtesy lighting, and a
DEFEAT position that overrides door ajar switch control of interior lighting. Refer to SWITCH,
HEADLAMP , DESCRIPTION .
 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 DESCRIPTION .
 Liftgate Ajar Switch - A liftgate ajar switch is integral to the latch mechanism of the liftgate.
engine compartment. Refer to DESCRIPTION .
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
OPERATION
OPERATION
The lamps of the interior lighting system can be divided into general classifications based upon the circuit that
controls their operation: The courtesy lamp circuit, the reading lamps circuit and the panel lamps dimmer
circuit. Following are paragraphs that briefly describe the operation of the courtesy lamps, reading lamps and
panel lamps dimmer interior lighting circuits.
The lamps and the hard wired circuits between components related to the interior lighting system may be
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 courtesy lamps located under each outboard end of the instrument panel
and, depending upon the selected vehicle options may include either the dome or map and reading lamps
located in the overhead console near the windshield and on the roof rails adjacent to the rear outboard seating
positions, the liftgate lamps located near each lower corner of the liftgate trim panel, the glove box lamp in the
top of the glove box opening in the instrument panel and the vanity lamps located in the sun visors.
The lamps in the courtesy lamp circuit are provided with a path to ground at all times. The ElectroMechanical
Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) controls the output of battery
voltage for the courtesy lamps in this circuit based upon hard wired inputs from the headlamp switch and
electronic message inputs from the ignition switch (also known as the Wireless Ignition Node/WIN) and the
Totally Integrated Power Module (TIPM).
After all of the ajar switch inputs to the TIPM transition to open and the EMIC receives the appropriate
electronic ajar switch status messages from the TIPM over the Controller Area Network (CAN) data bus, 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 a resistor
multiplexed input from the interior lighting thumbwheel on the headlamp switch, and provides an Illuminated
Entry feature in response to certain electronic ignition switch status message inputs received from the WIN
and the Occupant Restraint Controller (ORC) over the CAN data bus. A resistor multiplexed courtesy lamp
DEFEAT input from the interior lighting thumbwheel of the headlamp switch will cause the EMIC to override
normal courtesy lamp operation.
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 10 minutes after the electronic ignition switch status
message transitions to OFF. If any courtesy lamp input is received subsequent to a 10 minute load shed and
prior to a new ignition cycle, the courtesy lamps will turn OFF after 90 seconds.
READING LAMP CIRCUIT
For those lamps on the courtesy lamp circuit with independent switching such as the reading lamps, the optional
vanity lamps and the glove box lamp, the EMIC also provides a battery voltage output to those switches through
a separate reading lamp circuit. The EMIC provides a battery saver (load shedding) feature for the reading lamp
circuit as well as the courtesy lamp circuit, which will automatically turn these lamps OFF if they are left ON
for more than about 10 minutes after the electronic ignition switch status message transitions to OFF. If any
reading lamp input is received subsequent to a 10 minute load shed and prior to a new ignition cycle, the
reading lamps will turn OFF after 90 seconds.
PANEL LAMPS DIMMER CIRCUIT
The panel lamps dimmer circuit actually includes several circuits. These circuits control the back lighting
illumination and dimming level of the headlamp switch, the heater-air conditioner controls, the instrument panel
switch pod, the four-wheel drive selector switch, the automatic transmission gear selector bezel lamp, the front
door map pocket and remote inside handle lamps, as well as the center floor console cup holder and forward
storage compartment lamps. 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 12-volt Pulse Width Modulated
(PWM) output of the EMIC through several panel lamps dimmer circuits.
This shared PWM output synchronizes the selected illumination intensity level of all the lamps in the panel
lamps dimmer circuits. The EMIC uses hard wired inputs from the rotary exterior lighting control knob and
interior lighting thumbwheel of the headlamp switch to determine when the exterior lighting is turned ON and
the dimming level selection. Then the EMIC provides the appropriate PWM outputs through the panel lamps
dimmer circuits as well as electronic dimming level messages over the CAN data bus to other electronic
modules in the vehicle.
The EMIC, the instrument panel switch pod and the radio use the electronic dimming level messages to control
the illumination intensity of their own back lighting, controls and display units. In addition, when the interior
lighting thumbwheel of the headlamp switch is moved to the PARADE (or funeral) mode detent position, all of
the electronic display units are illuminated at their full intensity levels for increased visibility when the vehicle
is driven during daylight hours with the exterior lighting turned ON. The PARADE mode has no effect on the
illumination intensity of incandescent panel lamps.

deployment.
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 hard wired circuits between components related to the operation of the interior lighting system may be
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 AND READING LAMP CIRCUITS

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 dome/reading lamp
ILLUMINATE switch, glove box lamp switch or vanity
lamp 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. Courtesy DEFEAT feature 1. Turn courtesy DEFEAT feature OFF.
COURTESY LAMP turned ON.
CIRCUIT DO NOT 2. Ineffective ground circuit.
2. Test and repair the open ground circuit
ILLUMINATE if required.
3. Ineffective or missing fuse. 3. Test and replace the fuse if required.
4. Ineffective courtesy lamp 4. Test and repair the courtesy lamp
control circuit. control circuit if required.
5. Ineffective headlamp switch. 5. Test and replace the headlamp switch
if required.
6. Ineffective 6. Use a diagnostic scan tool and the
ElectroMechanical Instrument appropriate diagnostic information for
Cluster (EMIC) inputs or further EMIC diagnosis.
outputs.
7. Ineffective Totally 7. Use a diagnostic scan tool to test the
Integrated Power Module TIPM inputs and outputs. Refer to the
(TIPM) inputs or outputs. appropriate diagnostic information.
A SINGLE LAMP IN THE 1. Ineffective lamp switch. 1. Test and replace a dome/reading lamp
COURTESY LAMP switch, glove box lamp switch or vanity
CIRCUIT DOES NOT lamp switch if required.
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 and the
3. Ineffective EMIC inputs or
appropriate diagnostic information for
outputs.
further EMIC diagnosis.
PANEL LAMPS DIMMER CIRCUIT
NOTE: As part of the exterior lighting fail-safe 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 headlamp
switch position if the instrument cluster cannot detect an input from the
headlamp 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 headlamp switch. 1. Test and replace the headlamp switch
ILLUMINATE if required.
2. Ineffective 2. Use a diagnostic scan tool and the
ElectroMechanical Instrument appropriate diagnostic information for
Cluster (EMIC) inputs or further EMIC diagnosis.
outputs.
ALL LAMPS ILLUMINATE 1. Loss of data bus 1. Use a diagnostic scan tool to test the
AT FULL INTENSITY AT communication. data bus. Refer to the appropriate
IGNITION ON diagnostic information.
SPECIFICATIONS
SPECIFICATIONS
COURTESY LAMPS
BULB APPLICATION TABLE

LAMP BULB
COURTESY 906
FRONT DOME MOPAR® 68090625AA
LIGHT EMITTING DIODES (LED) SERVICED
FRONT MAP/READING
IN OVERHEAD CONSOLE ASSEMBLY
GLOVE BOX LAMP 194
LIFTGATE LAMP 579
REAR DOME/READING MOPAR® 68090625AA
VANITY LAMP MOPAR® 06501966
Under Instrument Panel 2 - 17
Courtesy Lamp Mounting
Screw
PANEL LAMPS
NOTE: All illuminated controls on the instrument panel and elsewhere in the interior of
the vehicle have either miniature incandescent bulbs or Light-Emitting Diode
(LED) units that are soldered to internal circuit boards and are not serviceable.
FLASHLIGHT, RECHARGEABLE
DESCRIPTION
DESCRIPTION
Fig. 1: Removable And Rechargeable Flashlight

A removable and rechargeable flashlight (3) is encased within a molded plastic housing, which is secured
within a bezel/charging station (2) at the back of the left quarter inner trim panel (1) by two tabs on the end
opposite the clear flashlight lens and a push-push type latch mechanism. The flashlight is powered by a
rechargeable and replaceable lithium battery. A momentary switch on the flashlight electronic circuit board is
actuated by a plastic push button located on the side of the flashlight housing. When the flashlight is turned ON
it illuminates two clear Light Emitting Diode (LED) units to create a wide and bright light beam. A red LED
unit on the side of the flashlight housing behind the push button illuminates as the battery becomes discharged
to indicate that the unit requires recharging.
The bezel/charging station unit, the flashlight battery and the flashlight unit are each available for separate
service replacement. If any other component of the flashlight or bezel/charging station are damaged or
ineffective, the complete flashlight unit or bezel/charging station unit must be replaced.
OPERATION
OPERATION
The rechargeable lithium battery within the flashlight automatically recharges while the flashlight is nested in
its receptacle within the bezel charging station and the engine is running. The flashlight has a pair of electrical
contacts that mate with contacts within the charging station that provide a source of recharging current. The red
Light Emitting Diode (LED) unit on the side of the flashlight behind the ON-OFF push button illuminates when
the charge of the flashlight battery is becoming depleted.
The flashlight is removed from the bezel/charging station by pushing it momentarily at the depression marked
PUSH on the flashlight housing, then releasing it and swinging it downward far enough to disengage two slots
on the lower end of the flashlight from two tabs within the charging station. When the flashlight is removed
from its receptacle in the bezel/charging station, it can be used as an auxiliary light source in emergencies or
other situations where a portable light source is required. The flashlight is turned ON or OFF by momentarily
depressing and releasing the ON-OFF push button on the side of the flashlight housing. Reverse the removal
procedure to restore the flashlight to the bezel/charging station and to recharge the flashlight battery.
STANDARD PROCEDURE
STANDARD PROCEDURE
Fig. 2: Flashlight Battery Replacement (1 Of 2)

1. Insert a small screwdriver or another suitable tool into each of the two notches (2) between the upper (1)
and lower (3) case halves of the flashlight and use a twisting action to separate the case.
Fig. 3: Flashlight Battery Replacement (2 Of 2)

2. Remove the lower case (4) from the upper case (3) and set it aside.
3. Lightly lift the latch tab (2) at the back of the upper case and slide the battery (1) rearward far enough to
remove it from the case.
4. Install the new battery by sliding it between the latch tab and the case until it is engaged by the latch tab.
The battery must be installed with the positive (+ ) terminal oriented toward the upper case (3).
REMOVAL
BEZEL/CHARGING STATION
Fig. 4: Quarter Trim Panel, Bezel/Charging Station, Connector & Clip Retainers

2. Pull the rear of the left quarter trim panel (2) away from the D-pillar far enough to access the back of the
bezel/charging station (1). Refer to PANEL, QUARTER TRIM , REMOVAL .
3. Disconnect the body wire harness connector (4) from the connector receptacle on the back of the
bezel/charging station.
4. Compress the spring clip retainers (3) far enough to allow the bezel/charging station to be pushed out of
the mounting hole through the face of the quarter trim panel. Six spring clip retainers are used, three on
the forward side and three on the rearward side of the unit.
5. Remove the bezel/charging station from the vehicle.
INSTALLATION
BEZEL/CHARGING STATION
Fig. 5: Quarter Trim Panel, Bezel/Charging Station, Connector & Clip Retainers
1. Align the bezel/charging station (1) with the mounting hole near the rear of the left quarter trim panel (2).
2. Using hand pressure, push the bezel/charging station into the mounting hole firmly and evenly until all 6
of the spring clip retainers (3) snap into place on the back side of the trim panel.
3. Reconnect the body wire harness connector (4) to the connector receptacle on the back of the
bezel/charging station.
4. Reinstall the left quarter trim panel. Refer to PANEL, QUARTER TRIM , INSTALLATION .
LAMP, COURTESY
REMOVAL
BULB
deployment.
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
deployment.


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

deployment.
or the lamp wiring.
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
deployment.

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, COURTESY, LIFTGATE

REMOVAL
BULB
Fig. 12: Identifying Courtesy Lamp Housing & Liftgate Trim Panel

2. Remove the lamp (3) from the liftgate trim panel. Refer to LAMP, COURTESY , REMOVALLAMP,
COURTESY, LIFTGATE , REMOVAL.
3. Using a small thin-bladed screwdriver, gently pry the latch features of the lamp lens (5) away from the
lamp housing and remove the lens from the housing.
4. Pull the base of the bulb (4) straight out of the bulb holder within the lamp housing.
LAMP
Fig. 13: Identifying Liftgate Lamp Housing


2. Remove the trim (1) from the liftgate inner panel. Refer to PANEL, TRIM , REMOVAL .
3. Pull the trim away from the liftgate inner panel far enough to access and disconnect the wire harness
connector (3) from the back of the liftgate lamp housing (2).
4. From the back of the trim panel, compress the latch features on the outside of the lamp housing and push
the lamp out through the mounting hole toward the face of the panel.
5. Remove the liftgate lamp from the vehicle.
INSTALLATION
BULB
or the lamp wiring.
Fig. 14: Identifying Courtesy Lamp Housing & Liftgate Trim Panel
1. Align the base of the bulb (4) with the bulb holder within the liftgate lamp housing (3).
2. Push the bulb into the holder until the base is fully seated.
3. Align the lens (5) to the lamp housing.
4. Using hand pressure, press firmly and evenly on the lens until it snaps into place over the lamp housing.
5. Reinstall the lamp into the liftgate trim panel (1). Refer to LAMP, COURTESY ,
INSTALLATIONLAMP, COURTESY, LIFTGATE , INSTALLATION.
LAMP
Fig. 15: Identifying Liftgate Lamp Housing

1. Align the liftgate lamp (2) to the mounting hole in the face of the liftgate trim panel (1).
2. Using hand pressure, press the lamp firmly and evenly into the mounting hole until the lamp latch
features snap into place.
3. Reconnect the wire harness connector (3) to the back of the lamp housing.
4. Reinstall the trim onto the liftgate inner panel. Refer to PANEL, TRIM , INSTALLATION .
LAMP, DOME
REMOVAL
BULB - FRONT
Fig. 16: Overhead Console, Lenses & Switches

NOTE: The front dome and the front map/reading lamps are integral to the overhead
console (1) in the headliner near the windshield. Both the incandescent dome
lamps and the Light Emitting Diode (LED) map/reading lamps share the same
two lenses (2) in the overhead console. Both the dome lamps and the
map/reading lamps are turned ON and OFF by the door ajar switches or by the
interior lighting thumbwheel of the headlamp switch. The front dome lamps can
be turned ON independently by depressing the lamp lenses, while the front
map/reading lamps are turned ON or OFF independently by the two map/reading
lamp push button switches (3). The incandescent dome lamp bulbs are
serviceable; however, the LED map/reading lamps as well as all of the switches,
lamp housings, lenses and wiring are serviced only as a unit with the overhead
console assembly.

2. Remove the overhead console from the headliner, but do not disconnect it. Refer to CONSOLE,
OVERHEAD, FRONT , REMOVAL .
Fig. 17: Console & Bulb Holder Unit

3. Reach above the top of the over head console (1) to access and rotate the bulb and bulb holder unit (2)
counterclockwise about 30 degrees to unlock it from the keyed opening in the lamp housing.
4. Pull the bulb holder and bulb straight out of the housing.
BULB - REAR
Fig. 18: Grab Handle & Reading Lamp Lens

NOTE: The rear dome/reading lamps are integral to the grab handle (1) in the headliner
on the inner roof side rail over each outboard rear seating position. The lamp
housing, switch and wiring are serviced only as a unit with the grab handle
assembly.

2. Using a small thin-bladed screwdriver, gently pry the forward end of the reading lamp lens (2) away from
the grab handle far enough to unsnap it from the lamp housing.
3. Pull the front end of the lens outward far enough to disengage the larger rear lens tab from the lamp
housing.
Fig. 19: Bulb & Bulb Holders

4. Pull the base of the bulb (1) straight forward out of the bulb holders (2) within the lamp housing.
INSTALLATION
BULB - FRONT
or the lamp wiring.
Fig. 20: Overhead Console, Lenses & Switches

NOTE: The front dome and the front map/reading lamps are integral to the overhead
console (1) in the headliner near the windshield. Both the incandescent dome
lamps and the Light Emitting Diode (LED) map/reading lamps share the same
two lenses (2) in the overhead console. Both the dome lamps and the
map/reading lamps are turned ON and OFF by the door ajar switches or by the
interior lighting thumbwheel of the headlamp switch. The front dome lamps can
be turned ON independently by depressing the lamp lenses, while the front
map/reading lamps are turned ON or OFF independently by the two map/reading
lamp push button switches (3). The incandescent dome lamp bulbs are
serviceable; however, the LED map/reading lamps as well as all of the switches,
lamp housings, lenses and wiring are serviced only as a unit with the overhead
console assembly.
Fig. 21: Console & Bulb Holder Unit

1. Reach above the top of the overhead console (1) to align and insert the bulb and bulb holder unit (2) into
the keyed opening of the overhead console lamp housing until the bulb holder is firmly seated.
2. Rotate the bulb and bulb holder unit clockwise about 30 degrees to lock it into place.
3. Reinstall the overhead console onto the headliner. Refer to CONSOLE, OVERHEAD, FRONT ,
INSTALLATION .
BULB - REAR
or the lamp wiring.
Fig. 22: Bulb & Bulb Holders

NOTE: The rear dome/reading lamps are integral to the grab handle in the headliner on
the inner roof side rail over each outboard rear seating position. The lamp
housing, switch and wiring are serviced only as a unit with the grab handle
assembly.
1. Align the base of the bulb (1) with the bulb holders (2) within the rear reading lamp housing.
2. Push the bulb straight rearward into the bulb holders until the base is fully seated.
Fig. 23: Grab Handle & Reading Lamp Lens

3. Insert the large tab on the rearward end of the lamp lens (2) into the rear end of the lamp housing.
4. Using hand pressure, push the small tab at the front of the lens rearward and inward towards the lamp
housing until it snaps into place.

LAMP, VANITY
REMOVAL
REMOVAL
Fig. 24: Vanity Lamp Lens

NOTE: Vehicles equipped with optional vanity lamps have a single lamp at each side of
the covered mirror that is integral to each sun visor. Each lamp is
independently controlled by an integral switch that is automatically actuated by
the mirror cover. The lamp housings, the switch, the mirror and the mirror cover
are serviced only as a unit with the sun visor. The bulb types and service
procedures are identical for each of these lamp bulbs.

2. Insert a small flat-bladed screwdriver on either side near the top or the bottom between the vanity lamp
lens (2) and the lamp housing of the sun visor (1).
3. Carefully pry the lens outward until it unsnaps from the lamp housing.
Fig. 25: Vanity Lamp Bulb

4. Using small needle-nose pliers, carefully grasp the bulb (2) and pull the base out of the lamp socket.
INSTALLATION
INSTALLATION
or the lamp wiring.
Fig. 26: Vanity Lamp Bulb

NOTE: Vehicles equipped with optional vanity lamps have a single lamp at each side of
the covered mirror that is integral to each sun visor. Each lamp is
independently controlled by an integral switch that is automatically actuated by
the mirror cover. The lamp housings, the switch, the mirror and the mirror cover
are serviced only as a unit with the sun visor. The bulb types and service
procedures are identical for each of these lamp bulbs.
1. Using small needle-nose pliers, carefully grasp the vanity lamp bulb (2) and align the base of the bulb
with the socket in the lamp housing of the sun visor (1).
2. Push the bulb straight into the socket until the base is fully seated.
Fig. 27: Vanity Lamp Lens

3. Insert one tab on the top or the bottom of the lens (2) into the appropriate slot at the top or bottom of the
lamp housing.
4. Flex the lens far enough to engage the loose tab into its slot in the lamp housing.
SWITCH AND LAMP, GLOVE BOX

REMOVAL
BULB

deployment.
Fig. 28: Window, Glove Box Housing, Bulb & Switch Unit

2. Open the glove box.
3. Reach through the window (3) in the instrument panel glove box housing (1) to access the bulb (4) on the
lower side of the glove box lamp and switch unit (2).
4. Pull the base of the bulb straight out of the bulb holder and out through the window.
LAMP/SWITCH
deployment.

2. Open the glove box.
3. Reach through the window (3) in the instrument panel glove box housing (1) to access and depress the
latch feature on either side of the glove box lamp and switch unit (2).
4. While holding the retaining latch depressed, push the glove box lamp and switch unit out through the
mounting hole in the face of the instrument panel glove box housing.
5. Disconnect the wire harness connector from the glove box lamp and switch.
6. Remove the lamp and switch unit from the instrument panel.
INSTALLATION
BULB
deployment.
or the lamp wiring.
1. Reach through the window (3) in the instrument panel glove box housing (1) to align the base of the bulb
(4) with the bulb holder on the lower side of the glove box lamp and switch unit (2).
2. Push the bulb straight into the bulb holder until the base is firmly seated.
3. Close the glove box.
LAMP/SWITCH
deployment.
1. Position the glove box lamp and switch unit (2) to the instrument panel glove box housing (1).
2. Reconnect the wire harness connector to the lamp and switch unit.
3. Feed the wire harness back through the switch mounting hole.
4. Align the lamp and switch unit with the mounting hole in the instrument panel glove box housing.
5. Using hand pressure, push the lamp and switch unit firmly and evenly into the mounting hole until it is
fully seated.
6. Close the glove box.
SWITCH, DOOR AJAR

DESCRIPTION
DOOR
This vehicle has four door ajar switches, one for each door. Each switch is concealed within and integral to its
respective door latch unit. The switches are momentary leaf contact-type micro switch units that are actuated by
the mechanisms internal to the door latch. An integral connector receptacle on each door latch connects the door
ajar switch and the power lock motor 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.
FLIP-UP GLASS
A liftgate flip-up glass ajar switch is standard equipment on this vehicle. The switch is concealed within and
integral to the liftgate flip-up glass release latch unit. The switch is a momentary leaf contact-type micro switch
unit that is actuated by the flip-up glass latch mechanism. An integral connector receptacle on the flip-up glass
latch connects the ajar switch to the vehicle electrical system through the liftgate wire harness.
The flip-up glass ajar switch cannot be adjusted or repaired and, if ineffective or damaged, the flip-up glass
release latch unit must be replaced. Refer to LATCH, FLIP-UP GLASS , REMOVAL .
LIFTGATE
A liftgate ajar switch is standard equipment on this vehicle. The switch is concealed within and integral to the
liftgate latch unit. The switch is a momentary leaf contact-type micro switch unit that is actuated by the liftgate
latch mechanism. An integral connector receptacle on the liftgate latch connects the liftgate ajar switch to the
vehicle electrical system through the liftgate wire harness.
The liftgate ajar switch cannot be adjusted or repaired and, if ineffective or damaged, the liftgate latch unit must
be replaced. Refer to LATCH , REMOVAL or LATCH, FLIP-UP GLASS , REMOVAL .
OPERATION
DOOR
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 pull-ups, then uses these inputs to control many electronic functions and features of the vehicle. The
TIPM also sends electronic door ajar switch status messages to other electronic modules in the vehicle 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
FLIP-UP GLASS
The liftgate flip-up glass ajar switch is actuated by the flip-up glass release latch mechanism. When the flip-up
glass is closed and properly latched, the ajar switch is an open circuit. When the glass is open or only partially
latched, the ajar switch is a closed circuit. The flip-up glass ajar switch is hard wired in series between a body
ground and the Totally Integrated Power Module (TIPM). The TIPM reads the hard wired flip-up glass ajar
switch input through an internal pull-up, then uses this input to control many electronic functions and features
of the vehicle. The TIPM also sends electronic flip-up glass ajar switch status messages to other electronic
modules in the vehicle over the Controller Area Network (CAN) data bus.
The flip-up glass ajar switch as well as the hard wired inputs and outputs of the switch may be diagnosed using
LIFTGATE
The liftgate ajar switch is actuated by the liftgate latch mechanism. When the liftgate is closed and properly
latched, the liftgate ajar switch is an open circuit. When the liftgate is open or only partially latched, the liftgate
ajar switch is a closed circuit. The liftgate ajar switch is hard wired in series between a body ground and the
Totally Integrated Power Module (TIPM) on vehicles without the power liftgate option, or the Power LiftGate
Module (PLGM) on vehicles with the power liftgate option. The TIPM or the PLGM reads the hard wired
liftgate ajar switch input through an internal pull-up, then uses this input to control many electronic functions
and features of the vehicle. The TIPM or the PLGM also sends electronic liftgate ajar switch status messages
to other electronic modules in the vehicle over the Controller Area Network (CAN) data bus.
The liftgate ajar switch as well as the hard wired inputs and outputs of the switch may be diagnosed using
2011 ACCESSORIES AND EQUIPMENT Message Center - Service Information - Grand Cherokee
Message Center - Service Information - Grand Cherokee
CENTER, ELECTRONIC VEHICLE INFORMATION

DESCRIPTION
DESCRIPTION

The Electronic Vehicle Information Center (EVIC) features a driver-interactive display (21). The display is
located in the middle of the instrument cluster between the speedometer and tachometer. This system
conveniently allows the driver to select a variety of useful information by pressing the switches mounted on the
steering wheel. The EVIC displays information related to the following:
 Audio mode display

 Compass display
 Fuel saver indicator, Economizer (ECO) display
 Navigation system screens - If Equipped
 Outside temperature display
 Park Assist System - If Equipped
 Personal Settings (customer programmable features)
 System Status
 Tire Pressure Monitor System - If Equipped

 Trip computer functions
 U-Connect™ hands-free communication system displays - If Equipped
 Vehicle information warning message displays
The EVIC system is comprised of several different components. Those components are:
 Instrument Cluster
 Steering Wheel Switches
 Ambient Temperature Sensor
 Electronic Overhead Module
 Remote Compass Module
 Controller Area Network (CAN) Data Bus
 Local Interface Network (LIN) Data Bus
The EVIC display is part of the Instrument Cluster assembly and is not serviced as a separate component. If the
display is inoperative the complete Instrument Cluster assembly must be replaced. Refer to REMOVAL . If the
EVIC function buttons are inoperative and require replacement, for the appropriate procedure, refer to
SWITCH, EVIC CONTROL , REMOVAL. If the Remote Compass Module (RCM) (Electronic Overhead
Module) is inoperative and requires replacement, for the appropriate procedure, refer to MODULE,
COMPASS , REMOVAL.
OPERATION
OPERATION
The Electronic Vehicle Information Center (EVIC) uses both non-switched 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 EVIC
display will return to the last function being displayed before the ignition was turned to the "OFF" position.
The EVIC 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.
EVIC FUNCTION BUTTONS

Fig. 2: EVIC Switches

The EVIC function buttons are used to operate the different functions of the EVIC system. Pressing and
releasing the MENU buttons (5 & 6) allows the driver to scroll though and select the Compass/Temperature,
Trip Computer, Personal Settings or System Status functions. The STEP button (3) allows the selection of
setting or resetting of the function currently displayed at that time. Pressing and releasing the BACK button (4)
will cause the EVIC to return to the main menu.
EVIC DISPLAY MODES
SYSTEM STATUS
Displays warnings and user interaction messages. Initial warnings will be displayed accompanied by a series of
audible beeps. Critical text warnings will be displayed until the failure is corrected. Non-critical text warnings
will be displayed for 60 seconds. The driver can scroll to view multiple messages by using the menu buttons.
When the appropriate conditions exist, the EVIC displays the following messages:
 Turn signal on
 Perform service
 Key not programmed - damaged key
 Key not programmed - invalid key
 Key not programmed - exceeded key program limit
 Programming active - new key programmed
 Service security key
 Invalid key - try alternate key
 Driver/passenger door open (with graphic)
 Left/right rear door open (with graphic)
 Doors open (with graphic)
 Liftgate open (with graphic)

 Liftgate/door open (with graphic)
 Liftgate/doors open (with graphic)
 Liftglass open (with graphic)
 Hood open (with graphic)
 Hood/door open (with graphic)
 Hood/doors open (with graphic)
 Liftgate/hood open (with graphic)
 Hood/glass/door open (with graphic)
 Hood/glass/doors open (with graphic)
 Hood/gate/door open (with graphic)
 Hood/gate/doors open (with graphic)
 Liftglass/door open (with graphic)
 Liftglass/doors open (with graphic)
 Liftglass/hood open (with graphic)
 Washer fluid low (with graphic)
 Coolant low (with graphic)
 Oil change required
 Oil change reset
 Check gauges
 Auto highbeam on
 Auto highbeam off
 Park assist disabled
 Service suspension
 Service park assist system
 Transmission over temp
 Check shift procedure
 Service 4wd system
 4wd system in neutral
 Low brake fluid level
 Warning! Limit speed
 Check gas cap
 ESC off
 IOD fuse out
 Hill descent control
 Memory #1 positions set
 Memory #2 positions set
 Memory system disabled - seatbelt fastened (with graphic)
 Memory system disabled - vehicle not in park

 Driver 1 memory
 Driver 2 memory
 Adj. Pedals disabled - cruise control set
 Adj. Pedals disabled - shifter in reverse
 Tire low pressure
 Check TPM system
 Exhaust Service Required - See Dealer Now (diesel models only)
 Exhaust System - Regeneration Required Now (diesel models only)
 Left front low pressure (premium TPM system only)
 Right front low pressure (premium TPM system only)
 Left rear low pressure (premium TPM system only)
 Right rear low pressure (premium TPM system only)
 Spare low pressure (premium TPM system only)
 Water in fuel (diesel models only)
 Service blind spot system
 Blind spot system unavailable
 Blind spot system off
PERSONAL SETTINGS MODE (CUSTOMER PROGRAMMABLE FEATURES)
Allows the driver to set and recall features when the transmission is in Park by pressing and releasing the
MENU buttons until Personal Settings is displayed in the EVIC. The following personal settings can be set and
recalled by pressing the STEP button:
 Fuel Saver indicator, Economizer (ECO), On or Off

 Language: English, Spanish, German, Italian or French
 Display units in English or Metric
 Lock doors automatically at 15 MPH (24 kph), On or Off
 Unlock door automatically on exit, On or Off
 Remote Keyless Entry unlock driver door on first press or unlock all doors on first press
 Recall Memory with Remote Keyless Entry Unlock, On or Off
 Sound horn with Remote Keyless Entry Lock, On or Off
 Flash lights with Remote Keyless Entry Lock, On or Off
 Delay turning headlamps off for 0, 30, 60 or 90 seconds
 Automatic High Beams (Available with SmartBeam Only)
 Illuminated approach on for 0, 30, 60 or 90 seconds
 Headlamps on with wipers, On or Off
 Rain Sensing Intermittent Wipers, On or Off
 Service interval (Gasoline engines), 3200•••9600 KM, in increments of 800 KM/2000•••6000 miles in
increments of 500 miles.
 Service interval (Diesel engines), 4000•••20000 KM, in increments of 1000 KM/2500•••12500 miles in
increments of 625 miles
 Automatically move seat back on exit, On or Off
 Key Off Power Delay
 Hill Start Assist
 Park Assist System:
 Off
 Sound only
 Sound and display
 Blind Spot Monitor System:

 Off
 Lights only
 Lights and chime
 Liftgate chime, On or Off
COMPASS/TEMPERATURE/TRIP COMPUTER
This display provides the outside temperature, one of the eight compass headings to indicate the direction the
vehicle is facing, and vehicle trip information. The compass and temperature display is the normal display.
The trip computer function will be displayed if the STEP button is pressed from the Compass/Temperature
display mode. The trip computer displays the following information:
 Average Fuel Economy/Fuel Saver Mode (5.7L Engine Only)

 Distance To Empty
 Trip A
 Trip B
 Elapsed Time
 Service Distance
 Display Units of Measure in
 Tire pressure display (if equipped)
HANDS FREE TELEPHONE - IF EQUIPPED
Provides the following information and features for the optional hands-free communications system:
 Phone status: idle, voice mail, roaming, battery strength and signal strength in increments of 20 percent
 Call status: Incoming call, connecting, connected, air time in minutes and seconds, call ended, busy, call
failed, roaming and no phone connection
 UConnect Active
 Caller ID phone number display
UNIVERSAL GARAGE DOOR TRANSCEIVER
The Electronic Vehicle Information Center (EVIC) features a driver-interactive display which includes
HomeLink system messages. Refer to DESCRIPTION .
ELECTRONIC VEHICLE INFORMATION CENTER
CAUTION: Do not place any external magnets, such as magnetic roof mount
antennas, in the vicinity of the compass module located in the above the
headliner near the left D-pillar. Do not place any electronic devices (cell
phones, laptop computers, PDAs, portable DVD players, etc), on or near
the Remote Compass Module (RCM) as the performance may be effected.
Do not use magnetic tools when servicing the RCM.
The Electronic Vehicle Information Center (EVIC) data is obtained from several components on the Controller
Area Network (CAN) and Local Interface Network (LIN) Data Bus circuits. The EVIC will not function
properly if the bus messages from any of these components is not received. If no EVIC data is displayed or the
display indicates dashes "- -", check the CAN Data Bus circuit communications, the Instrument Cluster
functions, the RCM and the Totally Integrated Power Module (TIPM).
The use of a scan tool and the proper diagnostic procedures information are recommended for further testing of
the EVIC, the RCM, the CAN Data Bus and Local Interface Network (LIN) Data Bus circuits.
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
grounds.
STANDARD PROCEDURE
OIL CHANGE REQUIRED INDICATOR RESET
NOTE: A change oil indicator is standard equipment on all instrument clusters.

However, on vehicles manufactured for export markets, this indicator is
electronically disabled. This indicator is located within the odometer/trip
odometer Liquid Crystal Display (LCD) unit. The change oil indicator consists of
cycling textual CHANGE and OIL messages which appear in place of the
odometer/trip odometer information in the odometer LCD unit.
This vehicle is equipped with an engine oil change indicator system. The "Oil Change Required" message will
flash in the EVIC display for approximately 10 seconds after a single chime has sounded, to indicate the next
engine oil change interval may fluctuate, dependent upon your personal driving style.
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), refer to the following procedure.
1. Turn the ignition switch to the ON position (Do not start the engine).
2. Fully depress the accelerator pedal, slowly, three times within 10 seconds.
3. Turn the ignition switch to the OFF/LOCK position.
indicator system did not reset. If necessary, repeat this procedure.
MODULE, COMPASS
DESCRIPTION
DESCRIPTION

The Remote Compass Module (RCM) (2) is a separate stand alone module mounted to the top side of the
headliner (1) at the left rear of the vehicle. The RCM can be accessed by removing both quarter trim panels and
the headliner molding, then carefully lowering the rear of the headliner at the D-pillar area.
If the compass position sensor (Remote Compass Module) is inoperative and requires replacement. Refer to
MODULE, COMPASS , REMOVAL.
OPERATION
OPERATION
The Compass Temperature Display system uses both non-switched 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 display will return
to the last function being displayed before the ignition was turned to the OFF position. Pressing and holding the
instrument cluster push-button allows setting variance zones and manual calibration of the compass.
The Compass Temperature Display system is comprised of several different components that communicate over
the Controller Area Network (CAN) and Local Interface Network (LIN) Data Bus circuits. If the system is
inoperative a scan tool and the appropriate diagnostic information must be used to diagnose the system and
related data buses.
REMOTE COMPASS MODULE
antennas, in the vicinity of the Remote Compass Module (RCM) located
near the left D-pillar above the headliner. Do not place any electronic
devices (cell phones, laptop computers, PDAs, portable DVD players, etc),
on or near the compass module as the RCM performance may be effected.
The Remote Compass Module (RCM) data is transferred on the Controller Area Network (CAN) Data Bus
circuit. The RCM and Electronic Vehicle Information Center (EVIC)/Compass Temperature Display will not
function properly if the bus messages are not properly received. If no EVIC/Compass Temperature Display data
is displayed, check the CAN Data Bus circuit communications, the RCM (if equipped), the Instrument Cluster
functions and the Totally Integrated Power Module (TIPM). Any diagnosis of the RCM and EVIC/Compass
Temperature Display system should begin with the use of a scan tool and the appropriate diagnostic
service information.
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information
grounds.
STANDARD PROCEDURE
COMPASS DEMAGNETIZING
Fig. 4: Degaussing Tool #6029

A degaussing tool (Special Tool (special tool #6029, De Gauser)) is used to demagnetize, or degauss, the roof
panel above the remote compass module. 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.
Fig. 5: Demagnetizing Procedure

Demagnetize the roof panel as follows:
1. Be certain that the ignition switch is in the Off position, before you begin the demagnetizing procedure.
2. Place a piece of paper approximately 22 by 28 centimeters (8.5 by 11 inches), oriented on the vehicle
lengthwise from front to rear, on the exterior surface of the roof panel at the left D-pillar in the area of the
compass module. The purpose of the paper is to protect the roof panel from scratches, and to define the
area to be demagnetized.
3. Connect the degaussing tool to an electrical outlet, while keeping the tool at least 61 centimeters (2 feet)
away from the compass unit.
4. Slowly approach the center line of the roof panel at the windshield header, with the degaussing tool
connected.
5. Contact the roof panel with the plastic coated tip of the degaussing tool. Be sure that the template is in
place to avoid scratching the roof panel. Using a slow, back-and-forth sweeping motion, and allowing 13
millimeters (0.50 inch) between passes, move the tool at least 11 centimeters (4 inches) to each side of the
roof center line, and 28 centimeters (11 inches) back from the windshield header.
6. With the degaussing tool still energized, slowly back it away from the roof panel. When the tip of the tool
is at least 61 centimeters (2 feet) from the roof panel, disconnect the tool.
7. Calibrate the compass and adjust the compass variance. Refer to MODULE, COMPASS , STANDARD
PROCEDURE.
COMPASS VARIANCE ADJUSTMENT
Fig. 6: Magnetic & Geographic North Map

Compass variance, also known as magnetic declination, is the difference in angle between magnetic north and
true geographic north. In some geographic locations, the difference between magnetic and geographic north is
great enough to cause the compass to give false readings. If this problem occurs, the compass variance must be
set.
NOTE: If the vehicle is taken on long trips into a new variance zone the compass
function may be effected. Compass variance will need to be updated to the new
zone number to function properly.
NOTE: The default for the compass variance from the factory is 8.
SET THE COMPASS VARIANCE MANUALLY AS FOLLOWS:


1. Using the Variance Settings Map, find your geographic location and note the zone number.
2. Turn the ignition switch to the ON/RUN position. Press and release the SCROLL push buttons (5 or 6)
until "System Set-up" is displayed and highlighted.
3. Press and release the STEP push button (3) to open the menu.
4. Using the scroll buttons, scroll through until " Compass Variance" is displayed and highlighted.
5. Momentarily depress and release the STEP push button to begin.
6. Using the same button toggle through the zone numbers (1-15), until the zone number for your
geographic location appears in the display. The zone number will set automatically.
NOTE: The default for the compass variance from the factory is 8. During
programming, the Zone value will wrap around from Zone 15 to Zone 1.
7. Momentarily depress and release the BACK push button (4) return to the main menu.
8. Confirm that the correct direction is now indicated by the compass.
9. Using the scroll button (5 and 6), select " Turn Off Menu " to exit.
MANUAL COMPASS CALIBRATION
antennas, in the vicinity of the Remote Compass Module (RCM) located
under the instrument panel center stack hood. 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.
NOTE: Confirmation that the proper variance zone is programmed, is recommended

whenever manual compass calibration is performed, for the appropriate

procedure, refer to MODULE, COMPASS , STANDARD PROCEDURE.
The electronic compass unit features a self-calibrating design, which simplifies the calibration procedure. This
feature automatically updates the compass calibration while the vehicle is being 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 Electronic Vehicle Information Center (EVIC)
displays "CAL", perform the following manual calibration procedure. Also, any time EVIC service replacement
components are installed, they must be calibrated using this procedure. 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.
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.
CALIBRATE THE COMPASS MANUALLY AS FOLLOWS:

1. Start the engine but leave the vehicle in "PARK".

2. Press and release the SCROLL push buttons (5 or 6) until "System Set-up" is displayed and highlighted.
3. Press the STEP push button (3) to open the menu.
4. Using the scroll buttons, scroll through until " Calibrate Compass " is displayed and highlighted.
5. Momentarily depress and release the STEP push button to initiate the calibration procedure. The "CAL"
symbol will come on solid in the EVIC display next to the compass direction that is displayed.
6. Slowly drive the vehicle on a level surface, away from large metal objects and power lines, through one
or two complete circles not exceeding 8 km/h (5 mph). The "CAL" message will disappear from the
display to indicate successful compass calibration.
7. Confirm that the correct direction is now indicated by the compass.

8. Using the scroll button, select " Turn Off Menu " to exit.
NOTE: If the compass display indicates an inaccurate compass heading or the display
is locked up, the RCM (if equipped) may be inoperative and require
replacement.
NOTE: If the "CAL" message remains in the display, either there is excessive
magnetism near the compass, or the EVIC is inoperative. Attempt the
calibration procedure at least one more time before performing EVIC 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 manual
calibration procedure in another location.
REMOVAL
REMOVAL


2. Partially remove the headliner (1) to gain access to the Remote Compass Module (RCM) (2). Refer to
3. Disconnect the RCM electrical connector (3).
4. Remove the RCM fasteners (4).
5. Remove the RCM (2) from the vehicle.
INSTALLATION
INSTALLATION

1. Position the Remote Compass Module (RCM) (2) into the bracket on the upper side of the headliner (1).
2. Install the RCM fasteners (4).
4. Install the headliner assembly. Refer to HEADLINER , INSTALLATION .
6. Perform the Compass Variance Adjustment. Refer to MODULE, COMPASS , STANDARD
PROCEDURE.
7. Perform the Manual Compass Calibration. Refer to MODULE, COMPASS , STANDARD
PROCEDURE.
8. Verify proper compass operation.
SENSOR, AMBIENT TEMPERATURE

DESCRIPTION
DESCRIPTION
Fig. 11: Ambient Temperature Sensor

The ambient temperature sensor is a variable resistor type sensor that is mounted behind the radiator grille
assembly on the left side of the vehicle.
The ambient temperature sensor cannot be adjusted or repaired, if inoperative or damaged, it must be replaced.
OPERATION
OPERATION
The ambient temperature sensor is a variable resistor that operates on a five-volt reference signal sent by the
Totally Integrated Power Module (TIPM). The resistance in the sensor changes as temperature changes,
changing the temperature sensor signal circuit voltage to the TIPM. Based upon the resistance in the sensor, the
TIPM senses a specific voltage on the temperature sensor signal circuit. The TIPM then translates the voltage
into a temperature reading that it sent over the Controller Area Network (CAN) data bus circuit to other
modules utilizing temperature information.
AMBIENT TEMPERATURE SENSOR
The temperature function is supported by the ambient temperature sensor, a wiring circuit, and the Totally
Integrated Power Module (TIPM). When the sensor is exposed to temperatures above 60° C (140° F), or if the
sensor circuit is shorted, 60° C (130/140° F) will appear in the display in place of the temperature. When the
sensor is exposed to temperatures below - 40° C (- 40° F) or if the sensor circuit is open, - - ° C (- - ° F) will be
displayed on Electronic Vehicle Information Center (EVIC) equipped vehicles.
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 (4hrs. 15min.). This strategy was intended to eliminate wildly
fluctuating readings and may cause some customer confusion leading to
unnecessary diagnostics/parts replacements.
SENSOR TEST
1. Turn the ignition switch to the Off position. Disconnect and isolate the battery negative cable. Disconnect
the ambient temperature sensor harness connector.
2. Measure the resistance of the ambient temperature sensor. At - 40° C (- 40° F), the sensor resistance is
336 kilohms. At 55° C (130° F), the sensor resistance is 2.488 kilohms. The sensor resistance should read
between these two values. If OK, refer to appropriate Electrical Diagnostic article. If not OK, replace the
inoperative ambient temperature sensor.
The ambient temperature sensor circuit can also be diagnosed using the following Sensor Test, and Sensor
Circuit Test. If the temperature sensor and circuit are confirmed to be OK, but the temperature display is
inoperative or incorrect, test the EVIC operation. Refer to CENTER, ELECTRONIC VEHICLE
INFORMATION , DIAGNOSIS AND TESTING.
SENSOR CIRCUIT TEST
Refer to the appropriate wiring information for complete circuit schematic or connector pin-out information.
1. Turn the ignition switch to the Off position. Disconnect and isolate the battery negative cable. Disconnect
the wire harness connectors from the ambient temperature sensor and the TIPM.
2. Connect a jumper wire between the two terminals in the body half of the ambient temperature sensor
harness connector.
3. Check for continuity between the sensor return circuit and the ambient temperature sensor signal circuit
cavities of the TIPM harness connector. There should be continuity. If OK, refer to 4. If not OK, repair
the open sensor return circuit or ambient temperature sensor signal circuit to the ambient temperature
sensor as required.
4. Check for continuity between the ambient temperature sensor signal circuit cavity of the TIPM harness
connector and a good ground. There should be no continuity. If OK, test the EVIC operation. Refer to
CENTER, ELECTRONIC VEHICLE INFORMATION , DIAGNOSIS AND TESTING. If not OK,
repair the shorted ambient temperature sensor signal circuit as required.
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 wiring for the appropriate
information.
REMOVAL
REMOVAL
Fig. 12: Wire Harness Connector, Ambient Temperature Sensor & Push Pin Type Retainer

2. Remove the radiator grille assembly. Refer to GRILLE , REMOVAL .
3. Disconnect the wire harness connector (3) from the ambient temperature sensor (2).
4. Remove the push pin type retainer (1), and remove the sensor.
INSTALLATION
INSTALLATION
Fig. 13: Wire Harness Connector, Ambient Temperature Sensor & Push Pin Type Retainer
1. Position the ambient temperature sensor (2) in the vehicle and install the push pin type retainer (1).
2. Connect the wire harness connector (3) to the ambient temperature sensor.
3. Install the radiator grille assembly. Refer to GRILLE , INSTALLATION .
SWITCH, EVIC CONTROL

DESCRIPTION
DESCRIPTION

The Electronic Vehicle Information Center (EVIC) conveniently allows the driver to navigate through, and
select, a variety of information by pressing the EVIC function buttons located on the left side of the steering
wheel. For more information on the EVIC, its functions and many of the systems that are supported, refer to
CENTER, ELECTRONIC VEHICLE INFORMATION , DESCRIPTION and CENTER, ELECTRONIC
VEHICLE INFORMATION , OPERATION.
OPERATION
REMOVAL
REMOVAL
deployment.
Fig. 15: Rear Cover, Two Screws, Steering Wheel Spoke Front Bezel & Steering Wheel

2. Remove the driver airbag assembly from the steering wheel. Refer to AIR BAG, DRIVER ,
REMOVAL .
3. From the back of the steering wheel (4), remove the two screws (2) that secure the center spoke of the
rear cover (1) to the center spoke of the steering wheel spoke front bezel (3).
4. From the face of the steering wheel, remove the four screws (2) that secure the front spoke bezel (4) to the
steering wheel armature within the steering wheel hub cavity.
5. Using a trim stick (special tool # (special tool #C-4755, Trim Stick)) or equivalent, carefully pry at the
parting line between the front spoke bezel and the steering wheel rear cover enough to unsnap the two
horizontal members of the bezel from those of the rear cover.
6. Pull the front spoke bezel away from the steering wheel far enough to access and disconnect the steering
wheel wire harness connections from the Electronic Vehicle Information Center (EVIC) switch pod (1)
and the speed control switch pod (3).
Fig. 17: Steering Wheel Spoke Front Bezel, Screws, EVIC Switch Pod And Mounting Tabs
7. From the back of the steering wheel spoke front bezel (4), remove the three screws (2) that secure the
EVIC switch pod (3) mounting tabs to the bezel.
8. Remove the switch from the bezel.
INSTALLATION
INSTALLATION
deployment.
Fig. 18: Steering Wheel Spoke Front Bezel, Screws, EVIC Switch Pod And Mounting Tabs
1. Position the Electronic Vehicle Information center (EVIC) switch pod (3) to the back of the steering
wheel spoke front bezel (4).
2. Install and tighten the three screws (2) that secure the switch mounting tabs to the bezel. Tighten the
screws securely.
3. Position the front spoke bezel close enough to the steering wheel to reconnect the steering wheel wire
harness connections to the Electronic Vehicle Information Center (EVIC) switch pod and the speed
control switch pod connector receptacles (3).
4. Position the front spoke bezel (4), EVIC switch pod (1) and speed control switch pod (3) as a unit to the
steering wheel. Be certain that the steering wheel wire harness is routed between the lower or upper bezel
stanchions and the inside circumference of the steering wheel hub cavity so that the wiring will not be
pinched when the driver airbag is reinstalled.
5. Use hand pressure to squeeze the horizontal spokes of both the front spoke bezel and the steering wheel
rear cover together until all of the snap features are fully engaged.
6. Install and tighten the four screws that secure the stanchions of the front spoke bezel to the steering wheel
armature within the steering wheel hub cavity. Tighten the screws securely.
7. From the back of the steering wheel (4), install and tighten the two screws (2) that secure the center spoke
of the rear cover (1) to the center spoke of the steering wheel spoke front bezel (3). Tighten the screws
securely.
Fig. 21: Driver Airbag Assembly

8. Install the driver airbag assembly (2). Refer to AIR BAG, DRIVER , INSTALLATION .
9. 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. Refer to
2011 ACCESSORIES AND EQUIPMENT Navigation/Telecommunication - Service Information - Grand Cherokee
Navigation/Telecommunication - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
TELECOMMUNICATIONS
NOTE: On vehicles equipped with the navigation radio, the hands free module is
located within the radio.
The hands-free cellular system uses Bluetooth™ technology to provide wireless communication between the
operator's compatible cellular telephone and the vehicle's on-board receiver.
The system uses voice recognition technology to control operation. The incoming voice is broadcast through the
vehicle's radio speakers, automatically overriding any other audio signals on the front speakers when the hands-
free system is in use. A microphone in the rear view mirror receives the vehicle occupant's voices. If a call is in
progress when the ignition is switched off, the hands-free system will continue to operate until the call ends, or
the call is transferred to the cellular phone.
The system will communicate with a telephone that is anywhere within the vehicle. However, covering the hand
held phone or the hands-free phone module with a metal object may block the signal. The system will recognize
up to seven telephones, each of which is given a spoken identification by the user during the setup process. The
system includes Spanish and French voice recognition in addition to English.
Two buttons on the rearview mirror, identified with ISO icons, control the system: A "phone" button turns the
system on and off; a "voice recognition" (or voice command) button prompts the hands-free system to listen for
a voice command.
NAVIGATION
The navigation system offers several new customer features for expanded usability and convenience with
hands-free voice-activated operation in addition to the touch screen buttons. The navigation system uses the
Bluetooth microphone in the rear view mirror. Navigation routes can be based on a variety of formats including
some of the following:
 Destination entry by street intersection, city, zip code, street name, street address and number,
state/province/country and phone number
 Stop/change route
 Save current position
 Personal menu, including Guide Me Home (Go Home), Trip Itinerary, List of Saved Locations, Favorite
Points of Interest (from a data base), Manage Personal User and Choose User
 Personal Interests including recent routes, address book, Where Am I Now, Emergency (police stations,
Dodge dealerships, fire stations, hospitals and emergency care centers), Trail and geo - coordinates
 Route options include shortest, quickest, maximize freeways, minimize freeways, avoid toll roads and
avoid ferries
 Navigation can be put into DEMO mode to enhance trip planning
This navigation system will support Traffic Messaging. Traffic Messaging displays voice and pop up warning
messages for medium and high priority situations on the route such as road closures due to accidents/hazardous
situations and it can even generate a traffic detour for a traffic event located on the route.
OPERATION
OPERATION
TELECOMMUNICATION
Two buttons on the rearview mirror, identified with ISO icons, control the system: A "phone" button turns the
system on and off; a "voice recognition" (or voice command) button prompts the hands-free system to listen for
a voice command. The system includes the following features:
 Phonebook - Stores telephone numbers for later recall by name or other verbal identification, called a
voice tag, and memory location.
 Four memory locations - Home, Work, Cellular and Pager. A maximum of 32 unique names or voice tags
may be stored at the same time, with a different number in each of the four memory locations.
 Voice tag dialing - Dials the number associated with a voice tag and memory location.
 Digit dialing - Dials the telephone number by recognizing the names of the digits as they are spoken.
 Receiving calls - A voice prompt notifies the user of an incoming call. A voice response accepts or rejects
the call without manual intervention.
 Privacy Mode - Switches the call to the handheld telephone and the hands-free system and back again
using the "voice recognition" (or "voice command") button and a voice command, if desired.

TELECOMMUNICATION
Any diagnosis of the Telecommunication system should begin with the use of scan tool. For information
on the use of the scan tool, refer to the appropriate Diagnostic Service information.

possible personal injury.
TELECOMMUNICATION SYSTEM DIAGNOSIS


Phone Not Available 1. Bluetooth phone 1. Ensure that phone(s) are paired (programmed) to the
not paired to the system.
system.
2. Bluetooth phone 2. Make sure paired phone is present, turned ON and that
not present or turned the Bluetooth option is enabled on the phone.
OFF.
3. Bluetooth phone 3. At low battery levels, some phones will turn off
has low battery. Bluetooth functionality. Ensure cellular phone is charged
to an adequate level.
Phone Pairing Failed 1. Phone does not 1. The Telecommunication system requires the cellular
support Hands Free phone to be Bluetooth™ enabled, as well as supporting
Profile the Hands Free Profile. The customer will have to
upgrade their phone to one supporting Hands Free Profile.
A list of suggested phones is available at:
http://www.chrysler.com/uconnect.
2. Phone not 2. The Telecommunication system requires the cellular
Bluetooth enabled. phone to be Bluetooth™ enabled. A list of suggested
phones is available at: http://www.chrysler.com/uconnect.
3. PIN entered on the 3. The PIN spoken to the system must be the same PIN
phone is not the same entered into the phone.
as PIN spoken to the
system.
4. Phone has reached 4. Remove one of the previously paired devices from it's
maximum number of list.
allowed devices
paired.
Poor Voice Recognition 1. Microphone failure 1. Using a scan tool, check for microphone fault codes.
2. Customer not 2. Ensure customer is waiting for the system "beep" prior
waiting for the beep to beginning the speech to be recognized.
before speaking.
3. Customer not 3. Verify that the customer is attempting to use the system
speaking in a smooth with a smooth consistent voice. The system is designed to
normal manner. accept normal speech spoken at a normal tone, some
people tend to speak to a computer loud and slow, which
results in reduced performance.
4. Rear view mirror 4. Mirror must be firmly mounted to the mounting
not properly attached location. Ensure that mirror is tightened to the specified
to mounting. torque.
5. High levels of 5. System performance is increased when noise conditions
noise in vehicle in the vehicle are lowered. Ideal conditions include
compartment windows closed.
6. Object interfering 6. Verify that there is no object, hanging from the mirror,
with microphone that could be obstructing the microphone.
input
7. User not saying 7. User must say "send" at the end of a Pager Dialing
"send" after a pager request.

dialing request
8. Other passengers 8. Although designed for primary use by the driver, the
talking while microphone will pick up passengers in any seat of the
customer is vehicle. System performance is increased in low noise
attempting to use the environments.
system
Phonebook names not 1. Phonebook names 1. For increased system performance, it is recommended
recognized consistently recorded in high that the phone book entries are recorded in a low noise
noise conditions environment. That is, vehicle in park, with windows up.
2. Phonebook name 2. For increased performance it is recommended that the
(s) short user use both first and last name as a phonebook entry.
Example "Daniel Johnson" as opposed to "Dan".
3. Phonebook names 3. It is recommended that each user of the system record
recorded by another their own phonebook entries. This will increase the
user recognition performance.
4. Similar names in 4. For increased system performance it is recommended
phonebook that the user does not enter similar sounding names in the
phonebook.
5. Object interfering 5. Object interfering with microphone input.
with microphone
input
Poor Phone audio 1. Microphone failure 1. Use a scan tool, and check for Microphone faults.
quality.
2. Rear view mirror 2. Mirror must be firmly mounted to the mounting
not properly fixed to location. Tighten mirror to the specified torque.
mounting button
3. System being used 3. System performance is increased when noise conditions
in high noise in the vehicle are lowered. Ideal conditions include
conditions windows closed.
No Phone Audio 1. Phone setting 1. Route audio to "Hands free" device.
cause phone audio to
be routed to handset.
MODULE, HANDS FREE (HFM)

REMOVAL
REMOVAL

1. Disconnect and isolate battery negative cable.


(1).
Fig. 3: Retaining Clips And Cover


5. Remove the driver side end cap (1).

Fig. 5: Lower HFM & Retainer

NOTE: The HFM is mounted at the driver end of the instrument panel.
6. Through the instrument panel end support remove the lower HFM (2) retainer (1).

7. Disconnect the HFM electrical connectors (1).

8. Remove the upper HFM retainer (2) and remove the HFM.
INSTALLATION
INSTALLATION

1. Position the HFM into position and install the upper retainer (2).
2. Connect the HFM electrical connectors (1).
Fig. 8: Lower HFM & Retainer

3. Through the instrument panel end support install the lower HFM (2) retainer (1).
Fig. 9: Retaining Clips And Cover




7. Install the driver side end cap (1).

8. Connect the negative battery cable and verify operation.
MODULE, TRAFFIC
DESCRIPTION
DESCRIPTION
The Traffic Message Center module (TMC) provides traffic information to the navigation system to update
planned routes in the event of a traffic accident, construction or any other condition that causes traffic to be
increased. This allows the users to avoid these congested areas and be automatically rerouted to get to their
destination. This option is for export only.
REMOVAL
REMOVAL
Fig. 13: Traffic Message Center Module


2. Remove the rear quarter trim panel. Refer to PANEL, QUARTER TRIM , REMOVAL .
3. Disconnect the electrical connectors.
4. Remove the mounting fasteners and remove the Traffic Message Center Module (TMC).
INSTALLATION
INSTALLATION
Fig. 14: Traffic Message Center Module

1. Install the module and fasteners.

2. Connect the electrical connectors.
3. Install the rear quarter trim panel. Refer to PANEL, QUARTER TRIM , INSTALLATION .
2011 ELECTRICAL Power Distribution - Grand Cherokee
2011 ELECTRICAL
Power Distribution - Grand Cherokee
DESCRIPTION
DESCRIPTION
This group covers the various standard and optional power distribution components used on this model. The
power distribution system for this vehicle consists of the following components:
 Totally Integrated Power Module (TIPM)

 Junction Block (JB)
 12 Volt Power Outlets
 Power Inverter Module
 115 Volt Power Outlet
The power distribution system also incorporates various types of circuit control and protection features,
including:
 Automatic resetting circuit breakers

 Blade-type fuses
 Cartridge fuses
 Fusible links
 Standard and Micro-Relays
Following are general descriptions of the major components in the power distribution system. Refer to the
owner's manual in the vehicle glove box for more information on the features and use of all of the power
distribution system components. Refer to Wiring Diagrams for complete circuit diagrams.
For specific fuse location and types, refer to FUSE LOCATIONS AND TYPES , SPECIFICATIONS .
OPERATION
OPERATION
The power distribution system for this vehicle is designed to provide safe, reliable, and centralized distribution
points for the electrical current required to operate all of the standard and optional factory-installed electrical
and electronic powertrain, chassis, safety, security, comfort and convenience systems. At the same time, the
power distribution system was designed to provide ready access to these electrical distribution points for the
vehicle technician to use when conducting diagnosis and repair of faulty circuits. The power distribution system
can also prove useful for the sourcing of additional electrical circuits that may be required to provide the
electrical current needed to operate accessories that the vehicle owner may choose to have installed in the
aftermarket.
FUSE, IOD
DESCRIPTION
DESCRIPTION
All vehicles are equipped with an Ignition-Off Draw (IOD) fuse that is disconnected within the Integrated
Power Module when the vehicle is shipped from the factory. Dealer personnel are to reconnect the IOD fuse in
the Integrated Power Module as part of the preparation procedures performed just prior to new vehicle delivery.
The IOD fuse can be removed to avoid discharging the battery by disconnecting non-essential, low-current
memory functions that are normally on at all times. A detent on the IOD fuse holder allows it to be stored in its
normal cavity but out of contact. The holder is pushed into place to restore power to the systems it supplies. The
following circuits are protected by the IOD fuse:
 Cluster (CCN)
 Electronic Overhead Module (EOM
 Sentry Key Remote Entry Module (SKREEM)
 Video Module (DVD system)
 Hands Free Telephone Module
 Map Lamps
 Glove Box Lamp
 Courtesy Lamps
 Radio
 Security Module (export markets)
 Traffic Control Module (export markets)
OPERATION
OPERATION
The term ignition-off 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. The only reason the IOD fuse is disconnected is to reduce the normal IOD
of the vehicle electrical system during new vehicle transportation and pre-delivery storage to reduce battery
depletion, while still allowing vehicle operation so that the vehicle can be loaded, unloaded and moved as
needed.
The IOD fuse is disconnected from Integrated Power Module when the vehicle is shipped from the assembly
plant. Dealer personnel must reconnect the IOD fuse 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 another Fused B(+)
circuit fuse.
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
disconnecting 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.
MODULE, POWER INVERTER

REMOVAL
REMOVAL
Fig. 1: Two Retainers, Electrical Connector & Power Inverter Module


2. Remove the passenger side front seat. Refer to SEAT, FRONT , REMOVAL .
3. Remove the two retainers (2).
4. Disconnect the electrical connector (1).
5. Slide the power inverter module (3) out of the bracket.
INSTALLATION
INSTALLATION
Fig. 2: Two Retainers, Electrical Connector & Power Inverter Module

1. Slide the power inverter module (3) into the bracket.

3. Install the two retainers (2).
4. Install the passenger side front seat. Refer to SEAT, FRONT , INSTALLATION .
MODULE, TOTALLY INTEGRATED POWER (TIPM)

DESCRIPTION
DESCRIPTION
For more information, refer to MODULE, TOTALLY INTEGRATED POWER (TIPM) , DESCRIPTION .
OUTLET, POWER, 12 V
DESCRIPTION
DESCRIPTION
This vehicle is equipped with three 12-volt electrical outlets. The outlets are located in the following locations:
 One outlet in the cargo area left quarter trim panel.

 Two outlets in the instrument panel center stack under the heat/air conditioning controller.
The cargo area and center stack power outlets have power at all times, and include tethered covers. The cigar
lighter outlet located in the center stack is on with the ignition switch in the Run/ACC position only.
REMOVAL
REMOVAL


Fig. 4: Identifying Wiring Harness And Power Outlet

5. Disconnect the harness (1) from the power outlet (2).

6. Set the base aside and remove the base mount ring.
INSTALLATION
INSTALLATION
Fig. 5: Identifying Wiring Harness And Power Outlet

1. Connect the wire connector (1) to the power outlet receptacle (2).
OUTLET, POWER, 115 V

DESCRIPTION
DESCRIPTION
Fig. 6: View Of Center Floor Console Rear Trim Panel

The 115 Volt AC outlet (3) is mounted in the rear of the center floor console (2). The vehicle is able to supply
115 Volt AC power through the use of a inverter module. The inverter module is located under the right rear
seat cushion. The inverter converts the 12 Volt DC from the vehicle battery system to a 115 Volt AC output.
Fig. 7: Instrument Panel Switch Pods

The inverter module provides A/C power for user accessories when the 115 Volt AC outlet switch (4) in the
instrument panel center stack is in the "ON" position. The outlet switch is part of the instrument panel upper
switch pod assembly and is not available for service as an individual part. If the switch is damaged or
inoperative the complete upper switch pod assembly must be replaced, for the appropriate procedure, refer to
POD, SWITCH , REMOVAL .
OPERATION
OPERATION
The 115 volt AC power outlet switch receives 12 volts from the Integrated Power Module (IPM) and passes it
as an enable signal to the inverter module. The inverter module also receives 12 volts via the IPM and inverts
this to a 115 volt AC output. The enable signal received from the power outlet switch enables the inverter to
convert the received voltage and pass it to the power outlet to power external devices.
INVERTER MODULE
115 VOLT POWER OUTLET DIAGNOSIS

NO POWER AT THE 115 VOLT 1. Fuse inoperative. 1. Check Power Distribution Center
POWER OUTLET (PDC) fuse number 23. Replace fuse, if
required.
2. Power outlet connector 2. Check for loose or corroded power
damaged. outlet connector. Repair, if required.
3. Inverter module connector 3. Check for loose or corroded inverter
damaged. module connector. Repair, if required.
4. Wiring damaged. 4. Check for shorted or open wires.
Repair wiring, if required.
5. Inverter module ground 5. Check for continuity between the
damaged. inverter module and a known good
ground. There should be continuity.
6. Power outlet inoperative. 6. Replace the power outlet.
7. Inverter module 7. Replace the inverter module.
inoperative.
8. Power outlet switch
6. Replace the accessory switch bank.
inoperative.
REMOVAL
REMOVAL
Fig. 8: Rear Center Console Bezel & Retainers


2. Using a trim stick remove the rear center console bezel.
3. Remove the retainers securing the duct work to the rear center console panel.
Fig. 9: Electrical Connector & 115v Power Outlet

4. Disconnect the electrical connector (1) for the 115v power outlet (2).
5. Release the clips holding the 115v power outlet and push through the panel.
INSTALLATION
INSTALLATION
Fig. 10: Electrical Connector & 115v Power Outlet

1. Insert the 115v outlet into the panel.

2. Connect the electrical connector (1) to the 115v power outlet (2).
Fig. 11: Rear Center Console Bezel & Retainers

3. Install the duct to the trim panel.

4. Install the rear console trim panel.
2011 ACCESSORIES AND EQUIPMENT Power Liftgate - Service Information - Grand Cherokee
Power Liftgate - Service Information - Grand Cherokee
WARNING
WARNINGS
WARNING: There is a small area located on each side of the liftgate from about the
belt line down to the sill which is not protected by the power liftgate
system pinch sensors. Extreme caution must be taken to prevent body
extremities or other objects from entering this area once the liftgate
reaches the secondary latch contact position, which is about 13
millimeters (1/2 inch) before the liftgate is fully closed. Failure to observe
this warning may result in serious or fatal injury.
WARNING: Never attempt to enter, exit or reach through the liftgate opening with the
power liftgate in motion. You could cause damage to the power liftgate
system or components, and serious or fatal injuries may result.
CAUTION: Never attempt to operate the power liftgate system while the Power Drive
Unit (PDU) or a gas-charged hydraulic strut or prop is removed or
disconnected. Damage to the power liftgate system or components may
result.
DESCRIPTION
DESCRIPTION
A power operated liftgate system is an available option on this vehicle. The power liftgate system includes the
following major components, which are described in further detail elsewhere in this service information:
 Chime - An electronic power liftgate chime tone generator is located on the inside of the left inner D-
pillar just below the belt line, where it is concealed behind the interior D-pillar trim.
 D-Pillar Switch - A power liftgate D-pillar switch (also known as the rear zone switch) is located in a
bezel near the back of the left quarter inside trim panel near the D-pillar.
 Exterior Latch Handle Switch - A power liftgate exterior latch handle switch (also known as the outside
handle switch) is integral to the unique power liftgate exterior latch handle.
 Latch - A unique, electrically actuated power liftgate latch and latch cinching mechanism is installed in
place of the latch used on vehicles without the power liftgate system option.
 Overhead Console Switch - A power liftgate overhead console switch (also known as the front zone
switch) is located between the two front reading lamp switches in the overhead console.
 Pinch Sensors - A power liftgate pinch sensor is located on each side shut face of the liftgate and extends
from about the belt line to just below the liftgate opening header. The right side pinch sensor includes an
integral thermistor.
 Power Drive Unit - An electrically operated Power Drive Unit (PDU) is installed on the left side of the
liftgate between the liftgate and the liftgate opening trough. It is secured to the same ball studs that are
used for the conventional gas-charged hydraulic strut or prop that the PDU replaces.
 Power Liftgate Module - The Power LiftGate Module (PLGM) (also known as the Power Liftgate/PLG
control module) is located on the inside of the left inner D-pillar near the belt line, where it is concealed
behind the interior D-pillar trim. Refer to MODULE, POWER LIFTGATE CONTROL ,
DESCRIPTION .
 Thermistor - A thermistor is internal and integral to the right side pinch sensor.
Hard wired circuitry connects the power liftgate system components to the electrical system of the vehicle.
system and to the power liftgate components through the use of a combination of soldered splices, splice block
repair procedures, further details on wire harness routing and retention, as well as pin out and location views for
OPERATION
OPERATION
The components and features of the power liftgate system are designed to provide the vehicle operator with
convenient and safe access to the cargo area of the vehicle. The power liftgate components convert electrical
energy produced by the electrical system of the vehicle into the mechanical action necessary to latch, unlatch,
raise and lower the liftgate with the simple touch of a button or the slight pull of the exterior liftgate latch
handle.
Battery voltage is supplied to the Power LiftGate Module (PLGM) through a fused B(+) fuse in the Totally
Integrated Power Module (TIPM) so the PLGM can operate regardless of the ignition switch status. The PLGM
monitors many hard wired switch and sensor inputs from the liftgate latch and cinch mechanisms, the Power
Drive Unit (PDU), the D-pillar power liftgate switch, the exterior latch handle power liftgate switch, the
overhead console power liftgate switch, both pinch sensors and the thermistor in the right pinch sensor.
The PLGM also monitors many electronic message inputs received over the Controller Area Network (CAN)
data bus network. Electronic message inputs include: ignition switch status, Transmission Range Sensor (TRS)
status, vehicle speed, Remote Keyless Entry (RKE) commands, vehicle theft alarm status, power lock system
status and liftgate flip-up glass ajar switch status. In response to those many inputs, the PLGM logic allows it to
properly control numerous hard wired outputs that operate the power liftgate latch and cinch mechanisms and
the PDU that opens and closes the liftgate as well as the chime tone generator that provides audible indications
of the power liftgate status. The PLGM will also place electronic messages on the CAN data bus indicating the
liftgate status and many of the hard wired sensor inputs it receives for use by other electronic modules in the
vehicle.
Operation of the power liftgate requires the transmission be in the Park or Neutral positions, the vehicle speed
not be greater than zero and that the liftgate flip-up glass is closed. When the vehicle is also unlocked, the
power liftgate can be opened by lifting the exterior liftgate latch handle. If the vehicle is locked, a single press
of the overhead console power liftgate button or two presses within five seconds of the RKE Liftgate button on
the FOB with Integrated Key (FOBIK) will unlock and open the liftgate. The fully open liftgate can be closed
automatically by depressing the D-Pillar switch or the overhead console switch one time or by depressing the
RKE Liftgate button on the FOBIK twice within five seconds. The fully open liftgate can also be closed
manually by pulling it down in the same manner as a non-power liftgate.
The PLGM also confirms safety requirements are met before supplying power to the PDU to begin any power
cycle. The PLGM software detects obstructions through inputs from the two pinch sensors as well as by
monitoring the resistance to travel of the PDU. When a sufficient obstruction is detected, the PLGM will
reverse the direction of the liftgate. Also, an exterior liftgate handle pull during an automatic Close cycle will
reverse the power liftgate operation to Open , while an exterior liftgate handle pull during an automatic Open
cycle will cancel the cycle and put the power liftgate into full manual operation. When an Electronic Vehicle
Information Center (EVIC) customer programmable feature is set to Flash Lamps With Lock , two flashes of
the exterior signal lamps will occur at the beginning of each power liftgate Open or Close cycle.
The PLGM continually monitors all of the power liftgate system circuits and components, and will store a
Diagnostic Trouble Code (DTC) for any problem it detects. The PLGM uses an adaptive memory which allows
it to relearn and adapt to changes in the system that might occur due to component wear or ambient conditions.
If a power liftgate system component is replaced or a liftgate adjustment is made, the PLGM is required to
relearn the effort and time required to open or close the liftgate. This learn cycle can be initiated with a
diagnostic scan tool. Refer to MODULE, POWER LIFTGATE CONTROL , STANDARD PROCEDURE .
The hard wired circuits and components of the power liftgate system may be diagnosed using conventional
methods will not prove conclusive in the diagnosis of the power liftgate system or the electronic controls or
communication between other modules and devices that provide some features of the system. The most reliable,
efficient, and accurate means to diagnose the power liftgate system or the electronic controls and
communication related to system operation requires the use of a diagnostic scan tool. Refer to the appropriate

NOTE: Before any testing of the power liftgate system is attempted, the battery should
be fully-charged.
The latch, the sensors, the switches and the hard wired circuits between components related to the power liftgate
system may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring
details of wire harness routing and retention, connector pin out information and location views for the various
or communication between modules and other devices that provide some features of the power liftgate system.
The most reliable, efficient, and accurate means to diagnose the power liftgate system or the electronic controls
and communication related to power liftgate system operation requires the use of a diagnostic scan tool. Refer
Following are quick reference diagnostic tables to help when diagnosing and testing the power liftgate system.
SYMPTOM DRIVEN POWER LIFTGATE SYSTEM DIAGNOSIS

LIFTGATE WILL NOT INITIATE 1. Power Liftgate System 1. Check Inhibit Monitors using a
POWER OPEN/POWER CLOSE WITH Inhibitors preventing diagnostic scan tool. Refer to
EITHER FOBIK OR OVERHEAD operation. POWER LIFTGATE SYSTEM
CONSOLE SWITCH INHIBIT MONITORS. Repair if
required.
2. Power Liftgate 2. Check power liftgate input -
Input/Output status output status using a diagnostic
incorrect. scan tool. Refer to POWER
LIFTGATE INPUT - OUTPUT
TABLE. Repair if required.
3. Binding or sticking of 3. Establish location of binding or
components. sticking components. Repair or
replace if required.
4, Wiring problems 4. Refer to the appropriate wiring
(system or vehicle). information. Repair if required.
5. Ineffective Power 5. Test the PLGM using a
LiftGate Module (PLGM). diagnostic scan tool. Replace if
required.
6. Check for foreign matter or
damaged components preventing
6. Ineffective power
proper latch operation. Use
liftgate latch assembly.
diagnostic scan tool to cycle the
latch. Replace if required.
7. Ineffective liftgate 7. Use a diagnostic scan tool to
Power Drive Unit (PDU). cycle the PDU. Replace if required.
FOBIK DOES NOT OPERATE 1. Check Inhibit Monitors using a
POWER LIFTGATE, BUT 1. Power Liftgate System diagnostic scan tool. Refer to
OVERHEAD CONSOLE SWITCH Inhibitors preventing POWER LIFTGATE SYSTEM
DOES operation. INHIBIT MONITORS. Repair if
required.
2. Check power liftgate input -
2. Power Liftgate output status using a diagnostic
Input/Output status scan tool. Refer to POWER
incorrect. LIFTGATE INPUT - OUTPUT
3. FOB with Integrated Key

3. Key in ignition. (FOBIK) buttons do not function
while key is in ignition by design.
Remove key from ignition and
retry.
4. Reprogram FOBIK and retry.
4. Ineffective FOBIK.
Replace if required.
5. Ineffective Wireless 5. Test the WIN using a diagnostic
Ignition Node (WIN). scan tool. Replace if required.
6. Wiring problems 6. Refer to the appropriate wiring
7 Ineffective Controller 7. Test the CAN data bus using a
Area Network (CAN) data diagnostic scan tool. Repair if
bus. required.
8. Test the PLGM using a
8. Ineffective PLGM. diagnostic scan tool. Replace if
required.
OVERHEAD CONSOLE SWITCH 1. Check Inhibit Monitors using a
DOES NOT OPERATE POWER 1. Power Liftgate System diagnostic scan tool. Refer to
LIFTGATE - BUT FOBIK DOES Inhibitors preventing POWER LIFTGATE SYSTEM
operation. INHIBIT MONITORS. Repair if
required.
3. Ineffective power 3. Test the overhead console
liftgate overhead console switch. Replace if required.
switch.
required.
LATCH WILL NOT RELEASE WITH 1. Check Inhibit Monitors using a
EXTERIOR HANDLE, POWER-OPEN 1. Power Liftgate System diagnostic scan tool. Refer to
CYCLE MAY OR MAY NOT Inhibitors preventing POWER LIFTGATE SYSTEM
INITIATE operation. INHIBIT MONITORS. Repair if
required.
3. Ineffective power 3. Test the exterior handle switch.
liftgate exterior handle Replace if required.
switch.

6. Establish location of binding or
6. Binding or sticking of
sticking components. Repair or
components.
required.
1. By design, the liftgate will
1. FOBIK button being hit
LIFTGATE REVERSES DIRECTION reverse direction if the FOBIK
more than the two times,
DURING POWER OPEN - POWER button is depressed more than twice
or overhead console switch
CLOSE CYCLE or the overhead console switch
being hit more than once.
button is depressed more than once.
2. Check Inhibit Monitors using a
2. Power Liftgate System diagnostic scan tool. Refer to
Inhibitors preventing POWER LIFTGATE SYSTEM
required.
components.
6. Use a diagnostic scan tool to
6. Ineffective liftgate PDU.
cycle the PDU. Replace if required.
required.
LATCH WILL NOT POWER-CINCH 1. Power Liftgate System diagnostic scan tool. Refer to
TO PRIMARY POSITION DURING Inhibitors preventing POWER LIFTGATE SYSTEM
MANUAL OR POWER OPERATION operation. INHIBIT MONITORS. Repair if
required.
2. Check pinch sensor status using a
2. Pinch sensor activated
diagnostic scan tool. Repair or
or opened shorted circuit.

components.
5. Inspect weather seals for
5. Liftgate weather seal damage, improper installation,
force too high. foreign matter or other possible
obstructions. Repair if required.
required.
LIFTGATE SAGS AFTER 1. Loose or damaged PDU 1. Check for loose or broken PDU
COMPLETION OF POWER OPEN or strut mounts. (left side) or strut (right side) ball
CYCLE OR MANUAL OPENING stud attachments. Repair or replace
if required.
2. Check gas-charged strut (prop
2. Ineffective liftgate gas-
rod) on right side of liftgate.
charged strut (prop rod).
HIGH OPENING EFFORT - 1. Check Inhibit Monitors using a
LIFTGATE OPENS VERY SLOWLY 1. Power Liftgate System diagnostic scan tool. Refer to
DURING MANUAL OR POWER Inhibitors preventing POWER LIFTGATE SYSTEM
OPERATION operation. INHIBIT MONITORS. Repair if
required.
2. Check for loose or broken PDU
2. Loose or damaged PDU (left side) or strut (right side) ball
or strut mounts. stud attachments. Repair or replace
if required.
3. Check gas-charged strut (prop
3. Ineffective liftgate gas-
rod) on right side of liftgate.
charged strut (prop rod).
components.
6. Vehicle located on too 6. Operate liftgate manually.
steep of a grade for power
liftgate operation.
7. Use a diagnostic scan tool to
7. Ineffective liftgate PDU.
cycle the PDU. Replace if required.
LIFTGATE CONTINUES TO POWER- 1. Check power liftgate input -
CLOSE AFTER REACHING FULL- 1. Power Liftgate output status using a diagnostic
CLOSED POSITION Input/Output status scan tool. Refer to POWER
components.
required.
LIFTGATE CONTINUES TO POWER- 1. Check power liftgate input -
OPEN AFTER REACHING FULL- 1. Power Liftgate output status using a diagnostic
OPEN POSITION - MAY PULSE Input/Output status scan tool. Refer to POWER
SEVERAL TIMES incorrect. LIFTGATE INPUT - OUTPUT
3. Ineffective full open 3. Use a diagnostic scan tool to
switch (liftgate PDU). check the switch status and cycle
the PDU. Replace if required.
required.
SQUEAKS, NOISES AND RATTLES 1. Foreign material within 1. Remove foreign material from
liftgate panel. within liftgate if required.
2. Worn or loose liftgate 2. Inspect and tighten or replace
components. loose liftgate components if
required.
LIFTGATE UNLATCHES OR
1. Use a diagnostic scan tool to read
INITIATES POWER OPEN OR 1. Inadvertent power
and record PLGM activation
POWER CLOSE CYCLE liftgate activation.
history.
UNEXPECTEDLY
2. Power Liftgate System diagnostic scan tool. Refer to
Inhibitors preventing POWER LIFTGATE SYSTEM

required.
5. Test the overhead console
liftgate overhead console
switch. Replace if required.
switch.
6. Reprogram FOBIK and retry.
6. Ineffective FOBIK.
required.
POWER LIFTGATE SYSTEM CONTROL PARAMETERS
The power liftgate system is designed with a number of control parameters, which are conditions that must be
fulfilled to allow operation. These control parameters are listed below:
 The Power LiftGate Module (PLGM) will inhibit operation of the power liftgate in extreme ambient
temperatures. These temperatures are at or below about -30° C (-22° F) and at or above about 65° C (149°
F). The pinch sensor/thermistor assembly on the right side of the liftgate monitors the ambient
temperature.
 The transmission must be in the Park (P) or Neutral (N) positions for the power liftgate system to
operate.
 The vehicle speed input must be zero (0) for the power liftgate system to operate.
 The electrical system voltage must be within minimum and maximum specifications for the power liftgate
system to operate. A low-voltage cut off is built into the power liftgate system to prevent the battery from
discharging to the point where the vehicle cannot be operated.
 If the ignition switch is in the Start position, the power liftgate system will not initiate a power cycle.
 If the ignition switch is moved to the Start position during a power cycle, the power liftgate will pause.
 If the vehicle is locked, the exterior liftgate handle will not release the latch. The FOB with Integrated
Key (FOBIK) and the overhead console switch will work for power open or close cycles.
 If the vehicle theft alarm is armed, the overhead console switch will not open the liftgate; however, the
FOBIK will.
 If a liftgate pinch sensor is activated during a power close, the liftgate will reverse direction. If a pinch
sensor is already active, the power liftgate system will not initiate a power close. A pinch activation
during latch cinch will stop the cinch operation.
 If something sufficiently impedes liftgate travel, the power liftgate will detect an obstacle and reverse
direction, traveling to full open or full closed.
 If multiple obstacles are detected during the same power open or close cycle, the liftgate will abort that
power cycle and go into full manual operation.
 The power liftgate components are protected by the power liftgate system fuse. If the fuse is ineffective,
the power liftgate system will not function.
 Some Diagnostic Trouble Codes (DTC) stored in the PLGM may cause the power liftgate system not to
operate. Always use a diagnostic scan tool to check and clear DTCs from the PLGM before and after
servicing any power liftgate system components.
POWER LIFTGATE INPUT - OUTPUT TABLE
INPUT NORMAL READINGS DESCRIPTION

FULLY
CLOSED FULLY BETWEEN FULLY OPEN
AND OPEN AND CLOSED
LATCHED
Primary/Ajar switch,
internal to the liftgate
PRIMARY
latch. Open when latch
RATCHET - AJAR FALSE TRUE TRUE
is in primary. Closed
SWITCH CLOSED
when latch is out of
primary.
Internal to the liftgate
latch. Indicates when
SECONDARY the latch is in secondary
RATCHET FALSE TRUE TRUE position. Open when in
SWITCH CLOSED secondary position.
Closed when out of
secondary position.
Internal to the liftgate
latch. Essentially a park
switch for the latch.
When latch is running a
cinch or release, this
switch is Closed . After
SECTOR GEAR
FALSE FALSE FALSE cinch or release is
SWITCH CLOSED
complete, the Power
LiftGate Module
(PLGM) will reverse
direction of the latch
until the switch is
Open .
Internal to the Power
Drive Unit (PDU).

Indicates when the
FULL OPEN liftgate is a few degrees
FALSE TRUE FALSE
SWITCH CLOSED from full open. Closed
when full open. Open
when not full open.
When in motion, these
signals will toggle
between Open and
Closed . The two
POSITION
signals together tell the
SENSOR FALSE
FALSE OR PLGM the speed and
NUMBER 1 AND OR FALSE OR TRUE
TRUE distance of liftgate
NUMBER 2 TRUE
travel. These inputs are
CLOSED
also used by the PLGM
to sense obstacles
encountered by the
liftgate.
This is a counter
derived from the pulses
coming from Position
POSITION
1600 TO Sensors number 1 and
SENSOR PULSE 100 100 TO 1600
1800 2. This count represents
COUNTS
total travel of the
liftgate (to mechanical
end of travel).
This is a counter
derived from the pulses
GATE FULL coming from Position
OPEN SWITCH ABOUT Sensors number 1 and
ABOUT 1600 ABOUT 1600
POSITION 1600 2. This count represents
COUNTS the position of the full
open switch in the
PDU.
NORMAL (NOT
INPUT PRESSED DESCRIPTION
PRESSED)
Pinch sensor reads 10
kilohms when not
pinched. When pinched,
LEFT PINCH About 4.1 Volts (10
Less than 1 Volt shorts out the 10 kilohm
SENSOR Kilohms)
resistor and should read
from 0 to about 200
ohms.
Right pinch sensor has
a 10 kilohm at room
temperature thermistor
in place of the resistor.

When not pinched,
resistance is
proportional to the
RIGHT PINCH About 1.7 Volts at 21° C
Less than 1 Volt ambient temperature.
SENSOR (70° F)
When pinched, shorts
out the thermistor and
should read from 0 to
about 200 ohms.
Located in the liftgate
EXTERIOR latch. Open circuit
HANDLE 5 Volts (Normally Open) About 3.4 Volts (4.7 Kilohms) when not active. 4.7
SWITCH kilohms to ground when
handle is activated.
When not pressed,
OVERHEAD should read about 810
CONSOLE About 4.7 Volts About 3.4 Volts kilohms. When pressed,
SWITCH should read about 4.7
kilohms.
When not pressed,
should read about 810
D-PILLAR (REAR
About 4.7 Volts About 3.4 Volts kilohms. When pressed,
ZONE) SWITCH
should read about 4.7
kilohms.
OUTPUT DESCRIPTION DIAGNOSE

HALL EFFECT Provides +5 Volts to the As long as the PLGM is awake it should read
POWER Hall sensors in the PDU approximately +5 volts.
Actuate with diagnostic scan tool. Should see positive
voltage on the cinch wiring connector terminal for cinch
Provides +/- 12 Volts to
direction. Should see positive voltage on the release wiring
LATCH MOTOR latch motor for cinch
connector terminal for release direction. Refer to the
and release
appropriate wiring information for specific harness and
connector pinout information.
Actuate with diagnostic scan tool. Should see positive
voltage on the open wiring connector terminal for open
Provides +/- 12 Volts to
direction. Should see positive voltage on the close wiring
DRIVE MOTOR PDU for power Open or
connector terminal for close direction. Refer to the
Close
appropriate wiring information for specific harness and
connector pinout information.
Actuate with diagnostic scan tool. While monitoring with a
Provides signal to output
CHIME digital multimeter some activity should be present, but not
sound
much voltage.
POWER LIFTGATE SYSTEM INHIBIT MONITORS

The following is a list of inhibit monitors that may be observed using an appropriate diagnostic scan tool.
INHIBIT MONITOR POSSIBLE CAUSES CORRECTION

1. Test and
$80 OPEN INHIBIT - charge battery.
1. Low or dead battery.
VOLTAGE TOO LOW Replace if
required.
2. Check the
power and
$82 CLOSE INHIBIT - 2. Ineffective power or ground circuits to the Power ground circuits
VOLTAGE TOO LOW LiftGate Module (PLGM). for the PLGM.
Repair if
required.
3. Compare the
PLGM battery
reading using a
diagnostic scan
tool with a
voltmeter
reading at the
3. Inaccurate voltage reading from the PLGM.
PLGM wiring
connections. If a
voltage
difference of 0.5
Volt or greater is
obtained, replace
the PLGM.
1. Test the
$81 OPEN INHIBIT - charging system.
1. Charging system over voltage.
VOLTAGE TOO HIGH Repair if
required.
2. Compare the
PLGM battery
reading using a
diagnostic scan
tool with a
voltmeter
$83 CLOSE INHIBIT - reading at the
2. Inaccurate voltage reading from the PLGM.
VOLTAGE TOO HIGH PLGM wiring
connections. If a
voltage
difference of 0.5
Volt or greater is
obtained, replace
the PLGM.
1. Inform
customer of
power liftgate
$84 OPEN INHIBIT - 1. Temperature was below -30° C (-22° F) when the system
TEMPERATURE TOO LOW operation was attempted. temperature
operating range.
2. Check the
signal and
ground circuits
between the
$86 CLOSE INHIBIT - 2. Open or high resistance to right pinch sensor pinch sensor and
TEMPERATURE TOO LOW thermistor through signal or ground circuit. the PLGM
including the in-
line connectors.
Repair if
required.
3. Allow vehicle
to sit in a
constant
temperature
environment for
one hour with
the liftgate open.
Test the
3. Ineffective right pinch sensor or thermistor.
resistance of the
right pinch
sensor and
thermistor
compared to
specification.
Replace if
required.
4. Allow vehicle
to sit in a
constant
temperature
environment for
one hour with
the liftgate open.
Compare the
4. Inaccurate temperature reading from the PLGM.
PLGM
temperature
reading using a
diagnostic scan
tool with the
temperature
indicated by the
resistance
specification of
the right pinch

sensor and
thermistor. If the
right pinch
sensor and
thermistor are
within range of
specification and
the temperature
difference at the
PLGM is greater
than 4.5° C (8°
F), replace the
PLGM.
1. Inform
customer of
$85 OPEN INHIBIT - 1. Temperature was above 65° C (149° F) when the power liftgate
TEMPERATURE TOO HIGH operation was attempted. system
temperature
operating range.
2. Check the
signal and
ground circuits
between the
$87 CLOSE INHIBIT - 2. Shorted or partially shorted right pinch sensor pinch sensor and
TEMPERATURE TOO HIGH thermistor through signal or ground circuit. the PLGM
including the in-
line connectors.
Repair if
required.
3. Allow vehicle
to sit in a
constant
temperature
environment for
one hour with
the liftgate open.
Test the
3. Ineffective right pinch sensor or thermistor.
resistance of the
right pinch
sensor and
thermistor
compared to
specification.
Replace if
required.
4. Allow vehicle
to sit in a
constant
temperature
environment for
one hour with
the liftgate open.
Compare the
PLGM
temperature
reading using a
diagnostic scan
tool with the
temperature
indicated by the
resistance
4. Inaccurate temperature reading from the PLGM.
specification of
the right pinch
sensor and
thermistor. If the
right pinch
sensor and
thermistor are
within range of
specification and
the temperature
difference at the
PLGM is greater
than 4.5° C (8°
F), replace the
PLGM.
1. Check for
obstructions
causing pinch
sensor
activation.
$88 CLOSE INHIBIT - LEFT 1. Left pinch sensor was activated prior to activation Repair if
PINCH SENSOR ACTIVE of power close cycle. required. If no
obstructions
found, inform
customer of
pinch sensor
operation.
2. Check the
signal circuit
between the
2. Short to ground on left pinch sensor signal circuit.
pinch sensor and
the PLGM
including the in-
line connectors.
Repair if
required.
3. Test the
resistance of the
left pinch sensor
in an unpinched
3. Ineffective left pinch sensor. state. If the
resistance is less
than 9 kilohms,
replace the left
pinch sensor.
4. Use a
diagnostic scan
tool to observe
the voltage of
the left pinch
sensor input.
With the sensor
disconnected the
reading should
be
4. Ineffective PLGM. approximately 5
volts. Short the
pinch sensor
circuit to ground
and the reading
should be
approximately 0
volts. If the
readings are not
okay, replace the
PLGM.
1. Check for
obstructions
causing pinch
sensor
activation.
$89 CLOSE INHIBIT - RIGHT 1. Right pinch sensor was activated prior to activation Repair if
PINCH SENSOR ACTIVE of power close cycle. required. If no
obstructions
found, inform
customer of
pinch sensor
operation.
2. Check the
signal circuit
between the
pinch sensor and
the PLGM
2. Short to ground on right pinch sensor signal circuit. including the in-
line connectors.
Repair if
required.
3. Test the
resistance of the
right pinch
sensor in an
unpinched state.
3. Ineffective right pinch sensor.
If the resistance
is less than 9
kilohms, replace
the right pinch
sensor.
4. Use a
diagnostic scan
tool to observe
the voltage of
the right pinch
sensor input.
With the sensor
disconnected the
reading should
be
volts. Short the
pinch sensor
circuit to ground
and the reading
should be
approximately 0
volts. If the
readings are not
okay, replace the
PLGM.
1. Inform
customer of
$8A OPEN INHIBIT - NOT IN 1. Operator attempted power open cycle when vehicle
power liftgate
PARK OR NEUTRAL was not in Park or Neutral.
system operating
restrictions.
2. Operator attempted manual latch release with 2. Inform

exterior handle when vehicle was not in Park or customer of
Neutral. power liftgate
system operating
restrictions.
3. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
3. Ignition switch status problem. PLGM over the
CAN data bus.
Verify the
ignition switch
status reads
correctly. Repair
if required.
4. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
PLGM over the
4. Transmission Range Sensor (TRS) problem.
CAN data bus.
Verify PRNDL
status reads
correctly. If not
okay, repair or
replace the TRS
if required.
5. Use a
diagnostic scan
tool to observe
the overhead
console liftgate
switch inputs to
the PLGM.
Verify the inputs
5. Overhead console power liftgate switch problem.
are correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
6. Verify proper
operation of the
6. FOB with Integrated Key (FOBIK) or Wireless FOBIK and the
Ignition Node (WIN) (also known as Wireless Remote Keyless

Control Module/WCM) problem. Entry (RKE)
system. Repair
or replace if
required.
7. Use a
diagnostic scan
tool to observe
the exterior
liftgate latch
handle switch
inputs to the
PLGM. Verify
7. Exterior liftgate latch handle switch problem. the inputs are
correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
1. Inform
customer of
$8B CLOSE INHIBIT - NOT IN 1. Operator attempted power close cycle when
power liftgate
PARK OR NEUTRAL vehicle was not in Park or Neutral.
system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
CAN data bus.
Verify the
ignition switch
status reads
correctly. Repair
if required.
3. Use a
diagnostic scan
tool to observe
3. TRS problem. the electronic
message inputs
received by the
PLGM over the
CAN data bus.

Verify PRNDL
status reads
correctly. If not
okay, repair or
replace the TRS
if required.
4. Use a
diagnostic scan
tool to observe
the overhead
console liftgate
switch inputs to
the PLGM.
Verify the inputs
are correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
5. Verify proper
operation of the
FOBIK and the
5. FOBIK or WIN problem.
RKE system.
Repair or replace
if required.
1. Inform
customer of
$8C OPEN INHIBIT - NON- 1. Operator attempted power open cycle when vehicle
power liftgate
ZERO VEHICLE SPEED is in Neutral and rolling.
system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
CAN data bus.
Verify the
ignition switch
status reads
correctly. Repair
if required.
3. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
PLGM over the
3. Vehicle Speed Sensor (VSS) problem. CAN data bus.
Verify the
vehicle speed
status reads
correctly. If not
okay, repair or
replace the VSS
if required.
4. Use a
diagnostic scan
tool to observe
the overhead
console liftgate
switch inputs to
the PLGM.
Verify the inputs
are correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
5. Verify proper
operation of the
FOBIK and the
RKE system.
Repair or replace
if required.
6. Use a
diagnostic scan
tool to observe
the exterior
6. Exterior liftgate latch handle switch problem. liftgate latch
handle switch
inputs to the
PLGM. Verify
the inputs are
correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
1. Inform
customer of
$8D CLOSE INHIBIT - NON- 1. Operator attempted power close cycle when
power liftgate
ZERO VEHICLE SPEED vehicle is in Neutral and rolling.
system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
CAN data bus.
Verify the
ignition switch
status reads
correctly. Repair
if required.
3. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
PLGM over the
3. VSS problem. CAN data bus.
Verify the
vehicle speed
status reads
correctly. If not
okay, repair or
replace the VSS
if required.
4. Use a
diagnostic scan
tool to observe
the overhead
console liftgate
switch inputs to
the PLGM.
Verify the inputs

are correct under
different voltage
and driving
4. Overhead console power liftgate switch problem. conditions. If not
okay, repair or
replace the
switch if
required.
5. Verify proper
operation of the
FOBIK and the
RKE system.
Repair or replace
if required.
1. Inform
$8E OPEN INHIBIT - customer of
1. Operator attempted power open cycle with the
IGNITION IN START power liftgate
ignition switch in the Start position.
POSITION system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
CAN data bus.
Verify the
ignition switch
status reads
correctly. Repair
if required.
3. Use a
diagnostic scan
tool to observe
the overhead
console liftgate
switch inputs to
3. Overhead console power liftgate switch problem. the PLGM.
Verify the inputs
are correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
4. Verify proper
operation of the
FOBIK and the
RKE system.
Repair or replace
if required.
1. Inform
$8F CLOSE INHIBIT - customer of
1. Operator attempted power close cycle with the
IGNITION IN START power liftgate
ignition switch in the Start position.
POSITION system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
CAN data bus.
Verify the
ignition switch
status reads
correctly. Repair
if required.
3. Use a
diagnostic scan
tool to observe
the overhead
console liftgate
switch inputs to
the PLGM.
Verify the inputs
are correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
4. Verify proper
operation of the
4. FOBIK or WIN problem. FOBIK and the
RKE system.
Repair or replace
if required.
1. Use a
diagnostic scan
tool to perform
the PLGM learn
cycle. Refer to
MODULE,
POWER
LIFTGATE
$90 OPEN INHIBIT - IN- 1. Power open cycle will not function because the
CONTROL ,
PLANT MODE PLGM is in the in-plant mode.
STANDARD
PROCEDURE .
If learn cycle
does not correct
the problem,
replace the
PLGM if
required.
1. Use a
diagnostic scan
tool to perform
the PLGM learn
cycle. Refer to
MODULE,
POWER
LIFTGATE
$91 CLOSE INHIBIT - IN- 1. Power close cycle will not function because the
CONTROL ,
PLANT MODE PLGM is in the in-plant mode.
STANDARD
PROCEDURE .
If learn cycle
does not correct
the problem,
replace the
PLGM if
required.
1. Use a
diagnostic scan
tool to observe
the electronic
message inputs
to the PLGM
over the CAN
data bus. Verify
the vehicle speed
and the PRNDL
status read
correctly. If not
okay, repair or
replace the TRS
or VSS if
required.
NOTE: This
inhibitor could
also have been
operator induced
$92 OPEN INHIBIT - 1. Power open cycle will not function because of a
by placing the
GEAR/SPEED MISMATCH conflict between the TRS and VSS inputs.
transmission in
Park when the
vehicle is still
rolling and
immediately
attempting a
power open
cycle command.
2. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
CAN data bus.
Verify the
ignition switch
status reads
correctly. Repair
if required.
1. Use a
diagnostic scan
tool to observe
the electronic
message inputs
to the PLGM
over the CAN
data bus. Verify
$93 CLOSE INHIBIT - 1. Power close cycle will not function because of a the vehicle speed
GEAR/SPEED MISMATCH conflict between the TRS and VSS inputs. and the PRNDL
status read
correctly. If not
okay, repair or
replace the TRS
or VSS if
required.
NOTE: This
inhibitor could
also have been

operator induced
by placing the
transmission in
Park when the
vehicle is still
rolling and
immediately
attempting a
power close
cycle command.
2. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
CAN data bus.
Verify the
ignition switch
status reads
correctly. Repair
if required.
1. Inform
$94 OPEN INHIBIT - NOT 1. Operator induced by placing the liftgate latch in the customer of
FULLY OPEN OR FULLY primary or secondary latch position while the liftgate proper power
CLOSED was open. liftgate and latch
operation.
2. Use a
diagnostic scan
tool to observe
the liftgate latch
full open,
primary,
secondary,
sector and pawl
2. Conflict between power liftgate latch switches and
switch readings
PDU full open switch inputs to the PLGM.
with the liftgate
in the fully open
position. Verify
that the full
open, primary,
secondary and
pawl switch
readings are all
Closed and the
sector switch
reading is
Open . Then,
with the liftgate
in the fully
closed position,
verify that the
full open,
primary,
secondary and
pawl switch
readings are all
Open and the
sector switch
reading is
Closed . Repair
if required.
3. Use a
diagnostic scan
tool to verify
proper operation
of the full open
switch during a
power liftgate
cycle. Repeat
during a manual
liftgate cycle. In
3. PDU full open switch problem. each case the
switch reading
should be
Closed with the
liftgate a few
degrees below
fully opened and
Open in all
other positions.
Repair if
required.
1. Inform
1. Vehicle was locked when the operator attempted to customer of
$95 LATCH RELEASE
release the power liftgate latch using the exterior proper power
INHIBIT - LOCK ENGAGED
latch handle. liftgate and latch
operation.
2. Use a
diagnostic scan
tool to observe
the electronic
message inputs
to the PLGM
over the CAN
data bus. Cycle
the power door
locks using the
FOBIK, the
interior lock
2. Invalid lock status received by the PLGM.
switches and the
automatic (or
rolling) lock
feature. Verify
that the lock
status reads
correctly. Repair
if required.
1. Check for
obstructions
causing pinch
sensor
activation.
Check the pinch
sensor for areas
that may be
coming into
contact with
$96 LATCH CINCH ABORTED
1. Left pinch sensor was activated when power other parts of the
- LEFT PINCH SENSOR
liftgate latch was cinching. vehicle. Ensure
ACTIVE
the pinch sensor
is properly
secured to the
liftgate. Repair if
required. If no
obstructions
found, inform
customer of
pinch sensor
operation.
2. Check the
signal circuit
between the
pinch sensor and
2. Short to ground on left pinch sensor signal circuit. the PLGM
including the in-
line connectors.
Repair if
required.
3. Test the
resistance of the
left pinch sensor
in an unpinched
resistance is less
than 9 kilohms,
replace the left
pinch sensor.
4. Use a
diagnostic scan
tool to observe
the voltage of
the left pinch
sensor input.
With the sensor
disconnected the
reading should
be
volts. Short the
pinch sensor
circuit to ground
and the reading
should be
approximately 0
volts. If the
readings are not
okay, replace the
PLGM.
1. Check for
obstructions
causing pinch
sensor
activation.
Check the pinch
sensor for areas
that may be
$97 LATCH CINCH ABORTED
1. Right pinch sensor was activated when power coming into
- RIGHT PINCH SENSOR
liftgate latch was cinching. contact with
ACTIVE
other parts of the
vehicle. Ensure
the pinch sensor
is properly
secured to the
liftgate. Repair if
required. If no
obstructions
found, inform
customer of
pinch sensor
operation.
2. Check the
signal circuit
between the
pinch sensor and
2. Short to ground on right pinch sensor signal circuit. the PLGM
including the in-
line connectors.
Repair if
required.
3. Test the
resistance of the
right pinch
sensor in an
unpinched state.
If the resistance
is less than 9
kilohms, replace
the right pinch
sensor.
4. Use a
diagnostic scan
tool to observe
the voltage of
the right pinch
sensor input.
With the sensor
disconnected the
reading should
be
volts. Short the
pinch sensor
circuit to ground
and the reading
should be
approximately 0
volts. If the
readings are not
okay, replace the
PLGM.
$98 OPEN CANCELLED - 1. Operator induced by grabbing the exterior handle 1. Inform
HANDLE ACTIVE while a power open cycle was taking place. customer of
power liftgate
system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
the exterior
liftgate latch
handle switch
inputs to the
PLGM. Verify
the liftgate latch
handle switch
(located in the
exterior latch
handle
assembly)
reading is
approximately
2.4 volts with
handle activated
and greater than
2. Exterior liftgate latch handle switch problem.
4.6 volts when
released. Using a
digital
multimeter,
measure the
resistance of the
liftgate latch
handle switch.
The multimeter
should read
approximately
4.7 kilohms
activated, and
open with the
handle released.
If not okay,
repair or replace
the switch if
required.
1. Inform
customer of
power liftgate
$99 OPEN CANCELLED - RKE 1. A power open cycle was cancelled during the first system operating
ACTIVE two seconds (while chiming) by an RKE signal. restrictions.
FOBIK buttons
may get
inadvertently
pressed when in
a pocket or
purse. Rapid
pressing of the
buttons may also
be the cause.
2. Verify proper
operation of the
FOBIK and the
RKE system.
Repair or replace
if required.
1. Inform
customer of
power liftgate
system operating
1. A power open cycle was cancelled during the first
$9A OPEN CANCELLED - restrictions. The
two seconds (while chiming) by an overhead console
OVERHEAD/IP ACTIVE overhead
power liftgate switch signal.
console power
liftgate switch
may have been
double pressed.
2. Use a
diagnostic scan
tool to observe
the overhead
console liftgate
switch inputs to
the PLGM.
Verify the inputs
are correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
1. Inform
customer of
$9B CLOSE CANCELLED - 1. Operator induced by grabbing the exterior handle
power liftgate
HANDLE ACTIVE while a power close cycle was taking place.
system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
the exterior
liftgate latch
handle switch
inputs to the
PLGM. Verify
the liftgate latch
handle switch
(located in the
exterior latch
handle
assembly)
reading is
approximately
2.4 volts with
handle activated
and greater than
4.6 volts when
released. Using a
digital
multimeter,
measure the
resistance of the
liftgate latch
handle switch.
The multimeter
should read
approximately
4.7 kilohms
activated, and
open with the
handle released.
If not okay,
repair or replace
the switch if
required.
1. Inform
customer of
power liftgate
system operating
restrictions.
FOBIK buttons
$9C CLOSE CANCELLED - 1. A power close cycle was cancelled during the first may get
RKE ACTIVE two seconds (while chiming) by an RKE signal. inadvertently
pressed when in
a pocket or
purse. Rapid
pressing of the
buttons may also
be the cause.
2. Verify proper
operation of the
FOBIK and the
RKE system.
Repair or replace
if required.
1. Inform
customer of
power liftgate
system operating
1. A power close cycle was cancelled during the first
$9D CLOSE CANCELLED - restrictions. The
two seconds (while chiming) by an overhead console
OVERHEAD/IP ACTIVE overhead
power liftgate switch signal.
console power
liftgate switch
may have been
double pressed.
2. Use a
diagnostic scan
tool to observe
the overhead
console liftgate
switch inputs to
the PLGM.
Verify the inputs
are correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
1. Check for
obstructions
causing pinch
sensor
activation.
Check the pinch
$9E CLOSE CANCELLED - 1. A power close cycle was cancelled during the first
sensor for areas
LEFT PINCH SENSOR two seconds (while chiming) by a left pinch sensor
that may be
DETECTED signal.
coming into
contact with
other parts of the
vehicle. Ensure
the pinch sensor
is properly
secured to the
liftgate. Repair if
required. If no
obstructions
found, inform
customer of
pinch sensor
operation.
2. Check the
signal circuit
between the
pinch sensor and
including the in-
line connectors.
Repair if
required.
3. Test the
resistance of the
left pinch sensor
in an unpinched
resistance is less
than 9 kilohms,
replace the left
pinch sensor.
4. Use a
diagnostic scan
tool to observe
the voltage of
the left pinch
sensor input.
With the sensor
disconnected the
reading should
be
volts. Short the
pinch sensor
circuit to ground
and the reading
should be
approximately 0
volts. If the
readings are not
okay, replace the
PLGM.
1. Check for
obstructions
causing pinch
sensor
activation.
Check the pinch
sensor for areas
that may be
coming into
contact with
$9F CLOSE CANCELLED - 1. A power close cycle was cancelled during the first other parts of the
RIGHT PINCH SENSOR two seconds (while chiming) by a right pinch sensor vehicle. Ensure
DETECTED signal. the pinch sensor
is properly
secured to the
liftgate. Repair if
required. If no
obstructions
found, inform
customer of
pinch sensor
operation.
2. Check the
signal circuit
between the
pinch sensor and
including the in-
line connectors.
Repair if
required.
3. Test the
resistance of the
right pinch
sensor in an
unpinched state.
If the resistance
is less than 9
kilohms, replace
the right pinch
sensor.
4. Use a
diagnostic scan
tool to observe
the voltage of
the right pinch
sensor input.
With the sensor
disconnected the
reading should
be
approximately 5
volts. Short the
pinch sensor
circuit to ground
4. Ineffective PLGM.
and the reading
should be
approximately 0
volts. If the
readings are not
okay, replace the
PLGM.
1. Inform
$A0 OPEN REVERSAL - customer of
1. Operator shifted vehicle out of Park or Neutral
GEAR OR SPEED STATE power liftgate
while a power open cycle was in progress.
CHANGE system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
PLGM over the
2. VSS problem. CAN data bus.
Verify the
vehicle speed
status reads
correctly. If not
okay, repair or
replace the VSS
if required.
3. Use a
diagnostic scan
tool to observe
the electronic
message inputs
received by the
3. TRS problem.
PLGM over the
CAN data bus.
Verify PRNDL
status reads
correctly. If not
okay, repair or
replace the TRS
if required.
1. Inform
customer of
power liftgate
system operating
restrictions. The
overhead
console power
liftgate switch
1. Operator activated either a FOBIK button or the may have been
$A1 OPEN REVERSAL - USER
overhead console power liftgate switch while a power double pressed
INPUT
open or power close cycle was in progress or the FOBIK
buttons may get
inadvertently
pressed when in
a pocket or
purse. Rapid
pressing of the
buttons may also
be the cause.
2. Use a
diagnostic scan
tool to observe
the overhead
console liftgate
switch inputs to
the PLGM.
Verify the inputs
are correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
3. Verify proper
operation of the
FOBIK and the
RKE system.
Repair or replace
if required.
1. Inform
customer of
power liftgate
system operating
restrictions. The
overhead
console power
liftgate switch
may have been
double pressed
or the FOBIK
1. Operator activated either a FOBIK button or the
$A2 CLOSE REVERSAL - buttons may get
overhead console power liftgate switch while a power
USER INPUT inadvertently
open or power close cycle was in progress.
pressed when in
a pocket or
purse. Rapid
pressing of the
buttons may also
be the cause.
2. Use a
diagnostic scan
tool to observe
the overhead
console liftgate
switch inputs to
the PLGM.
Verify the inputs
are correct under
different voltage
and driving
conditions. If not
okay, repair or
replace the
switch if
required.
3. Verify proper
operation of the
FOBIK and the
RKE system.
Repair or replace
if required.
1. Check for
obstructions
causing pinch
sensor
activation.
Check the pinch
sensor for areas
that may be
coming into
$A3 CLOSE REVERSAL - contact with
LEFT PINCH SENSOR 1. A power close cycle reversed direction due to a left other parts of the
DETECTED pinch sensor signal. vehicle. Ensure

the pinch sensor
is properly
secured to the
liftgate. Repair if
required. If no
obstructions
found, inform
customer of
pinch sensor
operation.
2. Check the
signal circuit
between the
pinch sensor and
including the in-
line connectors.
Repair if
required.
3. Test the
resistance of the
left pinch sensor
in an unpinched
resistance is less
than 9 kilohms,
replace the left
pinch sensor.
4. Use a
diagnostic scan
tool to observe
the voltage of
the left pinch
sensor input.
With the sensor
disconnected the
4. Ineffective PLGM. reading should
be
approximately 5
volts. Short the
pinch sensor
circuit to ground
and the reading
should be
approximately 0
volts. If the
readings are not

okay, replace the
PLGM.
1. Check for
obstructions
causing pinch
sensor
activation.
Check the pinch
sensor for areas
that may be
coming into
contact with
$A4 CLOSE REVERSAL -
1. A power close cycle reversed direction due to a other parts of the
RIGHT PINCH SENSOR
right pinch sensor signal. vehicle. Ensure
DETECTED
the pinch sensor
is properly
secured to the
liftgate. Repair if
required. If no
obstructions
found, inform
customer of
pinch sensor
operation.
2. Check the
signal circuit
between the
pinch sensor and
including the in-
line connectors.
Repair if
required.
3. Test the
resistance of the
right pinch
sensor in an
unpinched state.
If the resistance
is less than 9
kilohms, replace
the right pinch
sensor.
4. Use a
diagnostic scan
tool to observe
the voltage of
the right pinch
sensor input.
With the sensor
disconnected the
reading should
be
approximately 5
volts. Short the
4. Ineffective PLGM.
pinch sensor
circuit to ground
and the reading
should be
approximately 0
volts. If the
readings are not
okay, replace the
PLGM.
1. Inform
1. A power close cycle reversed direction due to the customer of
$A5 CLOSE REVERSAL -
operator grabbing the exterior handle while the cycle power liftgate
HANDLE ACTIVE
was taking place. system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
the exterior
liftgate latch
handle switch
inputs to the
PLGM. Verify
the liftgate latch
handle switch
(located in the
exterior latch
2. Exterior liftgate latch handle switch problem. handle
assembly)
reading is
approximately
2.4 volts with
handle activated
and greater than
4.6 volts when
released. Using a
digital
multimeter,
measure the
resistance of the
liftgate latch
handle switch.
The multimeter
should read
approximately
4.7 kilohms
activated, and
open with the
handle released.
If not okay,
repair or replace
the switch if
required.
1. Inform
1. A power open cycle was aborted due to the customer of
$A6 OPEN ABORTED -
operator grabbing the exterior handle while the cycle power liftgate
HANDLE ACTIVE
was taking place. system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
the exterior
liftgate latch
handle switch
inputs to the
PLGM. Verify
the liftgate latch
handle switch
(located in the
exterior latch
handle
assembly)
reading is
approximately
2.4 volts with
handle activated
and greater than
4.6 volts when
released. Using a
digital
multimeter,
measure the
resistance of the
liftgate latch
handle switch.
The multimeter
should read
approximately
4.7 kilohms
activated, and
open with the
handle released.
If not okay,
repair or replace
the switch if
required.
1. Normal
operation.
1. A power open cycle reversed direction due to an Inform customer
$A7 OPEN OBSTACLE
obstacle detected while the cycle was taking place. of power liftgate
system operating
restrictions.
2. Use a
diagnostic scan
tool to determine
the Gate Position
indicated in the
Inhibit Monitor
record. Move the
liftgate manually
2. Binding or sticking of components. to that location
and note the
components
involved in the
obstruction or
binding. Repair
or replace the
components if
required.
3. Use a
diagnostic scan
tool to perform
the PLGM learn
cycle. Refer to
MODULE,
POWER
3. The PLGM is not properly calibrated. LIFTGATE
CONTROL ,
STANDARD
PROCEDURE .
If learn cycle
does not correct
the problem,
replace the
PLGM if
required.
1. Normal
operation.
1. A power close cycle reversed direction due to an Inform customer
$A8 CLOSE OBSTACLE
obstacle detected while the cycle was taking place. of power liftgate
system operating
restrictions.
2. Use a
diagnostic scan
tool to determine
the Gate Position
indicated in the
Inhibit Monitor
record. Move the
liftgate manually
2. Binding or sticking of components. to that location
and note the
components
involved in the
obstruction or
binding. Repair
or replace the
components if
required.
3. Use a
diagnostic scan
tool to perform
the PLGM learn
cycle. Refer to
MODULE,
POWER
LIFTGATE
3. The PLGM is not properly calibrated. CONTROL ,
STANDARD
PROCEDURE .
If learn cycle
does not correct
the problem,
replace the
PLGM if
required.
1. Inform
1. Operator induced by placing the liftgate latch in the customer of
$AA LATCH IS NOT NEAR
primary or secondary latch position while the liftgate proper power
SECONDARY STATE
was open. liftgate and latch
operation.
Use a diagnostic
scan tool to
observe and
verify that the
position sensor 1
and 2 in the
PDU toggle
between Open
and Closed . If
readings are
inaccurate,
2. Wiring problem. diagnose the
wiring for
possible opens
or shorts to
ground or
voltage. Refer to
the appropriate
wiring
information.
Repair if
required.
3. Manually
open the liftgate
to the fully open
position. Bring
the liftgate down
to just before the
latch contacts
the striker.
3. PDU position sensor problem. Using a
diagnostic scan
tool observe the
Gate Position
counts. If the
count is greater
than 20, replace
the ineffective
PDU.
Use a diagnostic
scan tool to
observe the
position sensor 1
and 2 status.
Disconnect the
PDU electrical
connector.
Apply opens and
grounds to the
position sensor
signal circuits.
Verify that the
PLGM reads the
correct Open
4. PLGM problem.
and Closed
status. If not
okay, replace the
PLGM if
required.
1. Normal
operation.
1. The overhead console power liftgate switch would
$AB OPEN INHIBIT - VTA Inform customer
not initiate a power open cycle because the Vehicle
ARMED of power liftgate
Theft Alarm (VTA) was armed.
system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
and verify that
electronic
messages from
the instrument
cluster (also
known as the
Cab
2. Invalid VTA status. Compartment
Node/CCN) over
the CAN data
bus indicate
proper operation
of the VTA
system. If not
okay, repair or
replace
components if
required.
1. Normal
operation.
1. The power liftgate D-pillar switch would not
$AC OPEN INHIBIT - Inform customer
initiate a power open cycle because a power open is
INVALID INPUT of power liftgate
not allowed from that input.
system operating
restrictions.
1. Normal
1. Operator attempted a power open cycle while the operation.
liftgate flip-up glass was ajar. Inform customer
of power liftgate
system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
and verify that
electronic
messages from
the Totally
$AD OPEN INHIBIT - Integrated Power
FLIPPER GLASS AJAR Module (TIPM)
2. Liftgate flip-up glass ajar switch problem. over the CAN
data bus indicate
the proper status
of the liftgate
flip-up glass. If
not okay, repair
or replace flip-
up glass ajar
switch if
required.
1. Normal
operation.
1. Operator attempted a power close cycle while the Inform customer
liftgate flip-up glass was ajar. of power liftgate
system operating
restrictions.
2. Use a
diagnostic scan
tool to observe
and verify that
electronic
$AE CLOSE INHIBIT - messages from
FLIPPER GLASS AJAR the Totally
Integrated Power
Module (TIPM)
2. Liftgate flip-up glass ajar switch problem. over the CAN
data bus indicate
the proper status
of the liftgate
flip-up glass. If
not okay, repair
or replace flip-
up glass ajar
switch if
required.
STANDARD PROCEDURE
STANDARD PROCEDURE
The liftgate must open and close freely and smoothly in order for the power liftgate system to function properly.
The power liftgate system is designed to compensate for some minor changes in opening and closing effort
caused by moderate changes in temperature or vehicle attitude. However, if there are extreme deficiencies in the
alignment of the liftgate to the liftgate opening causing mechanical interference, or if there is extreme binding in
a liftgate hinge or liftgate prop rod, appropriate adjustments or mechanical repairs may be required.
Manually operate the liftgate of another vehicle of the same model that is known to be in good condition for a
comparison of liftgate opening and closing effort. Liftgate adjustment procedures and specifications are the
same for vehicles with or without the optional power liftgate system. Refer to LIFTGATE ,
ADJUSTMENTS .
SPECIFICATIONS
SPECIFICATIONS
Power Drive Unit (PDU)
30 22 -
Ball Studs
Power Liftgate Latch
12 - 106
Mounting Screws
CHIME
DESCRIPTION
DESCRIPTION
Fig. 1: Power Liftgate Chime, Retainer & Connector

Vehicles equipped with an optional power operated liftgate have a power liftgate chime (1). The chime is
concealed behind the left quarter inner trim panel. The chime is contained within small cylindrically-shaped
molded plastic housing that is secured to the left inner D-pillar sheet metal by an integral molded plastic retainer
(2).
The chime has a pigtail wire and connector (3) that connects it to the vehicle electrical system through a
dedicated take out and connector of the body wire harness.
The chime cannot be adjusted or repaired and, if damaged or ineffective, the entire chime unit must be replaced.
OPERATION
OPERATION
The power liftgate chime can produce either single or repetitive, audible chime tones as an alert heard at the rear
of the vehicle at the start of any power liftgate opening or closing cycle. The chime is completely controlled by
and receives both a path to ground and current through hard wired circuits from the Power LiftGate Module
(PLGM) (also known as the Power LiftGate/PLG control module). The PLGM outputs a Pulse Width
Modulated (PWM) signal to drive the chime. When activated in the repetitive mode the chime is pulsed ON and
OFF in 0.5 second intervals.
There are four chime tones generated at the beginning of a power Close cycle. There are also four chime tones
generated in response to a power Open cycle from all operator inputs except the exterior liftgate handle switch,
which is associated with three chime tones only. Any reversal during a power cycle operation will result in two
chime tones being generated.
The power liftgate chime as well as the hard wired circuits to the chime unit may be diagnosed using
REMOVAL
REMOVAL
Fig. 2: Sill, D-Pillar, Power Liftgate, Chime & Harness Connector


2. Remove the scuff plate from the liftgate opening sill (2). Refer to PLATE, SCUFF, LIFTGATE ,
REMOVAL .
3. Move the quarter trim panel away from the lower left inner D-pillar (1) far enough to access the power
liftgate chime (3). Refer to PANEL, QUARTER TRIM , REMOVAL .
4. Disconnect the body wire harness connector (4) from the chime pigtail wire connector.
5. Disengage the retainer integral to the chime pigtail wire connector from the body sheet metal.
6. Disengage the retainer integral to the chime housing from the body sheet metal.
7. Remove the chime from the vehicle.
INSTALLATION
INSTALLATION
Fig. 3: Sill, D-Pillar, Power Liftgate, Chime & Harness Connector

1. Position the power liftgate chime (3) to the left inner D-pillar (1) in the vehicle.
2. Engage the retainer integral to the chime housing into the hole in the inner D-pillar.
3. Reconnect the chime pigtail wire connector to the body wire harness connector (4) for the chime.
4. Engage the retainer integral to the chime pigtail wire connector with the hole in the inner D-pillar.
5. Reinstall the quarter trim panel to the lower left inner D-pillar. Refer to PANEL, QUARTER TRIM ,
INSTALLATION .
6. Reinstall the scuff plat onto the liftgate opening sill (2). Refer to PLATE, SCUFF, LIFTGATE ,
INSTALLATION .
DRIVE UNIT, POWER

DESCRIPTION
DESCRIPTION
Fig. 4: Socket-Type Pivot End & Connector

Vehicles equipped with an optional power liftgate system, are equipped with a single Power Drive Unit (PDU)
mounted in place of the standard equipment gas-charged lift strut on the left side of the liftgate. The PDU is
equipped with a socket-type pivot end (3) with spring clip retainer at both the top and bottom and is mounted
using the same ball studs at the top of the left liftgate opening side trough and near the belt line of the left
liftgate shut face as are used for securing a conventional gas-charged lift strut.
The PDU appears similar in construction to a conventional gas-charged lift strut, but has both upper and lower
cylinders or tubes that are noticeably larger in diameter than the cylinder and rod found on most conventional
gas-charged lift struts. This larger diameter accommodates a small, but powerful reversible electric motor, a
small planetary gear set transmission, a full-open switch, a screw-type drive unit and two Hall effect sensors.
There are also two coil-type springs within the PDU; one long spring with large diameter coils, and one short
spring with smaller diameter coils.
The PDU has a pigtail wire harness and connector (2) that exits the top of the larger upper cylinder. The pigtail
harness is equipped with a large rubber grommet where the harness passes through the sheet metal of the left
liftgate opening side trough. The PDU wiring is connected to the vehicle electrical system through a dedicated
takeout and connector of the body wire harness near the top of the inner D-pillar.
The PDU cannot be adjusted or repaired and, if damaged or inoperative, it must be replaced with a new unit.
OPERATION
OPERATION
The motor, transmission and screw-drive portions of the power liftgate Power Drive Unit (PDU) provide the
power and torque required to open or close the liftgate under most conditions. The Hall effect sensors provide
the Power LiftGate Module (PLGM) (also known as the Power LiftGate/PLG control module) with both a speed
signal and a direction signal. These Hall effect inputs allow the PLGM to monitor and respond appropriately to
any irregularities in liftgate travel and or operation. The full-open switch is used to let the PLGM know when
the liftgate is approaching the full open position.
The long, large diameter coil spring within the PDU is strong enough to assist in opening and, in combination
with the gas-charged lift cylinder on the right side of the liftgate, will support the liftgate in any open position.
The short, small-diameter spring provides an initial lift-off that moves the liftgate latch away from the latch
striker after the power liftgate latch is initially released.
The hard wired input and output circuits of the PDU may be diagnosed using conventional diagnostic tools and
prove conclusive in the diagnosis of the electronic controls that provide many features of the power liftgate
system. The most reliable, efficient and accurate means to diagnose the PDU or the electronic controls related to
operation of the power liftgate system requires the use of a diagnostic scan tool. Refer to the appropriate
REMOVAL
REMOVAL
WARNING: To avoid serious or fatal injury, during service lift the ball socket end
retaining clip only far enough to release the socket from the ball stud.
Excessive prying or removal of the clip may result in improper clip spring
tension. Improper clip tension may result in the support cylinder
separating from the ball stud causing sudden, unexpected loss of liftgate
support.
Fig. 5: Pigtail Wire Connector & Wire Harness Connector


2. Open and support the liftgate with a suitable prop.
3. Remove the trim from the inside of the left D-pillar (3). Refer to PANEL, D-PILLAR TRIM ,
REMOVAL .
4. Disconnect the power liftgate Power Drive Unit (PDU) pigtail wire connector (1) from the body wire
harness connector (2) on the inside of the D-pillar.
Fig. 6: Grommet & PDU

5. Unseat the grommet (3) of the PDU (2) pigtail wire from the clearance hole in the upper left liftgate
opening trough and pull the connector through the clearance hole.
Fig. 7: Removing PDU Ball Socket From Ball Stud

6. Insert a small flat-bladed tool (3) into the notch on the outer face of the ball socket end (1) on the lower
end of the PDU and carefully pry the retaining clip (2) outward while pulling the ball socket away from
the ball stud (4) on the liftgate.
7. Release the retaining clip to its installed position.
8. Repeat Step 6 and Step 7 for the ball socket on the upper end of the PDU at the left liftgate opening
trough.
9. Remove the PDU from the vehicle as a unit.
INSTALLATION
INSTALLATION
Fig. 8: Grommet & PDU

1. Check to be certain that the ball studs (1) on the liftgate trough and the liftgate are both in good condition
and properly tightened. Tighten the ball studs to 30 N.m (22 ft. lbs.).
2. Position the ball socket on the upper end of the power liftgate Power Drive Unit (PDU) (2) to the ball stud
on the left liftgate opening trough.
3. Using hand pressure, press the ball socket onto the ball stud until the retainer clip snaps into place.
4. Repeat Step 2 and Step 3 for the ball socket on the lower end of the PDU at the ball stud on the liftgate
(4).
5. Inspect to be certain that the retaining clip on each of the PDU ball socket ends is fully seated.
6. Insert the PDU pigtail wire and connector through the clearance hole in the upper left liftgate opening
trough and seat the grommet (3).
Fig. 9: Pigtail Wire Connector & Wire Harness Connector

7. Reconnect the PDU pigtail wire connector (1) to the body wire harness connector (2) on the inside of the
D-pillar.
8. Reinstall the trim onto the inside of the left D-pillar (3). Refer to PANEL, D-PILLAR TRIM ,
INSTALLATION .
9. Remove the service support prop from the liftgate.
11. Perform the Power Liftgate Learn/Relearn Cycle standard procedure. Refer to STANDARD
PROCEDURE.
LATCH, LIFTGATE
DESCRIPTION
DESCRIPTION
Fig. 10: Latch Assembly, Actuator Motor & Connector

Vehicles equipped with an optional power liftgate are equipped with a unique latch assembly (3) that performs
the same function as a manual liftgate latch, but includes a Direct Current (DC) electric cinch and release
actuator motor (1). This latch also includes three integral switches: a sector switch, a secondary ratchet switch
and a primary ratchet switch. The primary ratchet switch also provides the liftgate ajar signal from the power
liftgate latch.
Only the lower latch housing is visible on the lower center of the liftgate shut face, where the latch is secured
with three screws. The remainder of the latch mechanism extends upward into the interior of the liftgate shell,
where it is concealed between the liftgate outer panel and the lower liftgate trim panel. An integral pigtail wire
harness and connector (2) connects the latch to the vehicle electrical system through a dedicated take out and
connector of the liftgate wire harness.
The power liftgate latch cannot be repaired. If the latch mechanism, the actuator motor or any one of the three
latch switches is damaged or ineffective, the entire power liftgate latch unit must be replaced.
OPERATION
OPERATION
The power cinching liftgate latch actuator motor (cinch/release motor) provides the torque required to close the
liftgate from the secondary to the primary closed and latched position. The actuator also releases the liftgate
from the primary closed and latched position to the fully unlatched and movable position. The actuator motor
includes a small drive gear that meshes with the internal gear mechanism of the latch assembly to drive the latch
and perform the power cinch and release functions.
The latch actuator is controlled by the Power LiftGate Module (PLGM) (also known as the Power LiftGate/PLG
control module), which controls the cinch and release functions and limits actuator current draw to protect the
assembly. The PLGM also monitors the latch and latch pawl positions through hard wired inputs from the
sector, primary ratchet and secondary ratchet switches integral to the latch. If the power liftgate pinch sensors
are damaged or ineffective, the PLGM will disable the cinching function of the latch.
Following every cinch or release sequence, the power liftgate latch will return to a home or neutral position. If
for any reason the latch is unable to return to the home position, the PLGM will sense this through the integral
latch switch inputs and prevent the latch from releasing. If this condition exists, activation of the power liftgate
using the front or rear switches, the exterior handle or the Remote Keyless Entry (RKE) FOB with Integrated
Key (FOBIK) will result in a short, audible beep tone being issued from the power liftgate chime. This indicates
that the Power Liftgate Latch Homing standard procedure must be performed. Refer to LATCH, LIFTGATE ,
STANDARD PROCEDURE.
The hard wired input and output circuits of the power liftgate latch may be diagnosed using conventional
methods will not prove conclusive in the diagnosis of the electronic controls that provide some features of the
power liftgate system. The most reliable, efficient and accurate means to diagnose the power liftgate latch or the
electronic controls related to operation of the power liftgate system requires the use of a diagnostic scan tool.
STANDARD PROCEDURE
POWER LIFTGATE LATCH HOMING
Following every power liftgate cinch or release sequence, the latch returns to a home or neutral position. If for
any reason the latch is unable to return to the home position, the Power LiftGate Module (PLGM) (also known
as the Power LiftGate/PLG control module) will sense this through hard wired inputs from the sector, primary
ratchet and secondary ratchet switches integral to the latch and prevent the latch from releasing. If this condition
exists, activation of the power liftgate using the front or rear switches, or the Remote Keyless Entry (RKE) FOB
with Integrated Key (FOBIK) will result in a short, audible beep tone being issued from the power liftgate
chime. This indicates that it is necessary to perform a latch homing routine. Latch homing in many cases can be
initiated by pulling on the exterior liftgate handle. If unsuccessful, then a diagnostic scan tool must be used to
run a routine that allows the latch to be returned to the home position as follows:
1. Connect a diagnostic scan tool to the Data Link Connector (DLC).

2. Follow the programming steps outlined in the diagnostic scan tool for Latch Home Position Test under
the PLGM/Power LiftGate Module menu item.
3. If the Latch Home Position Test is unsuccessful, disconnect the battery for 60 seconds. Reconnect the
battery, then lift the outside liftgate handle and hold it for at least 20 seconds to actuate the handle switch.
4. If the liftgate latch still does not release, use the diagnostic scan tool to select Actuators and Latch
Motor Release Direction . This will drive the latch motor for longer than actuating the outside handle
switch.
5. If driving the latch motor using the Latch Motor Release Direction works to release the latch, perform
the Latch Home Position Test again before returning the vehicle to the owner. If driving the latch motor
using the Latch Motor Release Direction does not work to release the latch, use the Power Liftgate
Latch Manual Override standard procedure to open the liftgate and continue the diagnosis as required.
Refer to LATCH, LIFTGATE , STANDARD PROCEDURE.
POWER LIFTGATE LATCH MANUAL OVERRIDE
Fig. 11: View Of Power Liftgate Latch Assembly

NOTE: If the power liftgate latch (1) latch release function becomes inoperative, it may
be released manually by operating the manual latch release lever (3). If the
power liftgate latch cinch release function becomes inoperative, it may be
overridden by pushing downward on the manual cinch override lever (2).
1. Remove the access cover from the center of the lower liftgate trim panel.
2. Reach around to the rearward face of the latch assembly to access and manually actuate the appropriate
release lever for the current latch condition.
REMOVAL
REMOVAL
Fig. 12: Liftgate, Screws & Liftgate Latch, Connector, Wire Harness
1. Open the liftgate.

3. Remove the lower trim panel from the inside of the liftgate (2). Refer to PANEL, TRIM , REMOVAL .
4. Remove the three screws (5) that secure the power liftgate latch (1) to the lower shut face of the liftgate.
5. Disconnect the connector (4) of the liftgate wire harness (3) from the pigtail wire connector of the latch.
6. Remove the latch from the inside of the liftgate.
INSTALLATION
INSTALLATION
Fig. 13: Liftgate, Screws & Liftgate Latch, Connector, Wire Harness
1. Position the power liftgate latch (1) into the inside of the liftgate (2).
2. Reconnect the connector (4) of the liftgate wire harness (3) to the pigtail wire connector of the latch.
3. Loosely install the screw (5) into the right rear mounting hole that secures the latch to the lower shut face
of the liftgate.
4. Install and tighten the two screws into the front mounting holes that secure the latch to the liftgate.
Tighten the screws to 12 N.m (106 in. lbs.).
5. Tighten the left rear latch mounting screw to 12 N.m (106 in. lbs.).
6. Reinstall the lower trim panel onto the inside of the liftgate. Refer to PANEL, TRIM ,
INSTALLATION .
8. Perform the Power Liftgate Learn/Relearn Cycle standard procedure. Refer to STANDARD
PROCEDURE.
SENSOR, PINCH
DESCRIPTION
DESCRIPTION
Fig. 14: Two Pinch Sensors, Five Plastic Clips, Wire And Connector & Grommet
Vehicles equipped with an optional power operated liftgate system use two pinch sensors (1) (also known as
anti-pinch sensors). One sensor is located on each side jamb of the liftgate, extending from the belt line to just
below the liftgate header. Externally, these pinch sensors appear very similar to a synthetic rubber weather strip
that is secured by five plastic clips (2) to the side jamb of the liftgate. However, internally each pinch sensor has
two electrically conductive membranes (also known as tape switches), a diagnostic resistor and a plastic carrier.
The right side pinch sensor also contains a thermistor.
Each pinch sensor has a short pigtail wire and connector (4) that exits through a grommet (3) on the lower end
of the inboard side of each unit and passes through a dedicated hole in the side jamb of the liftgate near the belt
line into the interior of the liftgate. Concealed within the liftgate each sensor is connected to the vehicle
electrical system through a dedicated take out and connector of the liftgate wire harness.
A pinch sensor cannot be adjusted or repaired. If damaged or ineffective, the entire sensor unit must be
replaced.
OPERATION
OPERATION
The two pinch sensors (also known as anti-pinch sensors) are tactile sensors that are able to react to the slightest
pressure. They are used to provide additional protection against vehicle damage or personal injury caused by
obstructions between the liftgate and the liftgate opening of the vehicle. The interior of each sensor contains two
electrically conductive polymer material membranes that will close a circuit when the sensor is contacted.
During a close cycle of the power liftgate, if either of the two pinch sensors come in contact with an obstacle,
the pinch sensor circuit is closed. The closed sensor circuit provides a sense input to the Power LiftGate Module
(PLGM) (also known as the Power LiftGate/PLG control module) indicating there is an obstruction in the path
of the closing liftgate. The PLGM will then stop the liftgate close cycle immediately and return the liftgate to
the full open position.
The thermistor integral to the right pinch sensor provides a temperature sense input that allows the PLGM to
monitor and compensate for extreme temperature conditions and provide proper power liftgate operation. This
temperature sense input is only provided when the pinch sensor is an open circuit because, when the sensor is a
closed circuit, the thermistor is shorted. As the outside temperature increases, the resistance reading decreases.
As temperature decreases, the resistance reading increases.
The pinch sensors are wired in series with the PLGM, so if either pinch sensor becomes a closed or shorted
circuit the module will act as though both sensors are closed circuits. Each sensor also contains a diagnostic
resistor, which allows the PLGM to diagnose a problem in the pinch sensor circuits and store a Diagnostic
Trouble Code (DTC) for any problem it detects.
The hard wired input and output circuits of the power liftgate pinch sensors may be diagnosed using
communication that provide some features of the power liftgate system. The most reliable, efficient and
accurate means to diagnose the power liftgate pinch sensors or the electronic controls and communication
related to operation of the power liftgate system requires the use of a diagnostic scan tool. Refer to the

SENSOR
WARNING: To avoid serious or fatal injury during testing of pinch sensor operation,
use extreme caution to keep away from the closing liftgate.
To verify power liftgate system pinch sensor operation:
1. Cycle the power liftgate through two complete Open and Close cycles. During each of the Close cycles,
while the liftgate is in mid-travel, depress one of the pinch sensors using a yardstick so as to keep hands
from between the liftgate opening and the liftgate. The Power LiftGate Module (PLGM) (also known as
the Power LiftGate/PLG control module) should halt the Close cycle and reverse the liftgate to the fully
open position when a pinch sensor is depressed. Repeat the test for the second pinch sensor. If not OK,
proceed to the next Step.
2. Remove the lower trim from the inside of the liftgate to access and disconnect the pinch sensor pigtail
wire connectors from the liftgate wire harness. Using an ohmmeter, check the resistance between the two
pins of each pinch sensor pigtail wire connector. When the sensor is depressed (contacts are closed), the
resistance should be 300 ohms maximum. When the pinch sensor is released (contacts are open) the
resistance should be 10, 000 ohms minimum. If not OK, replace the ineffective pinch sensor.
THERMISTOR
The thermistor portion of the right pinch sensor provides a temperature sense input to the Power LiftGate
Module (PLGM) (also known as the Power LiftGate/PLG control module). The temperature input is only
provided when the pinch sensor is in a non-pinched (contacts are open) condition. When the pinch sensor
contacts are closed (sensor is pinched) this input is unavailable because the thermistor is shorted. Remove the
lower trim from the inside of the liftgate to access and disconnect the right pinch sensor pigtail wire connector
from the liftgate wire harness. Refer to the Right Pinch Sensor Thermistor Resistance table and check
between the two terminals of the sensor connector for the proper thermistor resistance at the listed temperatures.
If the sensor fails this test, replace the right pinch sensor unit.
RIGHT PINCH SENSOR THERMISTOR RESISTANCE

TEMPERATURE RESISTANCE
0°C (32°F) 29330 - 35990 ohms
25°C (77°F) 9120 - 10880 ohms
40°C (104°F) 4900 - 5750 ohms
REMOVAL
REMOVAL
Fig. 15: Liftgate, Pigtail Wire Connector, Harness Connector & Pinch Sensor
1. Open the liftgate (2).

3. Remove the lower trim from the liftgate inner panel. Refer to PANEL, TRIM , REMOVAL .
4. Reach through the access hole in the liftgate inner panel to access and disconnect the pinch sensor pigtail
wire connector (4) from the liftgate wire harness connector (3).
5. Disengage the five plastic retainers of the pinch sensor (1) from the liftgate shut face.
6. Disengage the pigtail wire grommet on the lower end of the pinch sensor from the clearance hole in the
liftgate shut face.
7. While guiding the pigtail wire out through the clearance hole, remove the pinch sensor from the liftgate.
INSTALLATION
INSTALLATION
Fig. 16: Liftgate, Pigtail Wire Connector, Harness Connector & Pinch Sensor
1. While guiding the pinch sensor pigtail wire and connector (4) through the clearance hole in the liftgate (2)
shut face, position the sensor to the liftgate.
2. Engage the pigtail wire grommet on the lower end of the pinch sensor into the clearance hole in the
liftgate shut face.
3. Engage the five plastic retainers of the pinch sensor (1) to the holes in the liftgate shut face.
4. Reach through the access hole in the liftgate inner panel to access and reconnect the pinch sensor pigtail
wire connector to the liftgate wire harness connector (3).
5. Reinstall the lower trim onto the liftgate inner panel. Refer to PANEL, TRIM , INSTALLATION .
SWITCH, D-PILLAR
DESCRIPTION
DESCRIPTION
Fig. 17: Power Liftgate Switch, Push Button, Snap Features & Connector Receptacle
The rear power liftgate switch (1) (also known as the D-pillar switch) is located on the left quarter trim panel, in
a mounting hole bezel located between the left rear inner wheel housing and the D-pillar. This switch has a
single momentary push button (2) and is used to provide a Close request to the Power LiftGate Module
(PLGM).
The switch is constructed of molded plastic and the push button has a smooth, concave face with an
International Control and Display Symbol icon for Liftgate Release or Liftgate Open applied to it. The switch
housing is secured within the receptacle on the back of the switch mounting bezel by two snap features (4)
integral to each side of the switch housing. The top of the switch housing has an integral spline (3) that ensures
proper switch orientation when it engages a keyway integral to the switch bezel receptacle.
The bottom of the switch housing has an integral connector receptacle (5) containing terminal pins that connect
the switch to the vehicle electrical system through a dedicated take out and connector of the body wire harness.
The rear power liftgate switch cannot be repaired and, if ineffective or damaged, it must be replaced.
OPERATION
OPERATION
The rear power liftgate switch (also known as the D-pillar switch) is a momentary, push button actuated,
resistor multiplexed switch. The switch receives source voltage from the Power LiftGate Module (PLGM)
through an internal pull up on a power liftgate logic return circuit. The switch then provides a multiplexed
output to the PLGM on a liftgate switch rear signal circuit. The output to the PLGM indicates whether the
switch push button is depressed or released.
When the switch push button is depressed, it provides a Close request to the PLGM. If the push button is
depressed a second time, while the PLGM is in the process of closing the liftgate, the PLGM will automatically
reverse the liftgate to the full open position. This switch will NOT open the liftgate if it is already closed.
The rear power liftgate 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. However,
conventional diagnostic methods will not prove conclusive in the diagnosis of the power liftgate system or the
electronic controls and communication between other modules and devices that provide some features of the
power liftgate system. The most reliable, efficient, and accurate means to diagnose the power liftgate system or
the electronic controls and communication related to rear power liftgate switch operation requires the use of a
REMOVAL
REMOVAL
Fig. 18: Power Liftgate Switch, Bezel & Quarter Trim Panel

2. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the edges of the rear power
liftgate switch (2) bezel (3) away from the left quarter trim panel (1) far enough to disengage the two
integral latch features of the bezel from the quarter trim panel bezel opening.
3. Pull the switch and bezel unit away from the quarter trim panel far enough to access and disconnect the
body wire harness connector from the connector receptacle on the bottom of the switch.
Fig. 19: Bezel, Switch & Two Snap Features

4. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the sides of the switch receptacle
on the back of the bezel (1) away from the switch (2) far enough to release the two snap features (3) on
each side of the switch housing.
5. Remove the rear power liftgate switch from the receptacle on the back of the switch bezel.
INSTALLATION
INSTALLATION
Fig. 20: Bezel, Switch & Two Snap Features

1. Position the rear power liftgate switch (2) to the receptacle on the back of the switch bezel (1) being
certain to align the spline on the top of the switch housing with the keyway at the top of the receptacle.
2. Using hand pressure, press the switch firmly and evenly into the receptacle until the two snap features (3)
on each side of the switch housing snap into place and the switch is fully engaged in the receptacle.
Fig. 21: Power Liftgate Switch, Bezel & Quarter Trim Panel
3. Position the switch (2) and switch bezel (3) unit close enough to the bezel opening in the left quarter trim
panel (1) to access and connect the body wire harness connector to the connector receptacle on the bottom
of the switch housing.
4. Align the switch bezel to the quarter trim panel bezel opening and, using hand pressure, press the bezel
firmly and evenly into the opening until the two latch features integral to the back of the bezel are fully
engaged.
SWITCH, EXTERIOR HANDLE

DESCRIPTION
DESCRIPTION
Fig. 22: Power Liftgate Exterior Handle Switch, Latch Handle Assembly & Wire
The power liftgate exterior handle switch (2) is integral to a unique liftgate exterior latch handle assembly (3).
Externally the latch handle and the handle bezel or housing appear identical to the latch handle used without a
power liftgate option. However, within the liftgate the power liftgate handle includes the dedicated exterior
handle switch and it has no mechanical cables or linkage connecting it to the liftgate latch. The exterior handle
switch is mechanically actuated by the exterior latch handle, and is used to provide an Open request to the
Power LiftGate Module (PLGM).
The exterior handle switch is a micro switch. The switch housing is constructed of molded plastic and includes
a short pigtail wire (1) and connector. The switch housing is secured to one of the pivot stanchions on the back
of the handle bezel or housing. The switch pigtail wire and connector connect the switch to the vehicle electrical
system through a dedicated take out and connector of the liftgate wire harness.
The power liftgate exterior handle switch cannot be repaired or adjusted. If the switch is ineffective or damaged,
the entire liftgate exterior latch handle unit must be replaced.
OPERATION
OPERATION
The power liftgate exterior handle switch is a momentary, plunger actuated, resistor multiplexed micro switch.
The switch receives source voltage from the Power LiftGate Module (PLGM) through an internal pull up on a
power liftgate logic return circuit. The switch then provides a multiplexed output to the PLGM on a liftgate
switch MUX input 2 circuit. The output to the PLGM indicates whether the switch plunger is depressed or
extended. When the switch plunger is extended, it provides an Open request to the PLGM.
An exterior handle switch input to the PLGM will begin a power Open cycle of the liftgate if the liftgate is fully
closed when it occurs, will cancel a power Open cycle and put the power liftgate in manual operating mode if
the liftgate is already in a power Open cycle when it occurs, will reverse the liftgate to open if it occurs during a
power Close cycle, or may be used to home the latch as described in the Power Liftgate Latch Homing standard
procedure. Refer to LATCH, LIFTGATE , STANDARD PROCEDURE.
The power liftgate exterior handle switch as well as the hard wired inputs and outputs of the switch may be
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the power liftgate
system or the electronic controls and communication between other modules and devices that provide some
features of the power liftgate system. The most reliable, efficient, and accurate means to diagnose the power
liftgate system or the electronic controls and communication related to power liftgate exterior handle switch
REMOVAL
REMOVAL
Fig. 23: Liftgate, Exterior Handle, Two Nuts & Wire Connector

3. Remove the power liftgate latch from the liftgate (1) inner panel. Refer to LATCH, LIFTGATE ,
REMOVAL.
4. Disconnect the power liftgate exterior handle (3) switch pigtail wire connector (4) from the liftgate wire
harness connector.
5. Remove the two nuts (2) that secure the two studs on the back of the handle housing to the inside of the
liftgate outer panel.
6. From the outside of the liftgate, remove the power liftgate exterior handle and switch through the liftgate
outer panel latch handle pocket as a unit.
INSTALLATION
INSTALLATION
Fig. 24: Liftgate, Exterior Handle, Two Nuts & Wire Connector
1. Position the power liftgate exterior handle (3) and switch into the liftgate outer panel (1) latch handle
pocket as a unit. Be certain not to pinch the exterior handle switch pigtail wire (4) between the handle
housing and the liftgate outer panel.
2. Install and tighten the two nuts (2) that secure the two studs on the back of the handle housing to the
inside of the liftgate outer panel. Tighten the nuts securely.
3. Reconnect the power liftgate exterior handle switch pigtail wire connector to the liftgate wire harness
connector.
4. Reinstall the power liftgate latch onto the liftgate. Refer to LATCH, LIFTGATE , INSTALLATION.
SWITCH, OVERHEAD CONSOLE

DESCRIPTION
DESCRIPTION
Fig. 25: Front Power Liftgate Switch

The front power liftgate switch (2) (also known as the overhead console switch) is located in the forward switch
pod of the overhead console (1), between the two reading lamp switches. This switch has a single momentary
push button and is used to provide a toggling Open or Close request to the Power LiftGate Module (PLGM).
The switch is constructed of molded plastic and the push button has a smooth face with an International Control
and Display Symbol icon for Liftgate Release or Liftgate Open applied to it. The switch button has instrument
panel dimmer controlled Light Emitting Diode (LED) back lighting for night visibility.
The front power liftgate switch is integral to the overhead console switch pod assembly on the printed circuit
board for the overhead console. The switch cannot be repaired or adjusted and, if ineffective or damaged, the
entire overhead console unit must be replaced. Refer to CONSOLE, OVERHEAD, FRONT , REMOVAL .
OPERATION
OPERATION
The front power liftgate switch (also known as the overhead console switch) is a momentary, push button
actuated, resistor multiplexed switch. The switch has a path to ground at all times through an eyelet terminal
secured by a screw to the body sheet metal within the passenger compartment. The switch provides a
multiplexed output to the PLGM on a liftgate switch front signal circuit. The PLGM reads the switch output
through an internal pull up. The output to the PLGM indicates whether the switch push button is depressed or
released.
When the switch push button is depressed, it provides an Open or a Close request to the PLGM. The PLGM
interprets the request based upon the present status of the liftgate. If the monitored status of the liftgate is not
closed, the front switch input is interpreted as a Close request. If the status of the liftgate is not opened, the front
switch input is interpreted as an Open request. If the switch button is depressed a second time, while the PLGM
is in the process of opening or closing the liftgate, the PLGM will automatically reverse the liftgate to the full
open position.
The front power liftgate switch as well as the hard wired inputs and outputs of the switch may be diagnosed
conventional diagnostic methods will not prove conclusive in the diagnosis of the power liftgate system or the
electronic controls and communication between other modules and devices that provide some features of the
power liftgate system. The most reliable, efficient, and accurate means to diagnose the power liftgate system or
the electronic controls and communication related to front power liftgate switch operation requires the use of a
2011 ACCESSORIES AND EQUIPMENT Power Mirrors - Service Information - Grand Cherokee
Power Mirrors - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
Driver and passenger power operated outside rear view mirrors are standard factory-installed equipment. In
addition, automatic dimming rear view mirrors, both inside and a driver side outside are available as optional
equipment. The power mirror system for this vehicle includes the following major components, which are
described in further detail elsewhere in this service information:
 Automatic Dimming Rear View Mirrors - The optional automatic dimming inside rear view mirror is
secured to a mounting button on the inside of the windshield glass near the upper windshield opening
header. This is the same mounting button that is used for mounting the standard prismatic inside rear view
mirror. The optional automatic dimming outside rear view mirror is only available for the driver side
door. The automatic dimming outside rear view mirror is secured to the same mounting flag on the front
door panel and in the same manner that is used to mount the standard equipment outside rear view
mirrors.
 Front Door Control Modules - Vehicles that use the low current front door power switch configuration
also have a front door control module for each front door. The front door control modules are concealed
behind the door trim panels on the front door hardware module carrier. Refer to MODULE, DOOR ,
DESCRIPTION .
 Front Door Power Switch Modules - Front door power switch modules are used in both primary system
configurations: high current and low current. The outputs of the switches will identify the configuration
type being used. In the high current configuration the switch outputs are hard wired directly to the power
mirror, power window and power lock motors. In the low current configuration the switch outputs are
hard wired to the driver or passenger front door control modules, which then control the high current
outputs to the power mirror, power window and power lock motors. Refer to SWITCH, POWER
WINDOW , DESCRIPTION .
 Power Folding Mirror Switch - The power folding mirror switch is used only on vehicles manufactured
for certain export markets where power foldaway mirrors are required equipment. The power folding
mirror switch is integral to the driver front door power switch module located on the driver side front
door trim panel and is only serviced as a unit with the switch module.
 Power Mirror Switches - The power mirror system includes two selector switches and an adjuster
switch that are located on the driver front door trim panel and are only serviced as an integral part of their
respective driver front door power switch module. Refer to SWITCH, POWER WINDOW ,
DESCRIPTION .
 Power Outside Rear View Mirrors - Power outside rear view mirror units are mounted to the mirror
flag at the front belt line of each front door window opening. Many variations of both the driver and
passenger mirror are available, depending upon both trim and other optional equipment in the vehicle.
In the low current switch configuration, the front door power switch modules and the front door control
modules each contain a microprocessor and programming that allow them to communicate with each other
using a Local Interface Network (LIN) data bus. The front door control modules and the automatic dimming
inside rear view mirror each contain a microprocessor and programming that allow them to communicate with
each other, with other electronic modules in the vehicle and with a diagnostic scan tool connected to the 16-way
Data Link Connector (DLC) using the Controller Area Network (CAN) Interior High Speed (IHS) data bus.
Refer to COMMUNICATION , DESCRIPTION .
Hard wired circuitry connects the power mirror system components to each other through the electrical system
of the vehicle. These hard wired circuits are integral to several wire harnesses, which are routed throughout the
vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle
electrical system and to the power mirror 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 wiring information. The 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
OPERATION
OPERATION
POWER OPERATED OUTSIDE REAR VIEW MIRRORS
Fig. 1: Driver Front Door Power Switch Module

The power operated outside rear view mirrors are connected to battery current at all times. Each mirror head
contains two electric motors, two drive mechanisms, an electric heating element and the mirror glass. First, a
mirror selector switch button (2) is depressed in the driver door power switch module (1) to determine whether
the mirror adjuster switch (3) will have control over the right or left mirror. If the vehicle is equipped with the
high current door power switch module configuration, hard wired ground and battery current outputs to each
power mirror motor determine whether the horizontal or the vertical motor will be operated and the polarity of
those outputs control the direction in which the motor will move the drive unit and mirror glass.
Power mirror and mirror switch functionality is the same with the low current configuration; however, the
driver door power switch module sends power mirror switch status messages over the Local Interface Network
(LIN) data bus to the driver front door control module. The driver front door control module then controls the
high current outputs to the driver door mirror motors or sends electronic request messages over the Controller
Area Network (CAN) Interior High Speed (IHS) data bus to the passenger front door control module to control
high current outputs to the passenger door mirror motors.
The power mirror switch is diagnosed using a scan tool, refer to appropriate Electrical Diagnostic article.
AUTOMATIC DIMMING REAR VIEW MIRRORS
Fig. 2: Automatic Dimming Inside Rear View Mirror

An automatic dimming inside rear view mirror (1) is an available option. The automatic lighted dimming mirror
switch (3) allows the driver a manual control of whether the automatic dimming feature is operational. This
switch is a momentary push button switch located on the lower rearward-facing surface of the mirror housing.
When ON is selected, the switch illuminates to indicate that the automatic dimming mirror is turned ON. When
OFF is selected, the LED is extinguished. If the vehicle is equipped with an optional driver side automatic
dimming outside rear view mirror, the operation of that mirror is controlled by the same switch and inputs as the
inside rear view mirror.
The automatic dimming mirrors are able to automatically change their reflectance level. A thin layer of
electrochromic 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 both the inside and driver side outside
mirrors. This change in reflectance helps to reduce the glare of headlamps approaching the vehicle from the
rear.
The ambient photocell light sensor faces forward, to detect the outside light levels. The headlamp photocell
light sensor (2) is located on the mirror face to one side 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. The mirror also monitors the backup lamp circuit, and will automatically disable its
self-dimming feature whenever the transmission gear selector is in the REVERSE position.
MIRROR, AUTOMATIC DAY AND NIGHT

DESCRIPTION
DESCRIPTION
An automatic dimming (day and night) inside rear view mirror is an available factory-installed option for this
vehicle. Vehicles equipped with the automatic dimming inside rear view mirror are also available with an
optional factory-installed automatic dimming outside rear view mirror for the driver side of the vehicle. In
vehicles so equipped, this system will automatically change the reflectance of the inside and driver side outside
rear view mirrors to protect the driver from the unwanted headlight glare of trailing vehicles while driving at
night. Following are general descriptions of this optional equipment.
INSIDE
Fig. 3: Inside Rear View Mirror, Two Photocell Light Sensors, Lighted Mirror Switch & Mirror
Connector Receptacle
The automatic dimming inside rear view mirror (1) is able to automatically change its reflectance. The
automatic dimming inside rear view mirror system is a completely self-contained unit that replaces the standard
equipment manual prismatic inside rear view mirror. The two layers of conductive mirror glass with a thin layer
of electrochromic material between them, the lighted mirror switch (3), two photocell light sensors (2), the
mirror connector receptacle (4) and the electronic mirror control circuitry are all self-contained within the inside
rear view mirror housing.
The automatic dimming mirror is secured to the same mounting button on the inside of the windshield glass and
in the same manner that is used to mount the standard equipment manual prismatic mirrors. The mirror is
connected to the vehicle electrical system through a dedicated take out and connector of the overhead wire
harness. The automatic dimming inside rear view mirror receives battery current through a fused ignition switch
output (run-start) circuit and a fuse in the Totally Integrated Power Module (TIPM), and will only operate when
the ignition switch is in the ON or START positions.
The automatic dimming inside rear view mirror sensitivity cannot be repaired or adjusted. If any component of
this unit is ineffective or damaged, the entire inside rear view mirror unit must be replaced. For service
procedures, refer to MIRROR, REARVIEW , REMOVAL and MIRROR, REARVIEW ,
INSTALLATION .
OUTSIDE
The automatic dimming driver side outside rear view mirror is able to automatically change its reflectance. The
automatic dimming outside rear view mirror replaces the standard equipment outside rear view mirror. The two
layers of conductive mirror glass with a thin layer of electrochromic material between them is contained within
the outside rear view mirror glass case. However, this mirror relies upon the photocells and mirror control
circuitry of the automatic dimming inside rear view mirror to control its reflectance.
The automatic dimming outside rear view mirror is secured to the same mounting flag on the front door panel
and in the same manner that is used to mount the standard equipment outside rear view mirrors. The mirror is
connected to the vehicle electrical system through a dedicated take out and connector of the front door wire
harness. The automatic dimming circuitry of the outside rear view mirror receives current through auto
day/night mirror feed (+) and return (-) circuits from the inside rear view mirror, and will only operate when the
ignition switch is in the ON or START positions.
The automatic dimming outside rear view mirror sensitivity cannot be repaired or adjusted. If any component of
this unit is ineffective or damaged, the entire outside rear view mirror unit must be replaced. For service
procedures, refer to MIRROR, OUTSIDE REARVIEW , REMOVAL and MIRROR, OUTSIDE
REARVIEW , INSTALLATION .
OPERATION
OPERATION
Both the inside and outside automatic dimming mirrors receive battery current through a fused ignition switch
output (run/start) circuit and fuse in the Totally Integrated Power Module (TIPM), and will only operate when
the ignition switch is in the ON or START positions.
INSIDE
The lighted switch on the automatic dimming inside rear view mirror provides the vehicle operator with a
manual control of whether the automatic dimming feature is operational. When AUTO is selected, the mirror
switch is illuminated. However, if the mirror is turned OFF manually, the mirror switch illumination is
extinguished. However, the mirror will always turn back ON by default at the onset of a new ignition ON cycle.
The automatic dimming mirror circuitry also senses the backup lamp circuit, and will automatically disable its
self-dimming feature whenever the transmission gear selector is in the REVERSE position.
The ambient photocell sensor of the mirror faces forward, to detect the outside light levels through the
windshield glass. A second headlamp photocell sensor is located in the upper right quadrant of the mirror face,
to detect the light level received at the rear window side of the mirror. When the mirror control circuitry detects
that the difference between the two sensed light levels has become 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. A thin layer of
electrochromic material between two pieces of conductive glass make up the face of the mirror.
On vehicles equipped with an optional driver side automatic dimming outside rear view mirror, the signal to
control the dimming of that mirror is generated by the automatic dimming inside rear view mirror circuitry.
That signal is then delivered to the driver side outside rear view mirror on two hard wired circuits.
OUTSIDE
The driver side automatic dimming outside mirror is operated by the same controls and circuitry as the
automatic inside rear view mirror. When the automatic inside rear view mirror is switched ON or OFF, the
automatic dimming outside mirror is likewise switched ON or OFF. Just as in the automatic inside rear view
mirror, a thin layer of electrochromic material between two pieces of conductive glass make up the face of the
automatic dimming outside mirror. However, the signal to control the dimming of the outside mirror is
generated by the automatic dimming inside rear view mirror control circuitry based upon the inputs from the
two photocell sensors integral to the inside mirror. That signal is then delivered to the driver side outside rear
view mirror on two hard wired circuits.
AUTOMATIC DIMMING MIRRORS
For complete circuit diagrams, refer to the appropriate wiring information. The wiring information includes
1. Check the fused ignition switch output (run/start) fuse in the Totally Integrated Power Module (TIPM). If
OK, refer to 2. If not OK, repair the shorted circuit or component as required and replace the ineffective
fuse.
2. Turn the ignition switch to the ON position. Check for battery voltage at the fused ignition switch output
(run/start) fuse in the TIPM. If OK, refer to 3. If not OK, repair the open fused ignition switch output
(run/start) circuit to the run-start relay in the TIPM as required.
3. Disconnect the overhead wire harness connector from the automatic dimming inside rear view mirror.
Check for battery voltage at the fused ignition switch output (run-start) circuit cavity of the overhead wire
harness connector for the mirror. If OK, refer to 4. If not OK, repair the open fused ignition switch output
(run/start) circuit to the fuse in the TIPM as required.
4. Turn the ignition switch to the OFF position. Check for continuity between the ground circuit cavity of
the overhead wire harness connector for the automatic dimming inside rear view mirror and a good
ground. There should be continuity. If OK, refer to 5. If not OK, repair the open circuit to ground as
required.
5. 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 overhead wire harness connector for the automatic dimming inside rear view mirror. If OK,
reconnect the overhead wire harness connector to the mirror and, refer to 6. If not OK, repair the open
backup lamp switch output circuit as required.
6. Place the transmission gear selector lever in the NEUTRAL position. Place the automatic dimming inside
rear view mirror switch in the ON (green LED indicator illuminated) position. Cover the forward facing
ambient photocell light sensor to keep out any ambient light.
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 light sensor. The automatic dimming mirror
glass should darken within 2 minutes if testing for the first time. For an immediate response, turn the
mirror switch to the OFF position and back to the ON position with the forward-facing ambient light
sensor still covered. This defeats the daylight detection logic of the mirror. If OK, refer to 8. If not OK,
replace the ineffective mirror unit.
8. With the mirror darkened, place the transmission gear selector lever in the REVERSE position. The
automatic dimming mirror glass should return to its normal reflectance. If not OK, replace the ineffective
mirror unit.
BENCH TESTING
Bench testing of both the inside and the driver side outside mirrors can be done if proper care is exercised.
Connect the inside mirror ground terminal pin to ground and the fused ignition switch output (run-start)
terminal pin to 12 volts. The inside mirror can now be tested by completely blocking the ambient photocell
(forward-facing) light sensor and shining a light into the headlight photocell (rearward-facing) light sensor.
CAUTION: In the following test, 1.2 volts is applied to the outside mirror dimming
circuits. DO NOT apply 12 volts to these circuits or the mirror dimming
circuitry will be damaged and require replacement.
For an outside mirror, there are two pigtail wire circuits (auto day/night mirror plus and auto day/night mirror
minus) that are normally controlled by the outputs from the inside mirror circuitry. Applying 1.2 volts to these
two circuits should cause the outside mirror glass to darken. If the mirror glass does not darken, the entire
mirror glass and case assembly can be replaced just as it is when the glass has been broken. Refer to MIRROR,
OUTSIDE REARVIEW , REMOVAL or MIRROR, OUTSIDE REARVIEW, GLASS , REMOVAL .
MIRROR, OUTSIDE REARVIEW

DESCRIPTION
DESCRIPTION
Fig. 4: Power Operated Outside Rear View Mirrors

The power operated outside rear view mirrors (1) allow the driver to adjust both mirrors electrically from the
driver seat position by operating switches integral to the power switch module on the driver side front door trim
panel. The power outside mirrors operate on non-switched battery current received through a fuse in the Totally
Integrated Power Module (TIPM) so that the mirrors remain operational, regardless of the ignition switch
position.
Each power mirror housing contains two electric motors, two drive mechanisms, the mirror glass case and the
mirror glass (2). One motor and drive controls mirror up-and-down (vertical) movement, and the other controls
right-and-left (horizontal) movement. Vehicles manufactured for certain export markets also have a power
folding mirror option. These mirrors include a third motor and drive mechanism that allow the mirror to be
folded inward and outward from the driver seat position for additional clearance through narrow passages or in
tight parking spaces.
A memory system that automatically positions the driver power mirror for two different drivers is an available
option. With the memory system, the driver side mirror head also contains two position potentiometers. One
position potentiometer monitors the vertical mirror motor, and the other monitors the horizontal mirror motor.
The standard equipment mechanically folding or the optional power folding, power operated outside rear view
mirrors are also electrically heated. The mirror heater only operates when the ignition switch is in the ON
position and the rear window defogger switch is turned ON. When the rear window defogger switch is in the
ON position, electric heater grids on the rear window glass and behind both outside rear view mirror glasses are
energized. These electric heater grids produce heat to help clear the rear window glass and outside rear view
mirrors of ice, snow, or fog. Refer to DESCRIPTION .
On vehicles equipped with the optional automatic dimming inside rear view mirror, an optional driver side
automatic dimming outside rear view mirror that darkens the mirror to reduce the glare of bright lights
approaching the vehicle from behind is available. This mirror is controlled an output of the automatic dimming
inside rear view mirror. Like the automatic dimming inside rear view mirror, a thin layer of electrochromic
material between two pieces of conductive glass make up the face of the mirror glass. Refer to MIRROR,
AUTOMATIC DAY AND NIGHT , DESCRIPTION.
An optional integrated turn signal mirror is also available that includes a Light Emitting Diode (LED) turn
signal module integrated into the lower forward facing surface of each outside rear view mirror. Refer to
DESCRIPTION .
On vehicles equipped with the optional Blind Spot Monitor (BSM) system, a Light Emitting Diode (LED)
display unit is concealed behind the outside rear view mirror glass. This unit illuminates an amber triangle icon
through the lower edge of the mirror glass to give the vehicle operator an indication that an object has been
detected by the BSM system. Refer to DESCRIPTION .
The power outside rear view mirror unit cannot be repaired. Only the LED turn signal modules and the mirror
glass and glass case are serviced separately. If any other component of the power mirror unit is ineffective or
damaged, the entire power mirror unit must be replaced, refer to MIRROR, OUTSIDE REARVIEW ,
REMOVAL and MIRROR, OUTSIDE REARVIEW , INSTALLATION .
OPERATION
OPERATION
contains two electric motors, two drive mechanisms, an electric heating element and the mirror glass. If the
vehicle is equipped with the high current door power switch module configuration, hard-wired ground and
battery current outputs to each power mirror motor determine whether the horizontal or the vertical motor will
be operated and the polarity of those outputs control the direction in which the motor will move the drive unit
and mirror glass.
Power mirror and mirror switch functionality is the same with the low current configuration; however, the
driver door power switch module sends power mirror switch status messages over the Local Interface Network
(LIN) data bus to the driver front door control module. The driver front door control module then controls the
high current outputs to the driver door mirror motors or sends electronic request messages over the Controller
Area Network (CAN) Interior High Speed (IHS) data bus to the passenger front door control module to control
high current outputs to the passenger door mirror motors.
The standard equipment power outside rear view mirrors are electrically heated. In the high current door power
switch module configuration, the heater grid behind each mirror glass is energized whenever the rear window
defogger relay is energized by the Totally Integrated Power Module (TIPM) in response to electronic defogger
switch status messages received over the CAN data bus from the A/C-heater control. In the low current door
power switch configuration each front door control module responds to the electronic defogger switch status
messages received over the CAN data bus from the A/C-heater control to control the high current output to the
heater grid of the mirror on the same door as appropriate.
On vehicles equipped with the optional driver side automatic dimming outside rear view mirror, the mirror
reflectance is controlled by the driver front door control module based upon hard-wired inputs received from the
automatic dimming inside rear view mirror. On vehicles equipped with the optional signal mirrors, the turn
signal Light Emitting Diode (LED) module in each mirror is controlled by the front door control module on the
same door based upon electronic request messages received over the CAN data bus from the TIPM.
Vehicles manufactured for certain export markets are equipped with a power folding mirror option that includes
another motor and drive unit in each outside mirror and a power folding mirror switch button located between
the right and left power mirror selector buttons in the driver door power switch module. Each time the
momentary power folding mirror switch button is depressed, both outside rear view mirrors are cycled from
folded to unfolded, or from unfolded to folded. If the vehicle is equipped with the optional memory system, the
driver side mirror head also contains both a horizontal and a vertical motor position sensor. When the memory
set procedure is carried out, the memory module learns the outputs of the mirror position sensors so that those
positions can be recalled later.
If the vehicle is equipped with the optional Blind Spot Monitor (BSM) system, an LED display unit behind the
lower edge of each mirror glass illuminates an amber triangle to indicate to the vehicle operator that an object
has been detected by the BSM system. The BSM LED display is controlled by the front door control modules
based upon electronic messages received from the BSM control module over the CAN data bus.
SWITCH, MIRROR
DESCRIPTION
DESCRIPTION
Fig. 5: Driver Front Door Power Switch Module

The power mirror system includes two selector switches (2) and an adjuster switch (3) that are located on the
driver front door trim panel and are only serviced as an integral part of the driver front door power switch
module (1). Refer to SWITCH, POWER WINDOW , REMOVAL and SWITCH, POWER WINDOW ,
INSTALLATION .
OPERATION
OPERATION
contains two electric motors, two drive mechanisms, an electric heating element and the mirror glass. A mirror
selector switch button is depressed in the driver door power switch module to determine whether the mirror
adjuster switch will have control over the right or left mirror.
The driver door power switch module sends power mirror switch status messages over the Local Interface
Network (LIN) data bus to the driver front door control module. The driver front door control module then
controls the high current outputs to the driver door mirror motors or sends electronic request messages over the
Controller Area Network (CAN) Interior High Speed (IHS) data bus to the passenger front door control module
to control high current outputs to the passenger door mirror motors.
SWITCH, POWER FOLDAWAY MIRROR

DESCRIPTION
DESCRIPTION
Fig. 6: Driver Door Power Switch Module

Vehicles manufactured for certain export markets where it is required, are equipped with power foldaway
outside rear view mirrors. Vehicles equipped with these power foldaway mirrors have a dedicated power
folding mirror switch and switch button (2) identified by an International Standards Organization (ISO) icon.
This switch button is located between the power mirror switch selector buttons just below the power mirror
adjusting switch button. The power folding mirror switch is integral to the driver door power switch module (1)
as are the other power mirror, window and lock switches.
The power folding mirror switch cannot be repaired and, if ineffective or damaged, it must be replaced as a unit
with the driver door power switch module. Refer to SWITCH, POWER WINDOW , REMOVAL and
SWITCH, POWER WINDOW , INSTALLATION .
2011 ACCESSORIES AND EQUIPMENT Power Seats - Service Information - Grand Cherokee
Power Seats - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
NOTE: Driver seat shown in illustration. Front passenger seat similar.
POWER SEAT SYSTEM
The power seat system allows the driver and front seat passenger (when equipped) to electrically adjust their
seating positions using the power seat switches located on the outboard seat cushion side shield.
The standard driver and available passenger side eight-way power seat includes a six-way adjustable seat
cushion track and two-way power seat back, along with and a four-way power lumbar support. The power seats
can be electrically adjusted forward, rearward, up and down, seat front only up and down, recliner forward and
rearward and lumbar support in, out, up and down. A memory driver seat option is available that automatically
positions the driver power seat for two different operators.
An optional passenger side six-way power seat is also available. This seat includes a six-way adjustable seat
cushion track, along with a four-way power lumbar support and a manual recline and fold flat feature. The
optional power passenger seat can be electrically adjusted forward, rearward, up and down, seat front only up
and down and lumbar support in, out, up and down.
The power seating system is also available with heated and ventilated seat options. Refer to DESCRIPTION .
Fig. 1: Front Tilt Motor, Rear Tilt Motor & Fore/Aft Motor
The power seat contains reversible motors that are connected to worm-drive gearboxes that move the seat
through a combination of screw-type drive units. On vehicles equipped with non-memory power seats, each
motor contains a self-resetting circuit breaker to protect it from overload. On vehicles equipped with memory
seat, the motor overload protection is a function of the Memory Seat Module (MSM). Consecutive or frequent
resetting of the circuit breakers may damaged the motors.
The power seat track for this vehicle includes the following:
 Front Tilt Motor (1) - located on the front of the seat track.
 Rear Tilt Motor (2) - located on the front of the seat track.
 Fore/Aft Motor (3) - located on the rear of the seat track.
Fig. 2: Lumbar Motors & Recliner Motor

The power seat back for this vehicle includes the following:
 Lumbar Motors (1 and 3) - two motors located on the power lumbar mechanism, in seat back frame.
 Recliner Motor (2) - located on the power recline mechanism, on the side of the seat back frame.
Fig. 3: Lumbar Switch & Seat Position Switch

The power seat system for this vehicle can include the following switches:
 Lumbar Switch (1) - located at the front of the outboard seat cushion trim panel. The power lumbar
switch is a four-way rocker type switch. Lumbar support can be increased and decreased, and the support
area can be lowered or raised for added driver comfort.
 Seat Position Switch (2) - located at the center of the outboard seat cushion trim panel. Vehicles may be
equipped with driver only, or driver and passenger power seats. One seat switch is used for each front
seat. The power seat switches are paddle-type levers. Movement of the seat cushions and backs mimics
the action of the switch paddles. The driver power seat switch type (memory or non-memory) can be
identified by the color of the switch electrical connector receptacle. Memory switches have a light gray
connector receptacle and non-memory have a black receptacle.
 Memory Switch - located on the driver door trim panel (when equipped). The memory driver seat option
automatically positions the power seat for two different drivers. For more information, refer to
MEMORY SEAT SYSTEM.
MEMORY SEAT SYSTEM

Fig. 4: Memory Switch & Driver Door Trim Panel

An electronic memory seat system is available on certain models. The memory seat system is able to store and
recall all driver side power seat positions, driver side power rear view mirror position and power steering
column position, when equipped. The system can be set for two different drivers. On vehicles with a factory
installed radio connected to the Controller Area Network (CAN) bus, the memory system is also able to store
and recall up to twenty radio station presets for two drivers (ten AM and ten FM). The memory system also will
store and recall the last station listened to for each driver, even if it is not one of the twenty preset stations.
The memory system will automatically recall all of these settings when a button of the memory switch (1)
located on the driver door trim panel (2) is pressed, or when the doors are unlocked using a FOBIK transmitter
(if enabled). If the vehicle has more than two drivers the FOBIK transmitter recall of memory features can be
disabled. This is a customer programmable feature of the EVIC.
The memory system also has a customer programmable easy exit feature. When the ignition switch is turned
off, the driver seat will move rearward 55 millimeters (2.2 inches) or to the end of its travel, whichever occurs
first.
The memory system includes the following components:
 Automatic Temperature Control (ATC) - located in the center of the instrument panel.
 Driver Door Module (DMM) - located in the driver door, behind the trim panel.
 FOBIC Transmitter - located in each key fob.
 Hall Effect Sensors - Drivers Mirror - located in the two drivers side view mirror motors. This hall
effect sensor is used to provide a reference signal to the memory seat module, letting the module know
the exact position of the mirror.
 Hall Effect Sensors - Seat Track - located in each of the power seat track motors. They are used to
provide a reference signal to the memory seat module, letting the module know the exact position of the
seat and recliner.
 Hall Effect Sensors - Steering Column - located in the two steering column motors. They are used to
provide a reference signal to the memory seat module, letting the module know the exact position of the
column.
 Memory Seat Module (MSM) - located underneath the driver seat.
 Memory Seat Switch - located in the driver door trim panel.
 Passenger Door Module (PDM) - located in the passenger door, behind the trim panel.
 Radio - located in the center of the instrument panel.
 Wireless Ignition Node (WIN) - located in the instrument panel.
Certain functions and features of the memory system rely upon resources shared with other electronic modules
in the vehicle over the CAN bus. The CAN bus allows the sharing of sensor information. This helps to reduce
wire harness complexity, internal controller hardware, and component sensor current loads. At the same time,
this system provides increased reliability, enhanced diagnostics, and allows the addition of many new feature
capabilities. A scan tool is required for diagnosis of these electronic modules or the CAN bus, refer to
appropriate Electrical Diagnostic article.
OPERATION
OPERATION
POWER SEAT SYSTEM
The power seat system receives battery current through a fuse in the Totally Integrated Power Module (TIPM)
and remains operational, regardless if the vehicle is running or not.
When a power seat switch is actuated, a battery feed and a ground path are applied through the power seat
switch contacts to the appropriate motor or motors. The motor and drive unit operate to move the seat in the
selected direction until the switch is released, or until the travel limit of the power seat track is reached. When
the switch is moved in the opposite direction, the battery feed and ground path to the motor is reversed through
the switch contacts. This causes the motor to run in the opposite direction.
The fore/aft power seat motor cannot be adjusted or repaired. If the fore/aft power seat motor is inoperative or
damaged, the entire seat track assembly must be replaced.
The power recliner motor cannot be adjusted or repaired. If the power recliner motor is inoperative or damaged,
the entire seat back frame assembly must be replaced.
MEMORY SEAT SYSTEM
The Memory Seat Module (MSM) receives battery current through fuse in the Totally Integrated Power Module
(TIPM) and remains operational, regardless if the vehicle is running or not. When a driver memory seat switch
button is actuated, a resistance signal is sent to the MSM over the Controller Area Network (CAN) bus. The
MSM is responsible for the battery feed and ground path to the power seat adjuster motors. The adjuster motors
operate to move the power seat to the correct preset location.
The MSM receives memory set/position switch input over the CAN bus. The MSM also receives hard wired
input from the hall effect sensors, mounted on each of the driver power seat adjuster motors, driver side view
mirror motors and power adjustable steering column motors, when equipped. The programmed software in the
module allows it to know where the seat/mirror/column is located in its designed travel by a pulse count
generated from the hall effect sensors. This way, when the memory switch is pressed the module will power the
seat adjuster/mirror/column motors until the correct preset location is achieved. The module will prevent the
seat memory recall function from being initiated if the transmission gear selector lever is not in the Park
position, or if the vehicle is moving. These inputs are monitored over the CAN bus by the MSM.
A memory setting is saved by pressing the "set" button, then pressing either the memory "1" or "2" button
within five seconds of pressing the "set" button.
A memory setting is recalled by pressing either the memory "1" or "2" button, or by pressing the unlock button
on a "linked" FOBIK transmitter.
For driver safety, memorized settings can not be recalled if the transmission is in a position other than Park or
the seat belt is latched.
Certain functions and features of the memory seat system rely upon resources shared with other electronic
modules in the vehicle over the CAN bus. The CAN bus allows the sharing of sensor information. This helps to
reduce wire harness complexity, internal controller hardware and component sensor current loads. At the same
time, the memory seat system provides increased reliability, enhanced diagnostics and allows the addition of
new feature capabilities.
NOTE: Anytime a new Memory Seat Module (MSM) or a driver power seat motor or seat
track is replaced, the MSM must be cleared of all learned parameters using a
scan tool and the Power Seat System Verification test must be performed.
The use of a scan tool is needed for diagnosis of the memory seat system, CAN bus and other electronic
modules. Refer to DIAGNOSIS AND TESTING .

POWER SEAT SYSTEM
NOTE: Vehicles equipped with the power seat option utilize a low voltage cut-off
feature. This feature turns off battery power to the power seat system anytime
vehicle voltage is below 11 volts. Be certain to check the vehicle electrical
system for proper voltage anytime the power seat system appears inoperative.
1. Check the power seat fuse in the Totally Integrated Power Module (TIPM). If OK, go to Step 2. If not
OK, repair the short and replace the fuse. Refer to appropriate wiring information.
2. Before any testing of the power seat system is attempted, the battery should be fully-charged. Refer to
BATTERY, AGM , STANDARD PROCEDURE .
3. Inspect the power seat and power lumbar motors to ensure the electrical connectors are fully connected to
the motors. If OK, go to Step 4. If not OK, reconnect the electrical connector(s).
4. Remove the power seat switch and/or power lumbar switch from the seat cushion side panel. Check for
battery voltage at the fused B(+) circuit cavity of the switch wire harness connector. If OK, go to Step 5.
If not OK, repair the open circuit to the TIMP as required.

5. Check for continuity between the ground circuit cavity of the power seat switch and/or power lumbar
switch wire harness connector and a good ground. There should be continuity. If OK, go to Step 6. If not
OK, repair the open circuit to ground as required.
6. Test the power seat switch and/or power lumbar switch and. Refer to SWITCH, SEAT , DIAGNOSIS
AND TESTING. Refer to SWITCH, LUMBAR CONTROL , DIAGNOSIS AND TESTING. If the
switch tests OK, check the wire harness between the switch and the motor(s). If the circuits check OK,
replace the inoperative power seat or power lumbar motor. If the circuits are not OK, repair the wire
harness as required.
MEMORY SEAT SYSTEM
NOTE: Vehicles equipped with the memory seat option utilize a low voltage cut-off
feature. This feature turns off battery power to the power seat system anytime
vehicle voltage is below 11 volts. Be certain to check the vehicle electrical
system for proper voltage anytime the driver memory seat system appears
inoperative.
1. Check the power seat fuse in the Totally Integrated Power Module (TIPM). If OK, go to Step 2. If not
OK, repair the short and replace the fuse. Refer to appropriate wiring information.
2. Before any testing of the driver memory seat system is attempted, the battery should be fully-charged.
Refer to BATTERY, AGM , STANDARD PROCEDURE .
3. Manually operate the driver power seat and power lumbar support switches. Move the seat, seat back and
power lumbar support in all directions. The seat and lumbar support should move in each of the selected
directions. If any of the power seat and/or lumbar support motors fail to operate, repair as required.
4. Using a scan tool, check for any Diagnostic Trouble Codes (DTCs) related to the memory seat module. If
OK, go to Step 5. If not OK, repair as required. Refer to DIAGNOSIS AND TESTING .
5. Using a scan tool, select Clear All MSM Learned Parameters, found under the Memory Seat Module,
Miscellaneous Functions tab.
6. Perform the Power Seat System Verification test. Refer to STANDARD PROCEDURE .
STANDARD PROCEDURE
MEMORY SYSTEM PROGRAMMING
NOTE: The Memory Seat Module (MSM) will abort a recall if the transmission is moved
out of Park position, or if any seat movement is activated manually or by
memory recall. The MSM will also abort a recall if any movement of the
adjustable pedals is detected.
MEMORY SYSTEM PROGRAMMING
The Memory Seat Module (MSM) interfaces with the Remote Keyless Entry (RKE) system/ WIN over the
Controller Area Network (CAN) bus. The proper procedure of setting and recalling a memory position using the
RKE is as follows:
1. Press and release memory switch 1 or 2 to recall memory position 1 or 2.

2. Adjust the seat, recliner, adjustable pedal position, set radio station presets, set HVAC temperature preset,
and the side view mirrors to the desired position.
3. Press momentarily and release memory switch S.
4. Within five seconds, press momentarily and release memory switch 1 or 2.
5. To link the FOBIK transmitter, the FOBIK must be removed from the ignition switch: within ten seconds,
press and release the "LOCK" button on one of the RKE transmitters
To program the second driver's position, repeat the above procedure using memory switch 2. The second RKE
transmitter can be programmed in the same fashion as indicated in step #5.
To recall either of the programmed positions momentarily press and release either memory selector switch 1 or
2. If using FOBIK, just press and release the "UNLOCK" button on the proper transmitter for either position 1
or 2.
A recall is possible any time the vehicle transmission is in PARK and the seatbelt is unbuckled. This condition
is monitored by the MSM.
TO DISABLE A RKE TRANSMITTER LINKED TO MEMORY
1. Turn the ignition switch to the OFF position and remove the key.
2. Press and release the memory SET button located on the driver's seat.
3. Within 10 seconds, press and release the UNLOCK button on the RKE transmitter.
To disable another RKE transmitter linked to either memory position, repeat Steps 1-3 for each RKE
transmitter.
NOTE: The capability to link RKE transmitters to memory is enabled when delivered
from the factory. The capability to link RKE transmitters to memory can be
disabled (or later re-enabled) by an authorized dealer. For vehicles equipped
with the Electronics Vehicle Information Center (EVIC) under setup features.
MOTOR, LUMBAR
REMOVAL
REMOVAL

deployment.
NOTE: Illustration shown with seat back cushion removed from view for clarity.
Fig. 5: Two Retaining Tabs, Power Lumbar Motor & Electrical Connector

2. Remove the plastic seat back cover from the back of the seat back frame. Refer to REMOVAL .
NOTE: Observe the position of the power lumbar motors in the power lumbar
mechanism prior to removal. Make a note of the direction that the wire
harness connector for each motor is pointing for ease of reassembly.
3. Carefully disengage the two retaining tabs (3) that secure each power lumbar motor (1) to the power
lumbar mechanism and remove the motors, as required.
4. Disconnect the electrical connector (2) from the power lumbar motor being removed.
INSTALLATION
INSTALLATION
Fig. 6: Two Retaining Tabs, Power Lumbar Motor & Electrical Connector
1. Connect the electrical connector (2) to the power lumbar motor (1) being service.
NOTE: Install the power lumbar motors in the power lumbar mechanism with the
wire harness connector for each motor pointing in the same direction as
was removed.
2. Carefully install the power lumbar motors, as required, into the power lumbar mechanism. Make sure the
power lumbar motors are installed in the same position as they were removed, and that the two retaining
tabs (3) are fully engaged to the motors.
3. Install the plastic seat back cover onto the back of the seat back frame. Refer to INSTALLATION .
5. If equipped with memory seat;
a. use a scan tool and select Clear All MSM Learned Parameters, found under the Memory Seat
Module, Miscellaneous Functions tab.
b. Perform the Power Seat System Verification test. Refer to STANDARD PROCEDURE .
6. Verify proper power lumbar system operation.
MOTOR, SEAT ADJUSTER

REMOVAL
REMOVAL
deployment.
NOTE: The fore/aft power seat motor cannot be adjusted or repaired. If the fore/aft
power seat motor is inoperative or damaged, the entire seat track assembly
must be replaced.
Fig. 7: View Of Locking Pawl

WARNING: A seat structure that has seen significant load may have the locking
mechanism activated and may exhibit the following symptoms:
 Locking pawl (2) loose

 Locking pawl (2) engaged into the seat frame sidemember (1)
 Height adjuster only works on outboard side
 Broken or missing shear pin (3)
If any of above symptoms exist, replace the seat track assembly. Do not
attempt any repairs. Failure to follow these instructions may result in
FRONT TILT MOTOR


2. Remove the affected front seat. Refer to SEAT, FRONT , REMOVAL .
3. Disconnect the electrical connector from the front tilt motor (1).
4. Remove the screws retaining the front tilt motor to the seat adjuster and remove the motor.
REAR TILT MOTOR

2. Remove the affected front seat. Refer to SEAT, FRONT , REMOVAL .
3. Disconnect the electrical connector from the rear tilt motor (2).
4. Remove the screws retaining the rear tilt motor to the seat adjuster and remove the motor.
INSTALLATION
INSTALLATION
FRONT TILT MOTOR
1. Position the front tilt motor (1) to the seat adjuster and install the screws. Tighten the screws to 5 N.m (44
in. lbs.).
2. Connect the electrical connector.
3. Install the seat assembly. Refer to SEAT, FRONT , INSTALLATION .
6. Verify proper power seat operation.
REAR TILT MOTOR

1. Position the rear tilt motor (2) to the seat adjuster and install the screws. Tighten the screws to 5 N.m (44
in. lbs.).
3. Install the seat assembly. Refer to SEAT, FRONT , INSTALLATION .
RECLINER
REMOVAL
REMOVAL
deployment.
NOTE: The recliner motor is only serviced as part of the seat back frame.


3. Remove the seat back cushion and cover. Refer to COVER, SEAT BACK, FRONT , REMOVAL .
4. Remove the seat back frame (4). Refer to appropriate Body Interior article.
5. Remove any components that will need to be transferred to the new seat back frame.
INSTALLATION
INSTALLATION
NOTE: The recliner motor is only serviced as part of the seat back frame.

1. Install any components that need to be transferred from the original seat back frame (4).
2. Install the seat back frame. Refer to appropriate Body Interior article.
3. Install the seat back cushion and cover. Refer to COVER, SEAT BACK, FRONT , INSTALLATION .
7. Verify proper recline and power lumbar operation.
SWITCH, LUMBAR CONTROL

DESCRIPTION
DESCRIPTION
Fig. 14: Power Lumbar Switch

The driver power lumbar can be adjusted in four different ways using the power lumbar switch, located on the
outboard seat cushion side shield, on models so equipped. The power lumbar support can be adjusted inward,
outward, upward and downward for added driver comfort.
OPERATION
OPERATION
When a power lumbar support switch is actuated, a battery feed and a ground path are applied through the
switch contacts to the power lumbar support adjuster. The selected lumbar support adjuster motor operates the
lumbar support adjuster mechanism through its drive unit in the selected direction until the switch is released, or
until the travel limit of the adjuster is reached. When the switch is moved in the opposite direction, the battery
feed and ground path to the motor are reversed through the switch contacts. This causes the selected power
lumbar support adjuster motor to run in the opposite direction.
On vehicles equipped with the memory seat system, the driver memory seat switch provides a resistive
signal/input to the Memory Seat Module (MSM). The MSM is responsible for the 12 volt battery feed and
ground path to the power lumbar support adjuster motor.
No power lumbar support switch should be held applied in any direction after the adjuster has reached its travel
limit. The power lumbar support adjuster motors each contain a self-resetting circuit breaker to protect them
from overload. However, consecutive or frequent resetting of the circuit breaker may result in motor damage.
The power lumbar switch cannot be adjusted or repaired and must be replaced if damaged or inoperative.

NOTE: For complete circuit diagrams, refer to appropriate wiring information. Wiring
information includes wiring diagrams, connector pin-out and location views,
details of wire harness routing and retention, splice and ground locations and
proper wire and connector repair procedures.
POWER LUMBAR SWITCH
DRIVER SEAT
Fig. 15: Power Lumbar Switch Connector Terminals


2. Remove the power lumbar support switch from the seat. Refer to SWITCH, LUMBAR CONTROL ,
REMOVAL.
3. Use an ohmmeter to test the continuity of the power lumbar support switch using the following table. If
not OK, replace the inoperative power lumbar support switch. If switch tests OK, check for an open or
short in the power lumbar support circuit wiring. If no open or short is found, replace the power lumbar
support adjuster motor(s) as required.
DRIVER SEAT LUMBAR SWITCH CONTINUITY

SWITCH CONTINUITY
POSITION BETWEEN
1-2, 1-3, 1-4, 1-
OFF 5, 2-3, 2-4, 2-5,
3-4, 3-5, 4-5
1-2, 1-3, 1-4, 2-
UP
3, 2-4, 3-4, 5-6
1-3, 1-4, 1-5, 2-
DOWN 3, 2-4, 2-5, 3-4,
3-5, 4-5
1-2, 1-4, 1-5, 2-

IN
6, 3-4, 3-5, 4-5
2-4, 2-5, 3-6, 4-
OUT
5
PASSENGER SEAT
Fig. 16: Power Lumbar Switch Connector Terminals


2. Remove the power lumbar support switch from the seat. Refer to SWITCH, LUMBAR CONTROL ,
REMOVAL.
3. Use an ohmmeter to test the continuity of the power lumbar support switch using the following table. If
not OK, replace the inoperative power lumbar support switch. If switch tests OK, check for an open or
short in the power lumbar support circuit wiring. If no open or short is found, replace the power lumbar
support adjuster motor(s) as required.
PASSENGER SEAT LUMBAR SWITCH CONTINUITY

SWITCH CONTINUITY
POSITION BETWEEN
1-2, 1-3, 1-4, 1-
OFF 5, 2-3, 2-4, 2-5,
3-4, 3-5, 4-5
1-2, 1-3, 1-4, 2-
UP
3, 2-4, 3-4, 5-6
1-3, 1-4, 1-5, 2-
DOWN 3, 2-4, 2-5, 3-4,
3-5, 4-5
IN
2-4, 2-5, 3-6, 4-
5
1-2, 1-4, 1-5, 2-
OUT
6, 3-4, 3-5, 4-5
REMOVAL
REMOVAL
deployment.
NOTE: Left hand drive model shown in illustration. Right hand drive model similar.
Fig. 17: Seat Belt Anchor Trim Panel, Outboard Seat Cushion Side Trim Panel & Trim Stick
1. Position the seat being serviced all the way forward.

3. Remove the seat belt anchor trim panel (1) from the outboard seat cushion side trim panel (2) using Trim
Stick (special tool #C-4755, Trim Stick) or equivalent (3).
Fig. 18: Screw, Seat Cushion Side Trim Panel & Seat Frame
NOTE: It is not necessary to remove the seat belt anchor from the seat when
servicing the power lumbar support switch.
4. Remove the screw (1) that secures the seat cushion side trim panel (2) to the seat frame (3).
Fig. 19: Trim Stick, Tabs & Seat Cushion Side Trim Panel
5. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent (1), carefully disengage the tabs (2)
that secure the seat cushion side trim panel (3) to the rear of the seat.
Fig. 20: Seat Cushion Side Trim Panel, Power Lumbar Support Switch, Electric Connector & Four
Tabs
6. Slide the seat cushion side trim panel (1) forward to disengage the trim panel from the side of the seat.
7. Position the seat cushion side trim panel to gain access to the back of the power lumbar support switch
(4).
8. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, carefully disengage the four tabs (3
and 5) that secure the power lumbar support switch to the seat cushion side trim panel.
9. Disconnect the electric connector (2) from the power lumbar support switch and remove the switch.
INSTALLATION
INSTALLATION
Fig. 21: Seat Cushion Side Trim Panel, Power Lumbar Support Switch, Electric Connector & Four Tabs
1. Connect the electrical connector (2) to the power lumbar support switch (4). Make sure the connector is
fully engaged to the switch.
2. Position the power lumbar support switch to the seat cushion side trim panel (1) and engage the four tabs
(3 and 5) that secure the switch to the trim panel. Make sure the retaining tabs are fully engaged.
3. Position the seat cushion side trim panel (2) to the seat.
4. Slide the seat cushion side trim panel rearward and engage the trim panel to the three mounting brackets
located on the outboard seat frame (3).
5. Install the screw (1) that secures the seat cushion side trim panel to the seat frame. Tighten the screw
securely.
Fig. 23: Tabs, Seat Cushion Side Trim Panel & Rear Of The Seat
6. Carefully engage the tabs (2) that secure the seat cushion side trim panel (3) to the rear of the seat (1).
Make sure the retaining tabs are fully engaged.
Fig. 24: Seat Belt Anchor Trim Panel & Outboard Seat Cushion Side Trim Panel
7. Install the seat belt anchor trim panel (1) onto the outboard seat cushion side trim panel (2). Make sure the
trim panels are fully engaged to each other.
SWITCH, MEMORY
DESCRIPTION
DESCRIPTION
Fig. 25: Memory Switch & Driver Door Trim Panel

When equipped, the memory seat switch (1) is located on the driver door trim panel (2). The driver seating
position can be automatically adjusted for two different driver preference settings using the memory seat switch.
The memory seat system is able to store and recall all driver power seat positions (fore/aft, up/down, tilt and
recline), driver side power rear view mirror position and the power adjustable steering column position, when
equipped. On vehicles with a factory installed radio connected to the Controller Area Network (CAN) bus, the
memory system is also able to store and recall up to twenty radio station presets for two drivers (ten AM and ten
FM). The memory system also will store and recall the last station listened to for each driver, even if it is not
one of the twenty preset stations.
OPERATION
OPERATION
When one of the two memory seat switches is pressed, the Memory Seat Module (MSM) receives the memory
set/position switch input over the Controller Area Network (CAN) bus. The MSM also receives hard wired
input from the hall effect sensors, mounted on each of the driver power seat adjuster motors, driver side power
rear view mirror motors and the power adjustable steering column motors. The programmed software in the
MSM allows it to know where the seat, mirror and column are located in there designed travel by a pulse count
generated from the hall effect sensors. This way, when a memory seat switch is pressed, the MSM will power
the seat adjuster motors, mirror adjuster motors and steering column adjuster motors until the correct preset
locations are achieved. The MSM will prevent the seat memory recall function from being initiated whenever
the transmission gear selector lever is not in the Park position, or if the vehicle is moving. These inputs are
monitored over the CAN bus by the MSM.
The memory seat switch is diagnosed using a scan tool. Refer to appropriate Electrical Diagnostic article.
The memory seat switch cannot be adjusted or repaired and must be replaced if damaged or inoperative.
REMOVAL
REMOVAL
NOTE: Take the proper precautions to protect the face of the door panel from cosmetic
damage while performing this procedure.
Fig. 26: Wire Harness Connector & Memory Seat Switch


2. Remove the driver door trim panel and place it on a workbench. Refer to PANEL, DOOR TRIM ,
REMOVAL .
3. Disconnect the wire harness connector (1) from the memory seat switch (2).
Fig. 27: Two Retaining Tabs, Memory Seat Switch & Driver Door Trim Panel
4. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, gently disengage the two retaining
tabs (1 and 3) that secure the memory seat switch (2) to the back of the driver door trim panel (4).
5. Remove the memory seat switch from the driver door trim panel.
INSTALLATION
INSTALLATION
Fig. 28: Two Retaining Tabs, Memory Seat Switch & Driver Door Trim Panel
1. Install the memory seat switch (2) into the driver door trim panel (4). Push the switch firmly into the trim
panel until the retaining tabs (1 and 3) are fully engaged.
Fig. 29: Wire Harness Connector & Memory Seat Switch

2. Connect the wire harness connector (1) to the memory seat switch (2).
3. Install the driver door trim panel. Refer to PANEL, DOOR TRIM , INSTALLATION .
5. Using a scan tool, perform the Power Seat System Verification test. Refer to STANDARD
PROCEDURE .
6. Verify proper memory seat system operation.
SWITCH, SEAT
DESCRIPTION
DESCRIPTION
Fig. 30: Power Seat Switches

NOTE: Driver power seat switch shown in illustration.
The standard driver power seat and available power front passenger seats can be adjusted using the power seat
switch located on the outboard seat cushion side shield.
OPERATION
OPERATION
When a power seat switch is actuated, a battery feed and a ground path are applied through the switch contacts
to the power seat adjuster or recliner adjuster motor. The selected seat adjuster motor operates to move the seat
or recliner through its drive unit in the selected direction until the switch is released, or until the travel limit of
the adjuster is reached. When the switch is moved in the opposite direction, the battery feed and ground path to
the motor are reversed through the switch contacts. This causes the seat adjuster motor to run in the opposite
direction.
On vehicles equipped with the memory seat system, the driver memory seat switch provides a resistive
signal/input to the Memory Seat Module (MSM). The MSM is responsible for the 12v battery feed and ground
path to the power seat adjuster motor. The adjuster motor operates to move the seat adjuster mechanism through
its drive unit in the selected direction until the switch is released, or until the travel limit of the adjuster is
reached.
No power seat switch should be held applied in any direction after the adjuster has reached its travel limit. The
power seat adjuster motors each contain a self-resetting circuit breaker to protect them from overload. However,
consecutive or frequent resetting of the circuit breaker may result in motor damage.
The individual switches in the power seat switch cannot be adjusted or repaired. If one switch is damaged or
inoperative, the entire power seat switch must be replaced.
POWER SEAT SWITCH
DRIVER SEAT WITHOUT MEMORY SEAT SYSTEM

Fig. 31: Power Seat Switch Connector Terminals


2. Remove the power seat switch from the seat. Refer to SWITCH, SEAT , REMOVAL.
3. Use an ohmmeter to test the continuity of the power seat switch using the following table. If not OK,
replace the inoperative power seat switch. If switch tests OK, check for an open or short in the power seat
circuit wiring. If no open or short is found, replace the power adjuster motor(s) as required.
DRIVER SEAT SWITCH CONTINUITY - WITHOUT MEMORY

SWITCH POSITION CONTINUITY BETWEEN
OFF 7-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-10, 7-11
RECLINER UP 6-3, 7-1, 7-4, 7-5, 7-8, 7-9, 7-10, 7-11
RECLINER DOWN 6-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-10, 7-11
HORIZONTAL FORWARD 6-8, 7-1, 7-3, 7-4, 7-5, 7-9, 7-10, 7-11
HORIZONTAL REARWARD 6-4, 7-1, 7-3, 7-5, 7-8, 7-9, 7-10, 7-11
FRONT TILT DOWN 6-5, 7-1, 7-3, 7-4, 7-8, 7-9, 7-10, 7-11
FRONT TILT UP 6-9, 7-1, 7-3, 7-4, 7-5, 7-8, 7-10, 7-11
REAR TILT DOWN 6-10, 7-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-11
REAR TILT UP 6-11, 7-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-10
DRIVER SEAT WITH MEMORY SEAT SYSTEM



3. Use an ohmmeter to test the continuity of the power seat switch using the following table. If not OK,
DRIVER SEAT SWITCH CONTINUITY - WITH MEMORY

SWITCH POSITION CONTINUITY BETWEEN RESISTANCE VALUE
OFF 10-4 OPEN
OFF 10-11 OPEN
OFF 1-4 47 OHMS
OFF 1-11 47 OHMS
REAR TILT UP 10-11 169 OHMS
REAR TILT DOWN 10-11 76 OHMS
HORIZONTAL FORWARD 10-11 43 OHMS
HORIZONTAL REARWARD 10-11 10 OHMS
RECLINER UP 10-4 43 OHMS
RECLINER DOWN 10-4 10 OHMS
FRONT TILT UP 10-4 169 OHMS
FRONT TILT DOWN 10-4 76 OHMS
ALL RESISTANCE VALUES ARE ± FIVE PERCENT
PASSENGER SEAT


3. Use an ohmmeter to test the continuity of the power seat switch using the following tables. If not OK,
6-WAY PASSENGER SEAT SWITCH CONTINUITY

OFF 7-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-10, 7-11
FRONT TILT DOWN 6-5, 7-1, 7-3, 7-4, 7-8, 7-9, 7-10, 7-11
FRONT TILT UP 6-9, 7-1, 7-3, 7-4, 7-5, 7-8, 7-10, 7-11
REAR TILT DOWN 6-10, 7-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-11
REAR TILT UP 6-11, 7-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-10
8-WAY PASSENGER SEAT SWITCH CONTINUITY

OFF 7-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-10, 7-11
RECLINER UP 6-3, 7-1, 7-4, 7-5, 7-8, 7-9, 7-10, 7-11
RECLINER DOWN 6-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-10, 7-11
FRONT TILT DOWN 6-5, 7-1, 7-3, 7-4, 7-8, 7-9, 7-10, 7-11
FRONT TILT UP 6-9, 7-1, 7-3, 7-4, 7-5, 7-8, 7-10, 7-11
REAR TILT DOWN 6-10, 7-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-11
REAR TILT UP 6-11, 7-1, 7-3, 7-4, 7-5, 7-8, 7-9, 7-10
REMOVAL
REMOVAL
deployment.
NOTE: Left side shown in illustration. Right side similar.

servicing the power seat switch.
Fig. 37: Seat Cushion Side Trim Panel, Power Seat Switch, Trim Stick & Four Tabs
7. Position the seat cushion side trim panel to gain access to the back of the power seat switch (4).
8. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent (3), carefully disengage the four tabs
(2 and 5) that secure the power seat switch to the seat cushion side trim panel.
9. Disconnect the electric connector (6) from the power seat switch and remove the switch.
INSTALLATION
INSTALLATION
NOTE: Left side shown in illustration. Right side similar.

Fig. 38: Electrical Connector, Power Seat Switch, Seat Cushion Side Trim Panel & Four Tabs
1. Connect the electrical connector (5) to the power seat switch (3). Make sure the connector is fully
engaged to the switch.
2. Position the power seat switch to the seat cushion side trim panel (1) and engage the four tabs (2 and 4)
that secure the switch to the trim panel. Make sure the retaining tabs are fully engaged.
securely.
Fig. 40: Tabs, Seat Cushion Side Trim Panel & Rear Of The Seat
2011 ACCESSORIES AND EQUIPMENT Power Top/Sunroof - Service Information - Grand Cherokee
Power Top/Sunroof - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
Two power operated sunroofs are available factory-installed optional equipment on this vehicle. One has a
single sliding glass panel and is referred to as the Single Pane Sunroof. The other has two glass panels, one
sliding and one fixed, and is referred to as the Dual Pane (also known as the CommandView®) Sunroof. The
information and procedures found in this article cover only the electric motor and electronic module units and
the switches used for these two sunroofs. The information covering the mechanical components of these two
sunroof systems can be found in the Body article. Refer to SUNROOF, SINGLE PANE or SUNROOF,
DUAL PANE . .
SINGLE PANE SUNROOF
The single pane power sunroof system allows the sliding glass sunroof panel over the first row seating to be
opened, closed or placed in a ventilation position electrically by actuating one of three switch push buttons
located in the overhead console. The electronic controls integral to the sunroof motor and module unit provide
an express (also known as one-touch) feature to simplify sunroof opening and closing while driving. The
electronics also provide an Excess Force Limitation (EFL) feature, which detects obstacles trapped between the
glass and the opening in the vehicle roof during closing.
The sunroof glass panel tilts upward at the rear for the ventilation position, or slides downward and rearward
between the outer roof panel and the headliner for the open position. The glass panel seals flush with the roof in
the closed position to eliminate wind noise, and an integrated mesh wind deflector reduces wind buffeting at
low speeds with the sunroof open. The sunroof also includes a manual sliding sunshade to cover the deep tinted
glass panel when closed.
The major components of the single pane power sunroof system include:
 Frame and Mechanism -. Refer to DESCRIPTION . .

 Manual Sunshade -. Refer to DESCRIPTION . .
 Motor and Module Unit - The single pane power sunroof motor and module unit is secured near the
center of the front frame member of the sunroof, between the outer roof panel and the headliner.
 Sliding Glass Panel -. Refer to DESCRIPTION . .
 Switch - The single pane power sunroof switch unit is integral to the overhead console centered in the
headliner between the windshield upper header and the front of the sunroof opening.
 Wind Deflector -. Refer to DESCRIPTION . .
Hard wired circuitry connects the single pane power sunroof 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 single pane power sunroof 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.
DUAL PANE SUNROOF
The optional dual pane (also known as the CommandView®) sunroof has one movable deep tinted glass pane
over the front row seating and one fixed deep tinted glass pane over the second row seating. This unit also
features a power operated sunshade that extends over both the front and rear glass panes when closed. If one of
the switch push buttons for the movable pane is actuated while the sunshade is extended over the front glass
opening, the system will automatically retract the sunshade to behind the front glass opening before moving the
sunroof glass pane. Therefore, the sunshade can never cover the movable glass pane opening unless the pane is
in the fully closed position.
The dual pane power sunroof system allows the sliding glass sunroof panel to be opened, closed or placed in a
ventilation position electrically by actuating one of three switch push buttons located in the overhead console.
The electronic controls integral to the sunroof motor and module unit provide an express (also known as one-
touch) feature to simplify sunroof opening and closing while driving. The electronics also provide an Excess
Force Limitation (EFL) feature, which detects obstacles trapped between the glass and the opening in the
vehicle roof panel during closing.
A second two push button switch in the overhead console provides separate express features for opening and
closing the sunshade. The power operated sunshade electronics also provide an EFL feature, which detects
obstacles trapped between the sunshade and the opening in the vehicle roof panel during closing.
The sliding sunroof glass panel tilts upward at the rear for the ventilation position, or slides downward and
rearward beneath the fixed glass panel for the open position. The sliding glass panel seals flush with the roof in
the closed position to eliminate wind noise, and an integrated mesh wind deflector reduces wind buffeting at
low speeds with the sunroof open.
The major components of the dual pane power sunroof system include:
 Fixed Glass Panel -. Refer to DESCRIPTION . .

 Frame and Mechanism -. Refer to DESCRIPTION . .
 Motor And Electronic Module Units - The dual pane power sunroof and power sunshade motor and
electronic module units are secured to each side of center on the front frame member of the sunroof,
between the outer roof panel and the headliner.
 Power Sunshade -. Refer to DESCRIPTION . .
 Sliding Glass Panel -. Refer to DESCRIPTION . .
 Switches - The dual pane power sunroof and power sunshade switches are integral to the overhead
console centered in the headliner between the windshield upper header and the front of the sunroof
opening.
 Wind Deflector -. Refer to DESCRIPTION . .
Hard wired circuitry connects the dual pane power sunroof system components to the electrical system of the
system and to the dual pane power sunroof system components through the use of a combination of soldered
OPERATION
OPERATION
SINGLE PANE SUNROOF
The single pane sunroof receives battery feed through a fused B(+) circuit from the Totally Integrated Power
Module (TIPM). However, the on-board electronic module of the sunroof motor monitors an input on a fused
ignition (run - accessory) circuit and is configured to only allow the power sunroof to be operated with the
switches in the overhead console when the ignition switch is in the ON or ACCESSORY positions, or using the
accessory delay feature for a timed interval after the ignition is turned to the OFF position as long as neither
front door has been opened.
The electric motor and electronic module unit of the sunroof moves the sliding glass panel through the use of
mechanical drive cables as well as mechanical linkages and guides. For additional information on these
components, refer to OPERATION . .
The on-board electronic module of the power sunroof motor provides both express (also known as one touch)
and manual opening and closing based upon module programming and the inputs received from the sunroof
switches integral to the overhead console. The electronic module stores and recalls a sliding glass panel hard
stop position, then counts the direction and number of motor rotations from that hard stop to enable the express
open and close features. The hard stop must be learned by a service replacement motor and electronic module
unit during an initialization procedure.
The electronic module also monitors the motor opening load through current draw, and the motor closing load
through motor speed. Monitoring the motor load and speed is how the module logic is able to implement the
obstacle detection (also known as Excess Force Limitation/EFL) feature. The EFL feature stops and reverses the
sliding glass panel movement when an obstruction to sliding panel closing travel is encountered.
The power sunroof circuits and switches may be diagnosed using conventional diagnostic tools and procedures.
conclusive in the diagnosis of the on-board electronic module or the power sunroof motor. If there are no
mechanical issues with the power sunroof assembly and the power sunroof switches and circuitry test okay, but
the motor manual and express or EFL features are still ineffective following performance of the initialization
procedure, the motor and electronic module unit must be replaced.
DUAL PANE SUNROOF AND SUNSHADE
The dual pane power sunroof sliding glass panel and power sunshade motors both receive battery feed through a
fused B(+) circuit from the Totally Integrated Power Module (TIPM). However, the on-board electronic module
of each sunroof or sunshade motor monitors an input on a fused ignition (run - accessory) circuit and is
configured to only allow the power sunroof and the power sunshade to be operated with the switches in the
overhead console when the ignition switch is in the ON or ACCESSORY positions, or using the accessory
delay feature for a timed interval after the ignition is turned to the OFF position as long as neither front door has
been opened.
The electric motor and electronic module unit of the sunroof or sunshade moves the sliding glass panel or the
sunshade through the use of mechanical drive cables as well as mechanical linkages and guides. For additional
information on these components, refer to OPERATION . .
The on-board electronic modules integral to the power sunroof and sunshade motors provide both express (also
known as one-touch) and manual opening and closing for their respective motors based upon module
programming and the inputs received from the sunroof and sunshade switches integral to the overhead console.
The electronic modules store and recall a sliding glass panel or a power sunshade hard stop position, then
counts the direction and number of motor rotations from that hard stop to enable the express open and close
features. These hard stops must be learned by a service replacement motor and electronic module unit during an
initialization procedure.
In addition, the electronic modules are programmed to move only one motor at a time. The two motors
communicate switch input information as well as sunroof and sunshade position information with each other
through a serial bus circuit, but do not communicate with any other electronic modules in the vehicle. The
electronic modules are programmed to move the sunshade out of the way into a safe mid-open position
automatically before allowing the sliding glass panel to move. Likewise, if the sunshade switch is depressed to
close the sunshade while the sliding glass panel is in an open position, the electronic modules are programmed
to automatically close the glass panel before closing the sunshade.
The electronic modules also provide an obstacle detection (also known as Excess Force Limitation/EFL) feature
for both the sliding glass panel and the sunshade. The modules each monitor motor closing load through motor
speed. When an obstacle is detected due to a significant decrease in motor speed, the module will stop the motor
closing motion while limiting the forces applied to the obstacle, then reverse the motor direction to allow the
obstacle to be removed.
The electronic modules provide a thermal protection feature to protect the motors from abuse or overheating. If
the motor is cycled enough to cause overheating, the software will allow one final closing cycle before it stops
responding to further switch inputs. Once a motor has cooled sufficiently, normal operation will be
automatically restored. However, the ignition switch must remain in the ON or ACCESSORY positions so that
the module remains awake long enough to monitor the cool down of the motor.
The power sunroof and sunshade circuits and switches may be diagnosed using conventional diagnostic tools
and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will
not prove conclusive in the diagnosis of the on-board electronic modules or the power sunroof and power
sunshade motors. If there are no issues with the power sunroof and sunshade mechanisms and the power
sunroof or power sunshade switches and circuitry test okay, but the motor and express or EFL features are still
ineffective following the initialization procedure, the motor and electronic module unit must be replaced.

DIAGNOSIS AND TESTING - SUNROOF SYSTEM
SINGLE PANE SUNROOF
The hard wired circuits between components related to the operation of the single pane power sunroof system
may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring
details of wire harness routing and retention, connector pin-out information and location views for the various
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the electronic module
integral to the power sunroof motor. If the power sunroof switches, motors and circuitry test okay, but the
express or Excess Force Limitation (EFL) features are still ineffective following the calibration and
initialization procedures, the motor and module unit must be replaced.
NOTE: If there is no sliding sunroof panel movement when the power sunroof switch
OPEN or CLOSE push button is depressed, but there is movement when the
VENT push button is depressed, the sunroof module requires calibration.
Complete the Single Pane Sunroof Motor And Module Initialization procedure
prior to performing any further sunroof diagnosis. Refer to MOTOR, SUNROOF ,
STANDARD PROCEDURE.

POWER SUNROOF 1. Ineffective ground circuit.
1. Test and repair the open sunroof motor
COMPLETELY ground circuit if required.
INOPERATIVE 2. Ineffective feed circuit. 2. Test and repair the open sunroof motor
3. Test and replace the sunroof switch
3. Ineffective sunroof switch.
(overhead console assembly) if required.
4. Ineffective sunroof motor 4. Replace the sunroof motor and module
and module unit. unit if required.
AUDIBLE WHINE WHEN 1. Binding drive cable. 1. Replace the binding drive cable if
POWER SUNROOF SWITCH required.
IS ACTUATED 2. Ineffective sunroof motor 2. Replace the sunroof motor and module
AUDIBLE CLICKING OR 1. Improperly adjusted sliding 1. Adjust the sunroof glass panel if
RATCHETING WHEN glass panel. required. Refer to ADJUSTMENTS . .
POWER SUNROOF SWITCH 2. Damaged or worn drive 2. Replace the broken or worn drive
IS ACTUATED cable. cable if required.
3. Damaged or worn motor 3. Replace the sunroof motor and module
drive gear. unit if required.
POWER SUNROOF VENTS 1. Damaged or disengaged 1. Replace or reinstall trough guide if
AND OPENS BUT DOES trough guide. required.
NOT CLOSE 2. Replace the binding drive cable if
2. Binding drive cable.
required.
3. Repair the sunroof CLOSE circuit
3. Ineffective CLOSE circuit. between the switch and the motor if
required.

1. Replace the binding drive cable if
required.
2. Repair the sunroof OPEN circuit
POWER SUNROOF VENTS 2. Ineffective OPEN circuit. between the switch and the motor if
AND CLOSES BUT DOES required.
NOT OPEN 3. Test and replace the sunroof switch
required.
2. Repair the sunroof VENT circuit
2. Ineffective VENT circuit. between the switch and the motor if
POWER SUNROOF DOES required.
NOT VENT
POWER SUNROOF GLASS
MOVEMENT 1. Improperly adjusted sliding 1. Adjust the sunroof glass panel if
INCONSISTENT - NOT glass panel. required. Refer to ADJUSTMENTS . .
SMOOTH AND UNIFORM
DUAL PANE SUNROOF AND SUNSHADE
The hard wired circuits between components related to the operation of the dual pane power sunroof and
sunshade 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 pin-out information and location views for
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the electronic module
integral to the power sunroof or power sunshade motor. If the power sunroof or power sunshade switches,
motors and circuitry test okay, but the express or Excess Force Limitation (EFL) features are still ineffective
following the initialization procedures, the motor and module unit must be replaced.
TEST PREPARATION
 Check Electrical System Voltage - There should be at least 12.5 volts when measured at the battery
terminals.
 Ignition Switch Position - The ignition switch should be in the ON or ACCESSORY positions with the
engine not running.
 Note Power Sunroof Responses - Depress each of the sunroof switch push buttons one at a time and
note the system responses. Try both express (short press duration) and manual (long press duration) for
each push button.
 Note Power Sunshade Responses - Depress each of the sunshade switch push buttons one at a time and
note the system responses. Try both express (short press duration) and manual (long press duration) for
each push button.
Match the noted system responses to the conditions listed in the diagnostic table to determine the possible
causes and corrections for the condition.

1. Let vehicle sit for two minutes with
ignition switch in the ON or
1. Thermal protection feature ACCESSORY position to allow the
active. motor(s) to cool and the thermal
protection feature to become inactive,
then test again.
2. Test and repair the open sunroof or
2. Ineffective ground circuit. sunshade motor ground circuit if
required.
POWER SUNROOF OR 3. Ineffective fused B(+) 3. Test and repair the open sunroof or
POWER SUNSHADE sunshade motor fused B(+) circuit if
circuit.
COMPLETELY required.
INOPERATIVE AND 4. Test and repair the open sunroof or
4. Ineffective fused ignition
UNRESPONSIVE sunshade motor fused ignition (run - acc)
(run - acc) circuit.
5. Ineffective sunroof or 5. Test and repair the open sunroof or
sunshade switch return circuit. sunshade switch return circuit if required.
6. Test and replace the sunroof or
6. Ineffective sunroof or
sunshade switch (overhead console
sunshade switch.
assembly) if required.
7. Replace the sunroof or sunshade motor
sunshade motor and module
and module unit if required.*
unit.
SLIGHT SUNROOF OR 1. Binding drive cable or 1. Repair the blocked cable travel path or
SUNSHADE MOVEMENT blocked cable travel path. replace the binding drive cable if
OR AUDIBLE RELAY required.
CLICKS BUT NO 2. Ineffective sunroof or
COMPLETE MOVEMENT sunshade motor and module 2. Replace the sunroof or sunshade motor
EVENTS and module unit if required.*
unit.
MOTOR MOVES FREELY,
BUT WHEN CLOSING IT 1. Refer to the NUISANCE
1. Obstacle detection event.
SLOWS, STOPS AND REVERSALS topic following this table.
REVERSES DIRECTION
MOTOR STOPS RUNNING
AND WILL NOT OPEN
GLASS MORE THAN 8

INCHES OR WILL NOT 1. Motor is in manufacturing 1. Replace the sunroof or sunshade motor
OPEN SUNSHADE MORE mode. and module unit if required.*
THAN 12 INCHES
required.
2. Repair the sunroof or sunshade OPEN
POWER SUNROOF VENTS 2. Ineffective OPEN circuit. circuit between the switch and the motor
AND CLOSES BUT DOES if required.
NOT OPEN, OR POWER 3. Test and replace the sunroof or
SUNSHADE CLOSES BUT 3. Ineffective sunroof or sunshade switch (overhead console
DOES NOT OPEN sunshade switch.
unit.
required.
2. Repair the sunroof or sunshade
POWER SUNROOF VENTS 2. Ineffective CLOSE circuit. CLOSE circuit between the switch and
AND OPENS BUT DOES the motor if required.
NOT CLOSE, OR POWER 3. Test and replace the sunroof or
SUNSHADE OPENS BUT 3. Ineffective sunroof or sunshade switch (overhead console
DOES NOT CLOSE sunshade switch.
unit.
required.
2. Repair the sunroof VENT circuit
2. Ineffective VENT circuit. between the switch and the motor if
POWER SUNROOF DOES required.
NOT VENT
POWER SUNROOF GLASS
OR POWER SUNSHADE
MOVES ONLY WHEN 1. Ineffective communication 1. Refer to the MOTOR
SWITCH IS PRESSED AND between sunroof and sunshade COMMUNICATIONS CHECK topic
HELD (MANUAL MODE - motor and module units. following this table.
LOSS OF ONE-TOUCH OR
EXPRESS MODE)
POWER SUNROOF GLASS 1. Adjust the sunroof glass panel or
OR POWER SUNSHADE 1. Improperly adjusted sliding sunshade if required. Refer to
MOVEMENT glass panel or sunshade.
ADJUSTMENTS . .
INCONSISTENT - NOT
SMOOTH AND UNIFORM

*The sliding glass and sunshade motor and module units are interchangeable. Swap the motor and
module units to confirm whether a new replacement motor and module is required or another issue is
causing the problem.
NUISANCE REVERSALS
A nuisance reversal describes a condition where the obstacle detection feature (also known as the Excess Force
Limitation/EFL feature) reverses sunroof glass or sunshade movement to protect for an obstacle, but no obvious
obstacle exists. When the motor speed decreases beyond what the module has learned during previous cycles, it
is interpreted by the module as an obstacle having been encountered. However, other conditions such as low
ambient temperatures or low system voltage levels can slow sunroof or sunshade operation, which may be
misinterpreted by the module as an obstacle resulting in a nuisance reversal.
To test for this condition, first verify that the system voltage of the vehicle is at or above 12.5 volts. Now,
carefully observe and listen while the reversal occurs as the sunroof or sunshade is closed and proceed as
follows.
 If the nuisance reversals always occur at the same point in the sunroof or sunshade travel, perform the
DUAL PANE SUNROOF OR SUNSHADE OBSTACLE DETECTION REVERSAL OVERRIDE
procedure. Refer to MOTOR, SUNROOF , STANDARD PROCEDURE. This will force the motor to
try to learn the new friction level during the override closing event.
 If the nuisance reversals continue to occur at the same point in the sunroof or sunshade travel following
the performance of the override procedure, note the location where the reversal occurs and inspect that
area for binding parts. If any noise is noted during the reversal, identify the source of the noise. For
example, if the reversal always occurs in the last 7.6 centimeters (3 inches) of sunroof travel, observe the
wind deflector for binding as it is pushed downward or examine the guides in that area of travel for debris
in the tracks or damage to the cable track. It may be necessary to remove the sliding glass panel, the wind
deflector or the drain channel to observe the sunroof mechanism in operation in order to identify the
specific source of binding.
 Improper glass adjustment and glass fit to the roof sheet metal and the fixed glass panel can cause
nuisance reversals to occur. In those cases, proper adjustment of the two glass panels may resolve the
problem. Refer to ADJUSTMENTS . .
 If the nuisance reversals only occur while driving under rough road conditions, verify there are no
localized bind points in the sunroof or sunshade travel. Striking a large enough bump or driving on
washboard roads could be expected to cause an occasional nuisance reversal. The software is
programmed to detect rough road events and minimize them, but can't completely eliminate them without
disabling the obstacle detection feature.
 If the nuisance reversals only occur as the engine is being turned OFF or during the start or stall of
another electric motor in the vehicle (power window or power seat motors) then a voltage drop or high
current draw event may be reducing the electrical power available to the sunroof or sunshade motor.
Check for loose connections or excessive resistance in the battery and ground circuits to the sunroof and
sunshade motors. The software is programmed to compensate for voltage drop or high current draw
events when proper wiring and connections are functional.
 If the nuisance reversals are intermittent, cannot be tracked to any specific position and are not resolved
by performing the override procedure, replacement of the motor and module unit may be necessary.
However, if proper motor and module unit replacement does not resolve the problem, the mechanical
cause of the binding must be found and repaired to restore proper sunroof or sunshade operation.
MOTOR COMMUNICATIONS CHECK
Sunroof and sunshade operation must be synchronized. The two motor and module units share a communication
circuit. This communication circuit is not connected to any other communications circuits in the vehicle. When
the sunroof and sunshade communications is active and functioning properly, the express (also known as one-
touch) mode of operation for both units is enabled. When the motor and module units cannot communicate,
express mode is disabled for both units and only the manual mode of operation is enabled.
To test for proper motor communications, first verify that the system voltage of the vehicle is at or above 12.5
volts. Turn the ignition switch to the ON or ACCESSORY position and try to operate the sunroof and sunshade
with their respective switches, carefully noting the results. Proceed as follows.
 Both the sunroof and the sunshade operate only in manual mode. Check the communications circuit
between the two motor and module units for a short or open circuit. Refer to the appropriate wiring
information. Repair the communications circuit if required. If the communications circuit checks okay,
one or both motor and module units may have an internal communications failure and may need to be
replaced.
 The sunroof moves in manual mode, but the sunshade does not move. Check the ground, fused B(+),
fused ignition (run - acc) and switch circuits at the sunshade motor. If the circuits check okay, replace the
ineffective sunshade motor and module unit.
 The sunshade moves in manual mode, but the sunroof does not move. Check the ground, fused B(+),
fused ignition (run - acc) and switch circuits at the sunroof motor. If the circuits check okay, replace the
ineffective sunroof motor and module unit.
SPECIFICATIONS
SPECIFICATIONS
Dual Pane Sunroof Or
Sunshade Motor And 3.8 - 34
Module Mounting Screws
Single Pane Sunroof
Motor And Module 4 - 35
Mounting Screws
MOTOR, SUNROOF
DESCRIPTION
DESCRIPTION
Fig. 1: Single Pane Sunroof Motor

Fig. 2: Dual Pane Sunroof Or Sunshade Motor

The motor and electronic module units for both the single pane sunroof and the dual pane sunroof or sunshade
are quite similar, but are not interchangeable. However, the dual pane sunroof and sunshade motor and module
units are interchangeable and configure themselves to either sunroof or sunshade operation through a
configuration pin in the sunshade connector of the sunroof wire harness. Each sunroof motor (5) is a reversible,
12-volt Direct Current (DC), permanent magnet motor with internal thermal protection.
The single panel sunroof has a single motor and electronic module unit secured by three screws near the center
of the underside of the front sunroof frame member where it is concealed above the headliner. The dual pane
sunroof has two motor and electronic modules, each secured by three screws to the underside of the front
sunroof frame member and concealed above the headliner. The motor to the left of center operates the sliding
glass mechanism, while the motor to the right of center operates the power sunshade mechanism.
Each motor is connected mechanically to the sunroof or sunshade drive gear (4) through a right angle drive,
gear reduction transmission (3). Each motor also is connected electrically to an on-board electronic control unit
(2) that has an integral connector receptacle (1) that connects the unit to the vehicle electrical system through a
dedicated take out and connector of the sunroof wire harness.
The sunroof motor or sunshade motor and electronic module units cannot be repaired. If ineffective or damaged,
the entire motor and module unit must be replaced.
OPERATION
OPERATION
The single pane and dual pane power sunroof and power sunshade motors are each completely controlled by the
circuitry of their respective on-board electronic module. The module receives battery current on a fused B(+)
circuit from the Totally Integrated Power Module (TIPM) and has a path to ground at all times through a take
out and eyelet terminal connector secured by a ground screw to the body sheet metal. These connections allow
the module to function regardless of the ignition switch position.
However, the modules both monitor an input on a fused ignition switch output (run - accessory) circuit, and
provide a source current to the sunroof and sunshade switches in the overhead console only when the ignition
switch is in the ON or ACCESSORY positions, or while the accessory delay feature is active. The modules then
monitor a separate input circuit for each switch position, which it uses to determine the proper outputs to the
power sunroof or power sunshade motor. A positive and negative battery connection to the two motor brushes
will cause the power sunroof or sunshade motor to rotate in one direction. Reversing the current through these
same two brushes will cause the motor to rotate in the opposite direction.
The hard wired circuits of the power sunroof and power sunshade motors as well as those between the
electronic modules and switches may be diagnosed using conventional diagnostic tools and procedures. Refer to
the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the
diagnosis of the electronic module integral to the power sunroof and power sunshade motors. If the power
sunroof or power sunshade switches and the hard wired circuitry test okay, but the motor or the express or
Excess Force Limitation (EFL) features are still ineffective following the calibration and initialization
procedures, the motor and module must be replaced as a unit.
STANDARD PROCEDURE
DUAL PANE SUNROOF OR SUNSHADE OVERRIDE POSITION CALIBRATION
SLIDING GLASS
The sliding glass panel motor stalls when the glass reaches the fully vented position and the electronic motor
module learns that position (hard stop), then counts the number of motor rotations to know where the fully
closed and fully open positions of the glass are located. The following procedure causes a previously calibrated
and properly operating electronic motor module to relearn the fully vented motor stall position.
1. Be certain electrical system voltage is at or above 12.5 volts.

2. Be certain the key is in the ignition switch and the switch is in the ON position.
3. Be certain the power sunshade is open at least beyond the back of the sliding glass panel opening.
4. Depress and hold the VENT push button of the sunroof switch until the sliding glass panel is in the fully
vented position or until the motor will not drive the glass any further towards the fully vented position.
5. Open the driver side front door.
6. Turn the ignition switch to the OFF position.
7. Within 2 seconds, turn the ignition switch back to the ON position.
8. Within 2 seconds, depress and hold the VENT push button of the sunroof switch for about ten seconds. At
the end of ten seconds, the motor will try to drive the sliding glass panel to the fully vented position. Once
motor stall is detected the electronic module will write that stall position to memory as the new glass
position.
9. Verify sliding glass panel motor operation by cycling the glass to fully opened, fully closed, fully vented,
then fully closed again.
SUNSHADE
The sunshade motor stalls when the shade reaches the fully closed position and the electronic motor module
learns that position (hard stop), then counts the number of motor rotations to know where the mid-opened and
fully opened positions of the shade are located. The following procedure causes a previously calibrated and
properly operating electronic motor module to relearn the fully closed motor stall position.
1. Be certain electrical system voltage is at or above 12.5 volts.

2. Be certain the key is in the ignition switch and the switch is in the ON position.
3. Be certain the sliding glass panel is in the fully closed position.
4. Depress and hold the CLOSE push button of the sunshade switch until the shade is in the fully closed
position or until the motor will not drive the shade any further towards the fully closed position.
5. Open the driver side front door.
6. Turn the ignition switch to the OFF position.
7. Within 2 seconds, turn the ignition switch back to the ON position.
8. Within 2 seconds, depress and hold the CLOSE push button of the sunshade switch for about ten seconds.
At the end of ten seconds, the motor will try to drive the shade to the fully closed position. Once motor
stall is detected, the electronic module will write that stall position to memory as the new shade position.
9. Verify sunshade motor operation by cycling the shade to mid-opened, fully opened, then fully closed
again.
DUAL PANE SUNROOF OR SUNSHADE OBSTACLE DETECTION UPDATE
The obstacle detection function (also known as Excessive Force Limitation/EFL) updates the sunroof sliding
glass panel and sunshade closing profiles after each successful CLOSE event as long as temperature and voltage
are within a normal range. Being certain that these parameters are within range and cycling the sliding glass
panel and sunshade will update the obstacle detection settings in the electronic module software.
 Be certain electrical system voltage is at or above 12.5 volts.

 Be certain vehicle is in an area that is near room temperature - 20 to 25° C (68 to 77° F).
 Be certain the key is in the ignition switch and the switch is in the ON position.
 Be certain there are no physical binds or blockages to sliding glass panel or sunshade travel.
SLIDING GLASS
1. Be certain the power sunshade is in the fully open position.

2. Depress the VENT push button of the sunroof switch so that the sliding glass panel travels to the fully
vented position.
3. Depress the CLOSE push button of the sunroof switch so that the sliding glass panel travels to the fully
closed position.
4. Depress the OPEN push button of the sunroof switch so that the sliding glass panel travels to the fully
opened position.
5. Depress the CLOSE push button of the sunroof switch so that the sliding glass panel travels to the fully
closed position.
6. Repeat Steps 2 through 5 for at least 5 complete sliding glass panel cycles (VENT, CLOSE, OPEN,
CLOSE).
SUNSHADE
1. Be certain the sunroof sliding glass is in the fully closed position.

2. Depress the OPEN push button of the sunshade switch so that the shade travels to the mid-open position.
3. Depress the OPEN push button of the sunshade switch again so that the shade travels to the fully opened
position.
4. Depress the CLOSE push button of the sunshade switch so that the shade travels to the fully closed
position.
5. Repeat Steps 2 through 4 for at least 5 complete sunshade panel cycles (MID-OPEN, FULL-OPEN,
CLOSE).
SUNROOF MOTOR AND MODULE INITIALIZATION
SINGLE PANE SUNROOF
INITIALIZATION
A new motor is shipped uncalibrated with no vehicle cycles having been run. After installation and connection
of the wire harness, the following steps must be taken to initialize the new motor and module unit.
NOTE: Verify that the battery is in good condition prior to performing this procedure.
Do not leave the vehicle on a battery charger while performing this procedure. If
the voltage at the sunroof motor and module unit drops below 11 volts or
exceeds 15 volts at anytime while this procedure is being performed, the motor
and module initialization procedure will not be properly completed.
NOTE: If at any point during the following procedure the sunroof does not respond as
expected, restart the procedure at Step 1.
1. Depress and hold the CLOSE push button of the sunroof switch until the sunroof sliding glass panel
moves to the fully closed hard stop and then back to the tilt (VENT) position.
2. Release the CLOSE push button of the sunroof switch, then depress and hold the CLOSE push button
again within 5 seconds.
3. As the CLOSE push button of the sunroof switch is held, the sunroof sliding glass panel will move to the
fully closed position, then to the fully opened position and then fully closed again.
4. Initialization is complete. Release the sunroof switch push button.
REINITIALIZATION
The following procedure causes a previously calibrated and properly operating electronic motor module to
relearn and update motor stall position and obstacle detection.
NOTE: If at any point during the following procedure the sunroof does not respond as
expected, restart the procedure at Step 1.
1. Depress and hold the CLOSE push button of the sunroof switch until the sliding glass panel is fully
closed.
2. Continue to hold the CLOSE push button of the sunroof switch. It will take at least 10 seconds for the
initialization process to begin.
3. The sunroof sliding glass panel will move to the hard stop and then back to the tilt (VENT) position.
4. Release the CLOSE push button of the sunroof switch, then depress and hold the CLOSE push button
again within 5 seconds.
5. As the CLOSE push button of the sunroof switch is held, the sunroof sliding glass panel will move to the
fully closed position, then to the fully opened position and then fully closed again.
6. Initialization is complete. Release the sunroof switch push button.
DUAL PANE SUNROOF
A new motor is shipped uncalibrated with no vehicle cycles having been run. After installation and connection
of the wire harness, the following steps must be taken to initialize the new motor and module unit.
NOTE: Verify that the battery is in good condition prior to performing this procedure.
Do not leave the vehicle on a battery charger while performing this procedure. If
the voltage at the sunroof motor and module unit drops below 11 volts or
exceeds 15 volts at anytime while this procedure is being performed, the motor
and module initialization procedure will not be properly completed.
SUNROOF

2. Depress and hold the VENT push button of the sunroof switch until the sliding glass panel has moved to
the fully vented position.
3. Be certain that the sunshade has opened to at least beyond the back of the sliding glass panel opening
before finishing the sunroof motor and module initialization.
4. Depress the VENT push button of the sunroof switch and release. The sliding glass panel should travel to
the fully vented position.
5. Depress the CLOSE push button of the sunroof switch and release. The sliding glass panel should travel
past the fully closed position, then reverse direction back to fully closed to set the sunroof seal.
6. Depress the OPEN push button of the sunroof switch and release. The sliding glass panel should travel to
the fully opened position.
7. Depress the CLOSE push button of the sunroof switch and release. The sliding glass panel should travel
to the fully closed position.
8. Repeat Steps 4 through 7 for at least 5 complete sliding glass panel cycles (VENT, CLOSE, OPEN,
CLOSE).
SUNSHADE

2. Depress and hold the CLOSE push button of the sunroof switch until the sliding sunshade panel has
moved to the fully closed position.
3. Be certain that the sunroof sliding glass panel is in the fully closed position before finishing the sunshade
motor and module initialization.
4. Depress the OPEN push button of the sunshade switch and release. The sunshade panel should travel to
the mid-open position at least beyond the back of the sliding glass panel opening.
5. Depress the OPEN push button of the sunshade switch again and release. The sunshade panel should
travel to the fully opened position.
6. Depress the CLOSE push button of the sunshade switch and release. The sunshade panel should travel to
the fully closed position.
7. Repeat Steps 4 through 6 for at least 5 complete sunshade panel cycles (MID-OPEN, FULL-OPEN,
CLOSE).
SUNROOF OR SUNSHADE OBSTACLE DETECTION REVERSAL OVERRIDE
SINGLE PANE
There are two methods for overriding the obstacle detection feature if the single pane sunroof sliding glass is
unable to close due to a known blockage condition (ice, leaves, debris in track).
OVERRIDE - METHOD 1
Depress and hold the CLOSE push button of the sunroof switch during the close. The sunroof will be in
override mode during the close.
OVERRIDE - METHOD 2
Once the sunroof encounters and reverses on an obstacle during express (one touch) closing three consecutive
times, the sunroof will be in override mode. All push button commands will be in manual mode (no one-touch
or express mode) while the obstacle detection feature is in override mode.
EXITING OVERRIDE MODE

Any sunroof obstacle detection override mode is exited by reaching the close position. Once the override has
been exited, all normal operations will resume including the obstacle detection feature.
DUAL PANE
There are two methods for overriding the obstacle detection feature if the dual pane sunroof sliding glass panel
or sunshade is unable to close due to a known blockage condition (ice, leaves, debris in track).
OVERRIDE - METHOD 1
Depress and hold the CLOSE push button of the sunroof or sunshade switch during the initial close, during the
reversal and for 2 seconds after the reversal stops. If the CLOSE push button is released at any time between the
initial close and the end of the 2 seconds after the reversal stops, the sunroof or sunshade will not enter override
mode. Once the CLOSE push button has been held through these events, the sunroof or sunshade will be in
primary override mode. All CLOSE push button commands will be in manual mode (no one-touch or express
mode) while the obstacle detection feature is in primary override mode.
OVERRIDE - METHOD 2
Once the sunroof or sunshade encounters and reverses on an obstacle during closing three consecutive times
with no other sunroof or sunshade push button switches being depressed, the fourth time the CLOSE push
button is depressed, the sunroof or sunshade will be in override mode. All push button commands will be in
manual mode (no one-touch or express mode) while the obstacle detection feature is in override mode.
EXITING OVERRIDE MODE
Any sunroof or sunshade obstacle detection override mode is exited by either reaching the close position or by
depressing any sunroof or sunshade switch push button except CLOSE to remove the obstacle. Once the
override has been exited, all normal operations will resume including the obstacle detection feature.
REMOVAL
REMOVAL
SINGLE PANE SUNROOF
WARNING: Do not attempt to move or reposition the sunroof glass panel or drive
cables with the sunroof motor and module unit removed. Damage to the
vehicle, to the sunroof or personal injuries may result.
WARNING: The Sunroof Motor And Module Initialization procedure must be

completed any time a sunroof motor and module unit is replaced with a
new component. Failure to perform this procedure may result in damage
to the vehicle, to the sunroof or in serious or fatal injuries. Refer to
MOTOR, SUNROOF , STANDARD PROCEDURE.
Fig. 3: Headliner, Bracket, Module Unit, Screws & Module Connector Receptacle

2. Remove the overhead console from the headliner (1). Refer to CONSOLE, OVERHEAD, FRONT ,
REMOVAL .
3. Reach through the opening in the headliner bracket (5) for the overhead console to access the sunroof
motor and module unit (4).
4. Remove the three screws (2) that secure the motor and module to the sunroof frame.
5. Lower the motor and module unit through the headliner bracket opening far enough to access and
disconnect the sunroof wire harness connector from the motor and module connector receptacle (3).
6. Remove the sunroof motor and module unit from the vehicle.
DUAL PANE SUNROOF OR SUNSHADE
WARNING: Do not attempt to move or reposition the sunroof glass panel, the
sunshade or the drive cables with the sunroof or sunshade motor and
module unit removed. Damage to the vehicle, to the sunroof or personal
injuries may result.
WARNING: The Sunroof Panel Calibration procedure and the Sunroof Motor And
Module Initialization procedure must be completed any time a sunroof or
sunshade motor and module unit is replaced with a new component.
Failure to perform these procedures may result in damage to the vehicle,
to the sunroof, to the sunshade or in serious or fatal injuries. Refer to
Fig. 4: Inner Roof Panel, Sunroof Wire Harness Connector, Screws & Module Unit

2. Lower the headliner from the inner roof panel (1). Refer to HEADLINER , REMOVAL .
3. Disconnect the sunroof wire harness connector (3) from the sunroof or sunshade motor and module unit
(4) connector receptacle (2).
4. Remove the three screws (2) that secure the motor and module unit to the sunroof frame.
5. Remove the sunroof or sunshade motor and module unit from the vehicle.
INSTALLATION
INSTALLATION
SINGLE PANE SUNROOF
WARNING: Do not attempt to move or reposition the sunroof glass panel or drive
cables with the sunroof motor and module unit removed. Damage to the
vehicle, to the sunroof or personal injuries may result.
WARNING: The Sunroof Motor And Module Initialization procedure must be

completed any time a sunroof motor and module unit is replaced with a
new component. Failure to perform this procedure may result in damage
to the vehicle, to the sunroof or in serious or fatal injuries. Refer to
Fig. 5: Headliner, Bracket, Module Unit, Screws & Module Connector Receptacle
1. Position the sunroof motor and module unit (4) close enough to the headliner bracket (5) for the overhead
console to access and reconnect the overhead wire harness connector to the motor and module connector
receptacle (3).
2. Position the motor and module through the headliner bracket opening and onto the sunroof frame.
3. Install and tighten the three screws (2) that secure the motor and module to the sunroof frame. Tighten the
screws to 4 N.m (35 in. lbs.).
4. Reinstall the overhead console onto the headliner (1). Refer to CONSOLE, OVERHEAD, FRONT ,
INSTALLATION .
6. Perform the Sunroof Motor And Module Initialization procedure. Refer to MOTOR, SUNROOF ,
STANDARD PROCEDURE.
DUAL PANE SUNROOF OR SUNSHADE
WARNING: Do not attempt to move or reposition the sunroof glass panel, the
sunshade or the drive cables with the sunroof or sunshade motor and
module unit removed. Damage to the vehicle, to the sunroof or personal
injuries may result.
WARNING: The Sunroof Panel Calibration procedure and the Sunroof Motor And
Module Initialization procedure must be completed any time a sunroof or
sunshade motor and module unit is replaced with a new component.
Failure to perform these procedures may result in damage to the vehicle,
to the sunroof, to the sunshade or in serious or fatal injuries. Refer to
Fig. 6: Inner Roof Panel, Sunroof Wire Harness Connector, Screws & Module Unit
1. Position the sunroof or sunshade motor and module unit (4) to the sunroof frame.
2. Install and tighten the three screws (2) that secure the motor and module unit to the sunroof frame.
Tighten the screws to 3.8 N.m (34 in. lbs.).
3. Reconnect the sunroof wire harness connector (3) to the motor and module unit connector receptacle.
4. Reinstall the headliner to the inner roof panel (1). Refer to HEADLINER , INSTALLATION .
6. If a previously initialized sunroof or sunshade motor and module unit has been reinstalled, perform the
Dual Pane Sunroof Or Sunshade Override Position Calibration procedure. Refer to MOTOR,
SUNROOF , STANDARD PROCEDURE.
7. If a new sunroof or sunshade motor and module unit has been installed, perform the Sunroof Motor And
Module Initialization procedure. Refer to MOTOR, SUNROOF , STANDARD PROCEDURE.
SWITCH, SUNROOF
DESCRIPTION
DESCRIPTION
Fig. 7: Power Sunroof Switch, Overhead Console & Power Sunshade Switch
Vehicles equipped with a power sunroof have a power sunroof switch (2) integral to the overhead console (1)
located in the headliner just forward of the sunroof opening. This switch has three momentary push buttons
clearly identified by either text or icons indicating their functions. The three functions are from front-to-back:
CLOSE, VENT, and OPEN. The switch push buttons also have instrument panel dimmer controlled Light
Emitting Diode (LED) units that provide back lighting for visibility at night.
Vehicles with the optional dual pane (also known as CommandView®) sunroof also have a power sunshade
switch (3) integral to the overhead console. This switch has two momentary push buttons that are also clearly
identified by icons indicating their functions. The two functions are from front-to-back: CLOSE and OPEN.
These switch push buttons are also back lit by LED units for visibility at night.
Both the power sunroof and (if equipped) the power sunshade switch are connected to the vehicle electrical
system through the printed circuit board of the overhead console, which is connected to a dedicated take out and
connector of the overhead wire harness. If either switch is ineffective or damaged, the entire overhead console
must be replaced.
OPERATION
OPERATION
Both the power sunroof and (if equipped) the power sunshade switch are hard wired to the electronic module
integral to their respective power sunroof or power sunshade motor. The electronic module provides the switch
with a source current whenever the ignition switch is in the ON or ACCESSORY positions. When one of the
switch push buttons is depressed, it sends a signal back to the electronic module and the electronic module
controls the motor to move the sunroof or sunshade panel to the appropriate position.
A short duration (less than 800 milliseconds) press of the switch push button is interpreted by the electronic
module as an Express (also known as one touch) command, where the motor will automatically move the glass
panel or sunshade to the fully open, fully closed or (sliding glass panel only) the ventilation position. A long
duration (greater than 800 milliseconds) press of the push button is interpreted by the electronic module as a
manual command, where the motor moves only as long as the push button is held in the depressed position.
During an Express event, any new switch input will immediately stop an in-progress event which, as in the
manual mode, allows the customer to stop the sliding glass panel or sunshade at any desired location.
The power sunroof and power sunshade switches may be diagnosed using conventional diagnostic tools and
procedures. Refer to the appropriate wiring information.
DIAGNOSIS AND TESTING - SUNROOF SWITCH
Fig. 8: Overhead Console Connector Receptacle Terminals


2. Remove the overhead console from the headliner. Refer to CONSOLE, OVERHEAD, FRONT ,
REMOVAL .
3. Disconnect the overhead wire harness connector from the overhead console connector receptacle.
4. Using a multimeter, test the continuity between the terminals of the overhead console connector
receptacle while actuating the power sunroof switch or power sunshade switch as shown in the Sunroof
Switch Tests or Sunshade Switch Tests table.
SUNROOF SWITCH
TESTS
CONTINUITY
SWITCH
BETWEEN
POSITION
PINS
NO
OFF
CONTINUITY
OPEN 9 and 12
CLOSE 11 and 12
VENT 10 and 12
SUNSHADE SWITCH
TESTS
CONTINUITY
SWITCH
BETWEEN
POSITION
PINS
NO
OFF
CONTINUITY
OPEN 12 and 14
CLOSE 12 and 13
5. If either switch fails any of the tests, replace the overhead console and both switches as a unit as required.
2011 ACCESSORIES AND EQUIPMENT Power Windows - Service Information - Grand Cherokee
Power Windows - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
The power window system allows each of the door windows to be raised and lowered electrically by actuating a
switch on the trim panel of each respective door. A master switch on the driver side front door trim panel allows
the driver to raise or lower each of the passenger door windows and to lock out the individual switches on the
passenger doors from operation. The power window system receives battery feed through a circuit breaker, only
when the ignition switch is in the On position.
The power window system includes the power window switches on each door trim panel, the circuit breaker,
and the power window motors inside each door. The power switches are all similar in design and function with
exception of the drivers side power switch module however, they are all serviced in the same manner. The
power motors are similar as well and can be serviced separately from the window regulators.
OPERATION
OPERATION
POWER WINDOW SWITCH
The power windows are controlled by a window/lock switch on the trim panel of each front door. Switches in
the driver door window/lock switch allows the driver to control the passenger windows.
The power window switch for the driver side front door window has a second detent position beyond the normal
Down position that provides an automatic one-touch window down feature. This feature is controlled by the
window/lock switch.
The power window switches control the battery and ground feeds to the power window motors. All of the
passenger door power window switches receive their battery and ground feeds through the circuitry of the
window/lock switch. When the power window lockout switch is in the Lock position, the battery feed for the
individual passenger door power window switches is interrupted.
POWER WINDOW MOTOR
A permanent magnet reversible motor moves the window regulator through an integral gearbox mechanism. A
positive and negative battery connection to the two motor terminals will cause the motor to rotate in one
direction. Reversing the current through these same two connections will cause the motor to rotate in the
opposite direction.
In addition, each power window motor is equipped with an integral self-resetting circuit breaker to protect the
motor from overloads. The power window motor and gearbox assembly cannot be adjusted or repaired. If
damaged or ineffective, the entire unit must be replaced.
EXPRESS DOWN WINDOW FEATURE
This feature allows you to remotely lower both front door windows at the same time. To use this feature, press
and release the UNLOCK button on the RKE transmitter and then immediately press and hold the UNLOCK
button until the windows lower to the desired level or until they lower completely.

DIAGNOSIS AND TESTING - POWER WINDOWS
ALL WINDOWS INOPERATIVE
1. Check the circuit breaker. If OK, refer to 2. If not OK, replace the inoperative circuit breaker.
2. Disconnect and isolate the battery negative cable. Remove the window/lock switch from the driver side
front door trim panel. Unplug the wire harness connector.
3. Check for continuity between the ground circuit cavity of the door module wire harness connector and a
good ground. If OK, refer to 4. If not OK, repair the circuit to ground as required.
4. Connect the battery negative cable. Turn the ignition switch to the On position. Check for battery voltage
at the fused ignition switch output (run) circuit cavity of the window/lock switch wire harness connector.
If OK. Refer to SWITCH, LOCK , DIAGNOSIS AND TESTING . If not OK, repair the circuit as
required.
ONE WINDOW INOPERATIVE
The window glass must be free to slide up and down for the power window motor to function properly. If the
glass is not free to move up and down, the motor will overload and trip the integral circuit breaker. To
determine if the glass is free, disconnect the regulator from the glass. Then slide the window up and down by
hand.
There is an alternate method to check if the glass is free. Position the glass between the up and down stops.
Then, shake the glass in the door. Check that the glass can be moved slightly from side to side, front to rear, and
up and down. Then check that the glass is not bound tight in the tracks. If the glass is free, proceed with the
diagnosis that follows. If the glass is not free, determine the cause of the condition.
If the only inoperative window is in the driver or passenger side front door and the preceding checks have not
identified a problem. Refer to MOTOR, WINDOW REGULATOR , DIAGNOSIS AND TESTING. If the
problem being diagnosed involves only the Auto-down feature for the driver side front door window, but all of
the power windows are operational, replace the driver's side window/lock switch. For diagnosis of the
window/lock switch. Refer to SWITCH, LOCK , DIAGNOSIS AND TESTING . For a rear power window
problem proceed with the following:
1. Disconnect and isolate the battery negative cable. Unplug the wire harness connector from the power
window switch unit on the door with the inoperative power window. Check for continuity between the
ground circuit cavity of the power window switch wire harness connector and a good ground. There
should be continuity. If OK, refer to 2. If not OK, repair the open circuit to the power window and door
lock master switch as required.

2. Connect the battery negative cable. Turn the ignition switch to the On position. Check for battery voltage
at the fused ignition switch output (run) circuit cavity in the body half of the power window switch unit
wire harness connector. If OK, refer to 3. If not OK, repair the open circuit to the power window and door
lock master switch as required.
3. Test the power window switch continuity. Refer to SWITCH, POWER WINDOW , DIAGNOSIS
AND TESTING. If OK, refer to 4. If not OK, replace the power window switch.
4. Check the continuity in each circuit between the inoperative power window switch wire harness
connector cavities and the corresponding power window motor wire harness connector cavities. If OK.
Refer to MOTOR, WINDOW REGULATOR , DIAGNOSIS AND TESTING. If not OK, repair the
open circuit(s) as required.
NOTE: All passenger door power window switches receive their battery and ground
feed for operating the passenger door power window motors through the driver
side power window and lock master switch and wire harness connector.
STANDARD PROCEDURE
STANDARD PROCEDURE -
CLEAR/RELEARN PROCEDURES
Express-Up/Express-Down Possible Concerns
NOTE: The battery must be fully charged or the vehicle running for proper calibration
of the front door module.
NOTE: The following procedure must be performed anytime the power window system
has been serviced in either front door or, there is a possible concern with a
door module calibration.
Express-up / Express-down possible concerns.
 Glass will not lower all the way down flush to the belt-line.
 Glass will not raise fully; wind noise / water leak.
 Glass will not raise automatically (Expess-up) after lifting the switch to the second detent and releasing.
To clear/denormalize the door module memory, perform the following procedure:
CLEAR/DENORMALIZE
1. Check and repair any door module Diagnostic Trouble Code (DTC) (s) before proceeding.
2. Using a scan tool, under the miscellaneous functions menu select (Denormalize Window/Reset ECU),
and follow the directions to clear/denormalize the door module memory.
To relearn/normalize the door module memory, perform the following procedure:
RELEARN/NORMALIZE
NOTE: The battery must be fully charged or the vehicle running before proceeding.
1. If needed, place the vehicle battery on charge or have the engine running.
2. To relearn/normalize the door module, start by raising the door glass to the full-up position by pulling up
on the window switch to its second detent and hold the switch until the door glass is fully closed.
Continue to hold the window switch up for two seconds after the door glass is full closed.
3. Lower the door glass to the full-down position by pushing down (depress) the window switch to its
second detent and hold the switch until the door glass is fully open. Continue to hold the window switch
down for two seconds after the door glass is fully open.
4. Check the operation of the express-up and express-down features.
5. If the express up does not work, repeat the procedure starting at step #2, waiting for three seconds after
the window stops.
6. Check that the door glass reverses when in the express-up mode by holding a pen in the path of the glass.
7. Recheck and repair any door module DTC's as needed
MOTOR, WINDOW REGULATOR

DIAGNOSIS AND TESTING - WINDOW MOTOR
1. Disconnect and isolate the battery negative cable. Remove the trim panel from the door with the
inoperative power window.
2. Unplug the power window motor wire harness connector. Apply 12 volts across the motor terminals to
check its operation in one direction. Reverse the connections across the motor terminals to check the
operation in the other direction. If the window is in the full up or full down position, the motor will not
operate in that direction by design. If OK, repair the circuits from the power window motor to the power
window switch as required. If not OK, replace the inoperative motor.
3. If the motor operates in both directions, check the operation of the window glass and lift mechanism
through its complete up and down travel. There should be no binding or sticking of the window glass or
lift mechanism through the entire travel range. If not OK, check the window glass, tracks, and regulator
for sticking, binding, or improper adjustment.
REMOVAL
REMOVAL
Fig. 1: Interior Trim panel


2. Remove the door interior trim panel (2). Refer to PANEL, DOOR TRIM , REMOVAL .
Fig. 2: Window Motor

3. Disconnect the power window motor electrical connector from the motor electrical connector receptacle
(3).
4. Remove the three fasteners (4) that secure the power window motor and gear assembly (2) to the carrier
plate (1) and remove the motor and gear assembly.
INSTALLATION
INSTALLATION
Fig. 3: Window Motor

NOTE: The power window motor may need to actuated momentarily to line up the gear
in the drive assembly with the regulator.
1. Connect the power window motor electrical connector to the motor electrical connector receptacle (3).
2. Position the power window motor and gear assembly (2) on the carrier plate (1) aligning the drive gear
with the regulator.
3. If necessary, temporarily connect the window switch assembly and battery to actuate the motor.
4. Install and tighten the three fasteners (4) that secure the power window motor and gear assembly to the
carrier plate.

5. Reinstall the door interior trim panel (2). Refer to PANEL, DOOR TRIM , INSTALLATION .
SWITCH, POWER WINDOW

DESCRIPTION
DESCRIPTION
Fig. 5: Driver Side Module, Passenger Side Module, Four Spring Clip Retainers & Connector Receptacle
A front door power switch module and bezel unit is located near the forward end of the arm rest of each front
door trim panel. Two different modules are used: a driver side module (1), and a passenger side module (2).
Each switch button in both modules is identified with either an International Control and Display Symbol icon
or text that clearly identifies the switch function, and each switch button has a Light Emitting Diode (LED) unit
soldered to the switch circuit board that provides back lighting of the icon or text for night visibility.
Each switch module housing is secured within the trim panel armrest by four spring clip retainers (3), two on
each side of the switch module housing. The passenger side switch module includes a small cubby bin. A
connector receptacle (4) integral to the switch module housing connect the switches to the vehicle electrical
system through dedicated take outs and connectors of the door wire harness.
The front door power switch modules include the following switches:
 Power Lock Switch - A momentary switch button to control the Lock function of the power lock system.
 Power Unlock Switch - A momentary switch button to control the Unlock function of the power lock
system.
 Power Mirror Selector Switch (Driver Side Switch Only) - Three mirror selector switch buttons
choose the power mirror to be adjusted, R (right), L (left) or a power fold position (both mirrors).
 Power Mirror Direction Control Switch (Driver Side Switch Only) - After a power mirror is selected,
pressing down on one of the arrows on the momentary mirror direction switch will move the selected
mirror in that direction for as long as it is held down until the limit of the mirror travel is reached.
 Power Window Lockout Switch (Driver Side Switch Only) - A latching push-button power window
lockout switch allows the vehicle operator to lock out the power window switches on each front and rear
passenger door so that those windows may be operated only from the driver side front door master
switches. When the lockout switch is engaged, the LED back lighting for each front and rear passenger
door power window switch is extinguished.
 Power Window Switches - A single two-way, momentary power window switch with a push-to-open
and a lift-to-close tab is provide for each passenger door window while the driver side switch module
contains four of these power window switches, one switch dedicated to each door window. The switch tab
for the driver side front door power window has a second detent in the down direction which is used to
activate the Auto-Down (also known as express down or one-touch down) feature. A second detent in the
up direction on both front door power window switches activates the Express-Up feature.
The front door power switch modules cannot be adjusted or repaired. If damaged or ineffective, the entire driver
side or passenger side front door switch module must be replaced as a unit.
OPERATION
OPERATION
The driver side front door power switch module combines a power lock switch, a power window switch for
each of the four door windows including auto-down (also known as one-touch down or express down) and
express up features for both front door windows, a power window lockout switch, a power mirror selector
switch, and a power mirror adjustment switch in a single unit. The passenger side power door switch module
combines a power lock switch and a passenger side front door power window switch with the auto-down and
express up features.
The driver side front door power switch module provides resistor multiplexed outputs to the driver door module
indicating the power lock switch selection, hard wired analog outputs indicating the power mirror selector
switch and adjustment switch selections, and electronic message outputs over a Local Interface Network (LIN)
data bus connection indicating the power window switch selections. The passenger side front door power switch
module provides resistor multiplexed outputs to the passenger door module indicating both the power lock and
power window switch selections.
The hard-wired circuits between the driver side front door power switch module and the driver side door
module or the rear door power window switches may be diagnosed using conventional diagnostic tools and
prove conclusive in the diagnosis of the electronic controls and communication between the switch module and
the door module or in the diagnosis of the electronic controls and communication between other modules and
the door module that provide some features of the power lock, power mirror or power window systems. The
most reliable, efficient, and accurate means to diagnose the driver side power switch module or the electronic
controls and communication related to power lock, power mirror or power window system operation requires
the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
The hard-wired circuits between the passenger side front door power switch module and the passenger side door
module may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring
information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the
electronic controls and communication between other modules and the door module that provide some features
of the power lock or power window systems. The most reliable, efficient, and accurate means to diagnose the
power switch module or the electronic controls and communication related to power lock or power window
DIAGNOSIS AND TESTING - POWER WINDOW SWITCH
The front door power window switches are included in the window/lock switch . Refer to SWITCH,
LOCK , DIAGNOSIS AND TESTING .
The Light-Emitting Diode (LED) illumination lamps for all of the power window switches receive battery
current through the power window circuit breaker in the junction block. If all of the LEDs are inoperative in the
power window switch and the power windows are inoperative. Refer to DIAGNOSIS AND TESTING . If the
power windows operate, but any or all of the LEDs are inoperative, the power window and lock switch units
with the inoperative LED(s) must be replaced. For complete circuit diagrams, refer to the appropriate wiring
information.
REMOVAL
REMOVAL
FRONT SWITCH MODULE
Fig. 6: Identifying Window Switch


2. Using a trim stick or another suitable wide flat-bladed tool, pry the bezel of the front door switch module
(1) up and away from the front door trim panel arm rest (2) far enough to disengage the four spring steel
retainers of the switch from the arm rest opening.
3. Pull the switch module away from the mounting hold of the arm rest far enough to access and disconnect
the door wire harness connector (3) from the switch connector receptacle.
4. Remove the switch module from the vehicle.
REAR SWITCH ASSEMBLY
NOTE: The passenger rear window switches for this vehicle are serviced in the same
manner as the front switch module.
1. Refer to1.
INSTALLATION
INSTALLATION
FRONT SWITCH MODULE
Fig. 7: Identifying Window Switch

1. Position the front door switch module (1) close enough to the mounting hole in the arm rest (2) of the
front door trim panel to access and reconnect the front door wire harness connector (3) to the switch
2. Align the switch module to the arm rest mounting hole.
3. Using hand pressure, press the switch module firmly and evenly into the mounting hole until the four
spring steel retainers of the switch are fully engaged and the switch bezel is fully seated against the arm
rest.
REAR SWITCH ASSEMBLY
NOTE: The passenger rear window switches for this vehicle are serviced in the same
manner as the front switch module.
1. Refer to1.
2011 ELECTRICAL Special Tools - Electrical - Grand Cherokee
2011 ELECTRICAL
Special Tools - Electrical - Grand Cherokee
SPECIAL TOOLS
10243-1 - Fixture, Alignment, Accessory

10243-2 - Driver, Nut
10246 - Remover, Power Outlet
10256 - Installer, Cam Installer, Cam Sensor/ Spark Plug Tube Seal
223-9425 - Battery Charger, Associated
6029 - De Gauser
9001 - Rf Detector
9649 - Alignment Device, Smart Beam
9977-6 - Kit, Radio Antenna Diagnostic
C-4755 - Trim Stick
GR8-1220KIT-CHRY - AGM Battery Tester/Charger Station
(Originally Shipped In Kit Number(s) GR8-1220KIT-CHRY.)
2011 ACCESSORIES AND EQUIPMENT Speed Control - Service Information - Grand Cherokee
Speed Control - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
Two electronic speed control systems are available factory-installed equipment on this vehicle: a conventional
system and an adaptive system. Additional details of these two systems and their components can be found
under the subheadings and paragraphs that follow.
CONVENTIONAL SPEED CONTROL
The standard equipment conventional electronic speed control system includes the following major
components, which are described in further detail elsewhere in this service information:
 Antilock Brake Module - An Antilock Brake Module (ABM) (also known as Controller Antilock
Brake/CAB or the Electronic Stability Control/ESC module) is located on the antilock brake Hydraulic
Control Unit (HCU) in the engine compartment. Refer to MODULE, ANTI-LOCK BRAKE SYSTEM ,
DESCRIPTION .
 Brake Lamp Switch - The brake (also known as stop) lamp switch is located on the brake pedal support
bracket under the driver side of the instrument panel. Refer to SWITCH, STOP LAMP ,
DESCRIPTION .
 ElectroMechanical Instrument Cluster - A CRUISE indicator is located in the fixed segment display of
the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) that
provides an indication to the vehicle operator when the speed control system is turned ON. Refer to
DESCRIPTION .
 Powertrain Control Module - The Powertrain Control Module (PCM) located on the Totally Integrated
Power Module (TIPM) in the right front corner of the engine compartment contains the software and
hardware that monitors all of the speed control system inputs and controls all of the speed control system
outputs. Refer to MODULE, POWERTRAIN CONTROL , DESCRIPTION .
 Speed Control Switches - A speed control switch pod containing four momentary switch push buttons is
located in the right horizontal spoke of the steering wheel.
 Steering Control Module - A Steering Control Module (SCM) is integral to the Steering Column
Control Module (SCCM) located at the top of the steering column just below the steering wheel. Refer to
MODULE, STEERING COLUMN , DESCRIPTION .
 Wheel Speed Sensors - A wheel speed sensor is located on the knuckle of each front and rear wheel.
Refer to SENSOR, WHEEL SPEED, FRONT , DESCRIPTION .
The ABM, the EMIC, the PCM and the SCM 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 SCM to relay the status of the speed control switches to the PCM, and by the
PCM for control of the CRUISE indicator in the EMIC. Refer to COMMUNICATION , DESCRIPTION .
Hard wired circuitry connects the conventional electronic speed control 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 speed control 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 wiring information. The 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.
ADAPTIVE SPEED CONTROL
The optional equipment adaptive electronic speed control system includes the following major components,
which are described in further detail elsewhere in this service information:
 Adaptive Speed Control Sensor - An adaptive speed control sensor (also known as the Adaptive Cruise
Control/ACC sensor or module and the radar sensor or module) is located on a bracket secured near the
center of the underside of the front bumper support member of the Front End Module (FEM) behind the
front fascia. Refer to SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL ,
DESCRIPTION .
 Antilock Brake Module - An Antilock Brake Module (ABM) (also known as Controller Antilock
Brake/CAB or the Electronic Stability Control/ESC module) is located on the antilock brake Hydraulic
Control Unit (HCU) in the engine compartment. Refer to MODULE, ANTI-LOCK BRAKE SYSTEM ,
DESCRIPTION .
 Brake Lamp Switch - The brake (also known as stop) lamp switch is located on the brake pedal support
bracket under the driver side of the instrument panel. Refer to SWITCH, STOP LAMP ,
DESCRIPTION .
 ElectroMechanical Instrument Cluster - A CRUISE indicator is located in the fixed segment display of
the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) that
provides an indication to the vehicle operator when the speed control system is turned ON. Refer to
DESCRIPTION .
 Electronic Vehicle Information Center - The Electronic Vehicle Information Center (EVIC) is located
in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN)
and provides an interface to the vehicle operator for setting the adaptive speed control customer
preferences as well as a display of the adaptive speed control and Forward Collision Warning (FCW)
system status messages. Refer to CENTER, ELECTRONIC VEHICLE INFORMATION ,
DESCRIPTION .
 Powertrain Control Module - The Powertrain Control Module (PCM) located on the Totally Integrated
Power Module (TIPM) in the right front corner of the engine compartment contains the software and
hardware that monitors all of the speed control system inputs and controls all of the speed control system
outputs. Refer to MODULE, POWERTRAIN CONTROL , DESCRIPTION .
 Speed Control Switches - A speed control switch pod containing six momentary switch push buttons is
located in the right horizontal spoke of the steering wheel.
 Steering Control Module - A Steering Control Module (SCM) is integral to the Steering Column
Control Module (SCCM) located at the top of the steering column just below the steering wheel. Refer to
MODULE, STEERING COLUMN , DESCRIPTION .
 Wheel Speed Sensors - A wheel speed sensor is located on the knuckle of each front and rear wheel.
Refer to SENSOR, WHEEL SPEED, FRONT , DESCRIPTION .
The ACC sensor, the ABM, the EMIC, the EVIC, the PCM and the SCM 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 ACC sensor to provide inputs to the ABM, the EVIC and the
PCM, is used by the ABM to provide inputs to the PCM, is used by the SCM to relay the status of the speed
control switches to the PCM and is used by the PCM for control of the indicators in the EMIC and the
indications in the EVIC. Refer to COMMUNICATION , DESCRIPTION .
Hard wired circuitry connects the adaptive electronic speed control 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 speed control system components through the use of a combination of soldered
OPERATION
OPERATION
CONVENTIONAL SPEED CONTROL
The vehicle operator controls all conventional speed control system features through the speed control switch
pod on the face of the right horizontal spoke of the steering wheel. When a push button of the switch pod is
depressed, it provides a hard wired resistor multiplexed analog input to the Steering Control Module (SCM).
The SCM reads the speed control switch input, then relays an electronic speed control switch status message to
the Powertrain Control Module (PCM) over the Controller Area Network (CAN) data bus. The PCM software
continually monitors these inputs as well as electronic vehicle distance message inputs from the Antilock Brake
Module (ABM) (also known as the Controller Antilock Brake/CAB, the Electronic Stability Control/ESC
module or the Antilock Brake System/ABS module) and numerous hard wired inputs including the brake (or
stop) lamp switch, then provides the appropriate electronic message and hard wired outputs to invoke the
requested electronic speed control features.
The PCM microprocessor continuously monitors all of the speed control system electrical circuits to determine
the system readiness. If the PCM detects a monitored system fault, it sets and stores a Diagnostic Trouble Code
(DTC). The PCM uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the
vehicle as well as with the diagnostic scan tool using the CAN data bus. This method of communication is used
for control of the Malfunction Indicator Lamp (MIL) (also known as the Check Engine lamp) in the
ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) and for
system diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the
instrument panel.
The hard wired inputs and outputs for the PCM may be diagnosed using conventional diagnostic tools and
prove conclusive in the diagnosis of the PCM or the electronic controls or communication between other
modules and devices that provide features of the conventional speed control system. The most reliable, efficient,
and accurate means to diagnose the PCM or the electronic controls and communication related to speed control
ADAPTIVE SPEED CONTROL
The vehicle operator controls all adaptive speed control system features through the speed control switch pod on
the face of the right horizontal spoke of the steering wheel. When a push button of the switch pod is depressed,
it provides a hard wired resistor multiplexed analog input to the Steering Control Module (SCM).
The SCM reads the speed control switch input, then relays an electronic speed control switch status message to
the Powertrain Control Module (PCM) and to the adaptive speed control sensor (also known as the Adaptive
Cruise Control/ACC sensor or module, or as the radar sensor or module) over the Controller Area Network
(CAN) data bus. The PCM and ACC sensor microprocessors continually monitor these inputs as well as
electronic wheel speed message inputs from the Antilock Brake Module (ABM) (also known as the Controller
Antilock Brake/CAB, the Electronic Stability Control/ESC module or the Antilock Brake System/ABS
module), electronic gear selector message inputs from the Transmission Control Module TCM and numerous
hard wired inputs including the brake (or stop) lamp switch, then provides the appropriate electronic message
and hard wired outputs to invoke the requested electronic speed control features.
Using the MODE push button of the speed control switch pod on the face of the right horizontal spoke of the
steering wheel, the vehicle operator can choose between adaptive speed control and conventional speed control
modes of operation. As the name implies, when in the conventional speed control mode the speed control
system is used and functions exactly like a conventional speed control system. When in the adaptive speed
control mode, the vehicle operator can use the DISTANCE push button of the speed control switch pod to select
from one of three distance settings for the adaptive cruise system to maintain. These settings equate to the time
in seconds separating the vehicle from a preceding vehicle. The ACC sensor then uses electronic message
outputs to the ABM, the TCM and the PCM to maintain the selected separation distance. The available distance
settings are:
 1 - 1.0 second
 2 - 1.5 seconds
 3 - 2.0 seconds
The PCM and ACC sensor microprocessors continuously monitor all of the speed control system electrical
circuits to determine the system readiness. If the PCM or ACC sensor detects a monitored system fault, it sets
and stores a Diagnostic Trouble Code (DTC). The PCM and ACC sensor use On-Board Diagnostics (OBD) and
can communicate with other electronic modules in the vehicle as well as with the diagnostic scan tool using the
CAN data bus. This method of communication is used for control of the Malfunction Indicator Lamp (MIL)
(also known as the Check Engine lamp) in the ElectroMechanical Instrument Cluster (EMIC) (also known as
the Cab Compartment Node/CCN) and for system diagnosis and testing through the 16-way data link connector
located on the driver side lower edge of the instrument panel.
The hard wired inputs and outputs for the PCM and the ACC sensor may be diagnosed using conventional
methods will not prove conclusive in the diagnosis of the PCM, the ACC sensor or the electronic controls or
communication between other modules and devices that provide features of the adaptive speed control system.
The most reliable, efficient, and accurate means to diagnose the PCM, the ACC sensor or the electronic controls
and communication related to speed control system operation requires the use of a diagnostic scan tool. Refer to
SWITCH, SPEED CONTROL

DESCRIPTION
DESCRIPTION
Fig. 1: Except Adaptive Speed Control

Fig. 2: With Adaptive Speed Control

The speed control switch pod (1) is located in the right spoke of the steering wheel spoke bezel. Two different
switches are used. One switch has four buttons and is used on vehicles not equipped with the optional adaptive
speed control (also known as the Adaptive Cruise Control/ACC) system. The other switch has six buttons and is
used on vehicles equipped with the ACC system option. These switches are the primary control used by the
vehicle operator to manage the particular speed control system installed in the vehicle. The only visible
components of the switch pod are the switch push buttons and a decorative bezel around the push buttons,
which stands slightly proud of the steering wheel spoke bezel. The remainder of the switch pod including its
mounting provisions and its electrical connection are concealed beneath the spoke bezel.
The switch pod housing and push buttons are constructed of molded plastic. Each of the push buttons has white
International Control and Display Symbol graphics or text applied to it, which clearly identify the function of
each push button. The switch pod is secured through three integral mounting tabs (2) to mounting bosses on the
back of the spoke bezel by three screws. A connector receptacle (3) integral to the inboard end of the switch pod
housing connects the speed control switch and the Local Interface Network (LIN) slave node circuitry integral
to the switch pod to the vehicle electrical system through a dedicated take out and connector of the steering
wheel wire harness.
The speed control switch pod cannot be adjusted or repaired. If any function of the switch or the LIN slave node
is ineffective or damaged, the entire switch pod unit must be replaced.
OPERATION
OPERATION
The speed control switch pod is a resistor multiplexed unit that provides hard wired inputs to the Steering
Control Module (SCM) microprocessor integral to the Steering Column Control Module (SCCM). The speed
control switch pod also contains the circuitry of a Local Interface Network (LIN) slave node, which provides
source current for and communicates the switch or sensor states of the Electronic Vehicle Information Center
(EVIC) switches, the remote radio switches, the paddle shifter switches (if equipped), the horn switch and the
heated steering wheel sensor (if equipped) over the LIN data bus to the SCM, which is the LIN master node.
The speed control switch pod for vehicles equipped with a conventional electronic speed control system and not
equipped with the optional adaptive speed control (also known as the Adaptive Cruise Control/ACC) system
contains four switch push buttons whose functions are:
 On/Off - This switch button enables or disables the speed control system and clears any previous speed
control set speed from system memory.
 Resume / + - This switch button restores the vehicle to a previously stored set speed or accelerates the
vehicle from an already attained set speed.
 Cancel - This switch button cancels the current speed control event, but does not turn the system OFF or
clear the currently stored set speed.
 Set / - - This switch button sets the current vehicle speed as the stored set speed or decelerates (coasts) the
vehicle to a speed that is slower than the already attained set speed.
The optional adaptive speed control switch pod for vehicles equipped with the ACC system option contains the
same four switch push buttons as the conventional speed control switch pod, then adds two buttons whose
functions are:
 Mode - This switch button toggles the speed control system between adaptive (ACC) or conventional
(non-ACC) modes of operation.
 Distance - This switch button selects the separation or following distance (in seconds) that the ACC
system maintains between this vehicle and any preceding vehicle. The three distance settings available
are: 1 - about 1.0 second, 2 - about 1.5 seconds or 3 - about 2.0 seconds.
The SCM LIN master node provides a clean ground and fused B(+) current for all of the switches and sensors
on the rotating steering wheel through the LIN slave node circuitry of the speed control switch pod as well as
for the Light Emitting Diode (LED) back lighting of both the speed control and the EVIC switch pods. The
SCM continually monitors all of the hard wired speed control switch circuits as well as the LIN bus data. The
SCM will set a Diagnostic Trouble Code (DTC) for any problem it detects in the speed control switch circuits,
and will store a Signal Not Available (SNA) code for any LIN bus input errors. The SCM also communicates
with other electronic modules over the Controller Area Network (CAN) data bus. Therefore, any SCM DTC
information can be retrieved using a diagnostic scan tool connected to the Data Link Connector (DLC).
The analog resistor multiplexed circuits of the speed control switch pod as well as the hard wired circuits
between the switch pod and the SCM may be diagnosed using conventional diagnostic tools and procedures.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the LIN slave or
master nodes, the SCM, the SCCM or the electronic controls and communication between modules and other
devices that provide some features of the speed control system. The most reliable, efficient, and accurate means
to diagnose the speed control switch pod, the LIN slave or master nodes, the SCM or the electronic controls and
communication related to speed control system operation requires the use of a diagnostic scan tool. Refer to the
deployment.
Fig. 3: Speed Control Switch Harness Connector

NOTE: The following test confirms only correct speed control switch functions. It does
not test or confirm any of the Local Interface Network (LIN) slave node inputs,
outputs or functions. LIN slave node testing requires the use of a diagnostic
scan tool. Refer to the appropriate diagnostic information.
1. Remove the speed control switch pod from the steering wheel. Refer to SWITCH, SPEED CONTROL ,
REMOVAL.
2. Disconnect the steering wheel wire harness connector from the back of the speed control switch pod.
3. Using an ohmmeter, test the resistance between the terminals of the switch as shown in the Speed Control
Switch Tests table.
SPEED CONTROL SWITCH TESTS

SWITCH POSITION PINS (*RESISTANCE -
OHMS)
NO PUSH BUTTONS 13 and 14 (20708)
DEPRESSED 14 and 15 (20591)
13 and 14 (464)
ON / OFF
14 and 15 (133)
13 and 14 (896)
CANCEL
14 and 15 (457)
DISTANCE (WITH
13 and 14 (1515)
ADAPTIVE SPEED
14 and 15 (899)
CONTROL ONLY)
MODE (WITH ADAPTIVE 13 and 14 (2468)
SPEED CONTROL ONLY) 14 and 15 (1518)
13 and 14 (4088)
SET / - (DECEL)
14 and 15 (2471)
13 and 14 (7408)
RESUME / + (ACCEL)
14 and 15 (4091)
*All resistance values are plus or minus 5%.
4. If the switch fails any of the tests, replace the ineffective speed control switch pod as required.
REMOVAL
REMOVAL
deployment.

2. Remove the driver airbag from the steering wheel. Refer to AIR BAG, DRIVER , REMOVAL .
3. From the back of the steering wheel (4), remove the two screws (2) that secure the center spoke of the
rear cover (1) to the center spoke of the steering wheel spoke front bezel (3).
4. From the face of the steering wheel, remove the four screws (2) that secure the front spoke bezel (4) to the
steering wheel armature within the steering wheel hub cavity.
5. Using a trim stick or another suitable wide flat-bladed tool, carefully pry at the parting line between the
front spoke bezel and the steering wheel rear cover enough to unsnap the two horizontal members of the
bezel from those of the rear cover.
6. Pull the front spoke bezel away from the steering wheel far enough to access and disconnect the steering
wheel wire harness connections from the Electronic Vehicle Information Center (EVIC) switch pod (1)
and the speed control switch pod (3).
Fig. 6: Steering Wheel Spoke Front Bezel, Screws, Speed Control Switch Pod & Harness Connector
7. From the back of the steering wheel spoke front bezel (4), remove the three screws (2) that secure the
speed control switch pod (1) mounting tabs to the bezel.

8. Remove the switch from the bezel.
INSTALLATION
INSTALLATION
deployment.
Fig. 7: Steering Wheel Spoke Front Bezel, Screws, Speed Control Switch Pod & Harness Connector
1. Position the speed control switch pod (1) to the back of the steering wheel spoke front bezel (4).
2. Install and tighten the three screws (2) that secure the switch mounting tabs to the bezel. Tighten the
screws securely.
3. Position the front spoke bezel close enough to the steering wheel to reconnect the steering wheel wire
harness connections to the Electronic Vehicle Information Center (EVIC) switch pod and the speed
control switch pod connector receptacles (3).
4. Position the front spoke bezel (4), EVIC switch pod (1) and speed control switch pod (3) as a unit to the
steering wheel. Be certain that the steering wheel wire harness is routed between the lower or upper bezel
stanchions and the inside circumference of the steering wheel hub cavity so that the wiring will not be
pinched when the driver airbag is reinstalled.
5. Use hand pressure to squeeze the horizontal spokes of both the front spoke bezel and the steering wheel
rear cover together until all of the snap features are fully engaged.
6. Install and tighten the four screws that secure the stanchions of the front spoke bezel to the steering wheel
armature within the steering wheel hub cavity. Tighten the screws securely.
7. From the back of the steering wheel (4), install and tighten the two screws (2) that secure the center spoke
of the rear cover (1) to the center spoke of the steering wheel spoke front bezel (3). Tighten the screws
securely.
8. Reinstall the driver airbag onto the steering wheel. Refer to AIR BAG, DRIVER , INSTALLATION .
2011 ENGINE Starting - Service Information - Grand Cherokee
2011 ENGINE
Starting - Service Information - Grand Cherokee
DESCRIPTION
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 "Remote Start"
button twice within 5 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. 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 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 can occur when the remote start sequence was initiated but cancelled before the engine
begins to crank or 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.
OPERATION
REMOTE STARTING SYSTEM
When you press the Keyless Go button (KIN Button), a request is sent to the Wireless Ignition Node (WIN) via
the private Local Interface Network (LIN) data bus. Once the WIN receives the request from the KIN it then
looks for the valid key via the Passive Entry Module (PEM) antennas. If the WIN detects a valid key, then the
WIN sets the ignition position to START/CRANK.
The Totally Integrated Power Module (TIPM) then turns the ignition status to START/CRANK.
If conditions are correct to start, the Powertrain Control Module (PCM) turns On the high side of the starter
relay and turns the ANL_LFT signal (the crank hold signal) to True. If the TIPM is still in START/CRANK,
and the ANL_LFT signal is True, then the TIPM turns On the low side of the relay and the engine will start
cranking.
Once the engine is started, the PCM deactivates the double start over ride. The TIPM will then deactivate the
starter either when the engine starts or the maximum time has been reach for the tip start (10 sec for gas and 25
sec for diesel).
The WIN changes the ignition position to RUN if the start type is TIP start or the 2 second time expires or the
PCM indicates the vehicle is not in park or neutral. The engine can be manually shut down by the driver with
speeds over 5 MPH (8 KPH) in any gear.

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:
 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 DIAGNOSIS
AND TESTING .
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 OPERATE 1. Battery discharged or 1. Charge and test battery. Refer to
inoperative DIAGNOSIS AND TESTING .
Replace battery, if required.
2. Test the starter motor and solenoid.
2. Starter motor or solenoid Refer to STARTER , DIAGNOSIS
inoperative AND TESTING. Replace starter
motor, if required.
3. Starter relay inoperative 3. Refer to appropriate Electrical
Diagnostic article. Test and replace
the starter relay, if required
4. Clutch pedal position 4. Refer to appropriate Electrical
switch inoperative (if Diagnostic article. Test and adjust or
equipped with manual replace switch, if required.
transmission)
5. Park/Neutral position 5. Refer to appropriate Electrical
switch inoperative (if Diagnostic article. Test and adjust or
equipped with automatic replace switch, if required.
transmission)
6. Test the Ignition Switch and Key

Lock Cylinder. Replace ignition

6. Ignition switch inoperative
switch if required.
7. Refer to appropriate Wiring
7. Starting circuit wiring Information article. Test and repair
inoperative starter feed and/or control circuits, if
required.
STARTER ENGAGES, BUT 1. Battery discharged or 1. Charge and test battery. Refer to
FAILS TO TURN ENGINE inoperative DIAGNOSIS AND TESTING .
Replace battery if required.
2. Test the starter motor and solenoid.
2. Starter motor or solenoid Refer to STARTER , DIAGNOSIS
inoperative AND TESTING. Replace starter
motor if required.
3. Refer to appropriate Wiring
3. Starting circuit wiring Information article. Test and repair
inoperative starter feed and/or control circuits, if
required.
4. Engine seized 4. Refer to appropriate Engine
Mechanical article. Test and repair
engine as required.
STARTER ENGAGES, BUT 1. Test the starter motor and solenoid.
THEN DISENGAGES BEFORE 1. Starter motor or solenoid Refer to STARTER , DIAGNOSIS
ENGINE STARTS inoperative AND TESTING. Replace starter
motor, if required.
2. Remove starter motor and inspect
starter ring gear. Refer to STARTER ,
2. Starter ring gear damaged
REMOVAL. Replace starter ring
gear, if required.
STARTER DOES NOT 1. Inspect and test the starter motor
1. Starter motor incorrectly
DISENGAGE and solenoid. Refer to STARTER ,
installed or solenoid
inoperative
Replace starter motor, if required.
2. Refer to appropriate Electrical
2. Starter relay inoperative Diagnostic article. Test and replace
the starter relay, if required.
3. Test the Ignition Switch and Key
3. Ignition switch inoperative Lock Cylinder. Replace ignition
switch, if required.
STARTING SYSTEM TESTING
COLD CRANKING TEST
NOTE: Refer to appropriate Wiring Information article for complete starter wiring circuit
diagrams.
Fig. 1: Connecting Volt-ampere Tester To Battery Terminals - Typical

1. Fully charge and load-test the battery. Refer to DIAGNOSIS AND TESTING .
2. Connect volt-ampere tester leads (1 and 2 to the battery terminals. Connect volt-ampere tester lead (3)
around the positive battery cable. See instructions provided by manufacturer of volt-ampere 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. Refer to appropriate Wiring Information article 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 volt-ampere tester.
1. If voltage reads below 9.6 volts, refer to STARTER , DIAGNOSIS AND TESTING. If starter
motor is OK, refer to appropriate Engine Mechanical article. If starter motor is not OK, replace the
starter motor. Refer to STARTER , REMOVAL.
2. Refer to Feed Circuit Test if voltage reads above 9.6 volts and current (amperage) draw reads
below specifications.
3. Refer to 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: Refer to appropriate Wiring Information article 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 clamp-to-terminal 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 load-test the battery. Refer to 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.
 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. Refer to appropriate Wiring Information article for
relay locations.
Fig. 2: Testing Battery Negative Connection Voltage Draw

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: Testing Battery Positive Connection Voltage Draw

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.
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: Testing Battery Positive Cable Voltage Draw

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: Testing Ground Circuit Voltage Draw

1 - VOLTMETER
2 - BATTERY
3 - ENGINE GROUND
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: Testing Starter Ground Voltage Draw

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. Refer to
STARTER , DIAGNOSIS AND TESTING.
SPECIFICATIONS
STARTING SYSTEM
Starter Motor
Engine Application 3.7L 4.7L/5.7L/6.1L Gas Powered 3.0L Diesel
Power Rating 1.2 Kilowatt 1.4 Kilowatt / 1.9 Horsepower -
* Cranking Amperage
100 - 200 Amperes 125 - 250 Amperes 450 - 700 Amperes
Draw Test
* Test at operating temperature. Cold engine, tight (new) engine, or heavy oil will increase starter
amperage draw.

Battery Cable Eyelet Nut 25 19 221
at Solenoid (large nut)
Starter Mounting Bolts 68 50 -
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
Fig. 8: 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).
The control module is located between the passenger side air bag and the glove box liner. The module electrical
connector plugs into the WIN attached to the ignition switch located near the right side of the steering column.
1. Disconnect and isolate negative cable from battery.

2. Remove the drivers scuff plate. Refer to PLATE, SCUFF, DOOR , REMOVAL .

3. Remove the drivers cowl trim panel. Refer to PANEL, COWL TRIM, SIDE , REMOVAL .
4. Remove the drivers side silencer pad.
REMOVAL .



7. Remove the glovebox. Refer to GLOVE BOX, INSTRUMENT PANEL , REMOVAL .

8. Remove the glovebox liner.

9. Remove the instrument panel center bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER ,
REMOVAL .
Fig. 13: Antenna Connector & WIN

10. Through the steering column opening disconnect the Wireless Ignition Node (WIN) antenna connector
(1) from the WIN (2).
Fig. 14: Two WIN Antenna & Harness Clips

11. Unclip the two WIN antenna (2) harness clips (1) from the support.
12. Through the glove box opening (2) release the two antenna harness clips (1) from the back of the
instrument panel.
Fig. 16: Passenger Side Airbag & Glove Box Opening Support
NOTE: The antenna is located between the passenger side airbag (3) and the
glove box opening support (4).
13. Remove the retainers (1) from the remote start antenna (2).
14. Gently pull the cable out from behind the instrument panel.
INSTALLATION
INSTALLATION
Fig. 17: Passenger Side Airbag & Glove Box Opening Support
1. Route the cable behind the center stack of the instrument panel.
2. Remove the retainers (1) from the remote start antenna (2).
3. Through the glove box opening (2) install the two antenna harness clips (1) from the back of the
instrument panel.
Fig. 19: Two WIN Antenna & Harness Clips

4. Clip the two WIN antenna (2) harness clips (1) to the support.
Fig. 20: Antenna Connector & WIN

5. Through the steering column opening connect the Wireless Ignition Node (WIN) antenna connector (1)
from the WIN (2).

INSTALLATION .

7. Install the glovebox liner.

8. Install the glovebox. Refer to GLOVE BOX, INSTRUMENT PANEL , INSTALLATION .


INSTALLATION .
11. Install the drivers side silencer pad.

12. Install the drivers cowl trim panel. Refer to PANEL, COWL TRIM, SIDE , INSTALLATION .
13. Install the drivers scuff plate. Refer to PLATE, SCUFF, DOOR , INSTALLATION .
BUTTON, START/STOP
DESCRIPTION
DESCRIPTION
START/STOP BUTTON
Fig. 25: START/STOP Button

The START/STOP button is located on the instrument panel, inserted into the Wireless Ignition Node (WIN)
next to the steering column. The START/STOP button is the momentary push button used to change the
vehicle's ignition states, instead of the conventional key and lock cylinder. The START/STOP button can be
removed and the FOB with Integrated Key (FOBIK) can be used in its place, in a similar manner to a
conventional key.
OPERATION
OPERATION
START/STOP BUTTON
Each time the START/STOP button is pressed, a signal is transmitted from the Wireless Ignition Node (WIN)
over the Controlled Area Network (CAN) data bus to the Passive Entry Module (PEM), where the signal is then
wirelessly transmitted to the FOB with Integrated Key (FOBIK). The signal is then sent back through the PEM
over the CAN data bus and back to the WIN for authentication and location. After a valid FOBIK is detected
inside the vehicle the ignition state can be changed.
The ignition system for the Keyless Go (KG)feature has three states, similar to a conventional ignition system.
These ignition states are OFF, ACCESSORY, and ON. Each time the START/STOP button is pressed and
released the ignition state changes to the next ignition state as follows, from OFF to ACCESSORY, from
ACCESSORY to ON, and from ON back to OFF.
To start the engine, the transmission must be in park or neutral. From any ignition state, press the brake pedal
and press and release the START/STOP button and the engine attempts to start. The starter will continues to
crank until the engine starts. If the engine fails to start, the starter will disengages automatically in 10 seconds.
If you wish to stop the cranking of the engine before the engine starts, press and release the START/STOP
button again.
To shut off the engine while the transmission is in PARK press and release the START/STOP button and the
engine shuts off. To shut off the engine while the transmission is out of PARK you must press and hold the
START STOP button. The ignition state will be changes to the ACCESSORY state if the transmission is not in
PARK and to the OFF state if the transmission is in PARK motion.
For information regarding an inoperative START/STOP button, refer to BUTTON, START/STOP ,

DIAGNOSIS AND TESTING - STOP START BUTTON
If the START/STOP button is inoperative, it may be caused by an invalid FOB with Integrated Key (FOBIK),
or a FOBIK with a dead battery. To determine the cause of the problem, refer to BUTTON, START/STOP ,
STANDARD PROCEDURE.
STANDARD PROCEDURE
STANDARD PROCEDURE - STARTING ENGINE WITHOUT STOP START BUTTON
If the START/STOP button is inoperative remove the Engine START/STOP Button and insert the FOB with
Integrated Key (FOBIK) in the receptacle. Refer to BUTTON, START/STOP , REMOVAL. If the FOBIK is
not valid the message center displays WRONG KEY. If no message is displayed, it should still be possible to
operate the vehicle by turning the FOBIK to the desired ignition position. The FOBIK battery needs to be
replaced for the Keyless GO (KG) to operate. For further information regarding KG functionality, refer to the
appropriate Electrical Diagnostic article.
REMOVAL
REMOVAL
START/STOP BUTTON
NOTE: The START/STOP button should only be removed or installed with the ignition
off.
Fig. 26: Identifying Instrument Panel, Button & Chrome Bezel Ring
1. Insert a small screwdriver or trim tool under the chrome bezel ring (3) at the bottom of the button(2), and
gently pry the button (2) loose.
2. Remove the button (2) from the receptacle on the instrument panel (1).
INSTALLATION
INSTALLATION
START/STOP BUTTON
NOTE: The START/STOP button should only be removed or installed with the ignition
off.
Fig. 27: Identifying Instrument Panel, Button & Chrome Bezel Ring
1. Position the START/STOP button (2) with the lettering in the horizontal position.
2. Insert the button into the receptacle on the instrument panel (1) and gently press on the chrome bezel ring
(3) to seat the button in the receptacle.
RELAY, STARTER
DESCRIPTION
DESCRIPTION
The starter relay is an electromechanical device that switches battery current to the pull-in coil of the starter
solenoid when the ignition switch is turned to the Start position. The starter relay is located in the Power
Distribution Center (PDC) in the engine compartment. Refer to the power distribution center cover for relay
identification and location.
The starter relay is a International Standards Organization (ISO) relay. Relays conforming to ISO specifications
have common physical dimensions, current capacities, terminal patterns, and terminal functions.
The starter relay cannot be repaired or adjusted. If faulty or damaged, it must be replaced.
OPERATION
OPERATION
The ISO relay consists of an electromagnetic coil, a resistor or diode, and three (two fixed and one movable)
electrical contacts. The movable (common feed) relay contact is held against one of the fixed contacts (normally
closed) by spring pressure. When electromagnetic coil is energized, it draws the movable contact away from
normally closed fixed contact, and holds it against the other (normally open) fixed contact.
When electromagnetic coil is de-energized, spring pressure returns movable contact to normally closed position.
The resistor or diode is connected in parallel with electromagnetic coil within relay, and helps to dissipate
voltage spikes produced when coil is de-energized.
REMOVAL
REMOVAL
The starter relay is located in the Power Distribution Center (PDC). Refer to label on PDC cover for relay
location.
1. Disconnect and isolate negative battery cable.

2. Remove cover from Power Distribution Center (PDC) for relay identification and location.
3. Remove starter relay from PDC.
4. Check condition of relay terminals and PDC connector terminals for damage or corrosion. Repair if
necessary before installing relay.
5. Check for pin height (pin height should be the same for all terminals within the PDC connector). Repair if
necessary before installing relay.
INSTALLATION
INSTALLATION
1. Push down firmly on starter relay until terminals are fully seated into PDC receptacle.
2. Install PDC cover.
3. Connect battery cable.
KEYLESS GO
DESCRIPTION
DESCRIPTION
KEYLESS GO SYSTEM
The Keyless Go (KG) system changes the state of the vehicle's ignition between the OFF, ACCESSORY, RUN,
and START states using a momentary button rather than a conventional key.
The KG system includes the following major components, which are described in further detail elsewhere in
this service information:
 FOB with Integrated Key (FOBIK) - Refer to KEY, TRANSPONDER , DESCRIPTION .

 Passive Entry Antenna - Multiple Low Frequency (LF) antennas are located throughout the passenger
compartment. Refer to ANTENNA, PASSIVE ENTRY , DESCRIPTION .
 Passive Entry Module (PEM) - The module is located on the outboard end of the air conditioning and
heater unit blower housing beneath the passenger side end of the instrument panel. Refer to MODULE,
PASSIVE ENTRY , DESCRIPTION .
 START/STOP button - Located on the instrument panel, inserted into the Wireless Ignition Node
(WIN). Refer to BUTTON, START/STOP , DESCRIPTION.
 Wireless Ignition Node (WIN) - Located to the right of the steering column and is concealed beneath the
instrument panel. Refer to RECEIVER, WIRELESS IGNITION NODE , DESCRIPTION .
OPERATION
OPERATION
KEYLESS GO SYSTEM OPERATION
The Keyless GO (KG) system replaces the conventional key and ignition switch with a momentary
START/STOP button and a FOB with Integrated Key (FOBIK). When the operator presses the START/STOP
button, the FOBIK is checked for authenticity through the Passive Entry Module (PEM). If recognized, the KG
system, allows the ignition state to be changed by the operator between the OFF, ACCESSORY, RUN, and
START states. This causes changes in the ignition status signals on the vehicle's Controller Area Network
(CAN) data buses and hardwired outputs.
DIAGNOSIS AND TESTING - KEYLESS GO SYSTEM
KEYLESS GO SYSTEM
If the Keyless Go (KG) feature is inoperative, it may be caused by an invalid FOB with Integrated Key
(FOBIK), or a FOBIK with a dead battery. Additionally if the Remote Keyless Entry (RKE) is inoperative, the
KG will also be inoperative.
The message center displays the following messages when certain conditions are met.
 Key FOB Battery Low - Displayed when the battery in the FOBIK is low. At this point the Keyless Go
function should still operate, but the battery should be replaced soon.
 Key FOB Not Detected - Displayed when a valid FOBIK could not be detected inside the vehicle
 Push Pedal + Button to Start - Displayed when one enters the vehicle.
 Service Keyless System - Displayed when there is a problem with the KGsystem.
 Vehicle Not in Park - Displayed when shutting off the vehicle while the transmission is not in the PARK
position.
For further information, refer to appropriate Electrical Diagnostic article.
STARTER
DIAGNOSIS AND TESTING - 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.
1. Remove starter motor from vehicle. Refer to REMOVAL.

2. Mount starter motor securely in a soft-jawed 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 volt-ampere tester and a 12-volt battery to starter motor in series, and set ammeter to
100 ampere scale. See instructions provided by manufacturer of volt-ampere 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 appropriate Electrical
Diagnostic article 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
appropriate Electrical Diagnostic article 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 TEST
STARTER SOLENOID
NOTE: Certain vehicles with certain engines may require starter motor removal for the
following test.
Fig. 28: Solenoid Continuity Test

1. If necessary, remove starter motor from vehicle. Refer to REMOVAL.

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.
REMOVAL
3.0L DIESEL


2. Remove the oil cooler (2). Refer to COOLER, OIL , REMOVAL .
Fig. 30: B+ Battery Cable, Solenoid Connector & Starter

3. Remove the B+ battery cable retainer and remove the B+ battery cable (2).
4. Disconnect the solenoid connector (1)
5. Remove the retainers and remove the starter (3).
3.6L 4X2

2. Remove the driver side engine mount (4) and engine mount bracket (1). Refer to INSULATOR,
ENGINE MOUNT, LEFT , REMOVAL .
3. Remove the battery positive cable wire harness connector eyelet from solenoid battery terminal stud.
4. Disconnect the solenoid wire from the starter motor.
5. Remove the two mounting bolts (2).
6. Remove the starter motor.
5.7L



3. Note: If equipped with 4WD and certain transmissions, a support bracket is used between front axle and
side of transmission. Remove 2 support bracket bolts at transmission. Pry support bracket slightly to gain
access to lower starter mounting bolt.
4. Remove the two mounting bolts (2).
5. Move the starter motor towards the front of vehicle far enough for the nose of the starter pinion housing
to clear the housing. Always support the starter motor (1) during this process, do not let the starter motor
hang from the wire harness.
6. Tilt the nose downwards and lower the starter motor far enough to access and remove the nut that secures
the battery positive cable wire harness connector eyelet to the solenoid battery terminal stud. Do not let
the starter motor hang from the wire harness.
7. Remove the battery positive cable wire harness connector eyelet from solenoid battery terminal stud.
8. Disconnect the battery positive cable wire harness connector from the solenoid terminal connector
receptacle.
9. Remove the starter motor.
INSTALLATION
3.0L DIESEL
Fig. 33: B+ Battery Cable, Solenoid Connector & Starter

1. Position the starter and install the mounting retainers.
Tighten to 54 N.m (40 ft. lbs.).
2. Connect the solenoid connector (1)

3. Install the B+ cable to starter solenoid stud.
Tighten to 10 N.m (89 in. lbs.).

4. Install the oil cooler (2). Refer to COOLER, OIL , INSTALLATION .

3.6L 4X2
1. Position the starter motor to the engine.

2. Install and tighten both mounting bolts (2).
Torque the bolts to 68 N.m (50 ft. lbs.).
3. Connect the solenoid wire to the starter motor.

4. Position the battery cable to the solenoid stud. Install and tighten battery cable eyelet nut.
Torque the nut to 25 N.m (19 ft. lbs.).
5. Install the driver side engine mount (4). Refer to INSULATOR, ENGINE MOUNT, LEFT ,
INSTALLATION .
5.7L

1. Connect the solenoid wire to the starter motor (snaps on).

2. Position the battery cable to the solenoid stud. Install and tighten the battery cable eyelet nut. Torque nut
to 25 N.m (19 ft. lbs.). Do not allow the starter motor to hang from the wire harness.
3. Position the starter motor (1) to the engine.
4. If equipped with automatic transmission, slide cooler tube bracket into position.
5. Install and tighten both mounting bolts (2). Torque bolts to 68 N.m (50 ft. lbs.).
TIP START
DESCRIPTION
DESCRIPTION
TIP Start system prevents double starts and preserves battery, ignition and gear life
OPERATION
OPERATION
Do not press the accelerator. Use the Fob with Integrated Key to briefly turn the ignition switch to the START
position and release it as soon as the starter engages. The starter motor will continue to run, and it will
disengage automatically when the engine is running. If the engine fails to start, the starter will disengage
automatically in 10 seconds. If this occurs, turn the ignition switch to the LOCK position, wait 10 to 15
seconds, then repeat the normal starting procedure.
2011 ACCESSORIES AND EQUIPMENT Universal Transmitter - Grand Cherokee
Universal Transmitter - Grand Cherokee
DESCRIPTION
DESCRIPTION
Fig. 1: View Of Overhead Console Transmitter Push Buttons

The HomeLink® transceiver for this vehicle is located within the overhead console (1). The only visible
component of the universal transmitter are the three transmitter push buttons (3) at the front of the overhead
console. The buttons are marked with one, two or three illuminated dots, respectively, for identification of each
channel.
Each of the three transmitter push buttons controls an independent radio transmitter channel. Each of these three
channels can be trained to transmit a different radio frequency signal for the remote operation of garage door
openers, motorized gate openers, home or office lighting, security systems or just about any other device that
can be equipped with a radio receiver in the 286 to 399 Megahertz (MHz) frequency range for remote operation.
The transmitter is capable of operating systems using either rolling code or non-rolling code technology. The
system will not transmit operating signals if the Vehicle Theft Security System is armed.
The HomeLink® transceiver cannot be repaired, and is only available for service with the overhead console. If
any part of the component is inoperative or damaged, the complete overhead console assembly must be
replaced. Refer to CONSOLE, OVERHEAD, FRONT , REMOVAL .
OPERATION
OPERATION
The HomeLink® transceiver operates on a non-switched source of battery current so the unit will remain
functional, regardless of the ignition switch position. For more information on the features, programming
procedures and operation of the HomeLink® transceiver, refer to the owner's manual in the vehicle glove box.

DIAGNOSIS AND TESTING - HOMELINK® TRANSCEIVER
Fig. 2: Identifying Radio Frequency Detector

If the HomeLink® transceiver is inoperative, retrain the transceiver with a known good transmitter, refer to
STANDARD PROCEDURE. Test the universal transmitter operation again. If the unit is still inoperative, test
the universal transmitter with Radio Frequency Detector special tool as described below:
1. Turn the Radio Frequency (RF) Detector ON (3). A "chirp" will sound and the green power Light
Emitting Diode (LED) will light (2). If the green LED does not light, replace the battery (4).
2. Hold the RF detector within one inch of the TRAINED universal transmitter and press any of the
transmitters buttons.
3. The red signal detection LEDs (1) will light and the tool will beep if a radio signal is detected. Repeat this
test for all three transmitter buttons. If the tool does not detect a radio signal for any of the three buttons,
replace the inoperative HomeLink® transceiver assembly. The HomeLink® transceiver is only available
for service with the overhead console. If any part of the component is inoperative or damaged, the
complete overhead console assembly must be replaced.
STANDARD PROCEDURE
ERASING HOMELINK® TRANSCEIVER CODES
NOTE: Individual channels cannot be erased. Erasing the HomeLink® transceiver

codes will erase ALL programmed codes.
To erase programming from all three buttons (individual buttons cannot be erased but can be reprogrammed),
press and hold the two outer HomeLink® transceiver buttons until the indicator light begins to flash after about
20 seconds. Release both buttons. Do not hold for longer that 30 seconds. HomeLink® is now in the train (or
learning) mode and can be programmed at any time beginning with Programming. Refer to STANDARD
PROCEDURE.
PROGRAMMING HOMELINK® TRANSCEIVER CODES
WARNING: Vehicle exhaust contains carbon monoxide, a dangerous gas. Do not run
the engine while training the universal transmitter. Failure to follow these
WARNING: Your motorized door or gate may open and close while you are training
the universal transmitter if the vehicle is in range of the motorized device.
Do not train the universal transmitter if people or pets are in the path of
the door or gate. A moving door or gate can cause serious injury or death
to people and pets or damage to objects.
NOTE: When programming a garage door opener, it is advised to park outside the
garage. It is also recommended that a new battery be placed in the hand-held
transmitter of the device being programmed to the HomeLink® transceiver for
quicker training and accurate transmission of the radio-frequency signal.
NOTE: If programing the HomeLink® transceiver is unsuccessful using the following

procedure, refer to the Owner's Manual for the current customer assistance
phone number.
1. Press and hold the two outer HomeLink® transceiver buttons, and release only when the indicator light
begins to flash (after 20 seconds). Do not hold the buttons for longer than 30 seconds and do not repeat
step one to program a second and/or third hand-held transmitter to the remaining two HomeLink®
transceiver buttons.
2. Position the end of your hand-held transmitter 3-8 cm (1-3 inches) away from the HomeLink®
transceiver buttons while keeping the indicator light in view.
3. Simultaneously press and hold both the HomeLink® transceiver button that you want to train and the
hand-held transmitter button. Do not release the buttons until step 4 has been completed.
NOTE: Some gate operators and garage door openers may require you to replace
this Programming Step 3 with procedures noted in the "Gate
Operator/Canadian Programming" section.
4. The HomeLink® transceiver indicator light will flash slowly and then rapidly after HomeLink®
successfully receives the frequency signal from the hand-held transmitter. Release both buttons after the
indicator light changes from the slow to rapid flash.

5. Press and hold the just trained HomeLink® transceiver button and observe the indicator light. If the
indicator light stays on constantly, programming is complete and your device should activate when the
button is pressed and released.
NOTE: To program the remaining two buttons, begin with "Programming" step 2.
Do not repeat step 1.
If the indicator light blinks rapidly for two seconds and then turns to a
constant light, continue with "Programming" steps 6-8 to complete the
programming of a rolling code equipped device (most commonly a garage
door opener).
6. At the garage door opener receiver (motor-head unit) in the garage, locate the "learn" or "smart" button.
This can usually be found where the hanging antenna wire is attached to the motor-head unit.
7. Firmly press and release the "learn" or "smart" button. (The name and color of the button may vary by
manufacturer.)
NOTE: There are 30 seconds in which to initiate step 8.
8. Return to the vehicle and firmly press, hold for two seconds and release the programmed HomeLink®
transceiver button. Repeat the "press/hold/release" sequence a second time, and, depending on the brand
of the garage door opener (or other rolling code equipped device), repeat this sequence a third time to
complete the programming.
The HomeLink® transceiver should now activate your rolling code equipped device.
NOTE: To program the remaining two HomeLink® transceiver buttons, begin with
"Programming" step 2. Do not repeat step 1.
CANADIAN PROGRAMMING/GATE PROGRAMMING
Canadian radio-frequency laws require transmitter signals to "time-out" (or quit) after several seconds of
transmission which may not be long enough for the HomeLink® transceiver to pick up the signal during
programming. Similar to this Canadian law, some U.S. gate operators are designed to "time-out" in the same
manner.
If you live in Canada or you are having difficulties programming a gate operator by using the "Programming"
procedures (regardless of where you live), replace "Programming HomeLink® Transceiver Codes" step 3
with the following:
NOTE: When programming a garage door opener or gate operator, it is advised to

unplug the device or move the vehicle out of range during the "cycling" process
to prevent possible overheating.
3. Continue to press and hold the HomeLink® transceiver button while you press and release every two
seconds ("cycle") your hand-held transmitter until the frequency signal has successfully been accepted.
The indicator light will flash slowly and then rapidly. Proceed with "Programming" step 4 to complete.
REPROGRAMMING HOMELINK® TRANSCEIVER CODES
WARNING: Vehicle exhaust contains carbon monoxide, a dangerous gas. Do not run
the engine while training the universal transmitter. Failure to follow these
WARNING: Your motorized door or gate may open and close while you are training
the HomeLink® transceiver if the vehicle is in range of the motorized
device. Do not train the HomeLink® transceiver if people or pets are in the
path of the door or gate. A moving door or gate can cause serious injury
or death to people and pets or damage to objects.
NOTE: If programing the HomeLink® transceiver is unsuccessful using the following

procedure, refer to the Owner's Manual for the current customer assistance
phone number.
To program a device to the HomeLink® transceiver using a button previously trained, follow these steps:
1. Press and hold the desired HomeLink® transceiver button. DO NOT release the button. The indicator
light will begin to flash after 20 seconds. Without releasing the HomeLink® transceiver button, proceed
to step 2.
2. Position the end of your hand-held transmitter 3-8 cm (1-3 inches) away from the HomeLink®
transceiver button while keeping the indicator light in view.
3. Simultaneously press and hold both the HomeLink® transceiver button that you want to train and the
hand-held transmitter buttons. Do not release the buttons until step 4 has been completed.
NOTE: Some gate operators and garage door openers may require you to replace
this Reprogramming Step 3 with procedures noted in the "Gate
Operator/Canadian Programming" section.
4. The HomeLink® transceiver indicator light will flash slowly and then rapidly after it successfully
receives the frequency signal from the hand-held transmitter. Release both buttons after the indicator light
changes from the slow to the rapid flash.
5. Press and hold the just trained HomeLink® transceiver button and observe the indicator light. If the
indicator light stays on constantly, reprogramming is complete and your device should activate when
the button is pressed and released.
NOTE: If the indicator light blinks rapidly for two seconds and then turns to a
constant light, continue with "Reprogramming" steps 6-8 to complete the
programming of a rolling code equipped device (most commonly a garage
door opener).
6. At the garage door opener receiver (motor-head unit) in the garage, locate the "learn" or "smart" button.
This can usually be found where the hanging antenna wire is attached to the motor-head unit.
7. Firmly press and release the "learn" or "smart" button. (The name and color of the button may vary by
manufacturer.)
NOTE: There are 30 seconds in which to initiate step 8.
8. Return to the vehicle and firmly press, hold for two seconds and release the reprogrammed
HomeLink® transceiver button. Repeat the "press/hold/release" sequence a second time, and,
depending on the brand of the garage door opener (or other rolling code equipped device), repeat this
sequence a third time to complete the reprogramming.
The HomeLink® transceiver should now activate your rolling code equipped device.
CANADIAN PROGRAMMING/GATE PROGRAMMING
Canadian radio-frequency laws require transmitter signals to "time-out" (or quit) after several seconds of
transmission which may not be long enough for the HomeLink® transceiver to pick up the signal during
programming. Similar to this Canadian law, some U.S. gate operators are designed to "time-out" in the same
manner.
If you live in Canada or you are having difficulties programming a gate operator by using the "Programming"
procedures (regardless of where you live), replace "Reprogramming HomeLink® Transceiver Codes" step
3 with the following:
NOTE: When programming a garage door opener or gate operator, it is advised to

unplug the device or move the vehicle out of range during the "cycling" process
to prevent possible overheating.
3. Continue to press and hold the HomeLink® transceiver button while you press and release every two
seconds ("cycle") your hand-held transmitter until the frequency signal has successfully been accepted.
The indicator light will flash slowly and then rapidly. Proceed with "Programming" step 4 to complete.
2011 ACCESSORIES AND EQUIPMENT Vehicle Theft Security - Service Information - Grand Cherokee
Vehicle Theft Security - Service Information - Grand Cherokee
DESCRIPTION
DESCRIPTION
The Vehicle Theft Security System (VTSS) is an available factory-installed option on this vehicle. The VTSS is
comprised of two primary subsystems: Vehicle Theft Alarm (VTA) and 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:
 Driver Memory Mirror Module - The Driver Memory Mirror Module (DMMM) provides driver front
door ajar switch and power lock switch status. Refer to MODULE, MEMORY, SEAT ,
DESCRIPTION .
 Cab Compartment Node - The Cab Compartment Node (CCN) in this vehicle. The CCN is located in
the instrument panel above the steering column opening, directly in front of the driver. The CCN provides
the VTA system logic and security indicator control. Refer to DESCRIPTION .
engine compartment, near the battery. Refer to DESCRIPTION .
 Passenger Door Module - The Passenger Door Module (PDM) provides passenger front door ajar switch
and power lock switch status. Refer to DESCRIPTION .
 Powertrain Control Module - The Powertrain Control Module (PCM) provides the SKIS engine control
logic. Refer to MODULE, POWERTRAIN CONTROL , DESCRIPTION .
 Wireless Ignition Node - The Wireless Ignition Node (WIN) provides ignition switch status. Refer to
RECEIVER, WIRELESS IGNITION NODE , DESCRIPTION .
Except for the Sentry Key transponders integral to the FOB with Integrated Key (FOBIK), which rely upon
Low Frequency (LF) 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 wiring information. The 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.
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 liftgate, the liftgate flip-up glass 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 replaces 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 LATCH , REMOVAL and LATCH, FLIP-UP GLASS , REMOVAL .
 Flip-Up Glass Ajar Switch (11) - A flip-up glass ajar switch is integral to the liftgate flip-up glass latch,
located on the liftgate below the glass opening near the center. Refer to LATCH , REMOVAL and
LATCH, FLIP-UP GLASS , REMOVAL .
 Hood Ajar Switch (2) - A hood ajar switch is located in the hood latch assembly.
 Intrusion Module (9) - An intrusion module is located on the right rear quarter inner panel above the
wheel house and behind the quarter trim panel in the passenger compartment of vehicles built for sale in
certain export markets where it is required equipment.
 Intrusion Sensor Receiver (6) - An intrusion sensor receiver is located in a bracket on the right front
corner of the overhead console above the headliner in the passenger compartment of vehicles built for
sale in certain export markets where it is required equipment.
 Intrusion Sensor Transmitter (7) - An intrusion sensor transmitter is located in a bracket above the right
rear corner of the headliner in the passenger compartment of vehicles built for sale in certain export
markets where it is required equipment.
 Liftgate Ajar Switch (10) - A liftgate ajar switch is integral to the latch for the liftgate in the vehicle.
Refer to LATCH , REMOVAL and LATCH, FLIP-UP GLASS , REMOVAL .
 Security Indicator (4) - A security indicator is integral to the CCN. Refer to DESCRIPTION .
 Siren (1) - An alarm siren is located in a hollow behind the right end of the front frame crossmember
outboard of the right front frame rail. A single screw secures the mounting bracket to the right end of the
front crossmember of vehicles built for sale in certain export markets where it is required equipment.
SENTRY KEY IMMOBILIZER SYSTEM
The Sentry Key Immobilizer System (SKIS) is available as a factory-installed option on this vehicle. Vehicles
equipped with the Vehicle Theft Alarm (VTA) are also equipped with SKIS. 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 used in combination with the export premium version of the VTA adds a
steering shaft lock feature that provides passive protection by preventing the vehicle from being steered unless a
valid electronically encoded key is detected in the ignition lock cylinder, but is only available in vehicles
manufactured for sale in certain markets where it is required equipment.
The SKIS includes the following major components, which are described in further detail elsewhere in this
service information:
 Security Indicator (4) - A security indicator is integral to the CCN. Refer to DESCRIPTION .
 Sentry Key Transponder - The Sentry Key transponder is integral to the FOB with Integrated Key
(FOBIK), which also includes an integral Remote Keyless Entry (RKE) transmitter and an integral
mechanical valet key. Refer to KEY, TRANSPONDER , DESCRIPTION.
 Shaft Lock Module (3) - A shaft lock module is located in a die cast bracket on the lower end of the
steering column, below the instrument panel in the passenger compartment of vehicles built for sale in
certain export markets where it is required equipment.
 Wireless Ignition Node (5) - The Wireless Ignition Node (WIN) is located on the instrument panel to the
right side of the steering column where it is concealed beneath an ignition switch bezel. The WIN
contains the integral ignition switch.
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 Cab Compartment Node (CCN) 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 CCN receives inputs indicating
the status of the door ajar switches, the ignition switch, the liftgate ajar switch, the flip-up glass ajar switch, and
the power lock switches. In vehicles built for certain export markets where it is required, the hood ajar switch
provides a hard wired input to the Totally Integrated Power Module (TIPM) and both the TIPM and the
intrusion module provide electronic message inputs to the CCN over the Controller Area Network (CAN) data
bus. The CCN will process the information from all of these inputs, internally controls the security indicator as
appropriate, and sends electronic messages to the TIPM over the CAN data bus. 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
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. See the owners
manual in the vehicle glove box for more information on the features, use and operation of the VTA.
ENABLING
The CCN must have the VTA function electronically enabled in order for the VTA to perform as designed. The
logic in the CCN keeps its VTA function dormant until it is enabled using a diagnostic scan tool. The VTA
function of the CCN is enabled on vehicles equipped with the VTA option at the factory, but a service
replacement CCN must be VTA-enabled by the dealer using a diagnostic scan tool. Refer to the appropriate
Diagnostic information.
ARMING
Passive arming of the VTA occurs when the vehicle is exited with the FOB with Integrated Key (FOBIK)
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 integral to the FOBIK is depressed to lock the vehicle. For active arming to occur, the doors, the
liftgate and the flip-up glass must be closed and the ignition switch must be in the OFF position when the
FOBIK RKE transmitter LOCK button is depressed. The power lock switch will not function if the FOBIK is in
the ignition switch or the headlamps are turned ON with the driver side front door open.
Pre-arming of the VTA is initiated when a door, the liftgate or the flip-up glass is open when the vehicle is
locked using a power door lock switch or when the RKE transmitter LOCK button is depressed. Pre-arming will
not occur if the FOBIK 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, the liftgate and the
flip-up glass have been closed. The VTA will remain in pre-armed mode for up to 16 seconds after all doors, the
liftgate and the flip-up glass 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 liftgate is unlocked and opened by any means, or 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.
On vehicles equipped with the hood ajar switch, the VTA arming sequence will occur regardless of whether the
hood is open or closed, but the underhood area will not be protected unless the hood is closed when the VTA
arming sequence begins. Also, if the status of the hood ajar switch changes from open to closed during the 16
second arming process, the security indicator will stop 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) FOBIK into the ignition switch 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 FOBIK RKE transmitter. Once the alarm has been activated, either disarming
method will also deactivate the alarm. Depressing the PANIC button (if equipped) on the FOBIK RKE
transmitter will not disarm the VTA.
POWER-UP MODE
When the armed VTA senses that the battery has been disconnected and reconnected, it enters its power-up
mode. In the power-up 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 power-up mode will also apply if the
battery goes dead while the system is armed, and battery jump-starting 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 jump-starting is attempted.
ALARM
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. See the owners manual in the
vehicle glove box for details of the alarm output requirements of the specific market for which the vehicle was
manufactured. The inputs that will trigger the alarm include the door ajar switches, the liftgate ajar switch, the
flip-up glass 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, or if the battery has been disconnected and reconnected. 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 a hard wired outputs
to control an ultrasonic transmitter and receiver which allows the module to monitor the interior of the vehicle
for movement. If motion is detected, the intrusion module sends an electronic message to the CCN and 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 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 conditions of the transmitter and
receiver 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 FOB with Integrated Key (FOBIK) 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 Low Frequency (LF) Radio Frequency (RF) communication to obtain
confirmation that the FOBIK in the ignition switch is valid for operating the vehicle. The microprocessor-based
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 COMMUNICATION , OPERATION .
Pre-programmed Sentry Key FOBIK transponders are provided with the vehicle from the factory. Each
Wireless Ignition Node (WIN) will recognize a maximum of eight Sentry Key FOBIK transponders. If the
customer would like additional FOBIKs other than those provided with the vehicle, they may be purchased
from any authorized dealer. These additional FOBIKs must be programmed to the WIN in the vehicle in order
for the system to recognize them as valid. This can be done by the dealer using a diagnostic scan tool. Refer to
In vehicles equipped with an export premium version of the VTA, the SKIS also controls an electronic shaft
lock module on the steering column that locks the steering shaft from rotation unless a valid FOBIK is detected
in the ignition lock cylinder. The WIN communicates with the shaft lock module over a dedicated Local
Interface Network (LIN) data bus to monitor and control the shaft lock function.
The WIN performs a self-test of the SKIS and the shaft lock module 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 WIN will also send an electronic message to the instrument cluster if a fault is
detected, and the instrument cluster illuminates the security indicator or displays a textual SHAFT LOCK
ERROR message in the reconfigurable dot matrix display of the CCN.
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
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.
deployment.
VEHICLE THEFT ALARM
Vehicles equipped with the export premium version of the Vehicle Theft Alarm (VTA) provide some
preliminary diagnostic feedback by illuminating the security indicator located in the Cab Compartment Node
(CCN). If the security indicator illuminates with the ignition switch in the ON position, it indicates that there is
a communication problem between the intrusion module and the CCN, or between the intrusion module and the
siren module. The CCN will also turn ON the security indicator if it receives a message from the intrusion
module indicating that a Diagnostic Trouble Code (DTC) has been stored for a siren module fault.
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.

deployment.
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 1. Ineffective Light-Emitting 1. Use a diagnostic scan tool to perform
FAILS TO LIGHT DURING Diode (LED). the instrument cluster actuator test. Refer
BULB TEST to the appropriate Diagnostic
information.
2. Ineffective fuse. 2. Check the WIN fused B(+) fuse and
the fused ignition switch output (run-
start) fuse in the Junction Block (JB).
Replace the fuses, if required.
3. Ineffective ground circuit. 3. Test and repair the open ground circuit
at the connector for the SKREEM, if
required.
4. Ineffective battery feed 4. Test and repair the open battery feed
circuit. circuit at the connector for the WIN, if
required.
SECURITY INDICATOR 1. Invalid FOBIK in ignition 1. Replace the FOBIK with a known
FLASHES FOLLOWING switch. valid FOBIK.
BULB TEST 2. Key-related fault. 2. Use a diagnostic scan tool and the
further diagnosis.
SECURITY INDICATOR 1. SKIS system 1. Use a diagnostic scan tool and the
LIGHTS SOLID malfunction/fault detected. appropriate diagnostic information for
FOLLOWING BULB TEST further diagnosis.
2. SKIS system ineffective. 2. Use a diagnostic scan tool and the
further diagnosis.
STANDARD PROCEDURE
WIN INITIALIZATION - EXPORT WITH COLUMN LOCK MODULE
CAUTION: On vehicles equipped with the optional export premium Vehicle Theft
System, when either the Wireless Ignition Node (WIN) or the shaft lock
module (also known as Elektrische Lenks A oulenverriegelung/ELV or
electric steering column lock) is replaced with a new unit, the existing WIN
or ELV MUST also be replaced with a new unit. In other words, any time
either the WIN or the ELV is replaced with a new unit, BOTH the WIN and
the ELV MUST be replaced with new units, WITHOUT EXCEPTION.
Following replacement of BOTH the WIN and the column lock module/ELV,
the two modules MUST be initialized using diagnostic scan tool routines in
the EXACT SEQUENCE that follows. Failure to follow this sequence may
result in BOTH the new WIN and the new ELV being rendered unusable,
requiring BOTH units to be replaced a second time.
1. After both the WIN and the ELV have been replaced with new units, connect the diagnostic scan tool to
the Data Link Connector (DLC) and turn the ignition key to the ON/RUN position.
2. Navigate to the WIN in the ECU View of the diagnostic scan tool.
3. Run the WIN Replaced routine found under the Miscellaneous Functions menu item of the scan tool.
4. Turn the ignition key to the OFF position, wait 30 seconds, then cycle the key back to the ON/RUN
position.
5. scan tool to program the ignition key(s) to the WIN. Refer to STANDARD PROCEDURE.
6. Run the ELV Replaced routine, also found under the Miscellaneous Functions menu item of the r WIN in
the ECU View of the diagnostic scan tool.
7. Turn the ignition key to the OFF position, wait 30 seconds, then cycle the key back to the ON/RUN
position.
8. Verify that the ELV Locks the steering column when the key is removed from the ignition lock cylinder,
and Unlocks the steering column when the key is inserted into the ignition lock cylinder.
SKIS INITIALIZATION
The Sentry Key Immobilizer System (SKIS) must be initialized following a Wireless Ignition Node (WIN)
replacement. SKIS initialization requires the use of a diagnostic scan tool. Initialization will also require that
you have access to the unique four-digit PIN code that was assigned to the original WIN. The PIN code must be
used to enter the Secured Access Mode in the WIN. This PIN number may be obtained from the vehicle owner,
from the original vehicle invoice, or from the Chrysler Customer Center. Refer to STANDARD
PROCEDURE .
NOTE: If a Powertrain Control Module (PCM) or a shaft lock module is replaced on a

vehicle equipped with the Sentry Key Immobilizer System (SKIS), the unique
Secret Key data must be transferred from the Wireless Ignition Node (WIN) to
the new PCM or shaft lock module using the appropriate programming
procedure. This procedure also requires the use of a diagnostic scan tool and
the unique four-digit PIN code to enter the Secured Access Mode in the WIN.
Refer to the appropriate Diagnostic information for the proper PCM or shaft lock
module replacement procedures.
FOBIK PROGRAMMING
All Key FOB with Integrated Keys (FOBIKs) included with the vehicle are pre-programmed to work with the
Wireless Ignition Node (WIN) when it is shipped from the factory. The WIN may be programmed to recognize
up to a total of eight FOBIKs. When programming a blank Sentry Key FOBIK, the integrated valet key must be
cut to match the door lock cylinder in the vehicle for which it will be used. Once the additional or new key has
been cut, the WIN must be programmed to recognize it as a valid FOBIK. Refer to STANDARD
PROCEDURE .
SPECIFICATIONS
VEHICLE THEFT/SECURITY SYSTEMS
Intrusion Module 2 - 20
Mounting Nuts
Alarm Siren Module
14 10 -
Bracket Mounting Screw
Alarm Siren Module to
14 10 -
Mounting Bracket Screw
KEY, TRANSPONDER
DESCRIPTION
DESCRIPTION
Fig. 1: Transponder Key

The FOBIK has a transponder chip included on the circuit board beneath the cover of each (FOBIK) (1)
included with the vehicle. The FOBIK includes an integral mechanical valet key which is stored within the
bottom of the FOBIK housing until it is released using the latch button (2). The valet key is cut to match the
mechanical coding of the door and glove box lock cylinders. Each new replacement FOBIK must be
programmed for operation and has a unique transponder identification code that is permanently programmed
into it by the manufacturer. This identification code must be programmed into the Wireless Ignition Node
(WIN) as a valid key. For programming, refer to STANDARD PROCEDURE .
The FOBIK transponder cannot be adjusted or repaired. If ineffective or damaged, the entire FOBIK.
OPERATION
OPERATION
When the ignition switch is turned to the ON position, the Wireless Ignition Node (WIN) communicates
through its antenna within the FOB with Integrated Key (FOBIK) using a Low Frequency (LF) Radio
Frequency (RF) signal. The WIN then listens for a LF response from the transponder through the same antenna.
The Sentry Key transponder chip is within the range of the WIN transceiver antenna ring when it is inserted into
the ignition switch.
The WIN determines whether a valid FOBIK is present in the ignition switch based upon the response from the
transponder. If a valid FOBIK is detected, that fact is communicated by the WIN 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 WIN over the CAN data
bus, the engine will be disabled after about two seconds of operation. 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 FOBIK has a unique transponder identification code permanently programmed into it by the manufacturer.
Likewise, the WIN has a unique Secret Key code programmed into it by the manufacturer. When a Sentry Key
FOBIK is programmed into the memory of the WIN, the WIN stores the transponder identification code from
the FOBIK, and FOBIK learns the Secret Key code from the WIN. Once the Sentry Key FOBIK learns the
Secret Key code of the WIN, it is permanently stored in the memory of the transponder. Therefore, once a
FOBIK has been programmed to a particular vehicle, it cannot be used on any other vehicle. Refer to
MODULE, INTRUSION
DESCRIPTION
DESCRIPTION
Fig. 2: Intrusion Transceiver Module

The Intrusion Transceiver Module (ITM) (1) is located in the passenger compartment mounted to the back side
of the front overhead console (2).
The Intrusion Module, sometimes referred to as Intrusion Transceiver Module (ITM), is used on some export
vehicles only. Its function is to sense any interior movement while the vehicle is parked and secured. Besides
having two interior sensors it also has an internal sensor that senses the tilt and motion of the sensor itself. This
protects against tire theft and tow away. When interior movement or module motion is detected, it will trip the
Vehicle Theft Alarm (VTA) and sound the equipped siren. When tripped it will also send a CAN Bus message
to the Totally Integrated Power Module (TIPM) to actuate their respective actions such as flash the lamps and
immobilize the engine etc.
OPERATION
OPERATION
The microprocessor in the intrusion module contains the motion detection logic circuits and controls all of the
features of the premium version of the Vehicle Theft Alarm (VTA). The module uses On-Board Diagnostics
(OBD) and can communicate with other 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 the Cab Compartment Node (CCN). The
module also communicates with the alarm siren over a dedicated serial bus circuit.
The intrusion module microprocessor continuously monitors inputs from the intrusion sensors as well as inputs
from the CCN and the alarm siren module. The alarm is activated the intrusion module energizes the intrusion
sensors, the ultrasonic senors then transmits ultrasonic signals into the vehicle cabin through, then monitors the
current draw to detect problems with the sensor circuits. The intrusion sensor listens to the ultrasonic signals as
they bounce off of objects in the vehicle interior. If an object is moving in the interior, a detection circuit in the
module senses this movement through the modulation of the returning data signals.
If movement is detected, the intrusion module sends an electronic message to the TIPM over the CAN data bus
to flash the exterior lighting and sends another message to the alarm siren module over the dedicated serial bus
line to sound the siren. When the CCN or TIPM detect a breach in the perimeter protection through a door,
liftgate, flip-up glass, or hood ajar switch input, they send an electronic message to the intrusion module and the
module sends a message to the TIPM to flash the exterior lighting and a message to the alarm siren module to
sound the siren. The module also monitors message inputs from the alarm siren module for siren battery or siren
input/output circuit tamper alerts, and 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 module. If a fault does
not recur for 50 ignition cycles, the module will automatically erase the stored DTC.
The intrusion module receives battery voltage on a fused B+ circuit through a fuse in the TIPM, and is grounded
at all times through a hard wired remote ground point. 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
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 appropriate Diagnostic information.
REMOVAL
REMOVAL
Fig. 3: Front Overhead Console


2. Remove the front overhead console (1). Refer to CONSOLE, OVERHEAD, FRONT , REMOVAL .
Fig. 4: Motion Sensor Connector

3. Disconnect the motion sensor connector (1) from the intrusion module (2).
4. Unclip the intrusion module from the overhead console and remove.
INSTALLATION
INSTALLATION

1. Clip the intrusion module (2) into the overhead console.

2. Connect the motion sensor (1) connector to the intrusion module (2).

3. Install the front overhead console. Refer to CONSOLE, OVERHEAD, FRONT , INSTALLATION .
MODULE, SENTRY KEY IMMOBILIZER (SKIM)

DESCRIPTION
DESCRIPTION

For a description of the WIN, refer to RECEIVER, WIRELESS IGNITION NODE , DESCRIPTION .
must be replaced. Refer to RECEIVER, WIRELESS IGNITION NODE , REMOVAL .
OPERATION
OPERATION
The functions and features of the Sentry Key Immobilizer System (SKIS) and Remote Keyless Entry (RKE) are
all integral to the Wireless Ignition Node (WIN) in this vehicle. The WIN contains a Radio Frequency (RF)
transceiver and a microprocessor. The WIN transmits Low Frequency (LF) signals to, and receives LF signals
from the Sentry Key transponder integral to the FOB with Integrated Key (FOBIK) through a tuned antenna
internal to the WIN housing.
The WIN 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 DESCRIPTION and TIRE PRESSURE
MONITORING , DESCRIPTION . The WIN communicates over the Controller Area Network (CAN) data
bus with the Cab Compartment Node (CCN), the Powertrain Control Module (PCM) or the diagnostic scan tool.
On vehicles equipped with an export premium version of the Sentry Key Immobilizer System (SKIS), the WIN
also serves as a translator module and has bi-directional communication with the shaft lock module over a
dedicated Local Interface Network (LIN) data bus.
The WIN 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 WIN or the
PCM. However, the use of this strategy also means that replacement of either the WIN or the PCM units will
require a system initialization procedure to restore system operation.
The WIN retains in memory the ID numbers of any Sentry Key FOBIK transponder that is programmed into it.
A maximum of eight Sentry Key FOBIK transponders can be programmed into the WIN. For added system
security, each WIN 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 FOBIK that is programmed
into the WIN. 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 WIN Secured Access Mode. The Secured
Access Mode is required during service to perform the SKIS initialization and Sentry Key FOBIK transponder
programming procedures. The WIN 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 WIN replacement is required, the Secret Key code can be transferred to the new WIN from
the PCM using the diagnostic scan tool and the SKIS initialization procedure. Proper completion of the SKIS
initialization will allow the existing Sentry Key FOBIKs to be programmed into the new WIN so that new
FOBIKs will not be required. In the event that the original Secret Key code cannot be recovered, WIN
replacement will also require new Sentry Key FOBIKs. The diagnostic scan tool will alert the technician during
the SKIS initialization procedure if new Sentry Key FOBIKs are required. Refer to STANDARD
PROCEDURE .
When the ignition switch is turned to the ON position, the WIN transmits a LF signal to excite the transponder
in the FOBIK. The WIN then waits for a LF signal response from the transponder. If the response received
identifies the FOBIK as valid, the WIN sends an electronic valid key message to the PCM over the CAN data
bus. If the response received identifies the FOBIK as invalid or if no response is received from the FOBIK
transponder, the WIN sends an invalid key message to the PCM. The PCM will enable or disable engine
operation based upon the status of the WIN 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 WIN by the PCM, the engine will be
disabled and the vehicle immobilized after two seconds of running.
The WIN also sends electronic security indicator request messages to the CCN over the CAN data bus to tell
the CCN how to operate the security indicator. The security indicator request message from the WIN tells the
CCN 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 WIN sends security indicator request messages to the CCN
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 WIN detects a system malfunction or
the SKIS has become ineffective, the security indicator will stay ON solid. If the WIN detects an invalid FOBIK
or if a FOBIK transponder-related fault exists, the security indicator will flash. If the vehicle is equipped with
the Customer Learn transponder programming feature, the WIN will also send messages to the CCN to flash the
security indicator whenever the Customer Learn programming mode is being utilized. Refer to STANDARD
PROCEDURE.
The SKIS performs a self-test 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 WIN memory if a system malfunction is
detected. The hard wired circuits of the WIN may be diagnosed using conventional diagnostic tools and
prove conclusive in the diagnosis of the WIN 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 WIN or the electronic controls and communication related to WIN operation requires the use of a
diagnostic scan tool. Refer to DIAGNOSIS AND TESTING .
MODULE, SHAFT LOCK

DESCRIPTION
DESCRIPTION
A shaft lock module is part of the premium version of the Sentry Key Immobilizer System (SKIS) in the
Vehicle Theft Security System (VTSS). The premium version of the SKIS is only available in vehicles built for
certain markets, where the additional features offered by this system are required. The shaft lock module is
located in a bracket integral to the lower end of the steering column housing casting below the instrument panel
in the passenger compartment. This unit is designed to work in conjunction with the Wireless Ignition Node
(WIN) to control a locking bolt that engages a machined slot in the steering shaft to prevent shaft rotation
whenever the ignition is in the LOCK position. The shaft lock module can only be unlocked by the presence of
a valid FOBIK in the front seat area of the vehicle or in the ignition switch.
Concealed within the module is the electronic circuitry of the module, and a bi-directional electric motor that
actuates the locking bolt. The module is connected to the vehicle electrical system through the instrument panel
wire harness.
The mounting provisions for the shaft lock module are designed to resist unauthorized tampering. The module
cannot be removed from the steering column while the steering column is installed in the vehicle. The shaft lock
module cannot be adjusted or repaired and, if ineffective or damaged both the shaft lock module and the WIN
must be replaced. Whenever a shaft lock module is replaced the WIN must also be replaced. To remove a
locked shaft lock module from a removed steering column, refer to MODULE, SHAFT LOCK , REMOVAL.
OPERATION
OPERATION
The electronic circuitry within the shaft lock module contains all of the logic circuits and components to
monitor and control the operation of the shaft locking bolt. The module uses a serial data bus for bi-directional
communication with the Wireless Ignition Node (WIN). The WIN then stores a Diagnostic Trouble Code
(DTC) and sends an electronic error message to the Cab Compartment Node (CCN), over the Controller Area
Network (CAN) data bus, and a SERVICE COLUMN LOCK message will appear in the instrument cluster
display.
The shaft lock module continuously monitors inputs from the WIN and energizes the electric motor to move the
locking bolt to the locked or unlocked position based upon that input. If the WIN indicates that the FOBIK
present in the vehicle or the ignition switch is invalid, the locking bolt remains in the locked position. When the
WIN indicates that a valid FOBIK is present in the vehicle or the ignition switch, the shaft lock module operates
a motor to move the locking bolt to the unlocked position. However, to prevent inadvertent column locking due
to a failure while the vehicle is being operated, the module cannot move the locking bolt from the unlocked
position to the locked position as long as a key remains in the ignition switch.
The shaft lock module receives ground at all times through a hard wired remote ground point. The module
receives battery voltage to operate and to move the locking bolt in the unlocked direction on a B(+) circuit, and
receives battery voltage to operate the locking bolt in the locked direction only when the key is removed from
the ignition switch. These connections allow the module to remain operational, regardless of the ignition switch
position.
For added system security, the shaft lock module learns a unique Secret Key code from the WIN over the serial
data bus upon initialization. This code is stored in the memory of the module and cannot be changed. Therefore,
if the WIN requires service replacement, a new shaft lock module will also be required. Another security code,
called a PIN, is used to gain access to the WIN Secured Access Mode. The Secured Access Mode is required
during service to initialize a new shaft lock module. The shaft lock module cannot be adjusted or repaired and,
if ineffective or damaged the shaft lock module must be replaced. Whenever a shaft lock module is replaced the
WIN must also be replaced. To remove a locked shaft lock module from a removed steering column, refer to
MODULE, SHAFT LOCK , REMOVAL.
REMOVAL
MODULE UNLOCKED
deployment.
NOTE: Before starting this procedure refer to the MODULE/PROGRAMMING ORDER

REPLACEMENT GUIDE chart for the correct order in which to replace and
program the modules. Refer to STANDARD PROCEDURE .
NOTE: If a NEW column lock module has been installed, a new Wireless Ignition Node
(WIN) must also be installed. For scan tool programming module guide, refer to
Fig. 8: Steering Column Lock Module Retainer & Steering Column Lock Module Jumper Harness

2. Remove the steering column. Refer to COLUMN , REMOVAL .
3. Remove the steering column lock module retainer (1).
4. Remove the steering column lock module jumper harness (2).
Fig. 9: Screw Driver & Threaded Stud

5. Using a pocket screw driver (2) or equivalent push in the threaded stud (1) and remove the steering
column lock module.
6. Remove the steering column lock module.
MODULE LOCKED
deployment.
NOTE: Before starting this procedure refer to the MODULE/PROGRAMMING ORDER

REPLACEMENT GUIDE chart for the correct order in which to replace and
program the modules. Refer to STANDARD PROCEDURE .
NOTE: If a NEW column lock module has been installed, a new Wireless Ignition Node
(WIN) must also be installed. For scan tool programming module guide, refer to

2. Remove the steering column. Refer to COLUMN , REMOVAL .
3. Remove the steering column lock module retainer (2).
4. Remove the steering column lock module jumper harness (1).
Fig. 11: Cold Chisel & Access Door

NOTE: When knocking the access door off it is important that you are parallel to
the module to prevent damage to the internal gears.
5. Using a cold chisel (1) or equivalent knock the access door (2) off of the steering column lock module.
Fig. 12: Rotating Gear With Screwdriver

NOTE: Rotate the gear until it stops.
6. Using a pocket screw driver (1) or equivalent rotate the gear (2) away from the steering column to unlock
the module.
Fig. 13: Screw Driver & Threaded Stud

7. Using a pocket screw driver (2) or equivalent push in the threaded stud (1).
8. Remove the steering column lock module.
INSTALLATION
INSTALLATION
Fig. 14: Column Lock Area

1. Check the column lock area (1) for debris.

2. Check the rest of the module area for debris that will prevent the column lock module from function
properly.
3. Push in the threaded stud on the steering column lock module and install the steering column lock module
into the steering column.
4. Install the steering column lock module jumper harness (1).

5. Install the steering column lock module retainer (2).
Tighten to 6 N.m (53 in. lbs.).
6. Install the steering column. Refer to COLUMN , INSTALLATION .

NOTE: Program the modules as described in the MODULE/PROGRAMMING ORDER

REPLACEMENT GUIDE. Refer to STANDARD PROCEDURE .
NOTE: If the shaft lock module has been replaced, the Wireless Ignition Node (WIN)
must also be replaced. A diagnostic scan tool MUST be used to initialize the
new module before the vehicle can be operated. Refer to STANDARD
PROCEDURE .
NOTE: Vehicles equipped with PEM: If the WIN is being replaced, a diagnostic scan
tool MUST be used to initialize and configure the new PEM. Follow the
programming steps outlined in the diagnostic scan tool for Replace found
under Miscellaneous Functions for the PEM/Passive Entry Module menu item.
FOBIK transponders before the vehicle can be operated. Refer to STANDARD
PROCEDURE .
NOTE: On vehicles equipped with a premium Tire Pressure Monitoring (TPM) system,
when the Wireless Ignition Node (WIN) 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 WIN 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 TPM-RKE 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 WIN menu item. If a TPM-RKE
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 WIN. Follow
the programming steps outlined in the diagnostic scan tool for Learn Spare Tire
Sensor ID under Miscellaneous Functions for the WIN menu item as
appropriate. Refer to SENSOR, TIRE PRESSURE MONITORING (TPM) ,
INSTALLATION .
SENSOR, INTRUSION MODULE

DESCRIPTION
DESCRIPTION
Fig. 16: Intrusion Module Sensors

The intrusion module sensors are located in the front overhead console on each side of the Intrusion Transceiver
Module (ITM).
The intrusion module sensors send ultrasonic signals into the vehicle cabin, if an object is moving in the interior
the intrusion module senses this movement and sends the signal back to the ITM.
The intrusion module sensors cannot be adjusted or repaired in the event the sensors become ineffective or
damaged the sensors must be replaced.
OPERATION
OPERATION
The intrusion module microprocessor continuously monitors inputs from the intrusion sensors as well as inputs
from the CCN and the alarm siren module. The alarm is activated the intrusion module energizes the intrusion
sensors, the ultrasonic senors then transmits ultrasonic signals into the vehicle cabin through, then monitors the
current draw to detect problems with the sensor circuits. The intrusion sensor listens to the ultrasonic signals as
they bounce off of objects in the vehicle interior. If an object is moving in the interior, a detection circuit in the
module senses this movement through the modulation of the returning data signals.
If movement is detected, the intrusion module sends an electronic message to the TIPM over the CAN data bus
to flash the exterior lighting and sends another message to the alarm siren module over the dedicated serial bus
line to sound the siren. When the CCN or TIPM detect a breach in the perimeter protection through a door,
liftgate, flip-up glass, or hood ajar switch input, they send an electronic message to the intrusion module and the
module sends a message to the TIPM to flash the exterior lighting and a message to the alarm siren module to
sound the siren. The module also monitors message inputs from the alarm siren module for siren battery or siren
input/output circuit tamper alerts, and 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 module. If a fault does
not recur for 50 ignition cycles, the module will automatically erase the stored DTC.
REMOVAL
REMOVAL


2. Remove the front overhead console (1). Refer to CONSOLE, OVERHEAD, FRONT , REMOVAL .

3. Disconnect the motion sensor connector from the intrusion module (2).
4. Unclip the intrusion module from the overhead console and remove.
Fig. 19: Intrusion Sensors

5. Using a suitable tool, remove both intrusion sensors (1) from the overhead console.
INSTALLATION
INSTALLATION
Fig. 20: Intrusion Sensors

1. Install the intrusion sensors (1) into the overhead console.


2. Clip the intrusion module (2) into the overhead console.

3. Connect the motion sensor (1) connector to the intrusion module (2).

4. Install the front overhead console. Refer to CONSOLE, OVERHEAD, FRONT , INSTALLATION .
SIREN
DESCRIPTION
DESCRIPTION
Fig. 23: Alarm Siren Module

An alarm siren 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. This unit is designed to provide the
audible alert requirements for the premium VTA.
The alarm siren module consists of microprocessor-based 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 (2) extends rearward from the top of the housing and connects
the unit to the vehicle electrical system through a dedicated take out and connector of the headlamp and dash
wire harness. The housing also has a threaded insert within the mounting hole (3) on the back through which a
screw secures it to a stamped metal mounting bracket. The siren and bracket unit are located in a hollow behind
the right end of the front frame crossmember outboard of the right front frame rail. A single screw secures the
mounting bracket to the right end of the front crossmember.
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 headlamp and dash 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 auto-detect mode. While in the auto-detect 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 on-board 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.
The siren module will also notify the intrusion module when the backup battery requires charging, and the
intrusion module will send electronic messages that will allow the backup battery to be recharged through the
battery voltage and ground circuits to the siren module only while the ignition switch is in the ON position and
the engine is running. This prevents the potential discharge of the main battery while the vehicle is not being
operated.
The siren will self-detect 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 16-way 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 wiring information. However, conventional diagnostic methods
will not prove conclusive in the diagnosis of the alarm siren module or the electronic controls or communication
between other modules and devices that provide some features of 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
BRACKET
Fig. 24: Siren, Screw & Bracket

1. Remove the alarm siren module and bracket as a unit from within the hollow on the back of the right end
of the front frame crossmember outboard of the right frame rail. Refer to SIREN , REMOVAL.
2. Remove the screw (3) that secures the bracket (2) to the back of the siren (1).
3. Remove the siren from the bracket.
SIREN
Fig. 25: Siren Mounting Bracket, Module & Screw


3. Remove the horn(s) and mounting bracket from the outboard side of the right front frame rail. Refer to
HORN , REMOVAL .
4. Locate the alarm siren module (2) within the hollow on the back of the right end of the front frame
crossmember (1) outboard of the right frame rail.
5. Disconnect the headlamp and dash wire harness connector from the connector receptacle near the top of
the siren.
6. Remove the screw (3) that secures the siren mounting bracket (4) to the right end of the front
crossmember.
7. Remove the siren and mounting bracket from the back of the crossmember as a unit.
INSTALLATION
BRACKET
Fig. 26: Siren, Screw & Bracket

1. Position the alarm siren module (1) with the threaded insert in the siren aligned with the mounting hole in
the back of the bracket (2).
2. Install and tighten the screw (3) that secures the bracket to the siren. Tighten the screw to 14 N.m (10 ft.
lbs.).
3. Reinstall the siren and bracket as a unit into the hollow on the back of the right end of the front frame
crossmember outboard of the right frame rail. Refer to SIREN , INSTALLATION.
SIREN
Fig. 27: Siren Mounting Bracket, Module & Screw

1. Position the alarm siren module (2) and mounting bracket unit within the hollow on the back of the right
end of the front frame crossmember (1) outboard of the right frame rail.
2. Install and tighten the screw (3) that secures the siren mounting bracket (4) to the right end of the front
crossmember. Tighten the screw to 14 N.m (10 ft. lbs.).
3. Reconnect the headlamp and dash wire harness connector to the connector receptacle near the top of the
siren.
4. Reinstall the horn(s) and mounting bracket to the outboard side of the right front frame rail. Refer to
HORN , INSTALLATION .
NOTE: If the alarm siren module has been replaced with a new unit, the new unit MUST
be configured in the intrusion module before the Vehicle Theft Security System
(VTSS) can operate as designed. The use of a diagnostic scan tool is required
to configure the siren settings in the intrusion module. Refer to the appropriate
SWITCH, HOOD AJAR

DESCRIPTION
DESCRIPTION
Fig. 28: Hood Ajar Switch & Hood Latch Assembly

The hood ajar switch is a normally closed, single pole, spring-loaded 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 Security System (VTSS) 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 hood ajar switch is integrated into the hood latch assembly. The hood switch is non serviceable and can
only be replaced as a hood latch assembly. The switch is connected to the vehicle electrical system through a
dedicated take out of the headlamp and dash wire harness. Two integral latches (2) lock the switch into a keyed
mounting hole in the stamped steel switch mounting bracket.
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.
To replace the hood switch, refer to LATCH, HOOD , REMOVAL .

2011 ACCESSORIES AND EQUIPMENT Wiper System & Washer System - Service Information - Grand Cherokee
Wiper System & Washer System - Service Information - Grand Cherokee
DESCRIPTION
FRONT
An electrically operated intermittent front wiper and washer system is standard factory-installed 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:
 Front Washer Nozzle - Two fluidic front washer nozzles with integral check valves are secured by latch
features to dedicated openings in 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 to the engine compartment from the washer reservoir.
The front washer hose is routed along the left side of the engine compartment to the dash panel, then
across the underside of the hood panel to the washer nozzles.
 Front Wiper Arms And Blades - 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 front wiper blades are each secured to their wiper arm 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. The left and right wiper arms and wiper blades are unique and are not interchangeable.
 Front Wiper Module - 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 rubber-isolated wiper module mounts,
the wiper motor, the wiper motor crank arm, the two wiper drive links and the two wiper pivots.
 Light Rain Sensor Module - A Light Rain Sensor Module (LRSM) (also known as the Light Sensor
Module/LSM or the Rain Sensor Module/RSM) is used on vehicles equipped with the optional automatic
wiper feature. The LRSM is located on a bracket bonded to the inside surface of the windshield glass,
near the inside rear view mirror mount.
(SCCM) along with the clockspring and the Steering Control Module (SCM) on the top of the steering
column just below the steering wheel. The multi-function switch is connected to the SCM. Only the
switch control stalk extending from the left side of the steering column is visible, while the remainder of
the switch is concealed beneath the steering column shrouds. The multi-function switch provides all of
the driver controls for both the front and rear wiper and washer systems.
 Steering Control Module - The Steering Control Module (SCM) is integral to the Steering Column
Control Module (SCCM) along with the multi-function switch and the clockspring on the top of the
steering column just below the steering wheel. The SCM is completely concealed beneath the steering
column shrouds. Refer to MODULE, STEERING COLUMN , DESCRIPTION .
 Totally Integrated Power Module - The Totally Integrated Power Module (TIPM) is located in the right
front corner of the engine compartment. Refer to MODULE, TOTALLY INTEGRATED POWER
(TIPM) , DESCRIPTION .
 Washer Fluid Level Switch - The washer fluid level switch is located in a dedicated hole on the lower,
outboard side of the washer reservoir, ahead of the left front wheel house splash shield.
 Washer Pump/Motor - The reversible electric washer pump/motor unit is located in a dedicated hole in
a sump area on the lower, outboard side of the washer reservoir, ahead of the left front wheel house
splash shield. This single reversible 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 - The washer reservoir is concealed between the left inner fender shield and the left
outer fender panel, ahead of the left front wheel house splash shield. The filler neck and cap are the only
visible components of the reservoir and, can be easily 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
system and to the front wiper and washer system components through the use of a combination of soldered
HEADLAMP
An electrically operated headlamp washer system is standard factory-installed equipment on this vehicle when it
is manufactured for certain export markets. The headlamp washer system includes the following major
components, which are described in further detail elsewhere in this service information:
 Headlamp Washer Nozzle - A telescopic headlamp washer nozzle is secured to the front fascia beneath
each front lamp unit.
 Headlamp Washer Pump/Motor - The electric headlamp washer pump/motor unit is located in a
dedicated hole on the lower, outboard side of the washer reservoir, ahead of the left front wheel house
splash shield. This high pressure pump is located above and rearward of the reversible front and rear
washer pump/motor unit on the reservoir.
 Headlamp Washer Plumbing - The plumbing for the headlamp washer system consists of large
diameter rubber hoses and molded plastic fittings. The plumbing is routed to the washer nozzles on the
front fascia from the washer reservoir. The connections at the headlamp washer pump and the two
headlamp washer nozzles feature unique quick-connect fittings.
 Headlamp Washer Relay - The headlamp washer relay is an International Standards Organization (ISO)
relay that is located within the Power Distribution Center (PDC) in the right front corner of the engine
compartment.
 Washer Reservoir - A unique washer reservoir is used on vehicles with the optional headlamp washer
system, which has dedicated provisions for the headlamp washer pump and plumbing. This reservoir is
mounted in the same location and using the same mounting hardware as is used for vehicles without the
headlamp washers. The reservoir is concealed between the left inner fender shield and the left outer
fender panel, ahead of the left front wheel house splash shield. The filler neck and cap are the only visible
components of the reservoir and, are accessed from the left front corner of the engine compartment.
Hard wired circuitry connects the headlamp washer system components to the electrical system of the vehicle.
system and to the headlamp 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 wiring information. The wiring information includes wiring diagrams, proper wire and
REAR
An electrically operated fixed interval intermittent rear wiper and washer system is standard factory-installed
equipment on this vehicle. The rear wiper and washer system includes the following major components, which
are described in further detail elsewhere in this service information:
 Rear Washer Nozzle - The fluidic rear washer nozzle with an integral check valve is secured by integral
latch features to a mounting hole on the lower surface of the rear spoiler located near the top of the
liftgate flip-up glass.
 Rear Washer Plumbing - The plumbing for the rear washer system consists of rubber hoses and molded
plastic fittings. The plumbing is routed along the left side of the engine compartment from the washer
reservoir on the Front End Module (FEM) carrier and through the dash panel into the passenger
compartment. It is then routed within the body wiring harness along the left side of the floor to the left
rear inner wheel housing, then up the wheel housing to the D-pillar. It exits the wire harness near the top
of the D-pillar and connects to the liftgate washer hose, which is routed along the liftgate opening upper
reinforcement to the center of the vehicle then through the upper liftgate opening to the rear washer
nozzle on the liftgate spoiler.
 Rear Wiper Arm And Blade - The single rear wiper arm is secured by a nut directly to the rear wiper
motor output shaft, which extends through a rubber grommet inserted into a hole in the liftgate flip-up
glass near the base of the glass. The rear wiper blade is secured to the rear wiper arm with an integral
latch feature, and is parked near the base of the glass when the rear wiper system is not in operation.
 Rear Wiper Motor - The rear wiper motor includes the motor bracket and two rubber-isolated wiper
motor mounts. The wiper motor output shaft is the only visible component of the rear wiper motor. The
remainder of the motor is concealed by upper and lower trim covers on the inside of the liftgate flip-up
glass.
 Washer Reservoir - 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 concealed between the left
inner fender shield and the left outer fender panel, ahead of the left front wheel house splash shield. The
filler neck and cap are the only visible components of the reservoir and, are 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
system and to the rear wiper and washer system components through the use of a combination of soldered
OPERATION
FRONT

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 on-board 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 knob (1) and
control sleeve (2) on the control stalk (3) of the multi-function switch that extends from the left side of the
steering column, just below the steering wheel. Rotating the control knob on the end of the control stalk, selects
the OFF, DELAY (except with the optional automatic wiper system), AUTO (with the optional automatic wiper
system only), 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 four intermittent wipe DELAY intervals. In the AUTO mode,
the control knob allows the vehicle operator to select from one of four automatic wiper sensitivity levels.
Depressing the control knob towards the steering column actuates the momentary front washer system switch,
which selects the WASH and WIPE-AFTER-WASH modes depending upon when and how long the switch is
held closed. Rotating the control knob downward actuates another 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 control knob is released.
The multi-function switch provides hard wired analog and resistor multiplexed inputs to the Steering Control
Module (SCM) internal to the Steering Column Control Module (SCCM) for all of the wiper and washer system
functions. The SCM then sends electronic wiper switch and washer switch status 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 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, self-protected high side switches to control integrated wiper relays that
control wiper system operation by energizing or de-energizing 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 multi-
function 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
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
OPERATING MODES
Following are paragraphs that briefly describe the operation of each of the front wiper and washer system
operating modes.
AUTOMATIC WIPE MODE
If the vehicle is equipped with the optional automatic wiper system and it is enabled, when the control knob on
the control stalk of the multi-function switch is moved to one of the four sensitivity positions, the SCM sends an
electronic wiper switch sensitivity message to the TIPM and the Wireless Ignition Node (WIN) (also
sometimes referred to as the Wireless Control Module/WCM or Sentry Key Remote Entry Module/SKREEM)
over the CAN data bus. The WIN, which is a Local Interface Network (LIN) data bus master, relays the wiper
switch sensitivity message to the Light Rain Sensor Module (LRSM) (also known as the Light Sensor
Module/LSM or Rain Sensor Module/RSM), which is a LIN slave, over the LIN data bus.
The LRSM monitors an area within the wipe pattern of the windshield glass for the accumulation of moisture.
Based upon internal programming and the selected sensitivity level, when sufficient moisture has accumulated
the LRSM sends the appropriate electronic wipe command messages back to the WIN over the LIN data bus.
The WIN relays the wipe command messages to the TIPM over the CAN data bus, then the TIPM operates the
front wiper system accordingly.
As the sensitivity level is set higher, the LRSM is more sensitive to moisture accumulation and will send wipe
commands more frequently. The third (middle) sensitivity position of the control knob is designed to provide
optimal wiper performance for most typical driving requirements. The TIPM logic is also programmed to
provide an immediate wipe cycle each time the control knob on the control stalk of the multi-function switch is
moved from the OFF position to one of the four sensitivity positions, and another immediate wipe cycle each
time the control knob is moved from a lower sensitivity position to a higher sensitivity position.
Also, if a vehicle is equipped with automatic wipers but the feature has been disabled using the customer
programmable features function, when any sensitivity position is selected with the control knob the system will
respond in the same manner as in the intermittent wipe mode. The automatic wiper system also has features
designed to protect the mechanical components of the wiper system, and will not allow automatic wiper
operation under the following conditions:
 Low Ambient Temperature - When the ambient temperature is below 0° C (32° F), the automatic
wipers will not operate during a new ignition cycle until the wiper switch has been moved to a different
position than that which was selected at the moment the current ignition cycle began, or until a vehicle
speed input is detected.
 Transmission In Neutral - When the transmission gear selector is placed in the NEUTRAL position
with the ignition switch in the ON position, the automatic wipers will not operate during the current
ignition cycle until the wiper switch has been moved to a different position than that which was selected
at the moment the NEUTRAL position was selected, until the vehicle speed is greater than 8 kilometers-
per-hour (5 miles-per-hour) or until the transmission gear selector is moved out of the NEUTRAL
CONTINUOUS WIPE MODE
When the LOW position of the control knob on the control stalk of the multi-function switch is selected the
SCM sends an electronic wiper switch low status message to the TIPM over the CAN data bus. The TIPM then
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 TIPM. The TIPM then 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 multi-function switch control knob is selected, the SCM sends an electronic
wiper switch off status 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 de-energizes 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.
HEADLAMPS ON WITH WIPERS MODE
The circuitry of the EMIC provides an automatic HEADLAMPS ON WITH WIPERS mode for vehicles
equipped with the optional automatic headlamps. This is a customer programmable feature that can be enabled
or disabled through the Electronic Vehicle Information Center (EVIC). If this feature is enabled, when the
headlamp switch is in the AUTO position, the headlamps will turn ON automatically whenever the windshield
wipers are turned ON; and, if the headlamps were turned ON automatically when the wipers were turned ON,
they will also turn OFF automatically when the wipers are turned OFF.
If this feature is enabled in vehicles equipped with the optional automatic wiper feature, when the automatic
wiper mode is selected the headlamps will turn ON automatically only after the wipers complete three
automatic wipe cycles within about 30 seconds, and they will turn OFF automatically after 3 minutes elapse
without any automatic wipe cycles unless ambient light conditions dictate otherwise.
INTERMITTENT WIPE MODE
The following applies to vehicles not equipped with the optional automatic wiper system, or to vehicles
equipped with the automatic wiper system that have been disabled using the customer programmable features
function.
When the control knob on the control stalk of the multi-function switch is moved to one of the four DELAY
interval positions the SCM sends an electronic wiper switch delay interval status 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 de-energize the
wiper motor low speed brush to operate 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) and doubles the selected delay interval whenever the vehicle speed is about
16 kilometers-per-hour (10 miles-per-hour) or less.
MIST WIPE MODE
When the control knob of the multi-function switch is rotated downward to the momentary MIST position, the
SCM sends an electronic wiper mist mode status message to the TIPM. The TIPM then energizes the low
speed brush of the wiper motor for as long as the switch is held closed, then de-energizes 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 knob of the multi-function switch is depressed toward the steering column to the momentary
front WASH position for more than about one-half second with the wiper system operating, the SCM sends an
electronic washer switch status 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 de-energized when the control
knob is released.
When the control knob is depressed to the momentary front WASH position while the front wiper system is
operating in one of the DELAY interval (or sensitivity level with automatic wipers) positions, the washer
pump/motor operation is the same. However, the TIPM logic also overrides the selected delay interval or
sensitivity level and operates the front wiper motor in a continuous low speed mode for as long as the control
knob is held in the front momentary WASH position, then reverts to the selected delay interval or sensitivity
level several wipe cycles after the control knob is released. If the WASH switch is held closed for more than
about 10 seconds, the TIPM will suspend washer pump/motor operation until the control knob is released for
about 2 seconds, then cycled back to the WASH position.
WIPE-AFTER-WASH MODE
When the control knob of the multi-function switch is depressed toward the steering column to the momentary
front WASH position for more than about one-half second while the wiper system is not operating, the SCM
sends an electronic washer switch status message to the TIPM. Then the TIPM directs battery current and
ground to operate the washer pump/motor in the front wash direction and energizes the front 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 knob is released, the TIPM de-energizes the washer pump/motor immediately, but allows the wiper
motor to operate for two or three additional wipe cycles before it de-energizes the wiper motor and parks the
wiper blades near the base of the windshield.
If the control knob is held inward for more than about 10 seconds, the TIPM will suspend washer pump/motor
operation until the knob 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 knob is released, and to
determine the proper interval at which to de-energize the wiper motor to complete the WIPE-AFTER-WASH
mode cycle.
HEADLAMP
The headlamp washer system is designed to provide the vehicle operator with a convenient, safe, and reliable
means of maintaining High Intensity Discharge (HID) headlamp lighting performance. The various components
of this system are designed to convert electrical energy produced by the vehicle electrical system into the
hydraulic action of the washer system to apply washer fluid stored in an on-board reservoir to the lenses of the
two front lamp units, removing excess accumulations of snow, ice, bugs, mud, or other minor debris from the
front lamps that might be encountered while driving the vehicle under numerous types of inclement operating
conditions.
The vehicle operator initiates the headlamp washer system function using the control knob on the end of the
multi-function switch control stalk that extends from the left side of the steering column, just below the steering
wheel. While the HID headlamps are turned ON, pushing the knob on the end of the control stalk towards the
steering column beyond the actuation point for more than about 100 milliseconds (0.10 second) activates the
headlamp washer pump/motor in combination with the front washer pump/motor. When the headlamp washer
pump/motor unit is energized, hydraulic pressure builds within the headlamp washer system plumbing against
the pressure of the return spring in each headlamp washer nozzle. Sufficient pressure causes the headlamp
washer nozzles to telescope outward and to dispense high pressure washer fluid onto the lenses of both front
lamp units for about 1600 milliseconds (1.6 seconds).
Depressing the control knob towards the steering column actuates the momentary front washer system switch,
which selects the HEADLAMP WASH mode depending upon when and how long the switch is held closed.
Headlamp washer system operation is completely controlled by the Totally Integrated Power Module (TIPM)
logic circuits based upon electronic wash command message inputs received from the Steering Control Module
(SCM) internal to the Steering Column Control Module (SCCM) for all of the wiper and washer system
functions. The SCM then sends electronic wiper switch and washer switch status messages to the TIPM over
the Controller Area Network (CAN) data bus requesting the appropriate wiper and washer system operating
modes. The TIPM will only allow this system to operate when the ignition switch is in the ON position and the
headlamp low beams are turned ON. The TIPM uses a high side driver to energize or de-energize the headlamp
washer system relay which, in turn, controls the operation of the headlamp washer pump/motor unit.
The hard wired circuits and components of the headlamp washer system may be diagnosed using conventional
methods will not prove conclusive in the diagnosis of the headlamp washer system or the electronic controls or
communication between other modules and devices that provide some features of the headlamp washer system.
The most reliable, efficient, and accurate means to diagnose the headlamp washer system or the electronic
controls and communication related to headlamp washer system operation requires the use of a diagnostic scan
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 on-board 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.
The vehicle operator initiates all front and rear wiper and washer system functions with the control knob (1) and
control sleeve (2) on the control stalk (3) of the multi-function switch that extends from the left side of the
steering column, just below the steering wheel. Rotating the control sleeve 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 multi-function switch provides hard wired analog and resistor multiplexed inputs to the Steering Control
Module (SCM) internal to the Steering Column Control Module (SCCM) for all of the wiper and washer system
functions. The SCM then sends electronic wiper switch and washer switch 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.
Rear wiper and washer system operation is completely controlled by the SCM 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, self-protected high side switches to control an integrated rear wiper
relay that controls rear wiper system operation by energizing or de-energizing the rear wiper motor. The TIPM
uses an H-bridge circuit to control the operation of the reversible washer pump/motor unit. The multi-function
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 rear wiper and rear washer system mode.
The hard wired circuits and components of the rear wiper and washer system may be diagnosed using
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
OPERATING MODES
Following are paragraphs that briefly describe the operation of each of the rear wiper and washer system
operating modes.
CONTINUOUS WIPE MODE
When the ON position of the control sleeve on the control stalk of the multi-function switch is selected the
SCM sends an electronic rear wiper switch on status message to the TIPM over the CAN data bus. The TIPM
then directs battery current to the rear wiper motor, causing the wiper to cycle at a continuous speed.
When the OFF position of the multi-function switch control sleeve is selected, the SCM sends an electronic
rear wiper switch off status message to the TIPM, then one of two events will occur. The event that occurs
depends upon the position of the wiper blade on the liftgate glass at the moment that the control sleeve OFF
position is selected.
If the wiper blade is in the down position on the glass when the OFF position is selected, the park switch that is
integral to the rear wiper motor is closed to ground, which provides a hard wired park switch sense input to the
TIPM. The TIPM then de-energizes the rear 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 INTERMITTENT WIPE position of the control sleeve on the control stalk of the multi-function
switch is selected, the SCM sends an electronic rear wiper switch intermittent request message to the TIPM
over the CAN data bus, then the TIPM directs battery current to the rear wiper motor at fixed delay intervals to
enable the rear wiper motor intermittent wipe mode. 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 delay interval between rear wiper sweeps.
WASH MODE
When the control sleeve of the multi-function switch is rotated counterclockwise past the INTERMITTENT
detent position to the momentary rear WASH position, the SCM sends 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 de-energized 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.

FRONT
deployment.
If the front wiper motor operates, but the wipers do not move on the windshield, replace the ineffective front
wiper motor or wiper linkage 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. Refer to CLEANING and 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
and washer system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic
information.
NOTE: The wiper and washer switches are integral to the multi-function switch in the
Steering Column Control Module (SCCM). The multi-function switch
communicates with the Steering Control Module (SCM), which is also integral to
the SCCM. The SCM communicates with the Totally Integrated Power Module
(TIPM) over the Controller Area Network (CAN) data bus. Before performing any
of the following tests, determine whether the other functions of the multi-
function switch are operational. If other multi-function switch functions are
ineffective, diagnose and repair that problem before attempting to repair the
Wiper and Washer System.

WIPER MOTOR DOES NOT 1. Ineffective motor ground 1. Test and repair open wiper motor
OPERATE IN ANY SWITCH circuit. ground circuit if required.
POSITION 2. Test and repair low speed and high
2. Ineffective motor feed
speed feed circuits between TIPM and
circuits.
wiper motor if required.
outputs.
outputs.
5. Ineffective wiper motor. 5. Test and replace open or shorted wiper
motor as required.
WIPER MOTOR OPERATES 1. Ineffective wiper motor. 1. Check amperage draw with linkage
SLOWLY IN ALL SWITCH disconnected from wiper motor output
POSITIONS shaft. Correct draw should be about 6
amperes. If incorrect, refer to the
appropriate Possible Cause that follows:
2. Test and repair shorted low and high
2. Amperage draw too low.
speed feed circuits if required.
3. Amperage draw too high. 3. With linkage disconnected from wiper
motor output shaft, check linkage and
pivots for binding. If binding is detected,
repair or replace wiper linkage module if
required. If no linkage binding detected,
replace the wiper motor if required.
WIPERS RUN AT HIGH 1. Ineffective motor feed 1. Test and repair low speed and high
SPEED WITH SWITCH LOW circuit wiring. speed feed circuits between TIPM and
SPEED SELECTED OR AT wiper motor if required.
LOW SPEED WITH SWITCH
HIGH SPEED SELECTED
FALSE WIPES (AUTOMATIC WIPER ONLY)
False wipes are unnecessary wipes that occur when the control knob of the multi-function switch is in one of the
four automatic wiper sensitivity positions and no rain or moisture is apparent within the wipe pattern on the
windshield glass. Because this system is designed to operate whenever it detects moisture, if the switch is in one
of the automatic wiper sensitivity positions any road spray, bug splatters, or mist from passing cars or trucks
may occasionally cause the wipers to cycle. These are normal characteristics of this system and are not false
wipes.
False wipes generally are the result of foreign material or flaws that interfere with the system optics. The optics
for this system allow the Light Rain Sensor Module (LRSM) (also known as the Light Sensor Module/LSM or
Rain Sensor Module/RSM) to precisely transmit several InfraRed (IR) light beams and precisely monitor the
intensity of these beams reflected from the outer surface of the windshield glass to determine the presence of
moisture. The sensitivity of this system is such that anything that distorts the focus or intensity of the IR light
beams or affects the ability of the photo diodes within the LRSM to see and accurately measure these light
beams can result in the LRSM logic misinterpreting the resulting input data as moisture on the windshield. The
optics for this system include the lenses of the LRSM, the lens of the LRSM bracket, the adhesive pad layer that
bonds the LRSM bracket to the inside of the windshield, and the windshield glass.
The following procedure should only be used if false wipe occurrences are frequent and persistent. Perform
diagnosis of the front wiper system, the multi-function switch, the Steering Control Module (SCM) and the
LRSM using a diagnostic scan tool and the appropriate diagnostic procedures before performing the following:
NOTE: The Light Rain Sensor Module (LRSM) mounting bracket is serviced as a unit
with the windshield glass. If either the bracket or the glass is ineffective or
damaged, the entire LRSM bracket and windshield glass unit must be replaced.
1. Carefully inspect the outer surface of the windshield glass for physical damage, including scratches,
cracks or chips in the vicinity of the LRSM mounting bracket lenses. Scratches, cracks or chips in the
windshield glass outside the area of the LRSM mounting bracket lenses will not cause false wipes. If
OK, refer to 2. If not OK, replace the damaged windshield.
2. From the outside of the windshield glass, carefully inspect the adhesive layer between the windshield
glass and the LRSM bracket for any large voids. If an adhesive void greater than about 1 millimeter (0.04
inch) is observed, replace the flawed LRSM mounting bracket and windshield unit. If OK, refer to 3.
3. Lightly pull the LRSM away from the windshield bracket to confirm that both sides of the spring steel
LRSM mounting band are fully engaged with the mounting bracket on the inside of the windshield glass.
If OK, refer to 4. If not OK, reinstall the LRSM onto the bracket as required.
4. Remove the LRSM from the mounting bracket. Inspect the LRSM lenses and the mounting bracket lens
for contamination. If OK, refer to 5. If not OK, clean any foreign material from each of these lenses using
rubbing alcohol and a lint-free cloth.
5. Carefully inspect the LRSM for any physical damage, including scratches on the LRSM lenses. If OK,
refer to 6. If not OK, replace the damaged LRSM.
6. Carefully inspect the LRSM mounting bracket for any physical damage, including scratches on the
LRSM bracket lens. If not OK, replace the damaged LRSM bracket and windshield as a unit.
HEADLAMP
wheel, steering column, airbag, seat belt tensioner, impact sensor, or
deployment.
Before attempting to diagnose the headlamp washer system, confirm whether the front washer system operates
satisfactorily. If the front washer system is ineffective or operates improperly, diagnose and repair that problem
before attempting to repair the headlamp washer system. If the front washer system operates satisfactorily and
the headlamp washer pump/motor unit operates, but both headlamp washer nozzles do not extend and no
washer fluid is dispensed on the front lamp unit lenses, inspect the headlamp washer plumbing for pinched or
leaking hoses and fittings. If the headlamp washer pump/motor unit does not operate, check the headlamp
washer system fuse.
The hard wired headlamp washer system circuits and components may be diagnosed using conventional
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the headlamp washer
system or the electronic controls or communication between other modules and devices that provide some
features of the headlamp washer system. The most reliable, efficient, and accurate means to diagnose the
headlamp washer system or the electronic controls and communication related to headlamp washer system
REAR
deployment.
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. Refer to CLEANING and INSPECTION.
The hard wired rear wiper and washer system circuits and components may be diagnosed using conventional
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
NOTE: The rear wiper and washer switches are integral to the multi-function switch in
the Steering Column Control Module (SCCM). The multi-function switch
communicates with the Steering Control Module (SCM), which is also integral to
the SCCM. The SCM communicates with the Totally Integrated Power Module
(TIPM) over the Controller Area Network (CAN) data bus. Before performing any
of the following tests, determine whether the other functions of the multi-
function switch are operational. If other multi-function switch functions are
ineffective, diagnose and repair that problem before attempting to repair the
Rear Wiper and Washer System.

WIPER MOTOR DOES NOT 1. Ineffective motor ground 1. Test and repair open wiper motor
OPERATE IN ANY SWITCH circuit. ground circuit if required.
POSITION 2. Test and repair motor feed circuit
2. Ineffective motor feed
between TIPM and rear wiper motor if
circuits.
required.
3. Ineffective multi-function 3. Test and replace ineffective multi-
switch. function switch/SCCM unit if required.
outputs.
outputs.
6. Ineffective wiper motor. 6. Test and replace open or shorted wiper
motor if required.
1. Test and repair wiper park switch input
1. Ineffective wiper motor park
circuit between TIPM and front wiper
switch input circuit.
motor if required.
WIPER DOES NOT PARK 2. Use a diagnostic scan tool to test the
CORRECTLY TIPM inputs and outputs. Refer to the
outputs.
3. Ineffective wiper motor park 3. Test and replace ineffective wiper
switch. motor if required.
WIPER MOTOR OPERATES 1. Ineffective wiper motor. 1. Check amperage draw with wiper arm
SLOWLY disconnected from rear wiper motor
output shaft. Correct draw should be
about 6 amperes. If incorrect, refer to the
appropriate Possible Cause that follows:
2. Test and repair shorted rear wiper
motor signal and fused ignition switch
2. Amperage draw too low.
output (run - accessory) circuits if
required.
3. Amperage draw too high. 3. With wiper arm disconnected from
wiper motor output shaft check for
binding between output shaft and motor
output shaft housing. If binding is
detected, lubricate if required. If no
binding is detected, replace the wiper

motor if required.
1. Ineffective washer pump 1. Test and repair open washer pump
ground circuit. ground circuit if required.
2. Test and repair washer pump feed
2. Ineffective washer pump
circuits between TIPM and washer pump
feed circuits.
if required.
3. Ineffective multi-function 3. Test and replace ineffective multi-
switch. function switch/SCCM unit if required.
WASHER PUMP DOES NOT
OPERATE 4. Ineffective SCM inputs or
outputs.
outputs.
6. Test and replace open or shorted
6. Ineffective washer pump.
washer pump if required.
SPECIFICATIONS
SPECIFICATIONS

Front Wiper Arm
21 16 -
Mounting Nuts
Rear Wiper Arm
9 - 80
Mounting Nut
Front Wiper Module
6 - 55
Mounting Screws
Front Wiper Motor
7.5 - 66
Mounting Screws
CLEANING
FRONT
WIPER SYSTEM
CAUTION: Protect the rubber squeegees of the wiper blades from any petroleum-
based 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 non-abrasive 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 petroleum-based 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 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 non-abrasive cleaner. Flush
foreign material from the washer system plumbing by first disconnecting the washer hoses from the washer
nozzles, then running the washer pump/motor to run clean washer fluid or water through the system. Plugged or
restricted front washer nozzles cannot be back-flushed due to the integral check valve mechanism. If the washer
nozzle obstruction cannot be cleared, replace the washer nozzle.
REAR
WIPER SYSTEM
CAUTION: Protect the rubber squeegee of the wiper blade from any petroleum-based
cleaners, solvents or contaminants. These products can rapidly
deteriorate the rubber squeegee.
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 liftgate glass should only be cleaned using a sponge or soft cloth and windshield washer fluid, a mild
detergent, or a non-abrasive 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.
WASHER SYSTEM
CAUTION: Never introduce petroleum-based 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.
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 non-abrasive cleaner. Flush
foreign material from the washer system plumbing by first disconnecting the washer hose from the rear washer
nozzle, then running the washer pump/motor to run clean washer fluid or water through the system. A plugged
or restricted rear washer nozzle cannot be back-flushed due to the integral check valve mechanism. If the rear
washer nozzle obstruction cannot be cleared, replace the rear washer nozzle.
INSPECTION
FRONT
WIPER SYSTEM
Fig. 3: Inspecting Wiper Blades

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. Refer to 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
1. Check for ice or other foreign material in the washer reservoir. If contaminated, clean and flush the
washer system. Refer to 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 in-line 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. 4: 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. Refer to 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
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. Refer to 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 in-line 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.
ARM, WIPER
DESCRIPTION
FRONT
Fig. 5: Identifying Wiper Arm Components

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 over-center hinge that allows easy access to the windshield glass for cleaning.
The wiper arm has a die cast metal pivot end (3) with a large, internally tapered mounting boss (5) at one end. A
molded black plastic flap (4) with an integral hinge and latch snaps over the pivot end to conceal the wiper arm
retaining nut and the 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 its pivot end,
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 (7). Concealed within the stamped steel channel is a long
tension spring which is engaged with a wire hook (6) 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.
The driver and passenger side wiper arms are not interchangeable. These arms have a letter D (Driver) or P
(Passenger) cast into the lower surface of the pivot end to identify their proper locations. A wiper arm cannot be
adjusted or repaired. If damaged or ineffective, the entire wiper arm unit must be replaced.
REAR
Fig. 6: Rear Wiper Arm

The rear wiper arm is the rigid member located between the rear wiper motor output shaft that protrudes
through the liftgate glass above the center of the liftgate glass opening and the wiper blade on the outside of the
glass. The wiper arm is constructed of molded black plastic. A hinged pivot end is also molded plastic.
A molded black plastic nut cover (2) with two pivot pins on the back end and snap features on the end nearest
the wiper blade fits over the wiper arm retaining nut to conceal the nut and mounting hole following wiper arm
installation. The wiper arm hinge and tension spring are concealed on the underside of the wide end of the arm
(1), while an integral latch feature (3) concealed on the underside of the narrow end of the wiper arm accepts
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 spring-loaded wiper
arm hinge controls the down-force applied through the tip of the wiper arm to the wiper blade on the glass. The
hook formation on the tip of the wiper arm provides a cradle for securing and latching the wiper blade pivot
block to the wiper arm.
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 spring-loaded wiper arm hinge controls the down-
force applied through the tip of the wiper arm to the wiper blade on the glass. The 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
Fig. 7: Latch Tab & Wiper Arm, Nut

1. Carefully pry the integral latch tab (1) of the plastic nut cover flap on the pivot end of the wiper arm (2)
far enough to lift the cover for access to the nut (3).
Fig. 8: Front Wiper Arm, Glass & Wiper Pivot Shaft

2. Lift the front wiper arm (2) to its over-center position to hold the wiper blade off of the glass (1) and
relieve the spring tension on the wiper arm to pivot shaft connection.
3. Remove the nut (3) that secures the wiper arm to the wiper pivot shaft (4).
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. 9: Plastic Nut Cover, Wiper Arm, Nut & Output Shaft
1. Insert your fingertips under the lower edges of the molded plastic nut cover (4) near the rear wiper arm
hinge, then pull the edges slightly outward to unsnap and swing the cover off of the pivot end of the wiper
arm (1).
2. Remove the nut (5) that secures the wiper arm to the rear wiper motor output shaft (3).
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 multi-function 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.
Fig. 10: Front Wiper Arm, Glass & Wiper Pivot Shaft
1. The front wiper arms (2) must be indexed to the pivot shafts (4) 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
lower edge of the blade is aligned with the wiper alignment lines (5), which are horizontal (tick) marks
concealed in the upper margin of the lower windshield blackout area.
2. Once the wiper blade is aligned, lift the wiper arm away from the windshield (1) 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 21 N.m (16
ft. lbs.).
4. Wet the windshield glass, then operate the front wipers. Turn the wiper switch to the OFF position, then
check for the correct wiper arm position and readjust as required.
5. Press firmly and evenly on the plastic nut cover flap on the pivot end of the wiper arm until the integral
latch tab on the flap snaps closed over the wiper arm pivot end, concealing the mounting nut.
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. 11: Plastic Nut Cover, Wiper Arm, Nut & Output Shaft
1. The rear wiper arm (1) must be indexed to the rear wiper motor output shaft (3) with the motor in the park
position to be properly installed. Position the wiper arm pivot end onto the output shaft so that the tip of
the wiper blade is horizontal and parallel with the sine wave rear window defogger grid line (2) at the
bottom of the liftgate glass.
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 9 N.m
(80 in. lbs.).
4. Fold and snap the molded plastic nut cover (4) over the nut on the pivot end of the rear wiper arm.
5. Wet the liftgate 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. 12: Identifying 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 (6) 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 of the superstructure.
The passenger side wiper blades are 52.50 centimeters (20.67 inches) long. The driver side wiper blades are
55.00 centimeters (21.65 inches) long. They have non-replaceable rubber elements (squeegees). The wiper
blades cannot be adjusted or repaired. If ineffective, worn, or damaged the entire wiper blade unit must be
replaced.
REAR
Fig. 13: Pivot Pin, Superstructure & Element

The rear wiper blade is secured by an integral pivot pin (2) to a receptacle at the tip of the rear wiper arm, and
rests near the base of the liftgate glass when the wiper is not in operation. The rear wiper blade consists of the
following components:
 Superstructure (1) - 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 pivot pin that secures
the superstructure to the wiper arm.
 Element (3) - The wiper element or squeegee is the resilient rubber member of the wiper blade that
contacts the glass.
 Flexor - The flexor is a rigid metal component running along the length of each side of the wiper element
where it is gripped by the claws of the superstructure.
The rear wiper blade is 30.50 centimeters (12.00 inches) long with a non-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 spring-loaded 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 liftgate 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 spring-loaded 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.
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.
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.
Fig. 14: Wiper Arm, Latch Release Tab, Pivot Block, Hook & Wiper Blade Superstructure
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 over-center 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 downward (toward the wiper element and away from the wiper 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. 15: Rear Wiper Arm Pivot Cap

1. Lift the rear wiper arm pivot cap (2) upward to allow the rear wiper blade to be raised off of the glass.
NOTE: The rear wiper arm cannot be raised to its over-center hinge position
unless the pivot cover is raised first.
2. Lift the rear wiper arm to its over-center hinge position to raise the wiper blade and element off of the
liftgate glass.
Fig. 16: Removing/Installing Wiper Blade From Wiper Arm

3. To remove the wiper blade (1) from the wiper arm (3), grasp the end of the blade nearest to the motor
output shaft, then over-rotate it out from under the arm and past its stop far enough to unsnap the blade
pivot pin (2) from the receptacle (4) on the end of the arm.
4. Gently lower the tip of the wiper arm onto the glass.
INSTALLATION
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.
Fig. 17: Wiper Arm, Latch Release Tab, Pivot Block, Hook & Wiper Blade Superstructure
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 over-center 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
Fig. 18: Rear Wiper Arm Pivot Cap

1. Lift the rear wiper arm pivot cap (2) upward to allow the rear wiper arm to be raised off of the glass.
NOTE: The rear wiper arm cannot be raised to its over-center hinge position
unless the pivot cover is raised first.
2. Lift the rear wiper arm to its over-center hinge position and off of the liftgate glass.
Fig. 19: Removing/Installing Wiper Blade From Wiper Arm

3. Position the rear wiper blade (1) with the pivot pin (2) aligned with the opening of the receptacle (4) on
the tip of the wiper arm (3).
4. Using hand pressure, press the wiper blade pivot pin firmly and evenly into the wiper arm receptacle until
it snaps into place.
5. Lower the wiper blade onto the glass and snap the pivot cover back into place.
HOSES AND TUBES, WASHER

DESCRIPTION
FRONT
Fig. 20: Front Hose & Washer Plumbing

The front washer plumbing consists of small diameter rubber front hose (2) or hard plastic tubing that is routed
along with the rear washer plumbing (3) and the inside hood release cable (4) from the washer reservoir (1)
located on the back of the Front End Module (FEM) carrier at the left front corner of the engine compartment.
Both hoses or tubes are attached to their respective front or rear outlet nipple of the washer pump/motor unit
near the bottom of the reservoir.
Fig. 21: Washer Reservoir, Dash Panel, Front & Rear Hoses
The hoses are routed from the washer pump to the engine compartment through troughs molded into the outside
of the washer reservoir (3). The front (2) and rear (4) hoses are then routed to the left side of the dash panel (1)
through plastic push-in type retainers secured to the left inner fender shield within the engine compartment.
From the dash panel, the two washer hoses are routed separately. The front hose is routed up toward the hood,
while the rear hose is routed through a grommet and a hole in the dash panel into the passenger compartment.
Fig. 22: Front Washer Hose, Hood Panel, Hood Hinge, Washer Nozzles & Hood Reinforcement
The front washer hose (2) is routed to the underside of the hood panel (4) where it is secured by a plastic push-
in type retainer to the left hood hinge (3). The front washer hose is then routed between the hood reinforcement
(5) and the hood silencer pad to the two washer nozzles (1). A molded rubber tee provides the take out for the
left washer nozzle, and a molded rubber elbow terminates and connects the front hose to the right washer
nozzle.
Washer hose or tube is available for service only as roll stock, which must then be cut to length. The molded
plastic washer hose fittings cannot be repaired. If these fittings are ineffective or damaged, they must be
replaced.
HEADLAMP
The headlamp washer system plumbing consists of a large diameter high pressure rubber hose that is routed
from the outlet nipple of the headlamp washer pump/motor unit on the washer reservoir to one barbed nipple of
an elbow fitting near the front upper outboard corner of the reservoir. One end of a hose from the front fascia
connects to the other barbed nipple of the elbow fitting on the reservoir, while the other end connects to the
barbed nipple of a tee fitting located near the left frame rail on the left side of the front fascia. The other two
barbed nipples of the tee fitting are connected to two short lengths of hose that each terminate at a telescopic
headlamp washer nozzle behind the fascia and below the two front lamp units. The hose connections at the
nozzles, at the washer pump and at the washer reservoir elbow are secured using molded plastic quick-connect
fittings.
Washer hose or tube is available for service only as roll stock, which must then be cut to length. The molded
plastic washer hose fittings cannot be repaired. If these fittings are ineffective or damaged, they must be
replaced.
REAR
Fig. 23: Cowl Side, Wire Harness & Plastic Quick Connect Fitting
The rear washer plumbing consists of a small diameter rubber hose that is routed along with the front washer
plumbing from the washer reservoir under the left front fender ahead of the left front wheel housing to 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 secured by retainers to the left inner
fender shield. The rear washer hose passes from the engine compartment through a hole with a rubber grommet
in the dash panel near the left cowl side (3) into the passenger compartment where it is joined to the rear washer
hose within the body wire harness (2) by a plastic quick connect fitting (1).
Fig. 24: Rear Washer Hose, Body Wire Harness, Opening Header, Washer Hose & Wire Harness
The rear washer hose (1) and body wire harness (3) bundle is routed along the floor panel near the left sill back
to the base of the left rear inner wheel house. The hose and wiring bundle is then routed over the wheel house
and along the quarter inner panel near the belt line, then up the D-pillar to the upper liftgate opening header (2).
The rear washer hose exits the body wire harness near the top of the D-pillar.
Near the center of the upper liftgate opening header the rear washer hose is connected by a plastic quick connect
fitting to the liftgate washer hose (5). The liftgate washer hose is routed through the upper liftgate opening
header panel along with the liftgate wire harness (4) through a clearance hole with a rubber grommet.
Fig. 25: Liftgate Washer Hose, Liftgate Spoiler, Liftgate Glass & Rear Washer Nozzle
On the outside in the upper liftgate opening header panel the liftgate washer hose (1) passes through another
hole with a rubber grommet in the upper liftgate panel to the liftgate spoiler (3) on the upper liftgate glass (4).
The hose is routed through clips on the interior surface of the spoiler to the nipple of the rear washer nozzle (2).
Washer hose is available for service as roll stock, which may be cut to length. Portions of the rear washer hose
are integral to the body and liftgate wire harnesses. 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 two front washer nozzles. 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.
HEADLAMP
Washer fluid in the washer reservoir is pressurized and fed by the headlamp washer pump/motor unit through
the headlamp washer system plumbing and fittings to the two telescopic headlamp washer nozzles. Whenever
routing the 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. 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, any sharp bends
that might pinch the hose must be avoided.
LINKAGE, WIPER ARM

DESCRIPTION
DESCRIPTION
Fig. 26: Bracket, Crank Arm, Linkage, Motor & Pivots

The front wiper linkage 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 linkage module.
The front wiper linkage module consists of the following major components:
 Bracket - The front wiper linkage 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. The front
wiper module bracket is secured within the cowl plenum by two screws through two rubber insulators (1).
 Crank Arm - The front wiper motor crank arm (7) is a stamped steel unit with a slotted hole on the
driven end that is secured to the wiper motor output shaft with a nut, and has a long double ball stud
secured to the drive end.
 Linkage - Two stamped steel drive links (4) connect the wiper motor crank arm to the two wiper pivot
lever arms. The passenger side link has a plastic socket-type bushing on each end, while the driver side
link has a socket-type bushing on the pivot end and a sleeve-type bushing on the crank arm end. The
bushing on the pivot end of each link is snap-fit over a ball stud on the pivot lever arm. The sleeve-type
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 socket-type bushing of the passenger side drive link is snapped over the outer ball
formation.
 Motor - The front wiper motor (5) is secured by a bracket (9) integral to the motor transmission housing
with two screws and nuts near the center of the wiper module bracket. A knob-like rubber insulator (6) on
a stud integral to the motor transmission housing is engaged in a slot in a stamped bracket on the forward
wall of the cowl plenum. The two-speed permanent magnet wiper motor features an integral transmission,
an internal park switch, and an internal automatic resetting circuit breaker. An integral connector
receptacle (8) connects the motor to the vehicle electrical system.
 Pivots - The two front wiper pivots (2) are secured to the ends of the wiper module bracket. The lever
arms that extend from the bottom of the pivot shafts each have ball studs that engage the bushings of the
drive links. The upper end of each pivot shaft where the wiper arms will be fastened each is tapered and
serrated with a threaded stud formation at the tip.
The front wiper motor and crank arm unit is available for separate service replacement. Any other component of
the front wiper linkage module cannot be adjusted or repaired. If any component of the module other than the
motor is ineffective or damaged, the entire front wiper linkage module unit must be replaced.
OPERATION
OPERATION
The front wiper linkage 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
will not prove conclusive in the diagnosis of the front wiper motor 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 motor or the electronic controls and
communication related to front wiper motor operation requires the use of a diagnostic scan tool. Refer to the
REMOVAL
REMOVAL
Fig. 27: Wiper Module, Wire Harness Connector & Two Screws
NOTE: The front wiper motor can be removed from the wiper linkage module and is
serviced independently from the remainder of the wiper linkage module for this
vehicle. Refer to MOTOR, WIPER , REMOVAL.

2. Remove both front wiper arms from the wiper pivots. Refer to ARM, WIPER , REMOVAL.
3. Remove the cowl plenum cover/grille panel from over the front wiper module (5). Refer to COVER,
COWL PANEL , REMOVAL .
4. Disconnect the wire harness connector (4) from the connector receptacle for the front wiper motor.
5. Remove the two screws (1) that secure the module bracket to the cowl plenum.
6. Pull the front wiper linkage module toward the outboard side of the vehicle far enough to disengage the
knob-like rubber isolator (2) from the slotted bracket (3) on the forward wall of the cowl plenum (6).
7. Remove the front wiper linkage module from the cowl plenum as a unit.
INSTALLATION
INSTALLATION
Fig. 28: Wiper Module, Wire Harness Connector & Two Screws
NOTE: The front wiper motor can be installed to the wiper linkage module and is
serviced independently from the remainder of the wiper linkage module for this
vehicle. Refer to INSTALLATION.
1. Position the front wiper linkage module (5) into the cowl plenum (6) as a unit.
2. Reconnect the wire harness connector (4) to the connector receptacle for the front wiper motor.
3. Position the knob-like rubber isolator (2) to the slotted bracket (3) on the forward wall of the cowl plenum
and push the module inboard far enough to seat the isolator in the bracket.
4. Starting on the outboard side, install and tighten the two screws (2) that secure the wiper linkage module
within the cowl plenum. Tighten the screws to 6 N.m (55 in. lbs.).
5. Reinstall the cowl plenum cover/grille panel over the front wiper module. Refer to COVER, COWL
PANEL , INSTALLATION .
6. Reinstall both front wiper arms onto the wiper pivots. Refer to ARM, WIPER , INSTALLATION.
MODULE, LIGHT RAIN SENSOR (LRSM)

DESCRIPTION
DESCRIPTION
Fig. 29: Light Rain Sensor Module

The Light Rain Sensor Module (LRSM) (1) is the primary component of the automatic wiper system. In some
vehicle applications the LRSM is also capable of performing an ambient light sensor function; and, therefore, is
alternately referred to as the Light Sensor Module (LSM) or the Rain Sensor Module (RSM). The LRSM is
located on the inside of the windshield just below and to the right of the inside rear view mirror mounting
button. The LRSM is concealed from view within the vehicle interior by a molded plastic inside rear view
mirror bracket trim cover that fits over the top of the LRSM housing and the LRSM mounting bracket, but the
LRSM is visible through the windshield glass from the exterior of the vehicle.
The molded black plastic LRSM housing has an integral connector receptacle (2) at the top with provisions for
up to four terminal pins. These terminal pins connect the LRSM to the vehicle electrical system through a
dedicated take out and connector of the left body wire harness that extends from above the headliner. Openings
on the windshield side of the housing are fitted with four convex clear plastic lenses. A spring steel retaining
strap (3) extends forward on each side of the housing to latch the LRSM to a molded black plastic mounting
bracket, which is permanently bonded to the inside of the windshield glass.
Concealed and protected within the LRSM housing is the electronic circuitry of the module, which includes two
InfraRed (IR) diodes, two photocells, and a microprocessor. The LRSM is a Local Interface Network (LIN)
slave and communicates over a single LIN bus circuit with the Wireless Ignition Node (WIN). The WIN is a
LIN master and a gateway to the Controller Area Network (CAN) data bus. The WIN controls the exchange of
electronic messages back and forth between the LRSM and other electronic modules in the vehicle.
The LRSM cannot be adjusted or repaired. If ineffective or damaged, the entire module must be replaced. The
LRSM mounting bracket is serviced only as a unit with the windshield glass.
OPERATION
OPERATION
The microprocessor-based Light Rain Sensor Module (LRSM) (also known as the Light Sensor Module/LSM or
the Rain Sensor Module/RSM) senses moisture in the wipe pattern on the outside of the windshield glass and
sends electronic messages to the Wireless Ignition Node (WIN) (also known as the Wireless Control
Module/WCM or Sentry Key Remote Entry Module/SKREEM) on the Local Interface Network (LIN) data bus.
The WIN relays messages back and forth between the LRSM and other electronic modules in the vehicle.
Two InfraRed (IR) diodes within the LRSM generate infrared light beams that are aimed by two of the convex
optical lenses of the sensor through the windshield glass. Two additional convex optical lenses of the sensor are
focused on the infrared light beams reflected back from the windshield glass and allow the two photocells
within the sensor to sense changes in the intensity of these infrared light beams. When sufficient moisture
accumulates within the wipe pattern on the windshield glass, less of the infrared light is reflected back and the
sensor detects a change in the monitored infrared light beam intensity.
The internal programming of the LRSM then sends the appropriate electronic wipe command messages to the
WIN over the LIN data bus, and the WIN relays those messages to the Totally Integrated Power Module
(TIPM) over the Controller Area Network (CAN) data bus. The TIPM then responds by activating or
deactivating the front wiper system. Similarly, in some vehicle applications the photocells within the LRSM are
capable of sensing ambient light levels through the windshield glass and providing electronic light level
messages to other modules in the vehicle.
The Steering Control Module (SCM) sends electronic wiper switch status and sensitivity level messages over
the CAN data bus to the TIPM and the WIN based upon the driver-selected settings of the control knob on the
control stalk of the multi-function switch. The WIN receives electronic messages from other electronic modules
in the vehicle over the CAN data bus, and the WIN relays the messages to the LRSM over the LIN bus.
The higher the selected sensitivity setting the more sensitive the LRSM is to the accumulated moisture on the
windshield glass, and the more frequently the LRSM will send wipe commands to the TIPM to operate the
front wiper system. The third (middle) sensitivity setting is set up for optimal operation of the automatic wipers
under most typical driving conditions.
The LRSM operates on battery current received through a fused ignition switch output (run/accessory) circuit
controlled by the run-accessory relay. The LRSM receives ground at all times through a take out of the body
wire harness with an eyelet terminal that is secured by a ground screw to the body sheet metal. Therefore, the
LRSM is operational only when the ignition switch is in the ON or ACCESSORY positions.
It is important to note that the default operation of the automatic wiper system is low speed continuous wipe.
Therefore, if no message is received by the TIPM from the LRSM for more than about five seconds when the
AUTOMATIC wipe mode is selected, the wipers will default to the low speed continuous wipe operation. It is
also noteworthy that the WIN must be properly configured for the automatic wipers option for the automatic
wipers to function.
The hard wired circuits of the LRSM may be diagnosed using conventional diagnostic tools and procedures.
conclusive in the diagnosis of the LRSM or the electronic controls or communication between other modules
and devices that provide some features of the automatic wiper system. The most reliable, efficient, and accurate
means to diagnose the LRSM or the electronic controls and communication related to LRSM operation requires
the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
REMOVAL
REMOVAL
Fig. 30: Wire Harness Connector, LRSM & Mounting Bracket


2. Remove the trim cover from the inside rear view mirror mounting bracket. Refer to MIRROR,
REARVIEW , REMOVAL .
3. Disconnect the wire harness connector (1) from the LRSM (2).
4. Depress one side of the spring steel retaining strap on the LRSM towards the windshield while lightly
prying the end of the strap closest to the glass away from the tab of the mounting bracket (3) on the
windshield. Now rotate the loose side of the LRSM away from the glass far enough to disengage the other
side of the strap from the mounting bracket tabs.
5. Remove the LRSM from the mounting bracket.
INSTALLATION
INSTALLATION
Fig. 31: Wire Harness Connector, LRSM & Mounting Bracket

CAUTION: During installation be certain not to touch or contaminate the optical

lenses of the Light Rain Sensor Module (LRSM) or the glass through which
the LRSM optics are focused. Contaminated optics will negatively impact
LRSM performance.
1. Position the Light Rain Sensor Module (LRSM) (2) to the center of the mounting bracket (3) on the inside
of the windshield near the inside rear view mirror.
2. Depress both sides of the spring steel retaining strap on the LRSM simultaneously until the hooks of the
strap engage the tabs of the mounting bracket on the windshield.
3. Reconnect the wire harness connector (1) to the LRSM.
4. Reinstall the inside rear view mirror mounting bracket trim cover. Refer to MIRROR, REARVIEW ,
INSTALLATION .
MOTOR, WIPER
DESCRIPTION
FRONT
The front wiper motor is packaged with the wiper linkage module in this vehicle. Refer to LINKAGE, WIPER
ARM , DESCRIPTION.
REAR
Fig. 32: Rear Wiper Motor, Output Shaft & Connector Receptacle
The rear wiper motor (3) is concealed within a molded plastic, two piece, clamshell-like trim cover on the lower
inside surface of the liftgate glass near the center. The threaded and tapered end of the motor output shaft (1)
that extends through the liftgate glass to drive the rear wiper arm and blade is the only visible component of the
rear wiper motor. A rubber grommet is engaged within the output shaft clearance hole of the liftgate glass and
seals the output shaft housing where it passes through the glass. An integral connector receptacle (4) connects
the rear wiper motor to the vehicle electrical system through a dedicated take out and connector of the liftgate
flip-up glass wire harness. The rear wiper motor consists of the following major components:
 Bracket (2) - The rear wiper motor bracket consists of a molded plastic mounting plate for the wiper
motor that is secured with screws to the wiper motor transmission housing. The bracket is secured with
nuts and washers to two mounting studs that are integral to the liftgate glass assembly through two rubber
isolators (5).
 Motor - The single-speed permanent magnet rear wiper motor is secured to the rear wiper motor bracket.
The wiper motor includes an integral transmission, the motor output shaft, a park switch and an integral
connector receptacle. An automatic resetting circuit breaker and an internal clutch mechanism protect the
motor from overloads.
The rear wiper motor cannot be adjusted or repaired. If any component of the motor is ineffective or damaged,
the entire rear wiper motor unit must be replaced. The motor output shaft grommet, the mounting hardware, the
liftgate flip-up glass handle and the liftgate glass are available for individual service replacement.
OPERATION
FRONT
The front wiper motor is packaged with the wiper linkage module in this vehicle. Refer to LINKAGE, WIPER
ARM , OPERATION.
REAR
The rear wiper motor operation is controlled by the Totally Integrated Power Module (TIPM) which uses
intelligent, high current, self-protected high side switches to control rear wiper system operation for energizing
or de-energizing the rear wiper motor. The TIPM uses internal programming and electronic messages received
over the Controller Area Network (CAN) data bus from the Steering Control Module (SCM) to provide the
appropriate rear wiper and washer system operating modes. The SCM uses hard wired multiplex inputs from the
multi-function switch to determine when to send electronic rear wiper system requests to the TIPM.
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 at the base of the glass after the wiper
system or the ignition switch has been turned OFF.
The TIPM also receives an external control input from the liftgate and flip-up glass ajar switch sense circuits. If
the TIPM senses that the liftgate or the flip-up glass is ajar, it will not allow the rear wiper motor to operate.
Also, if the TIPM rear wiper logic monitors a request for the liftgate or the flip-up glass to be opened while the
rear wiper is running, the TIPM will keep the motor energized long enough to complete its current wipe cycle
and park the wiper blade at the base of the glass. The rear wiper function of the multi-function switch will then
have to be cycled OFF, then back ON to resume rear wiper motor operation after the flip-up glass or liftgate is
closed.
The rear wiper motor is grounded at all times through a take out with an eyelet terminal connector in the body
wire harness that is secured to the body sheet metal. The automatic resetting circuit breaker and the integral
clutch mechanism protect 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
flip-up glass.
The hard wired inputs and outputs of the rear wiper motor may be diagnosed using conventional diagnostic
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
REMOVAL
FRONT
CAUTION: Do not apply pressure to, or pry on the plastic drive link bushings. When
removing a drive link from, or installing a drive link onto the ball stud on
the wiper motor crank arm apply pressure to, or pry on only the metal
portions of the drive link around the bushing. If the bushing is damaged,
the entire wiper linkage module MUST be replaced.
CAUTION: Do not remove the crank arm nut from the wiper motor output shaft. The
crank arm is indexed to the output shaft with the motor in the park
position during the manufacturing process, but there are no provisions
made for correctly indexing this connection in the field. If the crank arm to
output shaft indexing is incorrect, the entire wiper motor and crank arm
unit MUST be replaced.
Fig. 33: Socket Bushing, Drive Link, Crank Arm, Motor, Module Bracket & Two Screws

2. Remove the front wiper linkage module from the cowl plenum and place it on a suitable work surface.
Refer to LINKAGE, WIPER ARM , REMOVAL.
3. Disengage the socket bushing (6) of the left wiper drive link (7) from the double ball stud on the wiper
motor crank arm (4) using two large screwdrivers, one on each side of the double ball stud. Pry firmly
and evenly between the crank arm and the metal portion of the drive link until the socket unsnaps from
the ball.
4. Disengage the sleeve bushing of the right wiper drive link (5) from the double ball stud on the wiper
motor crank arm.
5. Remove the two screws (2) that secure the motor (3) bracket to the module bracket (1).
6. Remove the wiper motor and crank arm as a unit from the underside of the module bracket.
REAR
Fig. 34: Exploded View Of Rear Wiper Assembly


2. From the outside of the liftgate glass (7), remove the rear wiper arm (2) from the rear wiper motor output
shaft (8). Refer to ARM, WIPER , REMOVAL.
3. Remove the nut cap (3) from the liftgate glass handle nut (4).
4. Remove the nut and handle washer (5) that secure the liftgate glass handle (6) to the rear wiper motor
output shaft housing.
5. Remove the handle from the rear wiper motor output shaft housing.
Fig. 35: Exploded View Of Rear Wiper Motor Assembly

6. From the inside of the liftgate glass (1), unsnap and remove the upper wiper motor trim cover (5) from the
lower trim cover (8).
7. Disconnect the liftgate glass wire harness connector (3) from the rear wiper motor (7) connector
receptacle.
8. Remove the two nuts with washers (2) that secure the motor mounting bracket to the studs on the liftgate
glass.
NOTE: The rear wiper motor mounting studs are permanently bonded to the
liftgate glass. If either stud is separated from the glass, the entire liftgate
glass assembly must be replaced with a new unit.
9. Carefully slide the wiper motor and lower trim cover as a unit off of the two mounting studs on the
liftgate glass.
10. Remove the wiper shaft washer (9) from the wiper motor output shaft housing.
11. Remove the two screws (6) that secure the lower trim cover to the motor mounting bracket.
12. Remove the wiper motor output shaft grommet (10) from the clearance hole in the liftgate glass.
INSTALLATION
FRONT
CAUTION: Do not apply pressure to, or pry on the plastic drive link bushings. When
removing a drive link from, or installing a drive link onto the ball stud on
the wiper motor crank arm apply pressure to, or pry on only the metal
portions of the drive link around the bushing. If the bushing is damaged,
the entire wiper linkage module MUST be replaced.
CAUTION: Do not remove the crank arm nut from the wiper motor output shaft. The
crank arm is indexed to the output shaft with the motor in the park
position during the manufacturing process, but there are no provisions
made for correctly indexing this connection in the field. If the crank arm to
output shaft indexing is incorrect, the entire wiper motor and crank arm
unit MUST be replaced.
Fig. 36: Socket Bushing, Drive Link, Crank Arm, Motor, Module Bracket & Two Screws
1. Position the front wiper motor (3) and crank arm (4) as a unit to the underside of the front wiper module
bracket (1).
2. Install and tighten the two screws (2) into the two nuts that secure the motor bracket to the module
bracket. Tighten the screws to 7.5 N.m (66 in. lbs.).
3. Position the sleeve bushing of the right wiper drive link (5) onto the double ball stud on the end of the
motor crank arm.
4. Position the socket bushing (6) of the left wiper drive link (7) over the double ball stud on the crank arm.
5. Place a short 19 millimeter or 3/4 inch socket over the domed cap side of the socket bushing as an
installation tool. Use large channel-lock pliers to firmly and evenly apply enough pressure to the
underside of the crank arm and the top of the socket installation tool to snap the bushing onto the ball
stud. Do not apply pressure directly to the plastic bushings.
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 the front wiper linkage module into the vehicle. Refer to LINKAGE, WIPER ARM ,
INSTALLATION.
REAR
Fig. 37: Exploded View Of Rear Wiper Motor Assembly

1. From the inside of the liftgate glass (1), install the wiper motor output shaft grommet (10) into the liftgate
glass clearance hole.
2. Position the lower trim cover (8) over the rear wiper motor (7) mounting bracket.
3. Install and tighten the two screws (6) that secure the lower trim cover to the motor mounting bracket.
4. Position the wiper shaft washer (9) onto the rear wiper motor output shaft housing.
5. Carefully slide the wiper motor and lower trim cover as a unit onto the two mounting studs and guide the
output shaft and housing through the grommet in the liftgate glass clearance hole.
6. Loosely install the two nuts with washers (2) that secure the motor mounting bracket to the studs on the
liftgate glass.
7. Reconnect the liftgate glass wire harness connector (3) to the rear wiper motor connector receptacle.
Fig. 38: Exploded View Of Rear Wiper Assembly

8. From the outside of the liftgate glass, position the liftgate glass handle (6) and the handle washer over the
motor output shaft (8) and housing.
9. Install and tighten the handle nut (4) that secures the handle to the output shaft housing. Tighten the nut
securely.
10. Align and snap the nut cap (3) onto the handle nut.
11. Reinstall the rear wiper arm onto the motor output shaft. Refer to ARM, WIPER , INSTALLATION.
12. From the inside of the liftgate glass, tighten the two nuts that secure the motor mounting bracket to the
studs on the liftgate glass. Tighten the screws securely.
13. Align and snap the upper wiper motor trim cover onto the lower trim cover.
NOZZLE, WASHER
DESCRIPTION
FRONT
Fig. 39: Washer Nozzles, Two Integral Latches, Nozzle Orifices & Washer Plumbing Fittings
The fluidic front washer nozzles (2) are constructed of molded plastic and include an integral check valve. Each
nozzle has two integral latches (4) that secure them in dedicated holes in the hood panel near the base of the
windshield. The domed upper surface of the washer nozzle is visible on the outside of the hood panel, and the
two nozzle orifices (1) are oriented towards the windshield glass.
An integral diaphragm type check valve is contained within the body of each nozzle. The washer plumbing
fittings (3) for the washer nozzles extend below the hood panel and are accessible from the engine
compartment.
The front washer nozzles cannot be adjusted or repaired and, if ineffective or damaged, they must be replaced.
HEADLAMP
Fig. 40: Location Of Telescopic Headlamp Washer Nozzles (Optional)

Vehicles equipped with the optional headlamp washer system have two hydraulically actuated telescopic
headlamp washer nozzles, one beneath each front lamp unit. When not in use, these nozzle units are retracted
below the front fascia (3) below each front lamp unit (1) where they are concealed by a trapezoid-like molded
plastic cover (2) that snaps onto the upper end of the nozzle.
Fig. 41: Telescopic Headlamp Washer Nozzle

The fixed hydraulic body of the molded plastic nozzle (1) is located below the front fascia. An integral
mounting flange (2) is secured initially by two latch features integral to a molded plastic mounting cup located
above the front fascia, then by two screws. The mounting cup and screws are concealed by the nozzle cover
when the nozzle is retracted. A large diameter high pressure washer fluid supply hose from the dedicated
headlamp washer pump/motor unit is routed through a clip (3) integral to the nozzle body to the nipple fitting
(4) at the base of the nozzle. Internally, each nozzle includes an integrated return spring and a pressure actuated
control valve.
The headlamp washer nozzle cannot be adjusted or repaired and, if ineffective or damaged, the nozzle must be
replaced with a new unit. The nozzle cover is available for separate service replacement.
REAR
Fig. 42: Rear Washer Nozzle, Latch Features, Rubber Gasket, Nozzle Orifice & Plumbing Fitting
The fluidic rear washer nozzle (2) is constructed of molded plastic and includes an integral check valve. The
rear washer nozzle is secured by two integral latch features (5) within a mounting hole near the Center High-
Mounted Stop Lamp (CHMSL) in the lower surface of the rear spoiler above the liftgate flip-up glass opening
on the outer liftgate panel.
The outer surface of the washer nozzle is visible on the lower exterior surface of the spoiler, and a rubber gasket
(4) seals the nozzle to the spoiler mounting hole. The nozzle orifice (3) is oriented downward towards the
liftgate glass. The washer plumbing fitting (1) is concealed between the spoiler and the liftgate outer panel.
The rear washer nozzle cannot be adjusted or repaired and, if ineffective or damaged, it must be replaced.
OPERATION
FRONT
The two front washer nozzles are designed to dispense washer fluid into the wiper pattern area on the outside of
the windshield glass. Pressurized washer fluid is fed to each nozzle from the washer reservoir by the washer
pump/motor unit through a single hose, which is attached to a barbed nipple on each washer nozzle below the
hood panel. A fluidic matrix within the washer nozzle causes the pressurized washer fluid to be emitted from
the nozzle orifice as an oscillating stream to more effectively cover a larger area of the glass to be cleaned.
The integral check valve in each nozzle prevents washer fluid from draining out of the washer supply hoses
back to the washer reservoir. This drain-back would result in a lengthy delay after the washer switch is actuated
until washer fluid was dispensed through the nozzles, because the washer pump would have to refill the washer
plumbing from the reservoir to the nozzles. Such a drain-back condition could also result in water, dirt, or other
outside contaminants being siphoned into the washer system through the washer nozzle orifice. This water
could subsequently freeze and plug the nozzle, while other contaminants could interfere with proper nozzle
operation and cause improper nozzle spray patterns. In addition, the check valve prevents washer fluid from
siphoning through the washer nozzles after the washer system is turned OFF.
When the washer pump pressurizes and pumps washer fluid from the reservoir through the washer plumbing,
the fluid pressure unseats a diaphragm from over a sump well within the nozzle by overriding the spring
pressure applied to it by a piston. With the diaphragm unseated, washer fluid is allowed to flow toward the
nozzle orifice. When the washer pump stops operating, the spring pressure on the piston seats the diaphragm
over the sump well in the nozzle and fluid flow in either direction within the washer plumbing is prevented.
HEADLAMP
When the headlamp washer pump/motor unit is activated, pressure builds within the high pressure hoses to each
headlamp washer nozzle. Driven by this pressure, the nozzle is first extended telescopically against the pressure
of an internal return spring to its cleaning position below and in front of each front lamp unit. After both nozzles
are fully extended, further pressure builds within the hydraulic body of the nozzle, which opens a control valve
allowing a precisely metered quantity of washer fluid to be sprayed in several high pressure streams against the
lenses of both front lamp units.
When the pressure within the hydraulic body of the nozzle drops, the return spring pressure within the nozzle
causes the telescoping section of the nozzle to retract into its relaxed position within the nozzle hydraulic body.
REAR
The rear washer nozzle is designed to dispense washer fluid into the wiper pattern area on the outside of the
liftgate flip-up 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 nozzle. A fluidic
matrix within the nozzle causes the pressurized washer fluid to be emitted from the nozzle orifice as an
oscillating stream to more effectively cover a larger area of the glass to be cleaned.
The integral check valve in the nozzle prevents washer fluid from draining out of the washer supply hose back
to the washer reservoir. This drain-back would result in a lengthy delay after the washer switch is actuated until
washer fluid was dispensed through the nozzle because the washer pump would have to refill the washer
plumbing from the reservoir to the nozzle. Such a drain-back condition could also result in water, dirt, or other
outside contaminants being siphoned into the washer system through the washer nozzle orifice. This water
could subsequently freeze and plug the nozzle, while other contaminants could interfere with proper nozzle
operation and cause improper nozzle spray patterns. In addition, the check valve prevents washer fluid from
siphoning through the washer nozzle after the washer system is turned OFF.
When the washer pump pressurizes and pumps washer fluid from the reservoir through the washer plumbing,
the fluid pressure unseats a diaphragm from over a sump well within the nozzle by overriding the spring
pressure applied to it by a piston. With the diaphragm unseated, washer fluid is allowed to flow toward the
nozzle orifice. When the washer pump stops operating, the spring pressure on the piston seats the diaphragm
over the sump well in the nozzle and fluid flow in either direction within the washer plumbing is prevented.
REMOVAL
FRONT
1. From the underside of the hood (4), remove the push-in retainers that secure the rear edge of the hood
silencer pad to the inner hood reinforcement (5) as necessary to access the front washer nozzle (1) hose
connections.
2. From the underside of the hood, disconnect the washer nozzle hose (2) fitting from the barbed nipple of
the front washer nozzle.
3. From the underside of the hood, release the integral latch features of the front washer nozzle and push the
nozzle out through the mounting hole toward the top side of the hood.
4. Remove the washer nozzle from the top of the hood panel.
HEADLAMP
CAUTION: Take proper precautions to ensure there is no cosmetic damage done to

the paint finish of the headlamp washer nozzle cover or the front fascia
during the following procedure.
Fig. 44: Removing/Installing Headlamp Washer Nozzle

1. Reach up behind the front fascia (1) to access and securely clamp the headlamp washer supply hose to
prevent the contents of the washer reservoir from draining during the following procedure.
2. Using a trim stick or another suitable wide flat-bladed tool, carefully pry up an edge of the headlamp
washer nozzle cover away from the front fascia (1) far enough to grasp the cover and pull the telescopic
nozzle (5) out to its fully extended position.
3. With the nozzle extended, unsnap the latch features on each side of the headlamp washer nozzle cover
from the sides of the nozzle and remove the cover. Then release the nozzle back to its retracted position.
4. Remove the two screws (2) that secure the headlamp washer nozzle mounting cup (4) to the nozzle
mounting flange.
5. Pry outward on the two latch features (3) of the mounting cup to disengage them from the mounting
flange of the nozzle.
Fig. 45: Removing/Installing Hose At Headlamp Washer Nozzle Nipple

6. Reach up behind the front fascia to access the headlamp washer nozzle and the washer nozzle supply hose
(1) quick connect fitting (4).
7. Pull the molded plastic lock (2) away from the quick connect fitting far enough to disengage the hose
from the washer nozzle nipple (3).
8. Remove the nozzle from behind the front fascia.
REAR
Fig. 46: Washer Nozzle, Spoiler & Washer Supply Hose

1. Using a trim stick or another suitable wide flat-bladed tool, gently pry the rear washer nozzle (3) to
release the latch features that secure it in the mounting hole of the liftgate spoiler (2).
2. Pull the rear washer nozzle out from the spoiler far enough to access the washer supply hose (1).
3. Disconnect the hose from the barbed nipple on the back of the nozzle.
4. Cut 4 to 6 millimeters (0.15 to 0.23 inch) from the end of the hose to ensure a good fit to the barbed
nipple of the rear washer nozzle when it is replaced or reinstalled.
INSTALLATION
FRONT
1. From the top of the hood, position the front washer nozzle (1) to the mounting hole on the outside of the
hood panel (4).
2. Align the anti-rotation tabs of the nozzle with the anti-rotation notches in the mounting hole.
3. Using hand pressure, push firmly and evenly on the top of the washer nozzle until the integral latch
features lock into place on the underside of the hood.
4. From the underside of the hood, reconnect the washer hose (2) fitting to the barbed nipple of the nozzle.
5. Reinstall the push-in retainers that secure the rear edge of the hood silencer pad to the inner hood
reinforcement (5).
HEADLAMP
CAUTION: Take proper precautions to ensure there is no cosmetic damage done to

the paint finish of the headlamp washer nozzle cover or the front fascia
during the following procedure.

1. Reach up behind the front fascia to access the washer nozzle supply hose (1) quick connect fitting (4) and
seat the molded plastic lock (2) onto the fitting.
2. Push the quick connect fitting onto the headlamp washer nozzle nipple (3) until it snaps into place with an
audible click.
Fig. 49: Removing/Installing Headlamp Washer Nozzle

3. Position the headlamp washer nozzle mounting cup (4) to the mounting hole in the front fascia (1).
4. While holding the mounting cup in place with one hand reach up behind the front fascia to engage the
washer nozzle (5) with the mounting cup, then press the two pieces together until both latch features of
the mounting cup are fully engaged with the mounting flange of the nozzle.
5. Remove the clamp from the washer supply hose.
6. Install and tighten the two screws (2) that secure the mounting cup to the nozzle mounting flange. Tighten
the screws securely.
7. Pull the telescopic nozzle out to its fully extended position.
8. With the nozzle extended, Engage the latch features on each side of the headlamp washer nozzle cover to
the sides of the nozzle, then release the nozzle back to its retracted position.
REAR
Fig. 50: Washer Nozzle, Spoiler & Washer Supply Hose

NOTE: If a rear washer nozzle is being reused, inspect the latch features on each side
of the nozzle carefully for damage. If either latch feature has been damaged,
discard the nozzle and replace it with a new unit.
1. Position the rear washer nozzle (3) to the mounting hole in the liftgate spoiler (2). Be certain that the
rubber gasket is in position on the back of the nozzle.
2. Reconnect the washer supply hose (1) to the barbed nipple on the back of the nozzle.
3. Push the hose and nozzle nipple into the mounting hole in the spoiler and align the anti-rotation tab to the
notch of the mounting hole.
4. Using hand pressure, push firmly and evenly on the nozzle until both integral latch features are fully
engaged on the back side of the spoiler mounting hole.
PUMP, WINDSHIELD WASHER

DESCRIPTION
FRONT AND REAR
Fig. 51: Washer Pump/Motor

The washer pump/motor unit is located on the top of a sump area on the outboard side of the washer reservoir,
which is located between the left front fender and the fender inner shield ahead of the left front wheel and the
front wheel house splash shield. A small permanently lubricated and sealed reversible electric motor (3) is
coupled to the rotor-type washer pump (4). The use of an integral valve body (7) allows the washer pump/motor
unit to provide washer fluid to either the front or the rear washer systems, depending upon the direction of the
pump impeller rotation.
An inlet nipple (6) 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 the front barbed outlet nipple (5) on the pump valve
body housing connects the unit to the front washer hose, and the rear barbed outlet nipple (8) connects the unit
to the rear washer hose. The letters F and R molded into the valve body housing adjacent to each nipple provide
further clarification of the nipple assignments.
The washer pump/motor unit is retained on the reservoir by the interference fit between the pump inlet nipple
and the grommet seal, which is a light press fit. The top of the washer pump is also secured to the washer
reservoir by the use of a snap fit between the snap post (2) at the top of the pump motor housing and a
receptacle molded into the reservoir that allows for mounting of the washer pump without the use of fasteners.
An integral connector receptacle (1) on the top of the motor housing connects the unit to the vehicle electrical
system through a dedicated take out and connector of the Front End Module (FEM) wire harness.
The washer pump/motor unit cannot be repaired. If ineffective or damaged, the entire washer pump/motor unit
must be replaced.
HEADLAMP
Fig. 52: Headlamp Washer Pump/Motor Unit

The headlamp washer pump/motor unit (1) of vehicles so equipped is located on the top of a sump area just
above and forward of the reversible front and rear washer pump on the outboard side of the washer reservoir,
between the left front fender and inner fender shield ahead of the left front wheel house splash shield. A small
permanently lubricated and sealed electric motor is coupled to the rotor-type washer pump.
An inlet nipple (4) on the bottom of the pump housing (3) passes through a rubber grommet seal/filter screen
installed in a dedicated mounting hole of the washer reservoir. When the pump is installed in the reservoir the
quick connect outlet nipple (5) on the pump housing points toward the left side of the vehicle and connects the
unit to the headlamp washer hose.
The headlamp washer pump/motor unit is retained on the reservoir by the interference fit between the pump
inlet nipple and the grommet seal, which is a light press fit. The top of the washer pump is also secured to the
washer reservoir by a light snap fit into a receptacle molded into the reservoir that allows for mounting of the
washer pump without the use of fasteners. An integral connector receptacle (2) on the top of the motor housing
connects the unit to the vehicle electrical system through a dedicated take out and connector of the Front End
Module (FEM) wire harness.
The headlamp washer pump/motor unit cannot be repaired. If ineffective or damaged, the entire headlamp
washer pump/motor unit must be replaced.
OPERATION
FRONT AND REAR

Fig. 53: Washer Pump/Motor Operation

The 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 the pump motor is energized, the
rotor-type pump pressurizes the washer fluid and forces it through one of the two 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 switch status
messages received over the Controller Area Network (CAN) data bus from the Steering Control Module (SCM).
The SCM monitors analog and resistor multiplexed inputs from the front and rear washer switch circuitry
contained within the multi-function switch to determine the proper electronic messages to send. Whenever the
low washer fluid indicator is illuminated, the TIPM is programmed to suppress all rear washer requests in order
to give priority to the need for forward visibility.
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 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 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
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
HEADLAMP
Headlamp washer pump/motor unit operation is completely controlled by the Totally Integrated Power Module
(TIPM) logic circuits based upon electronic lighting switch status messages received from the
ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) and electronic
washer switch status messages received from the Steering Control Module (SCM) over the Controller Area
Network (CAN) data bus. The EMIC monitors analog and resistor multiplexed inputs from the headlamp switch
to determine the proper lighting switch status messages to send, and the SCM monitors analog and resistor
multiplexed inputs from the front washer switch circuitry contained within the multi-function switch to
determine the proper washer switch status messages to send.
The headlamp washer relay control coil operates on battery voltage and ground received from the TIPM, and
the TIPM will only allow the relay to function while the engine is running. In addition, the TIPM will only
allow the headlamp washers to operate when the headlamps are turned ON. The TIPM uses high side and low
side drivers to energize or de-energize the headlamp washer relay which, in turn, controls the operation of the
headlamp washer pump/motor unit.
The hard wired circuits and components of the headlamp washer pump/motor unit may be diagnosed using
conventional diagnostic methods will not prove conclusive in the diagnosis of the headlamp washer
pump/motor or the electronic controls or communication between other modules and devices that provide some
features of the headlamp washer system. The most reliable, efficient, and accurate means to diagnose the
headlamp washer pump/motor unit or the electronic controls and communication related to headlamp washer
pump/motor unit operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic
information.
REMOVAL
FRONT AND REAR
NOTE: The washer pump/motor unit may be removed from the washer reservoir
without removing the reservoir from the vehicle.
Fig. 54: Washer Pump/Motor Unit & Washer Reservoir


2. Turn the steering wheel to move the front wheels to the full left position.
4. Remove the plastic push-in fasteners that secure the forward end of the left front wheelhouse splash
shield to the inner fender panel and the front fascia. Refer to SHIELD, SPLASH, WHEELHOUSE ,
REMOVAL .
5. Pull the forward end of the left front wheelhouse splash shield away from the inner fender panel and front
fascia far enough to access the washer pump/motor unit (4) on the outboard side of the washer reservoir
(5) on the back of the Front End Module (FEM) carrier.
6. Disconnect the FEM wire harness connector (3) for the washer pump motor from the motor connector
receptacle.
NOTE: To aid in reinstallation, note the installed position of the washer hoses
prior to disconnecting them from the washer pump.
7. Disconnect the front (2) and rear (1) washer hoses from the barbed outlet nipples of the washer pump and
allow the washer fluid to drain into a clean container for reuse.
8. Pull lightly outward on the top of the washer pump/motor housing away from the washer reservoir to
disengage the snap post on the top of the motor from the receptacle in the reservoir.
9. Using hand pressure, firmly grasp and pull the washer pump upward far enough to disengage the pump
inlet nipple from the rubber grommet seal/filter screen in the reservoir. Care must be taken not to damage
the reservoir.
10. Remove the washer pump/motor unit from the washer reservoir.
11. Remove the rubber grommet seal from the washer pump mounting hole in the reservoir and discard.
HEADLAMP
NOTE: The headlamp washer pump/motor unit may be removed from the washer
reservoir without removing the reservoir from the vehicle.
Fig. 55: Headlamp/Front & Rear Washer Pump/Motor


2. Siphon the washer fluid from the washer reservoir into a clean container for reuse.
REMOVAL .
fascia far enough to access the headlamp washer pump/motor unit (1) on the outboard side of the washer
reservoir above and behind the reversible front and rear washer pump/motor unit (3) for service.
7. Disconnect the headlamp and dash wire harness connector for the headlamp washer pump motor from the
motor connector receptacle.
8. Disconnect the wire harness connector from the headlamp washer pump/motor unit (3).

9. Pull the molded plastic lock (2) away from the headlamp washer supply hose (1) quick connect fitting (4)
far enough to disengage the hose from the washer pump nipple (3).
10. Grasp the top of the washer pump/motor housing and pull it firmly outboard far enough to disengage the
snap fit between the motor housing and the molded motor receptacle in the reservoir.
11. Using hand pressure, firmly grasp and pull the washer pump upward far enough to disengage the pump
inlet nipple from the rubber grommet seal/filter screen in the reservoir. Care must be taken not to damage
the reservoir.
12. Remove the rubber grommet seal/filter screen from the pump mounting hole in the washer reservoir and
discard.
INSTALLATION
FRONT AND REAR

Fig. 57: Washer Pump/Motor Unit & Washer Reservoir

1. Lubricate a new rubber grommet seal/filter screen with clean washer fluid and install it into the washer
pump mounting hole in the washer reservoir (5). Always use a new rubber grommet seal/filter screen on
the reservoir.
2. Position the inlet nipple on the base of the pump housing of the washer pump/motor unit (4) to the rubber
grommet seal/filter screen in the reservoir.
3. Using hand pressure, press firmly and evenly downward on the top of 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. Align the snap post on the top of the motor housing with the snap post receptacle in the washer reservoir.
5. Using hand pressure, press firmly and evenly on the top of motor housing until the post snaps into the
receptacle.
NOTE: Be certain to reconnect the front and rear washer hoses to the proper
outlet nipples of the washer pump. Failure to properly connect the hoses
will cause the front and rear washer systems to operate incorrectly.
6. Reconnect the front (2) and rear (1) washer hoses to the barbed outlet nipples of the washer pump.
7. Reconnect the Front End Module (FEM) wire harness connector (3) for the washer pump/motor unit to
the connector receptacle on the top of the motor.
8. Reinstall the plastic push-in fasteners that secure the left front wheelhouse splash shield to the inner
fender panel and the front fascia. Refer to SHIELD, SPLASH, WHEELHOUSE , INSTALLATION .
11. Refill the washer reservoir with the washer fluid drained from the reservoir during the removal procedure.
HEADLAMP
Fig. 58: Headlamp/Front & Rear Washer Pump/Motor

1. Install a new rubber grommet seal/filter screen into the headlamp washer pump/motor unit mounting hole
in the washer reservoir. Always use a new rubber grommet seal on the reservoir.
2. Position the inlet nipple of the headlamp washer pump/motor unit (1) to the rubber grommet seal/filter
screen in the 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. Using hand pressure, press the top of the washer pump/motor housing firmly inboard far enough to
engage the snap fit between the motor housing and the molded motor receptacle (4) in the reservoir.
5. Reconnect the vehicle wire harness connector to the connector receptacle on the top of the pump motor.

6. Seat the molded plastic lock (2) onto the washer supply hose (1) quick connect fitting (4).
7. Push the quick connect fitting onto the headlamp washer pump/motor unit outlet nipple (3) until it snaps
into place with an audible click.
10. Refill the washer reservoir with the washer fluid drained during removal.
RELAY, HEADLAMP WASHER

DESCRIPTION
DESCRIPTION
Fig. 60: Identifying ISO Micro Relay & Terminals

The headlamp washer relay (1) is a conventional International Standards Organization (ISO) micro relay.
Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal
patterns (2), and terminal functions. This relay is contained within a small, rectangular, molded plastic housing
and is connected to all of the required inputs and outputs through five integral male spade-type terminals that
extend from the relay base plate.
The headlamp washer relay is located in the Power Distribution Center (PDC) on the right side of the engine
compartment, just behind the Totally Integrated Power Module (TIPM). Refer to the layout label on the
underside of the PDC cover for specific relay cavity assignment information. The headlamp washer relay cannot
be adjusted or repaired and, if ineffective or damaged, the unit must be replaced.
OPERATION
OPERATION
The headlamp washer relay is an electromechanical switch that uses a low current input from the Totally
Integrated Power Module (TIPM) to control a high current output to the headlamp washer pump/motor unit.
The movable common feed contact point is held against the fixed normally closed contact point by spring
pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This
electromagnetic field draws the movable relay contact point away from the fixed normally closed contact point,
and holds it against the fixed normally open contact point. When the relay coil is de-energized, spring pressure
returns the movable contact point back against the fixed normally closed contact point. A resistor is connected
in parallel with the relay coil in the relay, and helps to dissipate voltage spikes and electromagnetic interference
that can be generated as the electromagnetic field of the relay coil collapses.
The headlamp washer relay terminals are connected to the vehicle electrical system through a connector
receptacle in the Power Distribution Center (PDC). The inputs and outputs of the headlamp washer relay
include:
 Common Feed Terminal - The common feed terminal is connected to battery current from a fuse in the
IPM through a fused B(+) circuit at all times.
 Coil Ground Terminal - The coil ground terminal is connected to ground at all times through a take out
with an eyelet terminal located on the sheet metal within the engine compartment.
 Coil Battery Terminal - The coil battery terminal is connected to a high side driver output from the
TIPM. The TIPM controls headlamp washer system operation through this relay connection.
 Normally Open Terminal - The normally open terminal is connected to the headlamp washer
pump/motor unit at all times. When the relay is energized, the normally open terminal of the relay is
connected to battery current from the fuse in the TIPM.
 Normally Closed Terminal - The normally closed terminal is not connected to any circuit in this
application, but provides a battery current output only when the headlamp washer relay coil is de-
energized.
The headlamp washer relay as well as the hard wired inputs and outputs of the relay may be diagnosed using
RESERVOIR, WINDSHIELD WASHER

DESCRIPTION
DESCRIPTION
Fig. 61: Washer Fluid Reservoir Components

A single washer fluid reservoir (1) is used for both the front and rear washer systems. The molded plastic
washer fluid reservoir is mounted on the left outboard side of the Front End Module (FEM) carrier between the
left front fender and inner fender shield and ahead of the left front wheel, where it is concealed by the left front
wheel house splash shield. The only visible component of the washer reservoir is the filler neck and cap unit
(2), which extends upward into the engine compartment just behind the upper radiator crossmember. A bright
yellow plastic filler cap with a rubber seal and an International Control and Display Symbol icon for
Windshield Washer and the text Washer Fluid Only molded into it snaps over the open end of the filler neck.
The cap hinges on and is secured to a molded-in hook formation on the rear of the reservoir filler neck.
There are separate, dedicated holes on the outboard side of the reservoir provided for the reversible front and
rear washer pump/motor unit (4) and the washer fluid level switch (3). The inboard side of the washer reservoir
has integral mounting tabs that are secured to the FEM carrier by screws. The left front fender wheel house
splash shield must be removed to access the washer reservoir for service.
A unique reservoir is used for vehicles manufactured for export markets with the optional High Intensity
Discharge (HID) headlamps and the headlamp washer system. This reservoir has a dedicated sump and
mounting receptacle for the headlamp washer pump (5) on the outboard side of the reservoir, above and forward
of the reversible front and rear washer pump. The location and mounting provisions for this reservoir are the
same as those for vehicles without the headlamp washer system.
The washer reservoir cannot be repaired and, if ineffective or damaged, it must be replaced. The washer
reservoir, rubber grommet seals for the washer pump/motor units and the washer fluid level switch as well as
the filler cap are each available for individual service replacement.
OPERATION
OPERATION
The washer fluid reservoir provides a secure, on-vehicle storage location for a large reserve of washer fluid for
operation of the front and rear washer systems. The washer reservoir filler neck provides a clearly marked and
readily accessible point from which to add washer fluid to the reservoir.
The reversible front and rear washer pump/motor unit is located in a sump area near the bottom on the outboard
side 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 front and rear washer pump/motor unit is mounted in the lowest position in the
sump. The washer fluid level switch is mounted just above the sump area of the reservoir so that there will be
adequate warning to the vehicle operator that the washer fluid level is low, before the front and rear washer
systems will no longer operate.
On vehicles equipped with the headlamp washer system the reservoir features a second sump located forward of
and above the front and rear washer pump sump. This allows the front and rear washer systems to remain
operational after the washer fluid level falls below the pump inlet for the headlamp washer pump.
REMOVAL
REMOVAL
Fig. 62: Washer Reservoir Neck Mounting


3. Open the reservoir filler cap and unsnap it from the hook on the back of the filler neck.
4. Remove the blind rivet (1) that secures the washer reservoir filler neck to the upper radiator support.
Fig. 63: Washer Reservoir Electrical Connector


REMOVAL .
7. Pull the forward end of the front wheelhouse splash shield away from the inner fender panel and front
fascia far enough to access the washer reservoir (1) for service.
8. Disconnect the headlamp and dash wire harness connectors (2) from the washer fluid level switch (3), the
washer pump/motor (4) and, if equipped, the headlamp washer pump/motor.
NOTE: To aid in reinstallation, note the installed position of the washer hoses
prior to disconnecting them from the washer pump.
9. Disconnect the front and rear washer hoses from the barbed outlet nipples of the washer pump and allow
the washer fluid to drain into a clean container for reuse.
10. If the vehicle is so equipped, disconnect the headlamp washer supply hose quick connect fitting from the
elbow fitting on the reservoir.
Fig. 64: Removing/Installing Washer Reservoir

11. Remove the two screws (2) that secure the washer reservoir (1) to the left front frame rail.
12. Disengage the hook tab at the front of the washer reservoir from the slot in the left front frame rail.
13. Lower the washer reservoir from the vehicle, rotating it as necessary for clearance.
INSTALLATION
INSTALLATION

1. Position the washer reservoir (1) into the left front fender wheel house from underneath the vehicle.
2. Raise the washer reservoir into position, rotating it as necessary for clearance.
3. Engage the hook tab at the front of the reservoir into the slot in the left front frame rail.
4. Install and tighten the two screws (2) that secure the washer reservoir to the left front frame rail. Tighten
the screws to 7 N.m (60 in. lbs.).
Fig. 66: Washer Reservoir Electrical Connector

NOTE: Be certain to reconnect the front and rear washer hoses to the proper
outlet nipples of 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 to the barbed outlet nipples of the washer pump.
6. If the vehicle is so equipped, reconnect the headlamp washer supply hose quick connect fitting to the
elbow fitting on the reservoir.
7. Reconnect the headlamp and dash wire harness connectors (2) to the washer fluid level switch (3), the
washer pump/motor (4) and, if equipped, the headlamp washer pump/motor.
Fig. 67: Washer Reservoir Neck Mounting

10. Install a new blind rivet (1) to secure the washer reservoir filler neck mounting bracket to the upper
radiator crossmember.
11. Reinstall the washer reservoir filler cap hinge onto the hook on the filler neck.
12. Refill the washer reservoir with the washer fluid drained during removal.
SWITCH, WASHER FLUID LEVEL

DESCRIPTION
DESCRIPTION
Fig. 68: Washer Fluid Level Switch

The washer fluid level switch (3) is a two-pin conductivity sensor with no moving parts mounted on the
outward facing side of the washer reservoir on the back of the Front End Module (FEM) carrier, between the
left front fender and the inner fender shield ahead of the left front wheel opening. Only the molded plastic
switch mounting flange and the integral connector receptacle (4) are visible when the switch is installed in the
reservoir.
A short nipple formation (1) extends from the inner surface of the switch mounting flange, and a barb on the
nipple is pressed through a rubber grommet seal installed in the mounting hole of the reservoir. Two over-
molded pins or electrodes (2) extend from the back of the nipple formation. The switch is connected to the
vehicle electrical system through a dedicated take out and connector of the FEM wire harness.
The washer fluid level switch cannot be adjusted or repaired. If ineffective or damaged, the switch must be
replaced.
OPERATION
OPERATION
The washer fluid level switch uses fluid conductivity to monitor the level of the washer fluid in the washer
reservoir. Electricity is conducted between the two switch pins or electrodes only when they are immersed in
the washer fluid, which closes the switch circuit. When the fluid level in the washer reservoir falls below the
pins, electrical current cannot be conducted and the switch becomes an open circuit, which signals a low fluid
condition.
In order to prevent an electrical charge from accumulating in the electrical leads of the switch, the switch
receives current that is pulsed from the Totally Integrated Power Module (TIPM) located in the right front
corner of the engine compartment. The TIPM monitors the switch return signal and is programmed to respond
to three consecutive open switch readings by sending an electronic washer fluid indicator lamp-ON request
message to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment
Node/CCN) over the Controller Area Network (CAN) data bus. The EMIC responds to this message by
illuminating the washer fluid indicator and by sounding an audible chime tone warning.
The washer fluid level switch is connected to the vehicle electrical system through a dedicated take out and
connector of the Front End Module (FEM) wire harness. The switch is connected in series between a sensor
return circuit and the washer fluid switch sense input to the TIPM.
The washer fluid level switch and the hard wired circuits between the switch and the TIPM may be diagnosed
conventional diagnostic methods will not prove conclusive in the diagnosis of the washer fluid level indicator or
the electronic controls or communication between other modules and devices that provide some features of the
washer system. The most reliable, efficient, and accurate means to diagnose the washer fluid level indicator or
the electronic controls and communication related to washer fluid level switch operation requires the use of a
REMOVAL
REMOVAL
NOTE: The washer fluid level switch may be removed from the washer reservoir
without removing the reservoir from the vehicle.
Fig. 69: Fluid Level Switch, Washer Reservoir, Front End Module Carrier, Wire Harness Connector


REMOVAL .
fascia far enough to access the washer fluid level switch (2) on the outboard side of the washer reservoir
(1) on the back of the Front End Module (FEM) carrier (4).
6. Disconnect the FEM wire harness connector (3) for the washer fluid level switch from the switch
7. Disconnect the front washer hose from the outlet nipple of the washer pump/motor unit and allow the
washer fluid to drain into a clean container for reuse.
CAUTION: Care must be taken not to damage the reservoir during washer fluid
level switch removal.
8. Using a trim stick or another suitable wide flat-bladed tool, gently pry the barbed nipple of the washer
fluid level switch out of the rubber grommet seal in the reservoir.
9. Remove the switch from the reservoir.
10. Remove the rubber grommet seal from the mounting hole in the washer reservoir and discard.
INSTALLATION
INSTALLATION
Fig. 70: Fluid Level Switch, Washer Reservoir, Front End Module Carrier, Wire Harness Connector
1. Lubricate a new rubber grommet seal with clean washer fluid and install it into the washer fluid level
switch mounting hole located in the outboard side of the washer reservoir (1) on the back of the left end
of the Front End Module (FEM) carrier (4). Always use a new rubber grommet seal on the reservoir.
2. Insert the nipple formation of the switch (2) through the rubber grommet seal in the reservoir.
3. Using hand pressure, press firmly and evenly on the switch mounting flange until the barbed nipple is
fully seated in the rubber grommet seal in the reservoir. The flat edge of the switch mounting flange
should be pointed upward.
4. Reconnect the FEM wire harness connector (3) to the switch connector receptacle.
5. Reconnect the front washer hose to the washer pump/motor unit outlet nipple.
9. Refill the washer reservoir with the washer fluid drained during the removal procedure.
2011 ACCESSORIES AND EQUIPMENT Body - Interior & Exterior - Grand Cherokee
Body - Interior & Exterior - Grand Cherokee
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.
Failure to follow these instructions may result in serious or fatal injury.
WARNINGS
WARNING: Use an Occupational Safety and Health Administration (OSHA) approved

breathing filter, when spraying paint or solvents in a confined area.
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

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 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 Mopar® Parts Catalog.
injury.
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
This is the only sure way to disable the SRS. Failure to take the proper
precautions could result in accidental airbag deployment.
wheel, 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
disable the SRS. Failure to follow these instructions may result in
WARNING: To avoid potential physical injury or damage to sensitive electronic

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
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 93° C
(200° 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). Failure to follow these
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
WARNING: To avoid serious or fatal injury, replace all Supplemental Restraint System
(SRS) components only with parts specified in the Chrysler Mopar® 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 Mopar® 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

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 wet-driving 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 service information in this
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 open-ended
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.
WATER LEAK DETECTION
To detect a water leak point-of-entry, 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.
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 limited-access 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 on 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 service information in this 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 wind-rushing sounds.
 Misaligned movable components.
 Missing or improperly installed plugs in pillars.
 Weld burn through holes.
 Improperly installed roof rack cross bars.
 Side door mirror leaks.
STANDARD PROCEDURE
BODY LUBRICATION
LUBRICATION REQUIREMENTS
Locks and all body pivot points, including such items as seat tracks, door hinge pivot points and rollers, liftgate,
tailgate, sliding doors and hood hinges, should be lubricated periodically with a lithium based grease such as
Mopar ® Spray White Lube to ensure quiet, easy operation and to protect against rust and wear. Prior to the
application of any lubricant, wipe the parts clean, to remove dust and grit. After lubricating, excess oil and
grease should be removed. Particular attention should also be given to hood latching components to make sure
they function properly. When performing other underhood services, clean and lubricate the hood latch release
mechanism and safety catch.
The external lock cylinders should be lubricated twice a year, preferably in the fall and spring. Apply a small
amount of a high quality lubricant such as Mopar ® Lock Cylinder Lubricant directly into the lock cylinder.
LUBRICANT APPLICATION
DOOR LOCK CYLINDERS
1. Apply a small amount of lubricant directly into the lock cylinder.

2. Apply a small amount of lubricant to the key.
3. Insert key into lock cylinder and cycle the mechanism from the locked to the unlocked position.
NOTE: Do not add more lubricant.
4. Cycle the lock cylinder mechanism several times to allow the lubricant to flow throughout the cylinder.
5. Wipe all lubricant from exterior of lock cylinder and key.
ALL OTHER BODY MECHANISMS

1. Clean component as described above.

2. Apply specified lubricant to all pivoting and sliding contact areas of component.
LUBRICANT USAGE
Engine Oil
 door hinges - hinge pin and pivot contact areas

 hood hinges - pivot points
 liftgate hinges
Mopar ® Spray White Lube or Equivalent
 door check straps

 liftgate latches
 liftgate prop pivots
 ash receiver
 fuel filler door remote control latch mechanism
 parking brake mechanism
 sliding seat tracks
 liftgate latch
Mopar ® Multipurpose Grease or Equivalent
 all other hood mechanisms
Mopar ® Lock Cylinder Lubricant or Equivalent
 door lock cylinders

 liftgate lock cylinder
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 anti-squeak, 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. For materials and usage, refer to
BUZZ, SQUEAKS AND RATTLES.
BUZZ, SQUEAKS AND RATTLES

ITEM FEATURES APPLICATIONS SERVICE TEMP
ITCH AND An abrasion resistant material Between metal and metal, -40° to 107° C
SQUEAK TAPE thin enough to conform to metal and plastic, metal and (-40° to 225° 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, -40° to 82° C
FLOCK aggressive acrylic adhesive. metal and plastic, vinyl and (-40° to 180° F)
Provides for cushioning and plastic.
compression fit, also isolates Examples: Pull cups, bezels,
components. Water-resistant. clips, ducts, top cover to glass,
cowl panel.
HIGH DENSITY Tear resistant, highly resilient Between metal and metal, -40° to 82° C
URETHANE and durable. metal and plastic. Water- (-40° to 180° F)
FOAM resistant.
Examples: I/P, heavy metal
rattles, isolating brackets.
OPEN CELL Soft foam conforms to Wire harness and connector -40° to 82° C
FOAM TAPE irregular surfaces. wrap. (-40° to 180° F)
Examples: Seals, gasket,
wiring, heat ducts.
CLOSED CELL Soft, conformable. Water- Wherever bulk is needed. -40° to 82° C
LOW DENSITY resistant. Prevents closing flutters and (-40° to 180° F)
FOAM TAPE rattles when applied to door
watershield.
Examples: Door, I/P.
NYE® GREASE Long life. Suspensions. -40° to 200° C
880 Examples: Strut bushings, (-40° to 390° F)
sway bars.
KRYTOX® OIL Long life. Will not dry out or When access is not possible, -34° to 205° C
harm plastics or rubber. oil will migrate to condition. (-30° to 400° F)
Vinyl, rubber, plastic, metal.
Examples: Convertible top
bushings, pull cups trim panel
inserts.
KRYTOX® Long life. Will not dry out or Vinyl, rubber, plastic, metal, -34° to 205° C
GREASE harm plastics or rubber. glass. (-30° to 400° F)
Examples: Weather-strips,
backlight 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.
1. 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.
2. 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.
NET, FORM AND PIERCE REPAIR
CAUTION: Failure to follow these recommendations could result in damage or failure

to the part and the related parts.
Net, form and pierce is a manufacturing process which takes place during the original build of the vehicle. The
original part will have a beveled platform that will decrease toward the fastener location mounting hole.
Replacement parts in these areas may not include bevel (form) and / or fastener hole (pierce) and will need to be
adapted for proper fit and finish.
The primary locations which may utilize net, form and pierce are:
 Fender Reinforcement (at front end module mount)

 Fender Tower Mounts
 Hood Hinge (lower half)
 Rear Body Header (liftgate hinge mounts)
 Strut Tower (at upper control arm mount)
NOTE: Shock tower is net, pierce only.
NOTE: The thickness of shims is not to exceed the original thickness of the factory
bevel. If more shims are needed damage is still present and must be repaired
properly.
If the replacement part did not come with a fastener hole, one of equal size and location will have to be drilled.
Body shims should be used in the fender reinforcement to front end module. The hood hinge area, fender tower
mounts, and rear body header will utilize washers as spacers where a specific spacer does not exist. The shims
and spacers should be sealed between each other and to the stationary surface. Care should be taken when
smoothing sealer around washers to ensure undetectable repair. Refinish the repair area per the paint
manufacturers recommendations for corrosion resistance and appearance purposes.
SPECIFICATIONS
TORQUE SPECIFICATIONS - BODY
Description N.m Ft. Lbs In. Lbs.

Cowl extension bolts 6 - 53
Cowl extension nuts 6 - 53
Exterior mirror nuts 7 - 62
Floor console screws 7 - 62
Floor console shifter screws 7 - 62
Front door carrier plate screws 6 - 53
Front door exterior handle plate screws 7 - 62
Front door hinge to body bolts 22 16 -
Front door interior handle screw 6 - 53
Front door latch adjustment screw 4 - 35
Front door latch bolts 10.5 - 93
Front door striker bolts 28 21 -
Front door to hinge nuts 22 16 -
Front fender bolts 8.5 - 75
Front seat airbag nuts 10 - 89
Front seat belt to seat anchor bolt 54 40 -
Front seat cushion strap bolts 10 - 89
Front seat mounting bolts 41 30 -
Hood hinge pivot bolts 17 12.5 -
Hood hinge to hood bolts 16 12 -
Hood latch bolts 27 20 -
Hood striker bolts 17 12.5 -
Instrument panel center support bolts 20 15 -
Instrument panel cluster support bolts 20 15 -
Instrument panel fenceline bolt 9 - 80
Instrument panel side support bolts 20 15 -
Instrument panel to HVAC nuts 4.5 - 40
Liftgate striker bolts 28 21 -
Liftgate exterior handle nuts 6 - 53
Liftgate flipper glass latch bolts 13 10 -
Liftgate glass bolts 5 - 44
Liftgate glass hinge nuts 7 - 62
Liftgate hinge to body nuts 63 46.5 -

Liftgate hinge to liftgate bolts 28 21 -
Liftgate latch bolts 12 9 -
Liftgate support cylinder studs 30 22 -
Radiator closure panel bolts lower 26 19 -
Radiator closure panel bolts upper 16 12 -
Radiator closure panel shotgun bolts 16 12 -
Radiator coolant bottle bolts 10 - 89
Rear door carrier plate screws 6 - 53
Rear door exterior handle plate screws 7 - 62
Rear door hinge to body bolts 22 16 -
Rear door striker bolts 28 21 -
Rear door to hinge nuts 22 16 -
Rear seat belt to floor anchor bolt 54 40 -
Rear seat center armrest pivot bolt 22.5 17 -
Rear seat cushion to seat back pivot bolts 22.5 17 -
Rear seat mounting bolts 50 37 -
Rearview mirror screw 1.5 - 13
Spoiler mounting screws 5.5 - 49
Sunroof assembly bolts - dual panel 9 - 80
Sunroof glass bolts - dual pane 4.5 - 40
Sunroof glass bolts - single pane 4 - 35
Sunroof motor mounting bolts - dual pane 4 - 35
Sunroof motor mounting bolts - single pane 3 - 27
Sunroof wind deflector screws - single pane 1.8 - 16
Washer bottle bolts 7 - 62
SPECIAL TOOLS
SPECIAL TOOLS
C-4755 - Trim Stick

C-4829A - Remover, Trim
DOOR - FRONT
CYLINDER, DOOR LOCK
REMOVAL
REMOVAL
Fig. 1: Exterior Door Handle & Driver Side Front Door

1. Remove the exterior door handle (2) from the outside of the driver side front door (1). Refer to
HANDLE, EXTERIOR, REMOVAL.
Fig. 2: Lock Cylinder & Door Handle

2. Using hand pressure, push on the face of the lock cylinder (2) until it pops out of the cavity in the back of
the door handle (1).
INSTALLATION
INSTALLATION

1. Insert the lock cylinder (2) into the cavity on the back of the driver side exterior door handle (1).
2. Align the lock cylinder in the handle by aligning the two screw holes on the lock cylinder housing with
the mounting holes of the door handle.
3. Apply hand pressure to the back of the cylinder to make sure it is fully seated in the handle.

4. Install the exterior door handle (2) onto the outside of the driver side front door (1). Refer to HANDLE,
EXTERIOR, INSTALLATION.
DOOR
ADJUSTMENTS
ADJUSTMENT
NOTE: It is recommended that you adjust the rear door before adjusting the front door.
Refer to DOOR, REAR, ADJUSTMENTS.
 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. 5: Bolts & Front Door Hinges

NOTE: Fore/aft (lateral) door adjustment is done by loosening the hinge to the body
fasteners one hinge at a time and moving the door to the correct position.
1. Support the front door with a suitable lifting device.

2. Loosen the bolts (2 and 3) that secure the front door hinges (1 and 4) to the A-pillar.
3. Adjust the front door to the correct position. Refer to GAP AND FLUSH, SPECIFICATIONS.
4. Tighten the upper bolt of the upper hinge to the A-pillar to 25 N.m (18 ft. lbs.).
5. Tighten the upper bolt of the lower hinge to 25 N.m (18 ft. lbs.).
6. Tighten the remaining hinge bolts to 25 N.m (18 ft. lbs.).
UP/DOWN
Fig. 6: Two Bolts & Striker

NOTE: Up/down door adjustment is done by loosening either the hinge to the body
fasteners or the hinge to door fasteners and moving the door to the correct
position.

2. Loosen the two bolts (2) that secure the striker (1) to the B-pillar.
Fig. 7: Nuts, Front Door & Door Hinges

3. If necessary, loosen the nuts (2 and 3) that secure the door hinges (1 and 4) to the front door (5).

4. If necessary, loosen the bolts (2 and 3) that secure the front door hinges (1 and 4) to the A-pillar.

6. Tighten the nuts (2 and 3) that secure the door hinges (1 and 4) to the front door to 25 N.m (18 ft. lbs.)
using the following sequence.
1. Tighten the upper nut on the upper hinge (1).
2. Tighten the lower nut on the lower hinge (4)
3. Tighten the remaining hinge nuts.

NOTE: Make sure the protrusion (3) is orientated towards the interior of the
vehicle.
7. Tighten the two bolts (2) that secure the striker (1) to the B-pillar to 28 N.m (21 ft. lbs.).
IN/OUT

NOTE: In/out door adjustment is done by loosening the hinge to door fasteners one
hinge at a time and moving the door to the correct position.

2. Loosen the two bolts (2) that secure the striker (1) to the B-pillar.

3. Loosen the four nuts (4) that secure the door hinges (2 and 3) to the front door.
5. Tighten the nuts (2 and 3) that secure the door hinges (1 and 4) to the front door to 25 N.m (18 ft. lbs.)

vehicle.
6. Tighten the two bolts (2) that secure the striker (1) to the B-pillar to 28 N.m (21 ft. lbs.).
REMOVAL
REMOVAL

2. Disconnect the door wire harness connector from the body wire harness.
NOTE: The following illustration shows a typical door harness connector.
Fig. 14: Door Harness Connector

3. Peel the A Pillar grommet (1) off of the connector/retainer and move it up the wire harness.
4. Grasp the wire harness (2) by the convolute section of the grommet and gently pull the wire harness down
towards the floor to expose the connector lock tabs.
CAUTION: Do not force the locking tab past the connector body, as damage to
the connector may occur.
5. While still pulling down on the harness, use a small slotted screw driver (3) to gently push one of the top
lock tabs until the lock feature is flush with the connector/retainer body.
6. Repeat the step 3 for the remaining top lock tab.
7. The connector should now be able to rock out of the sheet metal hole without causing any damage to the
connector or sheet metal.

8. Using a grease pencil or equivalent, mark the location of the door hinges (1 and 4) on the door.
9. Support the door (5) with a suitable lifting device and remove the nuts (2 and 3) that secure the door to
the hinges.
10. Carefully remove the door (5) from the hinges.
11. If necessary, remove the front door hinges. Refer to HINGE, DOOR, REMOVAL.
INSTALLATION
INSTALLATION

1. If removed, install the front door hinges (1 and 4) onto the A-pillar. Refer to HINGE, DOOR,
INSTALLATION.
2. Carefully position the door onto the hinges (1 and 4) and support the door (5) with a suitable lifting
device.
3. Loosely install the nuts (2 and 3) that secure the door to the hinges.
4. Align the door to the hinges using the reference marks made during the removal procedure and tighten the
nuts to 25 N.m (18 ft. lbs.) using the following sequence.

5. Connect the electrical connector and secure the grommet (1) back over the connector/retainer and seat the
connector into the pillar fully.
7. If necessary, adjust the door. Refer to DOOR, ADJUSTMENTS.
GLASS, DOOR
REMOVAL
REMOVAL
Fig. 18: Inner Belt Molding

1. Remove the upper trim molding. Refer to MOLDING, DOOR, REMOVAL.

2. Remove the door speaker. Refer to SPEAKER, REMOVAL .
NOTE: There are foam seals at either end that is held in place by the inner belt
molding. Carefully remove the seals along with the inner belt molding.
3. Separate the belt molding from the door mounting flange from the back to the front.
Fig. 19: Front Door Glass & Tabs

4. Using the regulator, move the front door glass (1) up or down as required to access the two window
regulator glass release tabs (2) through the access holes in the regulator rails.
Fig. 20: Small Round Bladed Tool, Door Glass & Regulator Glass Sliders
NOTE: Place a protective covering over the outer belt molding to prevent grease
transfer to the molding and glass.
5. Using a small round bladed tool (2) or equivalent, release the door glass (1) from the window regulator
glass sliders (3).
Fig. 21: Door Glass & Window Opening

6. Carefully rotate the door glass within the window opening and remove the glass from the door through
the window opening.
INSTALLATION
INSTALLATION
Fig. 22: Door Glass & Window Opening

NOTE: Use care not to transfer grease from the lower edge of the door glass to the
outer belt molding.
1. Carefully lower the door glass (2) into the door through the window opening.
2. Rotate the door glass into position and engage it to the window regulator glass sliders (1) making sure the
glass and lift plates are properly seated.
Fig. 23: Foam Seals

3. Position the foam seals (1) onto the door mounting flange and seat fully.

4. Position the belt molding onto the door mounting flange and seat fully.
5. Install the door speaker. Refer to SPEAKER, INSTALLATION .
6. Install the upper trim molding. Refer to MOLDING, DOOR, INSTALLATION.
HANDLE, EXTERIOR
REMOVAL
REMOVAL
Fig. 25: Carrier Plate Assembly

1. Remove the carrier plate assembly (2). Refer to PLATE, CARRIER, REMOVAL.
Fig. 26: Clips & Key Cylinder Rods

2. Release the clips (1), disconnect the handle and key cylinder rods (2) if equipped, from the exterior
handle.
Fig. 27: Electrical Connector, Bolts & Mounting Plate


4. Remove the bolts (1) holding the handle to the mounting plate (3).
5. Remove the handle (2).

Fig. 29: Handle Mounting Plate

6. Remove the handle mounting plate (1).

7. If necessary, remove the lock cylinder from the exterior door handle. Refer to CYLINDER, DOOR
LOCK, REMOVAL.
INSTALLATION
INSTALLATION

1. If removed, install the lock cylinder into the driver side front exterior handle. Refer to CYLINDER,
DOOR LOCK, INSTALLATION.
Fig. 32: Handle Mounting Plate

2. Install and align the plate (1) that is used to mount the exterior door handle.
3. Position the exterior handle (2) to the mounting hole on the outside of the front door (1).
Fig. 34: Electrical Connector, Bolts & Mounting Plate

4. Install the bolts (1) that secure the plate to the exterior handle and tighten to 7 N.m (60 in. lbs.).
Fig. 35: Clips & Key Cylinder Rods

6. Connect the handle and key cylinder rods (2) if equipped, to the front exterior handle and secure the clips
(1) fully.

7. Install the carrier plate assembly (2). Refer to PLATE, CARRIER, INSTALLATION.
HINGE, DOOR
REMOVAL
REMOVAL

1. Remove the door. Refer to DOOR, REMOVAL.

2. Using a grease pencil or equivalent, mark the location of the door hinges (1 and 4) on the pillar.
3. Remove the bolts (2 and 3) that secure the front door hinges to the pillar and remove the hinges.
INSTALLATION
INSTALLATION

NOTE: A suitable body sealant should be used when removing or moving the hinges.
1. Install the hinges and bolts.

2. Align the hinges to the body using the reference marks made during the removal procedure and tighten
the nuts to 25 N.m (18 ft. lbs.).
3. Install the door. Refer to DOOR, INSTALLATION.
LATCH, DOOR
REMOVAL
REMOVAL
Fig. 39: Electrical Connector

1. Remove the carrier plate. Refer to PLATE, CARRIER, REMOVAL.

Fig. 40: Retaining Clips & Latch

3. Release the retaining clips (1) and separate the latch (2) from the presenter bracket.
Fig. 41: Lock Knob Link & Handle Cable

4. Disconnect the lock knob link (1) and inside handle cable (2).
5. Remove the latch (3).
INSTALLATION
INSTALLATION

1. Position the latch (3) back and connect the lock knob link (1) and inside handle cable (2).
Fig. 43: Retaining Clips & Latch

2. Position the latch (2) back onto the presenter bracket and seat the retaining clips (1) fully.
Fig. 44: Electrical Connector

CAUTION: Make sure the wire harness is routed correctly so that it doesn't
interfere with the lock knob link travel.

4. Install the carrier plate. Refer to PLATE, CARRIER, INSTALLATION.
MOLDING, DOOR
REMOVAL
REMOVAL


2. Remove the front door trim panel. Refer to PANEL, DOOR TRIM, REMOVAL.
Fig. 46: Upper Door Speaker Electrical Connector

3. Disconnect the upper door speaker electrical connector (1), if equipped.

Fig. 47: Push Pin Retainers, Window Run & Upper Trim Panel
4. Remove the push pin type retainers (3) at the front and rear of the panel (2).
5. Starting at the rear of the door, pull the upper trim panel (2) away from the door, lightly twisting the panel
and releasing the latch feature at the window run (1).
6. Continue releasing the latch feature along the panel and remove the upper trim panel (2).
INSTALLATION
INSTALLATION - UPPER
Fig. 48: Push Pin Retainers, Window Run & Upper Trim Panel
1. Position the upper trim panel (2) on the door frame, aligning the guide pin (3) with the holes in the inner
door panel.
2. Starting at the rear of the door, lightly twist the panel and begin locking in the latch feature at the window
run (1).
3. Continue locking the latch feature in place along the window run and install the upper trim panel.
4. Install the push pin type retainers (3) at the front and rear of the panel (2).
Fig. 49: Upper Door Speaker Electrical Connector

5. Connect the upper door speaker electrical connector (1), if equipped.

6. Install the front door lower trim panel. Refer to PANEL, DOOR TRIM, INSTALLATION.
PANEL, DOOR TRIM
REMOVAL
REMOVAL
Fig. 51: Switch Module & Front Door Trim Panel


2. Remove the switch module (2) from the front door trim panel (1). Refer to SWITCH, LOCK,
REMOVAL .
Fig. 52: Trim Cover & Screw

3. Using a suitable flat-bladed tool remove the trim cover (2) behind the inside handle and remove the screw
(1).
Fig. 53: Trim Cover, Armrest Pull Cup & Screw

4. Remove the trim cover (1) from the armrest pull cup (2) and remove the screw (3).

5. Using a trim stick (special tool #C-4829A, Remover, Trim) or equivalent, carefully pull the front door
trim panel (2) away from the door far enough to release the plastic door trim panel retaining clips from
the door.
6. Lift the rear of the panel upward slightly to disengage the interior door latch lock link and knob (1) from
the rear of the door panel and the inner belt seal.
Fig. 55: Front Door Trim Panel & Door Wire Harness Connectors
7. Position the front door trim panel (3) far enough away from the door to access the door wire harness
connectors (2).
8. Disconnect the door wire harness.
INSTALLATION
INSTALLATION
Fig. 56: Front Door Trim Panel & Door Wire Harness Connectors
1. Position the door trim panel (3) close enough to the front door to reconnect the door wire harness
connectors (2).
Fig. 57: Interior Handle & Screw

2. Position the interior handle (2) onto the trim panel and loosely install the screw (1).

3. Lift the trim panel (2) over the inside of the door far enough to align the lock knob link rod (1) with the
hole at the upper rear corner of the trim panel and into the inner belt seal.
4. Position the inside door handle through the hole in the trim panel and align the handle over the trim panel
locators.
5. Position the trim panel to the inside of the door and fully engage the plastic door trim panel retention clips
to the door.
Fig. 59: Trim Cover, Armrest Pull Cup & Screw

6. Install the screw (3) at the arm rest pull cup (2) and tighten to 2 N.m (18 in. lbs.).
7. Install the trim cover (1) and seat fully.
Fig. 60: Screw & Handle

8. Install and tighten the screw (1) that secures the handle (2) to the inner door panel to 6 N.m (53 in. lbs.).
Fig. 61: Trim Cover & Screw

9. Tighten the screw (1) that secures the door trim panel to the door at the handle.
10. Install the inside handle cover panel (2).
Fig. 62: Switch Module & Front Door Trim Panel

11. Reinstall the switch module (2) onto the front door trim panel (1). Refer to SWITCH, LOCK,
INSTALLATION .
PLATE, CARRIER
REMOVAL
REMOVAL
Fig. 63: Key Cylinder Links & Latch Mounting Fasteners

1. Remove the front door glass. Refer to GLASS, DOOR, REMOVAL.

2. Open the service access door and disconnect the handle and key cylinder links (1, 2) from the latch, if
equipped.
3. Remove the latch mounting fasteners (3).
Fig. 64: Screw, Inner Handle & Jumper Harness Connector

4. Remove the screw (1) and release the inner handle (2) from the door.
5. Disconnect the passive entry jumper harness connector (3), open the access door and place the end inside
the door.
6. Disconnect the remaining harness connectors and position the harness aside.
Fig. 65: Three Retaining Clips

7. Locate and release the three retaining clips (1) by turning clockwise.

8. Remove the perimeter screws (3) and separate the carrier plate (2) from the door.
9. Tip the regulator rails out of the door and remove the door latch (1) from the door opening with the
carrier plate (2).
INSTALLATION
INSTALLATION

1. Insert the latch (1) into the door and then tip the regulator rails into place through the door opening.
2. Make sure the lock knob is on the inboard side of the inner panel.

3. Align the three retaining clips (1) with the corresponding holes in the carrier plate and twist counter
clockwise to seat fully.

4. Install the screws (3) and tighten to 6 N.m (53 in. lbs.).
Fig. 70: Key Cylinder Links & Latch Mounting Fasteners

5. Install the actuator links (1, 2) onto the front door latch (4) and engage the retainers.
6. Install the three screws (3) that secure the front door latch to the door. Tighten the screws to 7 N.m (62 in.
lbs.).
Fig. 71: Passive Entry Jumper Harness Connector

7. Position the wire harness back and connect the electrical connectors.
8. Connect the passive entry jumper harness connector (1). Make sure the wire is routed correctly in the
trough in the carrier plate and close the access panel.
9. Install the front door glass. Refer to GLASS, DOOR, INSTALLATION.
REGULATOR, WINDOW
REMOVAL
REMOVAL
Fig. 72: Window Motor, Connector Receptacle, Carrier Plate & Fasteners
1. Remove the carrier plate assembly. Refer to PLATE, CARRIER, REMOVAL.

(3).
Fig. 73: Window Regulator Rails & Fasteners

4. Place the carrier plate face down and remove the four fasteners (2) securing the regulator rails (1) to the
carrier plate.
5. Remove the regulator assembly from the carrier plate.
INSTALLATION
INSTALLATION
Fig. 74: Window Regulator Rails & Fasteners

1. Place the carrier plate face down and position the regulator rails (1) by aligning the locating holes in the
rails with the corresponding locating pins on the carrier plate. Align the three mounting tabs on the gear
housing with the corresponding holes in the carrier plate and snap in place.
2. Install the four fasteners (2) that secure the regulator to the carrier plate and tighten to 3.5 N.m (31 in.
lbs.).
3. Install the carrier plate assembly. Refer to PLATE, CARRIER, INSTALLATION.
NOTE: The power window motor may need to be actuated momentarily to line up
the motor pinion assembly with the regulator.
with the regulator.
carrier plate to 3.5 N.m (31 in. lbs.).
8. Install the door interior trim panel. Refer to PANEL, DOOR TRIM, INSTALLATION.
STRIKER, DOOR LATCH
REMOVAL
REMOVAL

1. Using a grease pencil or equivalent, mark the location of the door latch striker (1) on the B-pillar.
2. Remove the two bolts (2) that secure the striker to the B-pillar and remove the striker.
INSTALLATION
INSTALLATION

NOTE: Make sure the protrusion (3) is orientated towards the interior of the vehicle.
1. Position the door latch striker (1) onto the B-pillar and loosely install the two bolts (2).
2. Align the door latch striker to the B-pillar using the reference marks made during the removal procedure
and tighten the bolts to 28 N.m (21 ft. lbs.).
DOORS - REAR
DOOR, REAR
ADJUSTMENTS
ADJUSTMENT
NOTE: 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. 78: Bolts & Rear Door Hinges

NOTE: Fore/aft (lateral) door adjustment is done by loosening the hinge to the body
fasteners one hinge at a time and moving the door to the correct position.
1. Support the rear door with a suitable lifting device.

2. Loosen the bolts (2 and 3) that secure the rear door hinges (1 and 4) to the B-pillar.
3. Adjust the rear door to the correct position. Refer to GAP AND FLUSH, SPECIFICATIONS.
4. Tighten the upper bolt of the upper hinge to the B-pillar to 25 N.m (18 ft. lbs.).
UP/DOWN

NOTE: Up/down door adjustment is done by loosening either the hinge to the body
fasteners or the hinge to door fasteners and moving the door to the correct
position.

2. Loosen the two bolts (2) that secure the striker (1) to the C-pillar.
Fig. 80: Nuts & Door Hinges

3. If necessary, loosen the nuts (2 and 3) that secure the door hinges (1 and 5) to the rear door.

4. If necessary, loosen the bolts (2 and 3) that secure the rear door hinges (1 and 4) to the B-pillar.

6. Tighten the nuts (2 and 3) that secure the door hinges (1 and 5) to the rear door (4) to 25 N.m (18 ft. lbs.)

7. Tighten the upper bolt of the upper hinge to the B-pillar to 25 N.m (18 ft. lbs.).

vehicle.
10. Tighten the two bolts (2) that secure the striker (1) to the C-pillar to 28 N.m (21 ft. lbs.).
IN/OUT

NOTE: In/out door adjustment is done by loosening the hinge to door fasteners one
hinge at a time and moving the door to the correct position.

2. Loosen the two bolts (2) that secure the striker (1) to the C-pillar.

3. Loosen the nuts (2 and 3) that secure the door hinges (1 and 5) to the rear door (4).
5. Tighten the nuts (2 and 3) that secure the door hinges (1 and 5) to the rear door (4) to 25 N.m (18 ft. lbs.)

vehicle.
6. Tighten the two bolts (2) that secure the striker (1) to the C-pillar to 28 N.m (21 ft. lbs.).
REMOVAL
REMOVAL


3. Peel the B-pillar grommet (1) off of the connector/retainer and move it up the wire harness.

8. Using a grease pencil or equivalent, mark the location of the rear door hinges (1 and 5) on the B-pillar.
9. Support the rear door with a suitable lifting device and remove the nuts (2 and 3) that secure the rear door
hinges to the B-pillar.
10. Carefully remove the door from the body.
11. If required, remove the rear door hinges. Refer to HINGE, DOOR, REMOVAL.
INSTALLATION
INSTALLATION

1. If removed, install the rear door hinges (1 and 5) onto the B-pillar. Refer to HINGE, DOOR,
INSTALLATION.
2. Carefully position the rear door to the body and support the door with a suitable lifting device.
3. Loosely install the nuts (2 and 3) that secure the rear door hinges to the door (4)
4. Align the rear door to the body using the reference marks made during the removal procedure and tighten
the nuts to 25 N.m (18 ft. lbs.) using the following sequence.

7. If necessary, adjust the rear door. Refer to DOOR, REAR, ADJUSTMENTS.
GLASS, DOOR
REMOVAL
VEHICLES BUILT ON OR BEFORE 1/12/2011
Fig. 92: Glass Slider Access Door


3. Remove the inner belt molding.
5. Position the glass to access the glass slider on the regulator through the access door (1).
Fig. 93: Regulator Glass Slider & Glass

6. Through the access door release the regulator glass slider (1) and position the glass (3) in the full up
position and secure the glass.

7. Remove the carrier plate assemble (1).

Fig. 95: Door Glass & Rear Glass Run Channel

NOTE: Illustration shown with inner door panel removed for clarity.
8. Position the door glass (2) between the rear glass run channel (1) and the inner door panel.
9. Carefully rotate the door glass (2) towards the rear of the vehicle within the window opening.
Fig. 96: Removing Glass Through Window Opening

10. Remove the glass (1) from the door, through the window opening.
VEHICLES BUILT AFTER 1/12/2011



3. Separate the inner belt molding from the door mounting flange from the back to the front.
Fig. 98: Door Glass & Plug

5. Remove the plug (2).
6. Using the regulator, move the door glass (1) up or down as required to access the window regulator glass
release tab through the access holes in the regulator rail.
Fig. 99: Door Glass, Round Bladed Tool & Glass Slider
glass slider (2).
8. Position the glass in the full up position and secure the glass.

9. Remove the carrier plate assemble (1). Refer to PLATE, CARRIER, REMOVAL.

11. Carefully rotate the door glass (2) towards the rear of the vehicle within the window opening.
Fig. 102: Removing Glass Through Window Opening

12. Remove the glass (1) from the door, through the window opening.
INSTALLATION
INSTALLATION
Fig. 103: Installing Glass Through Window Opening

1. Carefully lower the door glass (1) into the rear door through the window opening.

3. Rotate the door glass (2) into position toward the front of the vehicle.
4. Slide the door glass in the track to insure proper alignment and then position the glass into the full up
position and secure.

5. Install the carrier plate assembly. Refer to PLATE, CARRIER, INSTALLATION.

6. Lower the glass and seat into the regulator glass slider. Grasp the glass along the top edge and make sure
the glass is seated and secured fully.
7. Position and seat the inner belt molding fully.
HANDLE, EXTERIOR
REMOVAL
REMOVAL

1. Raise the glass into the full up position.

2. Remove the lower interior trim panel (3). Refer to PANEL, REAR DOOR TRIM, REMOVAL.
Fig. 107: Clip & Link

3. Release the clip (1) and disconnect the link (2) from the exterior handle.
Fig. 108: Handle & Door

4. Remove the handle (2) from the door (1).

Fig. 109: Three Bolts & Handle Mounting Plate

5. Remove the three bolts (1) and remove the handle mounting plate (2).
INSTALLATION
INSTALLATION
Fig. 110: Three Bolts & Handle Mounting Plate

1. Install and align the mounting plate (2).

2. Install the three bolts (1) and tighten the bolts to 7 N.m (60 in. lbs.).
Fig. 111: Handle & Door

3. Position the exterior handle (2) to the mounting hole on the outside of the rear door (1).

4. Connect the link (2) to the rear exterior handle and secure the clip (1) fully.

5. Install the lower interior trim panel (3). Refer to PANEL, REAR DOOR TRIM, INSTALLATION.
HINGE, DOOR
REMOVAL
REMOVAL

NOTE: It is not necessary to remove the door to replace the hinges if they are replaced
one at a time.
1. Open the front door.

2. Using a grease pencil or equivalent, mark the location of the rear door hinges (1 and 4) on the B-pillar.
3. Support the rear door with a suitable lifting device and remove the bolts (2 or 3) that secure the rear door
hinges to the B-pillar.

4. Using a grease pencil or equivalent, mark the location of the door hinges (1 and 5) on the rear door (4).
5. Remove the nuts (2 or 3) that secure the rear door hinges to the door and remove the hinge.
INSTALLATION
INSTALLATION

1. Position the rear door hinge onto the door.

2. Loosely install the nuts (4) that secure the hinges to the rear door.
3. Align the hinges to the door using the reference marks made during the removal procedure and tighten the
nuts to 25 N.m (18 ft. lbs.).

4. Carefully position the rear door to the body and support the door with a suitable lifting device.
5. Loosely install the bolts (2 and 3) that secure the rear door hinges (1 and 4) to the B-pillar.
6. Align the rear door hinge to the body using the reference marks made during the removal procedure and
tighten the bolts to 22 N.m (16 ft. lbs.).

8. If necessary, adjust the rear door. Refer to DOOR, REAR, ADJUSTMENTS.
LATCH, DOOR
REMOVAL
REMOVAL


2. Remove the carrier plate assembly (1). Refer to PLATE, CARRIER, REMOVAL.
Fig. 119: Electrical Harness Connector, Door Latch, Door Glass Guide, Latch Cable & Fastener
3. Disconnect the door electrical harness connector (2) from the rear door latch (1).
4. Remove the fastener (4) and remove the door glass guide (5) to gain access to the latch assembly.
5. Working around the perimeter, release the integral latch features and separate the latch from the carrier
bracket.
6. If required, remove all of the actuator links from the handle.
7. Disconnect the latch cable (3) and remove the latch assembly.
INSTALLATION
INSTALLATION

1. Position the latch (3) back and connect the lock knob link (1) and inside handle cable (2).
Fig. 121: Electrical Harness Connector, Door Latch, Door Glass Guide, Latch Cable & Fastener
2. If removed, install the actuator links onto the rear door latch and engage the retainers.
3. Position the latch (1) over the presenter bracket.
4. Press down firmly and evenly to seat the retaining clips fully.
5. Install the door glass guide (5) with fastener (4) and tighten to 2 N.m (18 in. lbs.)
CAUTION: Make sure wire harness is routed correctly to avoid contact with the
door lock knob rod.
6. Connect the door wire harness connector (2) to the rear door latch.

7. Install the carrier plate assembly (1). Refer to PLATE, CARRIER, REMOVAL.
MOLDING, DOOR
REMOVAL
REMOVAL


2. Remove the Rear door lower trim panel. Refer to PANEL, REAR DOOR TRIM, REMOVAL.
Fig. 124: Pin Type Retainers & Upper Trim Panel

3. Remove the push pin type retainers (2) at the front and rear of the upper trim panel (1).
Fig. 125: Upper Trim Panel & Window Run

4. Starting at the rear of the door, pull the upper trim panel (1) away from the door, lightly twisting the panel
and releasing the latch feature at the window run (2).
5. Continue releasing the latch feature along the panel and remove the upper trim panel.
INSTALLATION
INSTALLATION
Fig. 126: Upper Trim Panel & Window Run

1. Position the upper trim panel (1) on the door frame, aligning the guide pin (3) with the hole.
2. Starting at the rear of the door, lightly twist the panel and begin locking in the latch feature at the window
run (2).
3. Continue locking the latch feature in place along the window run and install the upper trim panel.
Fig. 127: Pin Type Retainers & Upper Trim Panel

4. Install the push pin type retainers (2) at the front and rear of the panel (1).

5. Install the rear door lower trim panel. Refer to PANEL, REAR DOOR TRIM, INSTALLATION.
PANEL, REAR DOOR TRIM
REMOVAL
REMOVAL
Fig. 129: Window Switch, Door Wire Harness Connector, Fastener Cover & Fastener

2. Using a trim stick or another suitable wide flat-bladed tool, pry the bezel of the window switch (3) up and
away from the door trim panel far enough to disengage the four spring steel retainers of the switch.
3. Pull the switch away enough to access and disconnect the door wire harness connector (4) from the
switch connector receptacle.
4. Using a suitable flat-bladed tool pry the arm rest fastener cover (2) up to access and remove the fastener
(5).
Fig. 130: Handle Panel & Fastener

5. Using a suitable flat-bladed tool pry the handle panel (2) away to access and remove the fastener (1).
6. Remove the fastener (1) that secure the rear door trim panel to the door.

7. Using a trim stick (special tool #C-4829A, Remover, Trim) or equivalent, carefully pull the rear door trim
panel (3) away from the door (2) far enough to disengage the plastic door trim panel retention clips from
the door and discard the clips.
8. Lift the rear of the panel upward slightly to disengage the interior door latch lock link and knob (1) from
the rear of the door panel and the inner belt seal.
INSTALLATION
INSTALLATION

1. Lift the rear trim panel (3) over the inside of the door far enough to engage the interior door latch lock
link and knob into the hole (1) at the upper rear corner of the trim panel.
2. Position the trim panel to the inside of the door and fully engage the new plastic door trim panel retention
clips (3) to the door.
Fig. 133: Handle Panel & Fastener

3. Install and tighten the bolt (1) that secures the door trim panel to the door at the handle.
4. Install the latch fastener cover panel (2).
Fig. 134: Window Switch, Door Wire Harness Connector, Fastener Cover & Fastener
5. Install and tighten the fastener (5) at the arm rest and install the fastener cover (2).
6. Position the window switch (3), connect the door wiring harness connector (4) and press the switch
assembly into place until the four clips engage.
PLATE, CARRIER
REMOVAL
VEHICLES BUILT ON OR BEFORE 1/12/2011
Fig. 135: Glass Slider Access Door


3. Remove the inner belt molding.
5. Position the glass to access the glass slider on the regulator through the access door (1).
Fig. 136: Regulator Glass Slider & Glass

6. Through the access door release the regulator glass slider (1) and position the glass (3) in the full up
position and secure the glass.
Fig. 137: Door Latch Screws

7. Remove the screws (3 and 4) securing the door latch to the door inner panel.


Fig. 140: Screws & Door Seal

16. Remove the screws (4) securing the harness to the door.
17. Carefully position the door seal (3) aside and pull the harness out.
Fig. 141: Screw & Inner Handle


19. Locate and release the four retaining clips (1) by turning clockwise.

20. Remove the fasteners (4) securing the door carrier plate (1) to the door frame and remove the carrier
plate.
VEHICLES BUILT AFTER 1/12/2011


3. Separate the inner belt molding from the door mounting flange from the back to the front.
Fig. 145: Door Glass & Plug

5. Remove the plug (2).
6. Using the regulator, move the door glass (1) up or down as required to access the window regulator glass
release tab through the access holes in the regulator rail.
Fig. 146: Door Glass, Round Bladed Tool & Glass Slider
glass slider (2).
8. Position the glass in the full up position and secure the glass.

9. Remove the screws (3 and 4) securing the door latch to the door inner panel.



18. Remove the screws (4) securing the harness to the door.
19. Carefully position the door seal (3) aside and pull the harness out.


21. Locate and release the four retaining clips (1) by turning clockwise.

22. Remove the fasteners (4) securing the door carrier plate (1) to the door frame and remove the carrier
plate.
INSTALLATION
INSTALLATION

1. Position the rear door carrier (1) plate and install the fasteners (4) that secure the carrier plate to the door.
2. Tighten the fasteners to 6 N.m (53 in. lbs.)

3. Twist the three retaining clips (1) counter clockwise and seat fully.

4. Install the inner handle (1) to the upper door panel and install the screw (2).

5. Carefully position the door seal (3) aside and route the harness under the seal.
6. Install and tighten the screws (4) securing the harness to the door.



8. Position the door latch and install the screws (3 and 4) securing the latch to the door inner panel.
9. Tighten the latch screws (4) to 7 N.m (60 in. lbs.).
10. Tighten the channel fastener (3) to 6 N.m (53 in. lbs.).

11. Connect the actuator link (2) to the rear exterior handle and secure the clip (1) fully.
12. Lower the glass and seat into the regulator glass slider. Grasp the glass along the top edge and make sure
the glass is seated and secured fully.
13. Position and seat the inner belt molding fully.
REGULATOR, WINDOW
REMOVAL
REMOVAL
1. Remove the carrier plate assembly. Refer to PLATE, CARRIER, REMOVAL.

(3).
Fig. 162: Regulator, Carrier Plate & Fasteners

4. Place the carrier plate face down and remove the two fasteners (2) securing the regulator (3) to the carrier
plate (1).
5. Remove the regulator assembly from the carrier plate.
INSTALLATION
INSTALLATION
Fig. 163: Regulator, Carrier Plate & Fasteners

1. Place the carrier plate face down and position the regulator assembly (3) by aligning the holes in the rail
with the corresponding pins on the backside of the carrier plate.
2. Install the two fasteners (2) that secure the regulator to the carrier plate and tighten to 3.5 N.m (31 in.
lbs.).
3. Install the carrier plate assembly (1). Refer to PLATE, CARRIER, INSTALLATION.
NOTE: The power window motor may need to be actuated momentarily to line up
the gear in the drive assembly with the regulator.
with the regulator.
carrier plate to 3.5 N.m (31 in. lbs.).
8. Install the door interior trim panel. Refer to PANEL, REAR DOOR TRIM, INSTALLATION.
STRIKER, DOOR LATCH
REMOVAL
REMOVAL
Fig. 165: Door Latch Striker & Bolts

1. Using a grease pencil or equivalent, mark the location of the door latch striker (2) on the c-pillar.
2. Remove the two bolts (2) that secure the striker (3) to the c-pillar and remove the striker.
INSTALLATION
INSTALLATION
Fig. 166: Door Latch Striker & Bolts

1. Position the door latch striker (3) onto the c-pillar and loosely install the two bolts (2).
2. Align the door latch striker to the c-pillar using the reference marks made during the removal procedure
and tighten the bolts to 28 N.m (21 ft. lbs.).
EXTERIOR
CLADDING, BODY, SILL
REMOVAL
REMOVAL
Fig. 167: Wheel Well Opening, Sill Cladding, Rivets & Clips
1. If needed, remove the front and rear wheel and tire assemblies.
2. Drill out the rivets (4) at the front and rear wheel opening.
3. Remove the fastener at the rear wheel well opening (2) that secures the sill cladding (3) to the body.
4. Drill out the rivets along the bottom, that attach the cladding to the body.
5. Using a trim stick, gently pry the cladding away from the body and release the clips (1) along the front
and rear door openings.
6. Remove the cladding from the vehicle.
INSTALLATION
INSTALLATION
Fig. 168: Wheel Well Opening, Sill Cladding, Rivets & Clips
1. Position the body side sill cladding (3) on the vehicle.

2. Using even pressure, firmly press the cladding into place until the clips (1) that secure the cladding are
engaged.
3. Install new rivets (4) along the bottom and at the front and rear wheel well openings.
4. Install the fastener at the rear wheel well opening (2).
5. If removed, install the front and rear wheel and tire assemblies.
COVER, COWL PANEL
REMOVAL
REMOVAL
Fig. 169: Cowl Cover Panel, Fender & Tabs

1. Release the tabs (1) at the top of the fender (2) that secure the cowl cover panel (3) to both the left and
right fenders.
2. Remove wiper arms. Refer to ARM, WIPER, REMOVAL .
Fig. 170: Cowl Panel Cover, Guide Pin, Tabs & Clips
3. Open the hood and remove hood seal along the front edge of the cowl cover panel (2), revealing the three
forward edge retaining tabs (3).
4. Lift the forward edge of the panel.
5. Starting at one side, pull the side guide pin (4) from the inner apron and lift the cowl cover upward and
forward to release the clips (1) along the vehicles windshield.
6. Remove cowl cover from the vehicle.
INSTALLATION
INSTALLATION
Fig. 171: Cowl Panel Cover, Guide Pin, Tabs & Clips
1. Position the cowl panel cover (2) in the vehicle aligning the clips (1) along the windshield and insuring
the guide pin at the inboard wiper arm opening is in place.
2. Working from the center outward to both sides, press evenly and firmly to secure the clips.
3. Insure the cowl cover guide pins (4) are in place at both inner aprons and along the forward edge (3).
4. Install hood seal along the front edge of the cowl cover panel.
Fig. 172: Cowl Cover Panel, Fender & Tabs

5. Engage the plastic tabs (1) that secure the cover panel (3) to both left and right fenders (2).
6. Install wiper arms. Refer to ARM, WIPER, INSTALLATION .
FENDER, FRONT
REMOVAL
REMOVAL
Fig. 173: Fender, Front Fascia, Wheel Liner & Fasteners

1. Using a grease pencil, mark the location of the fender (1).

2. Remove wheel and tire assembly if necessary.
3. Remove wheel liner as needed (2). Refer to SHIELD, SPLASH, WHEELHOUSE, REMOVAL.
Fig. 174: Removing/Installing Fascia

4. Remove front fascia assembly. Refer to FASCIA, FRONT, REMOVAL .
Fig. 175: Removing/Installing Lower Fender

5. Remove front lower fasteners (2) and the fascia side retainer.
7. Remove the lower rocker sill cladding as needed. Refer to CLADDING, BODY, SILL, REMOVAL.
8. Remove rear lower fasteners (4).
9. Remove the rear fastener (3) located in the door jam opening.
Fig. 176: Removing/Installing Upper Fender

10. Remove upper fender fasteners (1).

11. Remove fender (2) from vehicle.
INSTALLATION
INSTALLATION
Fig. 177: Removing/Installing Upper Fender

1. Install the side marker lamp assembly.

2. Position fender on body.
3. Install all fasteners finger-tight.
NOTE: When installing the fasteners, be certain to position and loosely install the
front fascia side retainers at this time.
Fig. 178: Removing/Installing Lower Fender

4. Align fender with adjacent body panels and reference marks. Refer to GAP AND FLUSH,
SPECIFICATIONS.
5. Tighten all fasteners to 8.5 N.m (75 in. lbs.).
6. Install rocker sill cladding as necessary. Refer to CLADDING, BODY, SILL, INSTALLATION.
Fig. 179: Removing/Installing Fascia

7. Install front fascia assembly (1). Refer to FASCIA, FRONT, INSTALLATION .

8. Connect side marker lamp electrical connector.

9. Install wheel liner (2). Refer to SHIELD, SPLASH, WHEELHOUSE, INSTALLATION.
10. Install wheel and tire assembly if removed.
GRILLE
REMOVAL
REMOVAL

1. Remove the front fascia assembly. Refer to FASCIA, FRONT, REMOVAL .

2. Remove the two lower fasteners (3) that secure the radiator grille assembly (2) to the vehicle.
3. Pull up and release the four upper retaining tabs (1) across the radiator core support and remove the grille
assembly.
INSTALLATION
INSTALLATION

1. Position the radiator grille assembly (2) on the vehicle.

2. Press firmly across the top of the grille assembly and secure the four retaining tabs (1) to the radiator core
support.
3. Install and tighten the two fasteners (3) at the lower corners of the grille.
4. Install the front fascia assembly. Refer to FASCIA, FRONT, INSTALLATION .
HOUSING, FUEL FILL
REMOVAL
REMOVAL
Fig. 183: Fuel Fill Door

1. Remove the left side quarter trim panel. Refer to PANEL, QUARTER TRIM, REMOVAL.
2. Position aside the left rear wheel liner to gain access to the back side of the fuel filler housing. Refer to
SHIELD, SPLASH, WHEELHOUSE, REMOVAL.
3. Open the fuel fill door (1).
Fig. 184: Locking Tabs & Electrical Connector

4. Locate the four locking tabs on the fuel filler housing (1).
5. Using Trim Stick C-4755 or equivalent, release the locking tabs (1) and release the housing from the
body.
Fig. 185: Housing

7. Separate the front of the housing (1) from the body panel and off of the fuel filler neck.
8. Slide the housing forward and pull it away from the rear of the opening and release the solenoid from the
body.
INSTALLATION
INSTALLATION
Fig. 186: Housing

1. Position the rear of the fuel filler housing and solenoid bracket, back into the fuel fill opening with the
solenoid toward the rear of the vehicle.
Fig. 187: Locking Tabs & Electrical Connector

2. Connect the fuel door release connector (2).

3. Position the filler neck grommet over the filler neck and seat the fuel filler housing fully onto the
retaining clips (1).
Fig. 188: Fuel Fill Door

4. Close and verify operation of the fuel filler door (1).
MIRROR, OUTSIDE REARVIEW
REMOVAL
REMOVAL

1. Partially remove the door trim panel as necessary to gain access to the mirror. Refer to PANEL, DOOR
TRIM, REMOVAL.
Fig. 190: Identifying Outside Rearview Mirror, Wire Harness Connectors & Nuts
2. Disconnect the wire harness connectors (2) from the mirror.

3. Remove the three nuts (1) that secure the mirror to the door and carefully remove the mirror.
INSTALLATION
INSTALLATION
Fig. 191: Identifying Outside Rearview Mirror, Wire Harness Connectors & Nuts
1. Position the mirror onto the door.

2. Install the three nuts (1) that secure the mirror to the door. Tighten the nuts to 7 N.m (60 in. lbs.).
3. Connect the wire harness connectors (2) to the mirror.

4. Install the door trim panel. Refer to PANEL, DOOR TRIM, INSTALLATION.
MIRROR, OUTSIDE REARVIEW, GLASS
REMOVAL
REMOVAL
WARNING: Always wear eye and hand protection when servicing the mirror glass.
Failure to observe these warnings may result in personal injury from
broken glass.
1. Position the mirror glass (1) so that it is facing in toward the vehicle as far as possible.
3. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent flat bladed tool (2), pry out mirror
glass.
4. Release the clips and separate the mirror glass from the motor. If equipped, disconnect the heated mirror
wire harness.
5. Remove the mirror from the vehicle.
INSTALLATION
INSTALLATION
1. Connect the heated mirror wire harness to the glass electrical connector, if equipped.
NOTE: Pressure must be applied equally over the center portion of the mirror
glass to fully engage the mirror glass retaining clips to the mirror motor.
2. Using one hand, carefully push the mirror glass holder onto the mirror motor, while at the same time
supporting the mirror housing from the backside with the other hand. Firmly push on the mirror glass
holder until all mirror glass retaining clips are fully engaged.
3. Verify retention of the mirror glass holder by gently pulling outward on the glass.
MOLDING, BODY SIDE
REMOVAL
REMOVAL
Fig. 193: Stick-On Molding

1. Apply a length of masking tape on the body, parallel to the top edge of the molding to use as a guide, if
necessary.
2. Warm the effected adhesive type molding and body metal to approximately 38°C (100°F) using a suitable
heat lamp or heat gun.
3. Pull stick-on molding from painted surface.
INSTALLATION
INSTALLATION
Fig. 194: Stick-On Molding

1. Clean body surface with MOPAR® Super Kleen solvent or equivalent. Wipe surface dry with lint free
cloth.
2. Remove protective cover from tape on back of molding. Apply molding to body below the masking tape
guide.
3. Remove masking tape guide and firmly press molding to body surface to assure adhesion.
MOLDING, FRONT WHEEL OPENING
REMOVAL
REMOVAL
FRONT
Fig. 195: Fender Flare, Fender, Fascia, Rivets & Clips

1. Remove the plastic rivets (6) that secure the flares (1) to the fascia (5).
2. Release the clips (2) attaching the flare to the fender (3) and remove the flare.
INSTALLATION
INSTALLATION
FRONT
Fig. 196: Fender Flare, Fender, Fascia, Rivets & Clips

1. Position the fender flare (1) on the fender (3).

2. Press evenly and firmly and engage the clips (2) that securing the flare to the fender.
3. Install new plastic rivets (6) to secure the fender flares to the fascia (5).
MOLDING, REAR WHEEL OPENING
REMOVAL
REMOVAL
REAR
Fig. 197: Rivets & Rear Fender Flare

1. Remove the plastic rivets (3) that secure the fender flare (1) to the rear fascia.
2. Release the clips (2) to separate the fender flare from the body.
3. Remove the fender flare.
DOOR
Fig. 198: Door, Fender Flare & Clips

1. Release the clips (2) to separate the fender flare (1) from the door (3).
2. Remove the fender flare.
INSTALLATION
INSTALLATION
REAR
Fig. 199: Rivets & Rear Fender Flare

1. Position the rear quarter panel flare onto the rear fascia and quarter panel.
2. Press firmly and evenly to fully engage all the clips (2) that secure the flare to the body.
3. Install new rivets (3) securing the flare to the rear fascia.
DOOR
Fig. 200: Door, Fender Flare & Clips

1. Position the door flare (1) onto the door (3).

2. Press firmly and evenly to fully engage all the clips (2) that secure the flare to the door.
PANEL, CLOSURE, RADIATOR
REMOVAL
REMOVAL

1. Disconnect and isolate negative battery cable.

2. Remove the radiator grille assembly. Refer to GRILLE, REMOVAL.
3. Remove the bolts securing the hood latch assembly and position the latch aside.
Fig. 202: Identifying Radiator, Air Dam, A/C Condenser & Air Seal
4. Remove the radiator assembly. Refer to RADIATOR, ENGINE COOLING, REMOVAL .

5. Remove the charge air cooler, if equipped. Refer to COOLER AND HOSES, CHARGE AIR .

6. Remove both headlamp assemblies. Refer to UNIT, FRONT LAMP, REMOVAL .

7. Remove the three fasteners (2) and remove the washer bottle (1).

8. Remove the three bolts (4) securing the coolant bottle (1) and remove the bottle.
9. Release the clips to remove the headlamp harness and position the harness aside.
10. Remove the front bumper beam assembly. Refer to BUMPER, FRONT, REMOVAL .
Fig. 205: Shotgun Bracket Bolt

11. Remove the push-pin type retainers as needed and position aside the wheel liners.
12. Remove the shotgun bracket bolt (2) from both sides.
Fig. 206: Upper Closure Bolts

13. Remove the three bolts (1) on both side securing the radiator closure panel (2) to the fenders and upper
body.
Fig. 207: Lower Closure Bolts

14. Remove the lower two lower bolts (1) on both sides that secure the closure panel (2) to the front of the
vehicle body.
15. Carefully remove the closure making sure the paint on the front edge of the fenders is protected from
damage.
INSTALLATION
INSTALLATION
Fig. 208: Lower Closure Bolts

1. Carefully position the closure assembly up onto the front end sheet metal mounting and avoid damaging
the front edges of the fenders.
2. Loosely install the two lower bolts on both sides but do not tighten at this time.
Fig. 209: Upper Closure Bolts

3. Install the three upper bolts on both sides, and tighten to 16 N.m (12 ft. lbs.).
4. Tighten the four lower bolts to 26 N.m (19 ft. lbs.).
Fig. 210: Shotgun Bracket Bolt

5. Install the shotgun bracket bolts from inside the wheel wells and tighten to 16 N.m (12 ft. lbs.).
6. Position wheel liners and install the push-pin type retainers as needed.

Install the front bumper beam assembly. Refer to BUMPER, FRONT, INSTALLATION .
7. Route the headlamp harness and secure as needed.

8. Position the coolant bottle, install the three bolts and secure. Tighten the bolts to 10 N.m (89 in. lbs.).

9. Install both the left and right headlamp assemblies. Refer to UNIT, FRONT LAMP, INSTALLATION .
10. Position the washer bottle, install the three fasteners and secure. Tighten the bolts to 7 N.m (60 in. lbs.).
Fig. 213: Identifying Radiator, Air Dam, A/C Condenser & Air Seal
11. Position the radiator back and install. Refer to RADIATOR, ENGINE COOLING, INSTALLATION .
12. Install the charge air cooler, if equipped. Refer to INSTALLATION .

13. Install the hood latch assembly and tighten the bolts to 27 N.m (20 ft. lbs.).
14. Install the grille. Refer to GRILLE, INSTALLATION.
RACK, LUGGAGE
STANDARD PROCEDURE
RIVET NUT PROCEDURE
CAUTION: Failure to follow these recommendations could result in damage to the

vehicle
Rivet nuts are used on the roof to mount the roof rack. Rivet nuts are used for parts installations, when access to
the back mounting area is limited or boxed in. It is important to achieve a full seat on the first attempt due to the
lack of accessibility on the back side of the rivet nut. Poor seating of the rivet nut will result in part failure,
loose parts and possible water leaks.
The use of a commercially available threaded insert tool will be necessary. There are several styles and types
readily available. Examples of multi fit choices are the Matco® 203F and the Snap On® HP650M, or you may
select one with equivalent capabilities. If a multi fit option is not chosen, it must be capable of a thread size of
M6 X 1.00 . Follow the tool manufacturer recommended directions for proper installation.
REMOVAL
REMOVAL
Fig. 215: Roof Rack Side Rail, Center Fasteners & Riv-Nuts
1. Remove the three center fasteners (1) that secure the roof rack side rail (2) to the vehicle.
2. Slide the side rail rearward to separate the side rail from the front and rear riv-nuts (3).
3. Remove luggage rack side rail from the vehicle.
INSTALLATION
INSTALLATION
Fig. 216: Roof Rack Side Rail, Center Fasteners & Riv-Nuts
1. Position roof rack side rail (2) over the front and rear riv-nuts (3).
2. Slide the side rail forward engaging the front and rear riv-nuts into the slots on the side rail.
3. Install the three fasteners to secure the side rail to the vehicle.
4. Tighten the fasteners to 4 N.m (35 in. lbs.) starting with the center fastener first.
SHIELD, SPLASH, WHEELHOUSE
REMOVAL
REMOVAL - FRONT


2. Remove the front fender flare. Refer to MOLDING, FRONT WHEEL OPENING, REMOVAL.
3. Drill out and remove the plastic rivets that secure the sill cladding to the wheel liner (2).
4. Remove the fasteners (4) securing the liner to the front fascia (5).
5. Working around the perimeter, remove push-pins securing the liner to the fender (1).
6. Remove remaining push-pins and remove the wheel liner from the vehicle.
REMOVAL - REAR


2. Drill out and remove the plastic rivets that secure the sill cladding to the wheel liner (3).
3. Remove the rear fender flare. Refer to MOLDING, REAR WHEEL OPENING, REMOVAL.
4. Remove the fastener that secure's the liner to the rear fascia assembly (1).
5. Remove the push-pins (2), securing the liner to the body.
6. Remove liner from the vehicle.
INSTALLATION
INSTALLATION - FRONT

1. Position the wheel liner (2) in the vehicle.

2. Install the inner fender push-pin retainers.
3. Working around the perimeter, install the remaining push-pins that secure the wheel liner to the fender
(3).
4. Install the fasteners (4) securing the wheel liner to the front fascia (5).
5. Install new plastic rivets securing the sill cladding to the liner.
6. Install the front fender flare. Refer to SHIELD, SPLASH, WHEELHOUSE, INSTALLATION.
7. Install the wheel and tire assembly.
INSTALLATION - REAR

1. Position wheel liner (3) in wheel well.

2. Install the push-pins (2), securing the liner to the body.
3. Install the fastener that secure's the liner to the rear fascia assembly (1).
4. Install the rear fender flare. Refer to MOLDING, REAR WHEEL OPENING, INSTALLATION.
5. Install new plastic rivets securing the sill cladding to the liner.
SILENCER, COWL EXTENSION
REMOVAL
REMOVAL


2. Remove the wiper linkage module. Refer to LINKAGE, WIPER ARM, REMOVAL .
3. Remove the fastener (3) that secures the side extensions (2 & 5) to the center cowl extension (1).
4. Remove the screws that secure the side extensions to the line carrier brackets and remove the extensions.
Fig. 222: Bolts, Center Cowl Extension, Pivot Bolt Bracket & Vehicle
5. Remove the bolts (5) securing the center cowl extension (4) to the inboard pivot bolt bracket (1).
6. Remove the bolts (2) that secure the inboard pivot bolt bracket to the vehicle (3), and remove the bracket.

7. Remove the four bolts (4) that secure the cowl extension to the body.
8. Remove the cowl extension (1).
INSTALLATION
INSTALLATION

1. Position the center cowl extension (1) in the vehicle.

2. Install the four bolts (4) that secure the cowl extension to the vehicle body. Tighten bolts to 6 N.m (55 in.
lbs.).
Fig. 225: Bolts, Center Cowl Extension, Pivot Bolt Bracket & Vehicle
3. Position the inboard pivot bolt bracket (1) and loosely install the two bolts (2), that secure the bracket to
the vehicle.
4. Install the two bolts (5) to secure the cowl extension (4) to the bracket. Tighten all four bolts to 6 N.m (55
in. lbs.).

5. Position the side extension panels (2 & 5) in the vehicle and secure to the line carrier brackets.
6. Install the two nuts, securing the side extensions to the center extension. Tighten nuts to 6 N.m (55 in.
lbs.).
7. Install the wiper linkage module in the vehicle. Refer to LINKAGE, WIPER ARM, INSTALLATION .
HOOD
CABLE, HOOD RELEASE
REMOVAL
REMOVAL
Fig. 227: Cable & Cable Retainers

1. Remove the hood latch. Refer to LATCH, HOOD, REMOVAL.

2. Remove release cable (1) from the cable retainers (2).
Fig. 228: Hood Release Handle, Assembly & Retaining Tab

3. From the inside of the vehicle, pull down the hood release handle (3), release the retaining tab (1) and
slide the handle assembly (2) forward to release from the steering column opening cover.
Fig. 229: Grommet & Handle Assembly

4. Separate the grommet (3) from the cowl panel and remove the hood release cable and handle assembly
(2).
INSTALLATION
INSTALLATION
Fig. 230: Grommet & Handle Assembly

1. Route the hood release cable through the cowl panel and seat the grommet (3) fully.
2. Position the hood release handle (2) onto the steering column opening cover (1) and seat fully.
Fig. 231: Cable & Cable Retainers

3. Route the hood release cable (1) along the left inner fender and the upper radiator crossmember and seat
into the retainers (2) fully.
4. Install the hood latch. Refer to LATCH, HOOD, INSTALLATION.
HINGE, HOOD
REMOVAL
REMOVAL
Fig. 232: Hood Hinge, Hood & Bolt

NOTE: It is not necessary to remove the hood to replace the hood hinges. Hood hinges
can be replaced one at a time.
1. Using a grease pencil or equivalent, mark the position of the hood hinge on the hood and body for the
hinge being serviced.
2. Remove the bolts that secure the hood hinge (2) to the hood (1).
3. Remove the bolt that secures the hood hinge (3) to the front fender.
INSTALLATION
INSTALLATION

NOTE: It is not necessary to remove the hood to replace the hood hinges. Hood hinges
can be replaced one at a time.
1. Position the hood hinge onto the hood.

2. Install the hood to the hood hinge and Install the nuts that secure the hood hinge to the hood, loosely.
3. Install the bolts (3) that secures the hood hinge (2) to the fender rail and tighten bolts to 17N.m (13
ft.lbs.).
4. Align the hood hinge to the hood (1) and the fender rail using the reference marks made during the
removal procedure and tighten the bolts to 16 N.m (12 ft. lbs.).
5. If required, adjust the hood to the correct position.
HOOD
REMOVAL
REMOVAL
Fig. 234: Solvent Hoses

1. Disconnect the windshield solvent hose (2) from the hood.

2. If the hood (1) is being reused, use a grease pencil or equivalent to mark the position of the hood hinges
(2) on the hood.
3. Support the hood and disconnect the support cylinder from the hood.
4. Remove the two nuts that secure the hood to each hood hinge (2) and remove the hood.
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 the hood (1) onto the hood hinges (2) and loosely install the two bolts that secure the hood to
each hood hinge.
2. Align the hood to the marks left from the removal procedure, to the hood hinges (2) and tighten the bolts
to 16 N.m (12 ft. lbs.).
3. Support hood.
4. Install the hood strut.
Fig. 237: Solvent Hoses

5. Install the windshield solvent hoses (2).
LATCH, HOOD
REMOVAL
REMOVAL
Fig. 238: Identifying Hood Latch Components

1. Using a grease pencil or equivalent, mark the position of the hood latch (1) on the upper radiator
crossmember.
2. Remove the two nuts (2) that secure the hood latch (1) to the upper radiator crossmember.
Fig. 239: Identifying Hood Latch & Cable

3. Disconnect the hood latch cable (2 and 3) from the hood latch (1).
INSTALLATION
INSTALLATION
Fig. 240: Identifying Hood Latch & Cable

1. Connect the hood latch cable (2 and 3) to the hood latch (1).
Fig. 241: Identifying Hood Latch Components

2. Position the hood latch (1) to the upper radiator crossmember and loosely install the two nuts (2) that
secure the latch to the crossmember.
3. Align the hood latch (1) to the upper radiator crossmember using the reference marks made during the
Removal procedure and tighten the bolts to 27 N.m (20 ft. lbs.).
4. If required, adjust the hood to the correct position. Refer to GAP AND FLUSH, SPECIFICATIONS.
PROP, GAS
REMOVAL
REMOVAL
Fig. 242: Identifying Hood Support Cylinder Ball Socket, Retaining Clip & Ball Stud
NOTE: Use a support to hold the hood while working on removing the hood strut.
1. Open and support the hood.
CAUTION: Do not pull on the hood support cylinders at the middle of the
support cylinder during removal. Failure to follow this caution can
result in damage to the hood support cylinders.
2. Using a small flat bladed tool, or equivalent (3), release the retaining clip (2) at each end of the support
cylinder while carefully pulling the ball socket (1) away from the ball stud (4).
Fig. 243: Support Cylinder Retaining Clip

1 - RETAINING CLIP
2 - BALL SOCKET
3 - BALL STUD
NOTE: Lift the clips (1) only enough to release the ball studs (3).
Fig. 244: Hood Support Cylinder, Hood Ball Stud & Strut Tower
3. Disconnect the hood support cylinder (1) from the hood ball stud (2) and the ball stud on the strut tower
(3).
INSTALLATION
INSTALLATION
Fig. 245: Hood Support Cylinder, Hood Ball Stud & Strut Tower
1. If removed, install the upper ball stud (2) onto the hood and the lower ball stud (3) onto the strut tower.
Install the ball studs securely.
CAUTION: Do not push on the hood support cylinders at the middle of the
support cylinder during installation. Failure to follow this caution can
result in damage to the hood support cylinders.
NOTE: Install the hood support cylinders with the cylinder end connected to the
hood as shown in illustration.
NOTE: If required, only release each retaining clip enough to install the ball
socket onto the ball stud.
2. Install the hood support cylinder (1) over the upper (2) and lower ball studs (3) and fully engage the
retaining clips.
STRIKER, HOOD
REMOVAL
REMOVAL

1. Remove the two bolts (3) that fasten the striker to the hood and remove the striker (1).
INSTALLATION
INSTALLATION

CAUTION: Make sure the striker assembly is seated into the pocket on the hood
inner. If not seated correctly, the striker will damage the paint when
secured.
1. Install the striker and install the bolts.

2. Tighten the bolts to 17 N.m (12.5 ft. lbs.)
INSTRUMENT PANEL
WARNING
WARNINGS

the side curtains 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.
instrument panel component diagnosis or service. Disconnect and isolate
the battery negative (ground) cable, then wait two minutes for the system

retractor, proper care should be exercised to keep fingers out from under
the retractor cover or buckle scabbard and away from the seat belt
webbing where it exits from the retractor cover or buckle cable where it
exits from the scabbard.
coatings and are specifically designed for the SRS. Any time a new
BEZEL, INSTRUMENT CLUSTER
REMOVAL
REMOVAL
Fig. 248: Fasteners & Latches

1. Remove the instrument cluster assembly. Refer to REMOVAL .

2. Remove the fasteners (2) that secure the cluster bezel to the instrument cluster assembly.
3. Release the latches (1) at the top and bottom of the cluster and separate the bezel from the cluster.
INSTALLATION
INSTALLATION
Fig. 249: Fasteners & Latches

1. Align the cluster bezel over the face of the instrument cluster.
2. Press firmly and evenly on the bezel until each of the latches (1) at the top and bottom of the instrument
cluster are fully engaged.
3. Install the fasteners (2) that secure the bezel to the instrument cluster assembly.
BEZEL, INSTRUMENT PANEL, CENTER
REMOVAL
REMOVAL

1. Before proceeding with the following repair procedure, review all warnings and cautions. Refer to
INSTRUMENT PANEL, WARNING.
panel.
Fig. 251: Electrical Connectors

INSTALLATION
INSTALLATION
Fig. 252: Electrical Connectors

INSTRUMENT PANEL, WARNING.
(1).

BIN, INSTRUMENT PANEL
REMOVAL
REMOVAL

1. Remove the center bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER, REMOVAL.
2. Remove the shifter bezel. Refer to BEZEL, SHIFTER, REMOVAL.

3. Remove the screws (2) and remove the passive entry antenna (1).

4. Remove the lower screws (1).
Fig. 256: Upper Screw & Electrical Connectors

5. Remove the upper screw (1).

Fig. 257: Storage Bin & Connector

7. Remove the storage bin (2) and separate the connector (1), if equipped.
INSTALLATION
INSTALLATION
Fig. 258: Storage Bin & Connector

1. Connect the electrical connector (1), if equipped.

2. Install the storage bin (2) back into the center stack.
Fig. 259: Upper Screw & Electrical Connectors

3. Connect the electrical connectors (2).

4. Install the upper screw (1).

5. Install the lower screws (1).


6. Install the passive entry antenna (1), if equipped, and install the screws (2).
7. Install the shifter bezel. Refer to BEZEL, SHIFTER, INSTALLATION.
8. Install the center bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER, INSTALLATION.
COVER, INSTRUMENT PANEL
REMOVAL
REMOVAL
1. Remove the steering column. Refer to COLUMN, REMOVAL .

2. Remove the ignition switch.
4. Remove the shifter assembly. Refer to SHIFTER, TRANSMISSION, REMOVAL or REMOVAL .
5. Remove the radio. Refer to RADIO, REMOVAL .
6. Remove the A-pillar trim panels. Refer to PANEL, A-PILLAR TRIM, REMOVAL.

7. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, separate the retaining clips and remove
the defroster grille (1).
8. Disconnect the electrical connectors, if equipped.
9. Remove the glove box. Refer to GLOVE BOX, INSTRUMENT PANEL, REMOVAL.

10. Remove the left end cap (1).

11. Remove the left cowl trim panel. Refer to PANEL, COWL TRIM, SIDE, REMOVAL.

12. Remove the right silencer panel (1).

13. Remove the passenger side cowl trim panel. Refer to PANEL, COWL TRIM, SIDE, REMOVAL.
Fig. 265: Side End Cap

14. Remove the right end cap (1).

15. Remove the instrument panel cover screws and remove the instrument panel cover from the instrument
panel reinforcement.
16. Remove parts from the cover as necessary.
INSTALLATION
INSTALLATION

1. Install all parts removed from the instrument panel cover if necessary.
2. Install the cover onto the instrument panel reinforcement and install the screws.
3. Install the endcap (1) and seat the clips fully.

4. Install the passenger side instrument panel silencer (1).

5. Install the passenger side cowl trim panel. Refer to PANEL, COWL TRIM, SIDE, INSTALLATION.

6. Install the end cap (1).

7. Install the driver side cowl trim panel. Refer to PANEL, COWL TRIM, SIDE, INSTALLATION.

8. Connect the electrical connectors, if equipped.

9. Position the grille (1) back into place and seat the retaining clips fully.
10. Install the A-pillar trim panels. Refer to PANEL, A-PILLAR TRIM, INSTALLATION.
11. Install the radio. Refer to RADIO, INSTALLATION .
12. Install the shifter assembly. Refer to SHIFTER, TRANSMISSION, INSTALLATION .

13. Install the cluster. Refer to INSTALLATION .
14. Install the ignition switch.
15. Install the steering column. Refer to COLUMN, INSTALLATION .
COVER, STEERING COLUMN OPENING
REMOVAL
REMOVAL


(1).

3. Remove the five cover screws (2).

INSTALLATION
INSTALLATION

2. Install the five screws (2).

GAP HIDER, STEERING COLUMN SHROUD
REMOVAL
REMOVAL
deployment.
ahead position. If clockspring centering has been compromised for ANY
reason, the entire Steering Column Control Module (SCCM) and
clockspring unit MUST be replaced with a new unit.
1. Place the front wheels in the straight ahead position.

3. Remove the driver airbag from the steering wheel. Refer to AIR BAG, DRIVER, REMOVAL .
4. Disconnect the steering wheel wire harness connectors from the upper Steering Column Control Module
(SCCM) connector receptacles.
5. Remove the steering wheel from the upper steering column shaft. Refer to WHEEL, STEERING,
REMOVAL .
CAUTION: Do not attempt to remove the gap hider bezel by grasping it and
pulling it rearward. Damage to the ring or the leather insert may
occur if removed without disengaging the clips prior to pulling it
away from the instrument panel.
6. Using (special tool #C-4755, Trim Stick) or another suitable wide flat-bladed tool, disengage the snap
clips that secure the molded hard plastic outer edges of the steering column gap hider bezel to the
instrument panel.

7. Pull the gap hider bezel up and away from the instrument panel far enough to access and disengage the
retainer clip (2) of the service length of the instrument panel wire harness SCCM take out that secures it
to the instrument panel base trim (1) on the right side of the steering column opening.
NOTE: Gap hider removed for clarity.
8. Firmly grasp each side of the SCCM shroud (2) on the edges nearest the instrument panel. Use a short,
firm tug rearward on the shroud to disengage the spring-loaded upper and lower keystones (6) from the
slots (4) in the top and bottom of the steering column jacket (3).
9. Pull the SCCM away from the top of the steering column far enough to reach through the back of the gap
hider and shroud to access and disconnect the instrument panel wire harness connector from the lower
10. Remove the SCCM and the gap hider as an assembly from the vehicle.
Fig. 276: Trim Ring Retainers

NOTE: SCCM removed for clarity.
11. Remove the trim ring from the front of the SCCM by releasing the twelve retainers (1) that secure the
trim ring and the leather wrap to the SCCM shell.
INSTALLATION
INSTALLATION
deployment.
ahead position. If clockspring centering has been compromised for ANY
reason, the entire Steering Column Control Module (SCCM) and
clockspring unit MUST be replaced with a new unit.
Fig. 277: Trim Ring Retainers

NOTE: SCCM removed for clarity.
1. Align the holes in the gap hider leather with the trim ring. Carefully install the trim ring and leather as an
assembly onto the SCCM by walking it around the perimeter while positioning the trim ring tabs (1) with
the accompanying slots of the SCCM.
Fig. 278: Inspection Window, Clockspring Rotor & Black Squares

2. Before reinstalling a Steering Column Control Module (SCCM) onto a steering column, clockspring
centering must be confirmed by viewing the inspection window (3) on the clockspring rotor (1). If the
black squares (2) on the clockspring tape are not visible through the inspection window, clockspring
centering has been compromised and the SCCM MUST be replaced with a new unit.
NOTE: Gap hider removed for clarity.
3. Be certain that the front wheels are still in the straight ahead position.
4. Position the SCCM close enough to the top of the steering column to reach through the back of the gap
hider and shroud to reconnect the instrument panel wire harness connector SCCM take out to the lower
5. Align the hub of the SCCM with the upper steering column shaft (5) and jacket (3).
6. Slide the SCCM over the top of the steering column jacket far enough for the spring-loaded upper and
lower keystones (6) to engage the slots (4) in the top and bottom of the steering column jacket.
7. Confirm that the keystones are fully engaged in the column jacket slots by inspecting the round red
indicator (7) visible on the lower surface of the SCCM shroud. The indicator should be flush with the
shroud. If the indicator stands proud of the shroud, the keystones are NOT fully engaged. Carefully slide
the SCCM slightly up and down, or rotate it slightly right and left as necessary for the keystones to snap
into their slots and the indicator to become flush with the shroud.

NOTE: The service length of the instrument panel wire harness take out for the
SCCM MUST be pulled back out of the SCCM shroud and secured to the
instrument panel base trim. Failure to properly accomplish this task will
result in unsatisfactory buzzes, squeaks or rattles during vehicle
operation.
8. Pull the gap hider bezel up and away from the instrument panel far enough to access and engage the
retainer clip (2) of the service length of the instrument panel wire harness SCCM take out to the
instrument panel base trim (1) on the right side of the steering column opening.
9. Align and engage the snap clips that secure the molded hard plastic steering column gap hider bezel to the
instrument panel.
10. If a new SCCM is being installed, remove (break off) the red locking tab that secures the clockspring
rotor to the clockspring case.
11. Reinstall the steering wheel onto the upper steering column shaft. Be certain to align and insert the
rotational lugs on the steering wheel hub into the slots in the hub of the clockspring. Also, the steering
wheel fastener MUST be tightened to the proper torque specification to ensure proper clockspring and
Steering Angle Sensor (SAS) operation. Refer to WHEEL, STEERING, INSTALLATION .
12. Reconnect the steering wheel wire harness connectors to the upper SCCM connector receptacles.
13. Reinstall the driver airbag onto the steering wheel. Refer to AIR BAG, DRIVER, INSTALLATION .
GLOVE BOX, INSTRUMENT PANEL
REMOVAL
REMOVAL
Fig. 281: Glove Box Damper, Inboard Stop Tab, Outboard Stop Tab & Hinges
1. Separate the glove box damper (2) from the clove box by sliding the clip towards the rear of the vehicle to
release it from the bin.
NOTE: A small prybar may be used to separate the tabs from the glove box
housing.
2. Open the glove box and carefully squeeze the inboard open stop tab (3) inward and separate the tab from
the glove box housing.
3. Squeeze the outboard open stop tab (4) inward and separate the tab from the glove box housing and allow
the glove box to rotate toward the carpet.
4. Rotate the box down and release the door hinges (1) at the bottom and remove the glove box.

5. Using trim stick or equivalent, remove the passenger side end cap (1).
Fig. 283: Two Rear Retaining Clips, Glove Box Surround & Shelf
6. Using (special tool #C-4755, Trim Stick) or equivalent, release the two rear retaining clips (2).
7. Pull backwards on the owners guide shelf (3) and release the shelf legs from the glove box surround (1)
and remove the shelf (3).
Fig. 284: Glove Box Surround Screws

8. Remove the glove box surround screws (1).

Fig. 285: Glove Box Surround & Instrument Panel Opening

9. Remove the glove box surround (2) from the instrument panel opening (1).
INSTALLATION
INSTALLATION
Fig. 286: Glove Box Surround & Instrument Panel Opening

1. Position the glove box surround (2) back into the instrument panel opening (1) and seat fully.
Fig. 287: Glove Box Surround Screws

2. Install the glove box surround screws (1).
Fig. 288: Two Rear Retaining Clips, Glove Box Surround & Shelf
3. Position the owners guide shelf (3) back into the surround and insert the shelf legs into the holes in the
surround (1).
4. Seat the rear retaining clips (2) fully.

5. Install the passenger side end cap (1) and seat the retaining clips fully.
6. Position the door seal back into place if necessary.
Fig. 290: Glove Box Damper, Inboard Stop Tab, Outboard Stop Tab & Hinges
7. Snap the lower glove box hinges (1) over the pivots and rotate up.
8. Squeeze the outboard open stop tab (4) inward and push the outboard side of the glove box up to engage
the stop tab.
9. Squeeze the inboard open stop tab (3) inward and push the inboard side of the glove box up to engage the
stop tab and close the glove box.
10. Connect the stabilizer clip (2) to the outer side of the box compartment and verify the glove box
operation.
GRILLE, DEFROSTER
REMOVAL
REMOVAL

1. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, separate the retaining clips and remove
the defroster grille (1).
INSTALLATION
INSTALLATION


2. Position the grille (1) back into place and seat the retaining clips fully.
PANEL, INSTRUMENT
REMOVAL
REMOVAL
Fig. 293: Cluster Bolts

1. Remove the steering column. Refer to COLUMN, REMOVAL .

2. Remove the ignition switch.
4. Remove the bolts (1) from behind the cluster.
Fig. 294: Fenceline Bolt

5. Remove the fenceline bolt (1).

6. Remove the left end cap (1).

7. Remove the left cowl trim panel. Refer to PANEL, COWL TRIM, SIDE, REMOVAL.
Fig. 296: Left Wire Harness

8. Remove the left A-pillar trim. Refer to PANEL, A-PILLAR TRIM, REMOVAL.
9. Disconnect the left wire harness (1).
Fig. 297: Left Side Retaining Bolts

10. Remove the left side retaining bolts (1).

Fig. 298: Four Nuts

11. Remove the front floor console. Refer to CONSOLE, FLOOR, REMOVAL.
12. Remove the radio. Refer to RADIO, REMOVAL .
13. Remove the bin from the center of the instrument panel.
14. Remove the four nuts (1) that secure the HVAC housing to the center of the instrument panel support.
Fig. 299: Center Support Bolts

15. Remove the two center support bolts (1).

16. Remove the glove box. Refer to GLOVE BOX, INSTRUMENT PANEL, REMOVAL.

17. Remove the right silencer panel (1).

18. Remove the passenger side cowl trim panel. Refer to PANEL, COWL TRIM, SIDE, REMOVAL.

19. Remove the right end cap (1).

Fig. 302: Right Side Wire Harness

20. Remove the passenger side A-pillar trim. Refer to PANEL, A-PILLAR TRIM, REMOVAL.
21. Remove the defroster ducts.
22. Disconnect the right side wire harness (1 and 2).
Fig. 303: Right Side Support Fasteners

23. Remove the right side support fasteners (1).

Fig. 304: Nut, HVAC Housing & Instrument Panel Support

24. Remove the bolt to the right side HVAC.

25. Remove the center duct.
26. Disconnect the HVAC electrical connectors. Refer to HOUSING, HVAC, REMOVAL .
27. Remove the instrument panel assembly.
INSTALLATION
INSTALLATION
Fig. 305: Right Side Support Fasteners

1. Install the instrument panel assembly.

2. Install the bolts (1) and tighten to 20 N.m (15 ft. lbs.).
Fig. 306: Left Side Retaining Bolts

Fig. 307: Cluster Bolts

Fig. 308: Center Support Bolts

Fig. 309: Fenceline Bolt

6. Install the bolts (1) and tighten to 9 N.m (6.5 ft. lbs.).
Fig. 310: Nut, HVAC Housing & Instrument Panel Support

7. Install the nut (1) that secures the passenger side end of the HVAC housing (3) to the instrument panel
support (2). Tighten the nut to 4.5 N.m (40 in. lbs.).
8. Install the IP trim panel, glove box shelf and the glove box. Refer to GLOVE BOX, INSTRUMENT
PANEL, INSTALLATION.
9. Connect the HVAC electrical connectors. Refer to HOUSING, HVAC, INSTALLATION .
Fig. 311: Right Side Wire Harness

10. Connect the electrical connectors (1 and 2).

11. Install the defroster ducts.
12. Install the passenger side A-pillar trim. Refer to PANEL, A-PILLAR TRIM, INSTALLATION.

13. Install the endcap (1) and seat the clips fully.

14. Install the passenger side instrument panel silencer (1).

15. Install the passenger side cowl trim panel. Refer to PANEL, COWL TRIM, SIDE, INSTALLATION.
Fig. 314: Four Nuts

16. Install the four nuts (1) that secure the HVAC housing to the center of the instrument panel support.
Tighten the nuts to 4.5 N.m (40 in. lbs.).
17. Install the bin into the center of the instrument panel.
18. Install the center duct.
19. Install the radio. Refer to RADIO, INSTALLATION .
20. Install the floor console. Refer to CONSOLE, FLOOR, INSTALLATION.
Fig. 315: Left Wire Harness

21. Connect the electrical connectors (1).

22. Install the driver side A-pillar trim. Refer to PANEL, A-PILLAR TRIM, INSTALLATION.

23. Install the end cap (1).

24. Install the driver side cowl trim panel. Refer to PANEL, COWL TRIM, SIDE, INSTALLATION.
25. Install the instrument cluster. Refer to BEZEL, INSTRUMENT CLUSTER, INSTALLATION.
26. Install the ignition switch.
27. Install the steering column. Refer to COLUMN, INSTALLATION .
INTERIOR
CAUTION
CAUTION
CAUTION: Do not attempt to remove interior trim panels or moldings without first
removing the necessary adjacent trim panels or moldings. To avoid
damaging the trim panels, ensure that all the fasteners are removed or
disengaged before attempting to remove interior trim panels or moldings.
Trim panels are somewhat flexible but can be damaged if handled
improperly.
BEZEL, SHIFTER
REMOVAL
REMOVAL


2. Remove the yellow stamped spring clip (2) from the knob (1) by grabbing the exposed tab with pliers and
pulling straight out.

the console bezel.
Fig. 320: Shifter Bezel Connectors

5. Disconnect the electrical connectors (1) and remove the shifter bezel.
INSTALLATION
INSTALLATION
Fig. 321: Shifter Bezel Connectors

1. Connect the electrical connectors (1) to the shift bezel.

2. Position the console bezel back into place and seat the clip fasteners fully.

3. Replace the yellow stamped clip (2) into the knob (1). The tab orients toward the outside of knob, not the

Fig. 325: Knob


CARPET, FLOOR
REMOVAL
REMOVAL
1. Remove the front seats. Refer to SEAT, FRONT, REMOVAL.

2. Remove the rear seat. Refer to SEAT, REAR, REMOVAL.
3. Remove the floor console. Refer to CONSOLE, FLOOR, REMOVAL.
4. Remove the front door sill scuff plates. Refer to PLATE, SCUFF, DOOR, REMOVAL.
5. Remove the cowl trim panels. Refer to PANEL, COWL TRIM, SIDE, REMOVAL.
6. Remove the rear passenger door sill scuff plates. Refer to PLATE, SCUFF, DOOR, REMOVAL.
7. Remove the lower B-pillar trim panels. Refer to PANEL, B-PILLAR TRIM, LOWER, REMOVAL.
8. Remove the rear load flooring. Refer to LOAD FLOOR, CARGO, REMOVAL and LOAD FLOOR,
FOOTWELL, REMOVAL.
9. Remove the quarter trim. Refer to PANEL, QUARTER TRIM, REMOVAL.
10. Remove the carpet from the vehicle.
INSTALLATION
INSTALLATION
1. Install the carpet in the vehicle.

2. Install the quarter trim. Refer to PANEL, QUARTER TRIM, INSTALLATION.
3. Install the load floor. Refer to LOAD FLOOR, CARGO, INSTALLATION and LOAD FLOOR,
FOOTWELL, INSTALLATION.
4. Install the floor console. Refer to CONSOLE, FLOOR, INSTALLATION.
5. Install the lower B-pillar trim panels. Refer to PANEL, B-PILLAR TRIM, LOWER,
INSTALLATION.
6. Install the rear passenger door sill scuff plates. Refer to PLATE, SCUFF, DOOR, INSTALLATION.
7. Install the cowl trim panels. Refer to PANEL, COWL TRIM, SIDE, INSTALLATION.
8. Install the front door sill scuff plates. Refer to PLATE, SCUFF, DOOR, INSTALLATION.
9. Install the rear seat. Refer to SEAT, REAR, INSTALLATION.
10. Install the front seats. Refer to SEAT, FRONT, INSTALLATION.
CONSOLE, FLOOR
REMOVAL
REMOVAL
Fig. 326: Screw Covers & Screws

1. Remove the shift bezel. Refer to BEZEL, SHIFTER, REMOVAL.

2. Place the seats into the full forward positions.
3. Remove the screw covers (2) and remove the screws (1).

the side covers (1).
Fig. 328: Shifter Electrical Connectors, Bolts & Shifter Assembly

5. Disconnect the shifter electrical connectors (3).

6. Remove the bolts (2) and remove the shifter assembly (1).
Fig. 329: Shifter Cable & Shifter

7. Disconnect the shifter cable (2) from the shifter (1).
Fig. 330: Front Screws

8. Remove the front screws (1).

Fig. 331: Side Screws, Electrical Connector & Floor Console

9. Remove the side screws (3).

10. Disconnect the front electrical connector (1) and remove the floor console (2).
INSTALLATION
INSTALLATION
Fig. 332: Side Screws, Electrical Connector & Floor Console

1. Position the floor console (2) back into the vehicle and connect the electrical connector (1).
2. Install the side screws (3) and tighten to 7 N.m (62 in. lbs.)
Fig. 333: Front Screws

3. Install the front screws (1).
Fig. 334: Shifter Cable & Shifter

4. Connect the shifter cable (2) to the shifter (1).

Fig. 335: Shifter Electrical Connectors, Bolts & Shifter Assembly

5. Install the shifter assembly (1) and install the bolts (2).
6. Tighten the bolts (2) to 7 N.m (62 in. lbs.)
7. Connect the shifter electrical connectors (3).

8. Position the side covers (1) back into place and seat the clip fasteners fully.
9. Install the shift bezel. Refer to BEZEL, SHIFTER, INSTALLATION.

10. Place the seats into the full forward positions.

11. Install the screws and tighten to 7 N.m (62 in. lbs.).
12. Install the screw covers (2) and seat fully.
CONSOLE, OVERHEAD, FRONT
DESCRIPTION
DESCRIPTION

An overhead console is standard on this vehicle and includes the following components:
 Overhead storage compartment (4)

 Front map/reading lamps switches (2)
 Power sunroof switch (7) - if equipped
 Universal transmitter (3) - if equipped
 Power rear liftgate (5) - if equipped
Fig. 339: Overhead Console Assembly & Four Snap Clips

The overhead console assembly (1) is mounted by four snap clips (2) securing it to a molded plastic retainer
bracket located above the headliner. The Electronic Overhead Module is secured to the overhead console with
screws and is only serviced as an assembly with the overhead console.
REMOVAL
REMOVAL


2. Pull downward on the sides of the overhead console housing firmly and evenly to disengage the snap
clips from the overhead console bracket.

3. Lower the overhead console far enough to access the wire harness connectors (1).
4. Disconnect the roof wire harness connectors from the connector receptacles.
5. Remove the overhead console.
INSTALLATION
INSTALLATION

1. Position the overhead console near the mounting location on the headliner.
2. Connect the roof wire harness connectors (1) to the overhead console connector receptacles.
3. Align the snap clips on the overhead console housing with their receptacles (2) in the overhead console
bracket.

4. Push upward firmly and evenly on the sides of the overhead console housing (1) over the snap clip
locations until the snap clips are fully engaged with their receptacles in the overhead console bracket.
HANDLE, GRAB, ROOF
REMOVAL
REMOVAL

1. Remove the grab handle screw covers (2).

2. Remove the screws (1) and remove the grab handle from the headliner.
3. Disconnect the electrical connector, if equipped.
INSTALLATION
INSTALLATION

1. Connect the grab handle electrical connector, if equipped.

2. Install the grab handles into the roof and seat fully.
3. Install the screws (1).
4. Position the screw covers (2) back and seat fully.
HEADLINER
REMOVAL
REMOVAL
Fig. 346: Screw Covers & Sun Visors

1. Remove the overhead console. Refer to CONSOLE, OVERHEAD, FRONT, REMOVAL.

2. Remove the screw covers (2) by unsnapping downwards and pulling towards the rear of vehicle.
3. Release the sun visors (1) from the sun visor support.
Fig. 347: Three Screws & Sun Visors

4. Remove the three screws (2) that secure the sun visors (1) to the roof panel and remove the sun visors
from the headliner.
5. If equipped, disconnect the illuminated vanity mirror wire harness connectors.
Fig. 348: Sun Visor Support, Screw Cover & Screw

6. Disengage the sun visor from the sun visor support (2).
7. Using a small flat bladed tool, or equivalent, open the screw cover (1).
8. Remove the screw (3) and remove the support (2).
Fig. 349: Front Electrical Connector & Wire Harness

9. Remove the A-pillar trim panels. Refer to PANEL, A-PILLAR TRIM, REMOVAL.
10. Disconnect the front electrical connector (2) and separate the wire harness (1) from the A-pillar.

11. Remove the grab handle screw covers (2).

12. Remove the screws (1) and remove the grab handles from the headliner.
13. Disconnect the electrical connector, if equipped.
Fig. 351: Bolts, Cover, Connectors

14. Remove the media system monitor (2), if equipped. Refer to MONITOR, MEDIA SYSTEM,
REMOVAL .
Fig. 352: Rear Electrical Connectors & Two Rear Push Pin Fasteners
15. Remove the upper B-pillar trim panels. Refer to PANEL, B-PILLAR TRIM, UPPER, REMOVAL.
16. Remove the C-pillar trim panels. Refer to PANEL, C-PILLAR TRIM, REMOVAL.
17. Remove the D-pillar trim panels. Refer to PANEL, D-PILLAR TRIM, REMOVAL.
18. Disconnect the rear electrical connectors (1).
19. Remove the two rear push pin fasteners (2).

20. For vehicles with a sunroof, separate the hook and loop fasteners (2) around the outside of the sunroof
opening.
CAUTION: Be careful not to crease the headliner.
21. Remove the headliner through the liftgate opening.
INSTALLATION
INSTALLATION

1. Position the headliner in the vehicle through the liftgate door opening.
Fig. 355: Rear Electrical Connectors & Two Rear Push Pin Fasteners
CAUTION: Be careful not to crease the headliner.
2. Connect the headliner wire harness connectors (1) located at the D-pillars.
3. Raise the rear of the headliner upward and install the rear push pin fasteners (2).

4. Raise the front of the headliner upward and install the sun visor supports. Refer to VISOR,
INSTALLATION.

5. If equipped, connect the illuminated vanity mirror wire harness connectors.
CAUTION: Make sure there are no wire harnesses in the way of the visor before
installation.
6. Position the visors back into place and seat into the roof fully.
7. Install the mounting screws (2).

8. Install the screw cover (2) by snapping into place.
Fig. 359: Front Electrical Connector & Wire Harness

9. Connect the front electrical connector (2) and secure the wire harness (1) to the A-pillar.
10. Install the A-pillar trim panels. Refer to PANEL, A-PILLAR TRIM, INSTALLATION.
11. Install the overhead console. Refer to CONSOLE, OVERHEAD, FRONT, INSTALLATION.

12. Connect the grab handle electrical connectors, if equipped.

13. Install the grab handles into the roof and seat fully.
14. Install the screws (1).
15. Position the screw covers (2) back and seat fully.
Fig. 361: Bolts, Cover, Connectors

16. Install the media system monitor (2), if equipped. Refer to MONITOR, MEDIA SYSTEM,
INSTALLATION .
17. Install the upper B-pillar trim. Refer to PANEL, B-PILLAR TRIM, UPPER, INSTALLATION.
18. Install the C-pillar trim. Refer to PANEL, C-PILLAR TRIM, INSTALLATION.
19. Install the D-pillar trim. Refer to PANEL, D-PILLAR TRIM, INSTALLATION.
LOAD FLOOR, CARGO
REMOVAL
REMOVAL






INSTALLATION
INSTALLATION




LOAD FLOOR, FOOTWELL
REMOVAL
REMOVAL
Fig. 370: Four Nuts & Footwell

1. Remove the front carpet. Refer to CARPET, FLOOR, REMOVAL.

2. Remove the four nuts (1) and remove the footwell (2).
INSTALLATION
INSTALLATION
Fig. 371: Four Nuts & Footwell

1. Install the footwell (2) and install the four nuts (1).
2. Install the front carpet. Refer to CARPET, FLOOR, INSTALLATION.
MIRROR, REARVIEW
REMOVAL
REMOVAL
WITHOUT SMARTBEAM
Fig. 372: Access Panel, Mirror Harness Connector, Harness Cover & Setscrew
1. If equipped, open the access panel (5) and disconnect the mirror harness connector (2).
2. Separate the harness cover (1) from the mirror base and position the harness aside.
3. Loosen the setscrew (4) that secures the mirror base to the bracket (3) on the windshield.
4. Slide the mirror base upward and off of the bracket (3).
WITH SMARTBEAM
Fig. 373: Mirror Trim Covers

1. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, separate the mirror trim covers (1) and
remove.
Fig. 374: Access Panel & Mirror Harness Connector

2. Open the access panel (2) and disconnect the mirror harness connector (3).
3. Release the harness push pin fastener (1) and position the wire harness aside.
Fig. 375: Mirror Assembly & Aluminum Button

4. Twist the mirror assembly (1) counterclockwise and release the mirror from the aluminum button (2)
attached to the windshield.
INSTALLATION
REAR VIEW MIRROR
WITHOUT SMARTBEAM
Fig. 376: Access Panel, Mirror Harness Connector, Harness Cover & Setscrew
1. Position the mirror base on the windshield bracket (3) and slide the mirror base downward onto the
bracket.
2. Tighten the setscrew (4) to 1.5 N.m (13 in. lbs.).
3. If equipped, connect mirror harness connector (2) and close the access panel (5).
4. Position the harness back and install the harness cover (1).
WITH SMARTBEAM
Fig. 377: Mirror Base & Button

1. Place the rearview mirror over the aluminum button in the upper center of the windshield.
2. Twist the mirror base onto the button in a counter clockwise direction to attach the mirror.
NOTE: Mirror must be fully seated or wedged onto the button before rotating.
NOTE: Mirror must be rotated in a counter clockwise direction to prevent the

mirror from touching the rain sensor.
Fig. 378: Access Panel & Mirror Harness Connector

3. Position the wire harness back into place and secure the push pin fastener (1) fully.
4. Connect the electrical connector (3) and install the cover (2).
Fig. 379: Mirror Trim Covers

NOTE: Rain sensor connection should be verified prior to install the mirror trim
covers.
5. Slide the right cover into place and seat fully.

6. Slide the left cover into place, clipping it onto the right cover and seat fully.
NOTE: Failure to calibrate the Smartbeam camera may diminish system

performance and cause Diagnostic Trouble Codes (DTCs) to set.
7. Perform the Smartbeam System Calibration Procedure. Refer to SMART BEAM, STANDARD
PROCEDURE .
REAR VIEW MIRROR SUPPORT BRACKET
1. Mark the position for the mirror bracket on the outside of the windshield glass with a wax pencil.
2. Clean the bracket contact area on the glass. Use a mild powdered cleanser on a cloth saturated with
isopropyl (rubbing) alcohol. Finally, clean the glass with a paper towel dampened with alcohol.
3. Sand the surface on the support bracket with fine grit-sandpaper. Wipe the bracket surface clean with a
paper towel.
4. Apply accelerator to the surface on the bracket according to the following instructions:
1. Crush the vial to saturate the felt applicator.
2. Remove the paper sleeve.
3. Apply accelerator to the contact surface on the bracket.
4. Allow the accelerator to dry for five minutes.
5. Do not touch the bracket contact surface after the accelerator has been applied.
5. Apply adhesive accelerator to the bracket contact surface on the windshield glass. Allow the accelerator
to dry for one minute. Do not touch the glass contact surface after the accelerator has been applied.
6. Install the bracket according to the following instructions:
1. Apply one drop of adhesive at the center of the bracket contact-surface on the windshield glass.
2. Apply an even coat of adhesive to the contact surface on the bracket.
3. Align the bracket with the marked position on the windshield glass.
4. 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 8-10 minutes. Remove any excess adhesive with an alcohol-dampened
cloth.
8. Allow the adhesive to cure for an additional 8-10 minutes before installing the mirror.
NOTE: Failure to calibrate the Smartbeam camera may diminish system

performance and cause Diagnostic Trouble Codes (DTCs) to set.
9. If equipped, perform the Smartbeam System Calibration Procedure after installing the mirror. Refer to
SMART BEAM, STANDARD PROCEDURE .
PANEL, A-PILLAR TRIM
REMOVAL
REMOVAL
Fig. 380: Clips & A-Pillar

1. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, release the clips (2) and separate the
A-pillar trim from the A-pillar (1).
INSTALLATION
INSTALLATION
Fig. 381: Clips & A-Pillar

1. Position the lower tabs (3) into the slots on the instrument panel (1) and position the trim panel into place.
2. Seat the clips (2) fully.
PANEL, B-PILLAR TRIM, LOWER
REMOVAL
REMOVAL
Fig. 382: Passenger Side Scuff Plate

secure the door sill scuff plate to the retaining clips in the door sill and remove the scuff plate.
Fig. 383: Door Seal


secure the lower B-pillar trim panel to the B-pillar.
INSTALLATION
INSTALLATION

1. Position the trim (1) back and seat the clips (2) fully.
Fig. 386: Door Seal

2. Position the door seal (1) back.


3. Position the scuff plates into place and seat the clips fully.
PANEL, B-PILLAR TRIM, UPPER
REMOVAL
REMOVAL
Fig. 388: Front Seat Belt Lower Anchor Cover, Front Seat Cushion Outboard Side Shield, Screw & Seat
Belt Lower Anchor
1. Adjust the front seat to its most forward position for easiest access to the front seat belt lower anchor
cover (2) and the B-pillar trim.
2. Grasp the upper edge of the lower anchor cover and pull it carefully upward and outward to unsnap it
from the front seat cushion outboard side shield (4).
3. Remove the screw (1) that secures the seat belt lower anchor (3) to the outboard side of the front seat
cushion frame.
Fig. 389: Retaining Clips & Upper Trim

4. Remove the lower B-pillar trim. Refer to PANEL, B-PILLAR TRIM, LOWER, REMOVAL.
secure the upper trim (3) to the pillar and remove the trim panel.
6. Remove the seat belt from the trim.
INSTALLATION
INSTALLATION
Fig. 390: Retaining Clips & Upper Trim

1. Position the seat belt through the hole in the trim.

2. Position the upper B-pillar trim panel (1) to the B-pillar and engage the upper retaining tabs (1) that
secure the trim panel to the B-pillar.
3. Seat the lower clips (2) fully.
4. Install the lower B-pillar trim. Refer to PANEL, B-PILLAR TRIM, LOWER, INSTALLATION.
Fig. 391: Front Seat Belt Lower Anchor Cover, Front Seat Cushion Outboard Side Shield, Screw &
Seat Belt Lower Anchor
5. Position the seat belt lower anchor (3) to the mounting hole on the outboard side of the front seat cushion
frame. Be certain that the seat belt webbing between the turning loop and the lower anchor is not twisted.
6. Install and tighten the screw (1) that secures the lower anchor to the seat. Tighten the screw to 54 N.m (40
ft. lbs.).
7. Install the lower anchor cover (2) onto the front seat cushion outboard side shield (4) by seating the
integral lower tab of the cover into position, then pushing inward using care to avoid breaking any of the
cover tabs.
PANEL, C-PILLAR TRIM
REMOVAL
REMOVAL
Fig. 392: Screw, Rear Outboard Seat Belt, Rear Seat Back Bracket & Rear Floor Panel
1. Remove the screw (1) that secures the rear outboard seat belt (4) lower anchor and the rear seat back
bracket (2) to the rear floor panel (3).

2. Position the door seal (1) aside.
Fig. 394: Side Upper Trim

secure the side upper trim (1) to the body.
Fig. 395: Upper Trim Panel

secure the upper trim (3) to the pillar and remove the trim panel.
6. Remove the seat belt from the trim.
INSTALLATION
INSTALLATION
Fig. 396: Upper Trim Panel

1. Position the seat belt through the hole in the trim.

2. Position the C-pillar trim panel (3) to the C-pillar and engage the upper retaining tabs (1) that secure the
trim panel to the C-pillar.
3. Seat the clips (2) fully.


5. Position the upper side trim (1) and seat the retaining clips fully.

Fig. 399: Screw, Rear Outboard Seat Belt, Rear Seat Back Bracket & Rear Floor Panel
7. Position the rear outboard seat belt (4) lower anchor to the rear seat back bracket (2) on the rear floor
panel (3). Be certain the seat belt webbing between the turning loop and the lower anchor is not twisted.
8. Install and tighten the screw (1) that secures the seat belt lower anchor and the rear seat back bracket to
the rear floor panel. Tighten the screw to 50 N.m (37 ft. lbs.).
PANEL, COWL TRIM, SIDE
REMOVAL
REMOVAL

Fig. 401: Door Seal


secure the cowl trim (1) and remove the cowl trim panel.
INSTALLATION
INSTALLATION

1. Position the cowl trim (1) back and seat the retaining clips (2) fully.
Fig. 404: Door Seal

2. Position the door seal (1) back.


3. Position the sill trim panel onto the door sill.

4. Seat the retaining tabs that secure the sill trim panel to the sill fully.
PANEL, D-PILLAR TRIM
REMOVAL
REMOVAL
Fig. 406: Trim Stick Upper & Liftgate Trim Panel & Retaining Clips
1. Remove the rear header trim panel (3). Refer to PANEL, HEADER, REAR, REMOVAL.

secure the side upper trim (1) to the body.
Fig. 408: Retaining Clips & Speaker Connector

4. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, release the retaining clips (3) and
separate the trim from the pillar.
5. If equipped, disconnect the speaker electrical connector (2).
6. Release the two tethers from the trim and remove the trim.
INSTALLATION
INSTALLATION
Fig. 409: Retaining Clips & Speaker Connector

1. Connect the two tethers to the trim panel (1).

2. If equipped, connect the speaker electrical connector (2).
3. Position the trim panel (4) back and engage the lower tabs (4) into the upper quarter trim panel.
4. Position the panel back onto the pillar and seat the retaining clips (3) fully.


6. Position the upper side trim (1) and seat the retaining clips fully.
7. Install the rear header panel. Refer to PANEL, HEADER, REAR, INSTALLATION.
PANEL, HEADER, REAR
REMOVAL
REMOVAL
secure the upper liftgate trim panel to the liftgate opening and remove the trim panel.
INSTALLATION
INSTALLATION

PANEL, QUARTER TRIM
REMOVAL
REMOVAL

1. Remove the load floor. Refer to LOAD FLOOR, CARGO, REMOVAL and LOAD FLOOR,
FOOTWELL, REMOVAL.
2. Remove the D-pillar trim. Refer to PANEL, D-PILLAR TRIM, REMOVAL.
3. Remove the rear door scuff plate. Refer to PLATE, SCUFF, DOOR, REMOVAL.
4. Position the door seal (1) aside.
Fig. 415: Quarter Trim Panel, Fasteners & Connector

5. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining fasteners (3)
that secure the quarter trim panel to the quarter panel.
7. If equipped, disconnect the power outlet wire harness connector (1).
INSTALLATION
INSTALLATION
Fig. 416: Quarter Trim Panel, Fasteners & Connector

1. Position the quarter trim panel (2) back into the vehicle.
4. For the right side, seat the three front push pins.
5. For the left side, seat the two front push pins.
7. For the right side, connect the power outlet electrical connector (1).
8. For the left side, connect the flash light electrical connector and the power liftgate switch, if equipped.

11. Install the rear door scuff plate. Refer to PLATE, SCUFF, DOOR, INSTALLATION.
12. Install the D-pillar trim. Refer to PANEL, D-PILLAR TRIM, INSTALLATION.
13. Install the load floor. Refer to LOAD FLOOR, CARGO, INSTALLATION and LOAD FLOOR,
FOOTWELL, INSTALLATION.
PLATE, SCUFF, DOOR
REMOVAL
REMOVAL

INSTALLATION
INSTALLATION

1. Align the retaining tabs on the door sill scuff plate with the retaining clips in the door sill and engage the
retaining tabs that secure the scuff plate to the door sill.
PLATE, SCUFF, LIFTGATE
REMOVAL
REMOVAL


INSTALLATION
INSTALLATION

SUPPORT, VISOR
REMOVAL
REMOVAL

1. Disengage the sun visor from the sun visor support (2).
2. Using a small flat bladed tool, or equivalent, open the screw cover (1).
3. Remove the screw (3) and remove the support (2).
INSTALLATION
INSTALLATION

1. Position the sun visor support (2) through the headliner and into the roof of the vehicle.
2. Seat the support fully and install the screw (3).
3. Close the screw cover (1).
VISOR
REMOVAL
REMOVAL

1. Put sun visor in downwards position.

2. Remove screw cover (2) by unsnapping downwards and pulling towards the rear of vehicle.
3. Disengage the sun visor (1) from the sun visor support.

4. Remove the two screws (2) that secure the sun visor (1) to the roof panel and remove the sun visor from
the headliner.
5. If equipped, disconnect the illuminated vanity mirror wire harness connector.
INSTALLATION
INSTALLATION
1. If equipped, connect the illuminated vanity mirror wire harness connector.

NOTE: SNAP SUNVISOR INTO PLACE USING: HAND PRESSURE

2. Locate the fasteners at the sun visor (1) area of headliner.

3. Install the mounting screws (2).
4. Engage the sun visor (1) into the sun visor support.

5. Install the screw cover (2) by snapping into place.

6. Check for clearance and binding by moving the sun visor up and down.
DECKLID/HATCH/LIFTGATE/TAILGATE
LAMP BAR, EXTERIOR HANDLE
REMOVAL
REMOVAL

1. Open liftgate (2) and remove liftgate trim. Refer to PANEL, TRIM, REMOVAL.
2. Locate and remove four fasteners from the back of the light bar assembly (1).
3. Disconnect wiring harness
4. Remove light bar from liftgate.
INSTALLATION
INSTALLATION

1. Align light bar assembly (1) with holes in liftgate and insert into liftgate
2. With liftgate (2) in the open position, install four fasteners from the inside of the liftgate.
3. Tighten the fasteners to 7.5 N.m (66 in.pds.)

4. Reconnect the wiring harnesses
5. Install liftgate interior trim. Refer to INSTALLATION.
PROP ASSEMBLY, POWER
REMOVAL
REMOVAL
Fig. 430: Mount, Liftgate Strut & Liftgate

1. Open and support the liftgate with a suitable prop or block.

2. Locate the mount (2) for the liftgate strut (3) on the liftgate (1).
Fig. 431: Removing Support Cylinder

3. 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. 432: Rubber Grommet & Liftgate Strut

4. Remove the rubber grommet (1) to gain access to the liftgate strut (3) connector.
Fig. 433: Connector & Strut

5. Disconnect the connector (2).

6. Remove the strut (1) from the vehicle.
INSTALLATION
INSTALLATION
Fig. 434: Connector & Strut


2. Locate the ball mount (3) for mounting the strut (1) onto the vehicle.
3. Install the liftgate strut onto the vehicle by pressing into place until clip is seated fully.
4. Route the wiring harness through the access hole on body and connect the connectors (2).
Fig. 435: Rubber Grommet & Liftgate Strut

5. Install the rubber grommet (1) into the access hole.
Fig. 436: Mount, Liftgate Strut & Liftgate

6. Locate the mount (2) on the liftgate, to mount the strut.

7. Install the strut (3) onto the liftgate (1) by applying moderate hand pressure until clip is seated fully.
8. Test strut for proper operation.
GLASS, FLIP-UP
REMOVAL
REMOVAL
Fig. 437: Through Glass Screws, Hinge & Nuts

1. Open the liftgate glass.

2. Disconnect heated glass and wiper module electrical connectors.
3. Remove the four mounting screws through the glass (4).
4. Remove the hinges nuts (5).
5. Open liftgate (1).

6. Remove the upper header cover (3).

7. Disconnect the courtesy light connector.
8. Disconnect third brake light wiring connector and washer solvent supply hose.
Fig. 439: Spoiler, Solvent Supply Line, Hinges & Mounting Holes
9. Lower tailgate.
10. Disconnect the rear washer supply hose grommet (4).
11. Lift and remove the spoiler (1).
Fig. 440: Liftgate Glass, Support Cylinders & Ball Studs

12. Open liftgate glass (1) and support.

13. Disconnect glass support cylinders (3) at the glass mounted ball studs (4). Refer to PROP, GAS,
REMOVAL.
Fig. 441: Liftgate Glass, Hinge Nuts, Support Cylinder & Glass Holding Nuts
14. Close the glass but do not latch it in the closed position.
15. Remove the rear glass holding nuts (1).
NOTE: Some assistance may be necessary for glass removal.
16. Remove the liftgate glass (4).

17. Remove the rear wiper module. Refer to REAR .
INSTALLATION
INSTALLATION
NOTE: Some assistance may be necessary for glass installation.
1. Position liftgate glass on vehicle.

2. Install hinge nuts (1). Center glass to liftgate. Tighten hinge bolts to 5 N.m (44 in. lbs.).
3. Following a torque sequence, (outer left; outer right; inner right; inner left) tighten hinge bolts to 5 N.m
(44 in. ibs.)
4. Open and support the glass.
5. Install support cylinders (3). Refer to PROP, GAS, INSTALLATION.
Fig. 443: Heated Liftgate Glass Electrical Connector

6. Open tailgate.
7. Connect heated glass electrical connector (2).
8. Adjust liftgate glass as necessary. Refer to GAP AND FLUSH, SPECIFICATIONS.
9. Install the rear washer solvent supply line (4) to the spoiler (1).
10. Connect third brake light wiring connector.
11. Align the spoiler at the hinges (2) and at the mounting holes (3) through the liftgate glass.

12. Carefully lift glass.

13. Install the hinge nuts (5). Tighten to 7 N.m (60 in. lbs.).
14. Install the spoiler mounting screws (4). Tighten to 5.5 N.m (49 in. lbs.).
15. Connect the courtesy light (2) connector.

16. Install the upper cover (3).
17. Check flip-up glass and hatch (1) for proper operation.
HANDLE, EXTERIOR
REMOVAL
REMOVAL

1. With liftgate unlatched, disconnect and isolate the battery negative cable.
2. Remove the trim panel from the inside of the liftgate. Refer to PANEL, TRIM, REMOVAL.
Fig. 448: Electrical Connectors, Latch & Actuator Cable

3. Disconnect the electrical connectors (3, 5) at the latch (4).

4. Disconnect actuator cable (2) from exterior handle.
Fig. 449: Two Nuts

5. Reach through the clearance hole in the inside of the liftgate panel on each side of the latch, to access and
remove the two nuts (1) that secure the handle to the liftgate.
Fig. 450: Handle & Liftgate

6. Remove the handle (2) from the liftgate (1).
INSTALLATION
INSTALLATION
Fig. 451: Handle & Liftgate

1. Position the latch handle (2) onto the outside of the liftgate (1).
Fig. 452: Two Nuts

2. Working through the clearance hole in the inside of the liftgate panel, install the two nuts (2).
3. Tighten the nuts to 6 N.m (55 in. lbs.).

4. Connect the electrical connectors.

5. Connect the latch cable (2) to the exterior handle.

6. Install the lower trim panel (2) onto the inside of the liftgate. Refer to PANEL, TRIM,
INSTALLATION.
HINGE
REMOVAL
REMOVAL
1. Release the liftgate glass latch.

3. Remove the rear header trim panel (3). Refer to PANEL, HEADER, REAR, REMOVAL.
4. Disconnect the courtesy light connector.
5. Disconnect the wiring to the heated glass and wiper module.

NOTE: It is not necessary to remove the liftgate to replace one or both hinges.
The hinges can be replaced one at a time.
6. Mark the hinge body half location on the upper liftgate opening header to aid reinstallation.
7. Remove the nuts (5) that secure the spoiler to the hinge (2) to the liftgate.
8. Remove the four mounting through glass screws (4).
9. Lower liftgate.
10. Remove the spoiler (1). Refer to SPOILER, REMOVAL.
NOTE: Some assistance may be necessary for removal of the flip glass and the
liftgate.
11. Remove the flip glass struts (3) from the glass.
12. Remove the four nuts (1) the hold the rear flip glass (4) to the liftgate hinges.
13. Remove the glass (4) from the liftgate.
Fig. 459: Liftgate & Support Struts

15. If the liftgate is being replaced, remove the liftgate support struts (2) at the liftgate. Refer to PROP, GAS,
REMOVAL.
Fig. 460: Nuts, Header, Bolts & Hinges

16. Carefully pull the edge of the side panels downward from the header far enough to access and remove the
nuts (3) that secure the hinge studs to the underside of the header (4).
17. Remove the bolts (1) that secure the hinge to the liftgate.
18. Remove the hinges (2) from the vehicle.
INSTALLATION
INSTALLATION

NOTE: It is not necessary to remove the liftgate to replace one or both hinges. The
hinges can be replaced one at a time.
NOTE: Use a suitable body sealer on the hinge to body mating surfaces prior to
installation.
1. Position the liftgate hinge (2) to the upper liftgate opening header (4) on the vehicle.
2. Carefully pull the upper edge of the side panels downward from the header far enough to install and
tighten the nut (3) to 63 N.m (46 ft. lbs.).
3. Position the liftgate to the liftgate half of the hinge (1) on the vehicle.
4. Install and tighten the two fasteners (1) that secure the hinge to the liftgate.
5. Tighten the fasteners to 28 N.m (21 ft. lbs.).
6. Install the support struts. Refer to PROP, GAS, INSTALLATION.
7. Remove the support from the liftgate.
NOTE: Some assistance may be necessary for glass placement.
8. Install the flip glass onto the liftgate hinges. Refer to GLASS, FLIP-UP, INSTALLATION.
9. Adjust glass to the seal properly to the liftgate.
10. Install the spoiler to the liftgate. Refer to SPOILER, INSTALLATION.

11. Check the liftgate for proper alignment and operation. Refer to GAP AND FLUSH,
SPECIFICATIONS.
12. Check for water leaks at hinge to body screws.
13. Install the rear header trim panel. Refer to PANEL, HEADER, REAR, INSTALLATION.
14. Check liftgate and liftgate glass alignment and operation. Adjust as needed.
LATCH
REMOVAL
REMOVAL


2. Remove the trim panel (1) from the liftgate (4). Refer to PANEL, TRIM, REMOVAL.

3. Remove exterior release cable (2) at the handle.

4. Disconnect the electrical connectors (3, 5) at the latch (4).
Fig. 467: Three Screws, Latch & Liftgate

5. Remove the three screws (3) that secure the latch (2) to the liftgate (1).
6. Remove the liftgate latch (2) from the vehicle.
INSTALLATION
INSTALLATION
Fig. 468: Three Screws, Latch & Liftgate

1. Position the latch (2) onto the inside of the liftgate (1).
2. Install and tighten the three bolts (3) that secure the latch (2) to the inside of the liftgate.
3. Tighten the bolts to 12 N.m (9 ft. lbs.).

4. Connect the latch release cable (2) to the handle and seat the support clips.
5. Connect electrical connectors (3, 5) to the latch (4).

6. Install the trim panel. Refer to PANEL, TRIM, INSTALLATION.

LATCH, FLIP-UP GLASS
REMOVAL
REMOVAL

NOTE: Before disconnecting battery. Check to see if the rear glass is released from the
latch.

2. Remove the trim panel from the liftgate (1). Refer to PANEL, TRIM, REMOVAL.
Fig. 472: Liftgate Glass Latch, Connectors & Nuts

3. Using a grease pencil or equivalent, mark the position of the latch to aid installation.
4. Disconnect the electrical connectors (4) from the liftgate glass latch (3).
5. Remove the two nuts (2) that secure the latch (3) to the inside of the liftgate.
6. Remove the liftgate glass latch (3) from the vehicle.
INSTALLATION
INSTALLATION
Fig. 473: Liftgate Glass Latch, Connectors & Nuts

1. Position the latch (3) into the inside of the liftgate (1) and align using the marks made during removal.
2. Install and tighten the two nuts (2). Tighten the bolts to 13 N.m (10 ft. lbs.).
3. Connect electrical connectors (4) to the latch (3).
4. Check and adjust the glass position, if necessary. Refer to GAP AND FLUSH, SPECIFICATIONS.

5. Install the trim panel. Refer to PANEL, TRIM, INSTALLATION.

LIFTGATE
ADJUSTMENTS
ADJUSTMENTS
NOTE: The position of the liftgate can be adjusted upward or downward by the use of
slots in the hinge. An inward or outward adjustment is achieved by use of slots
in the body. If an inward or outward adjustment is needed, use a body sealer on
the hinge to body mating surface.
IN/OUT
1. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the upper rear headliner trim
(2).

2. For the upper lift gate adjustments, loosen the six hinge to header fasteners (2 and 3) and adjust to
specifications. Refer to GAP AND FLUSH, SPECIFICATIONS.
3. Tighten the hinge bolts to 28 N.m (21 ft. lbs.).
Fig. 477: Identifying Striker & Screws

4. For the lower lift gate adjustments, remove liftgate scuff trim. Refer to REMOVAL.
5. Loosen the striker screws (2) and adjust to specifications. Refer to GAP AND FLUSH,
SPECIFICATIONS.
6. Tighten the striker screws to 28 N.m (21 ft. lbs.).
7. Position the upper rear headliner trim and seat fully.
8. Position liftgate scuff plate trim and seat fully.
UP/DOWN AND LEFT/RIGHT


1. Remove liftgate scuff trim. Refer to PLATE, SCUFF, LIFTGATE, REMOVAL.

2. Loosen the hinge to liftgate bolts (1).

3. Loosen the striker screws (1).

4. Adjust the liftgate up/down position and tighten the hinge bolts to 28 N.m (21 ft. lbs.). Refer to GAP
AND FLUSH, SPECIFICATIONS.
5. Confirm the lower liftgate in/out position and tighten the striker screws to 28 N.m (21 ft. lbs.).
6. Replace liftgate scuff plate trim. Refer to PLATE, SCUFF, LIFTGATE, INSTALLATION.
REMOVAL
REMOVAL
1. Open and support the liftgate.

2. Using a trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the upper rear headliner trim.
WARNING: Do not disconnect the support rod cylinders with the liftgate closed.
The support rod pistons are operated by high pressure gas. This
pressure could cause damage and/or personal injury if they are
removed while the pistons are compressed.
WARNING: Failure to follow these instructions may result in possible serious or

fatal injury.

3. Remove the support struts (2) from the liftgate (1). Refer to PROP, GAS, REMOVAL.

4. Disconnect the wire harnesses and the washer hose.

5. Using a grease pencil or equivalent, mark the hinge location.
6. Remove the liftgate to body fasteners (1 and 3) and remove liftgate from vehicle.
INSTALLATION
INSTALLATION

1. Position the liftgate onto the vehicle.

2. Install the four hinge to liftgate bolts (1) and tighten the to 28 N.m (21 ft. lbs.).
3. Install two hinge to header nuts (3) and tighten to 63 N.m (46 in. lbs.).

4. Install the support struts (2). Refer to PROP, GAS, INSTALLATION.

5. Connect wiring harnesses and washer hose.
6. Check and adjust the liftgate if necessary. Refer to LIFTGATE, ADJUSTMENTS.
7. Position the upper rear headliner trim (3) and seat fully.
PANEL, TRIM
REMOVAL
REMOVAL


2. Using a trim stick or another suitable wide flat-bladed tool, release the six lower retaining clips (3) and
carefully pry the trim panel (1) away from the inside of the liftgate (4).
3. Carefully release the upper retaining clips (2) and separate the trim panel completely from the liftgate.
4. Disconnect the trim panel lighting connectors.
5. Remove the liftgate lower trim panel from the vehicle.

6. Remove flip glass weather strip.

7. Remove the upper trim panel (2) using a trim stick or another suitable wide flat-bladed tool, carefully pry
the trim panel away from the inside of the liftgate (1) to release the fasteners that secure the panel to the
liftgate.
INSTALLATION
INSTALLATION

1. Using hand pressure, press firmly and evenly on the upper trim panel (2) over each of the fastener
locations until the fasteners are fully engaged in the holes on the inside of the liftgate.
2. Install the flip glass weather-strip.
4. Check to be certain that the fasteners are properly installed and in good condition on the inside of the trim
panel.

5. Connect the lighting connector.

6. Position the top of the liftgate trim (1) onto the liftgate and seat the upper retaining clips (2) fully.
7. Using hand pressure, press firmly and evenly on the trim panel (1) over each of the six lower retaining
clip locations (3) until the clips are seated fully in the holes on the inside of the liftgate.
8. Secure the trim panel (2) to the inside of the liftgate.
PROP, GAS
REMOVAL
REMOVAL
LIFTGATE GLASS SUPPORT CYLINDERS
WARNING: Do not remove the liftgate glass support rods with the glass closed. The
support rod 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 rods.
WARNING: Failure to follow these instructions may result in possible serious or fatal
injury.
1. Open and support the lift gate glass with a suitable prop or block.
NOTE: Lift the clips (1) only enough to release the ball studs (3).
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. 490: Removing Support Cylinder

1 - BALL SOCKET
2 - RETAINING CLIP
3 - FLAT BLADED TOOL
4 - BALL STUD

1 - RETAINING CLIP
2 - BALL SOCKET
3 - BALL STUD
3. Remove the support cylinder from the upper and lower ball studs (3).
LIFTGATE SUPPORT CYLINDERS


WARNING: Do not remove the liftgate support rods with the liftgate closed. The
injury.

2. Locate the retaining clips for the support strut (2).
3. Using a small flat bladed tool, or equivalent, release the retaining clips while pulling the ball socket away
from the ball stud.
INSTALLATION
INSTALLATION
LIFTGATE GLASS SUPPORT CYLINDERS


1 - RETAINING CLIP
2 - BALL SOCKET
3 - BALL STUD
WARNING: Do not remove the liftgate glass support rods with the glass closed. The
pistons compressed (glass closed). Once removed, do not attempt to
1. Make sure the retaining clips (1) are seated into the ball socket (2) fully.
LIFTGATE SUPPORT CYLINDERS


WARNING: Do not remove the liftgate support rods with the liftgate closed. The
1. If removed, install the studs and tighten to 30 N.m (22 ft. lbs.).
NOTE: Make sure the arrow on the label is pointing down.
2. Install the support cylinder (2) over the ball studs with the thin end connected to the liftgate and the
retaining clips snapping into place.
3. Install the support cylinders (2) onto the vehicle with the large black end situated at the top of the liftgate.
SPOILER
REMOVAL
REMOVAL


2. Locate the four mounting screws (4) for the spoiler, through the glass and remove.
3. Remove the hinge nuts (5).
4. Remove the header trim (3).

5. Disconnect the electrical connector to the courtesy light (2).
6. Disconnect the washer solvent supply hose and the electrical connector.
7. Lower the liftgate.

8. Pivot the spoiler (1) towards the front of the vehicle.
9. Remove the washer solvent grommet (4).
10. Remove spoiler from vehicle.
INSTALLATION
INSTALLATION
1. Lift spoiler (1) into place and pivot towards the front of the vehicle.
2. Feed the washer solvent and electrical connectors through there access hole in vehicle.
3. Attach the washer solvent supply hose grommet (4) and electrical connectors.
4. Lower spoiler into position.
5. Align spoiler with the hinges (2) and the holes (3) in the rear glass.

6. Install the through glass mounting screws (4) tighten to 5.5 N.m (49 in. lbs.).
7. Install the hinge nuts (5) tighten 6.8 N.m (60 in. lbs.).
8. Install upper cover (3).

9. Check for proper alignment.
STRIKER, LATCH
ADJUSTMENTS
ADJUSTMENT

1. Remove liftgate scuff trim. Refer to PLATE, SCUFF, LIFTGATE, REMOVAL.

2. Using a grease pencil or equivalent, mark the position of the striker (1) to aid in adjustment.
3. Loosen the striker bolts (2).
4. Change the striker position to adjust the lower liftgate gap and flush measurement. Refer to GAP AND
FLUSH, SPECIFICATIONS.
5. Tighten the bolts to 28 N.m (21 ft. lbs.).
REMOVAL
REMOVAL
Fig. 502: Scuff Plate Trim Panel

1. Remove the scuff plate trim panel (2) from the inside of the liftgate opening lower panel. Refer to
PLATE, SCUFF, LIFTGATE, REMOVAL.
Fig. 503: Latch Striker & Two Fasteners

2. Mark the latch striker (2) location on the inside of the liftgate opening with a grease pencil to aid
reinstallation.
3. Remove the two fasteners (1) that secure the latch striker to the inside of the liftgate opening lower panel.
4. Remove the latch striker from the vehicle.
INSTALLATION
INSTALLATION
Fig. 504: Latch Striker & Two Fasteners

1. Position the liftgate latch striker (2) to the inside of the liftgate opening lower panel and align using the
marks made during removal.
2. Install and tighten the two screws (1) that secure the latch striker to the liftgate opening lower panel.
Tighten the screws to 28 N.m (21 ft. lbs.).
3. Adjust the latch striker position as necessary to achieve proper liftgate latch operation.
Fig. 505: Scuff Plate Trim Panel

4. Install the scuff plate (2). Refer to PLATE, SCUFF, LIFTGATE, INSTALLATION.
5. Check and adjust the striker if necessary. Refer to STRIKER, LATCH, ADJUSTMENTS.
PAINT
SPECIFICATIONS
SPECIFICATION
NOTE: Because of late model changes to the available paint colors for each vehicle the
current color codes can be found on the Vehicle Certification Label. Refer to
VEHICLE CERTIFICATION LABEL, DESCRIPTION .
EXTERIOR COLOR CHRYSLER CODE

Inferno Red Crystal ARH
White Gold Metallic Clearcoat HWL
Rugged Brown Pearlcoat GTW
Blackberry Pearlcoat HBV
Dark Charcoal Pearlcoat HAV
Natural Green Pearlcoat HGN
Bright Silver Metallic Clearcoat WSB
Brilliant Black Crystal Pearlcoat AXR
Stone White Clearcoat SW1
INTERIOR COLORS
INTERIOR COLOR CHRYSLER CODE
Black X9
Dark Graystone/Medium Craystone D3
Black/Light Frost Beige XL
Dark Frost Beige/Light Frost Beige L9
Black/New Saddle XT
SEATS
WARNING
WARNINGS


the side curtains 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.
instrument panel component diagnosis or service. Disconnect and isolate
the battery negative (ground) cable, then wait two minutes for the system


retractor, proper care should be exercised to keep fingers out from under
the retractor cover or buckle scabbard and away from the seat belt
webbing where it exits from the retractor cover or buckle cable where it
exits from the scabbard.
coatings and are specifically designed for the SRS. Any time a new
COVER, SEAT BACK, FRONT
REMOVAL
REMOVAL
Fig. 506: Lower Back Panel Retaining Clips

SEATS, WARNING.
4. Remove the front seat. Refer to SEAT, FRONT, REMOVAL.
5. Remove the side shields. Refer to SIDE SHIELDS, SEAT CUSHION, FRONT, REMOVAL.
6. Release the lower back panel retaining clips (2).
7. Lift the bottom of the back panel (1) up at the bottom.
Fig. 507: Back Panel & Upper Hooks/Clips

8. Slide the back panel (3) down and release the upper hooks/clips (2).
Fig. 508: Back Panel & Side Hooks

9. Slide the back panel (1) sideways and release the side hooks (2)
10. Remove the back panel (1).
Fig. 509: Screws & Inner Side Shields

11. Remove the screws (2) and remove the inner side shields (1).
Fig. 510: Seat Cover J-Straps

12. Release the seat cover J-straps (1).

13. Remove the headrest. Refer to HEADREST, FRONT, REMOVAL.
Fig. 511: Lower Cover & Lower Cover Straps

14. Release the lower J-straps and separate the lower cover (1).
15. Release the lower cover straps (2).
Fig. 512: Cover

16. Position the cover (1) aside.
Fig. 513: Trim Ring

17. Carefully remove the trim ring (1).
Fig. 514: Headrest Sleeve Removal

18. Squeeze the locking tab (3) and remove the headrest sleeves (1) and remove the cover.
Fig. 515: Front Seat Back Frame, Seat AirBag (SAB) & SAB Jumper Wire Harness
CAUTION: During removal of the seat back trim cover, be certain not to tear or
damage the integral nylon pouch that contains the Seat AirBag
(SAB). If the nylon pouch or the trim cover are torn or damaged, the
entire front seat back trim cover must be replaced with a new unit.
CAUTION: Do not pull on the Seat AirBag (SAB) jumper wire harness take out or
pry on the connector insulator to disengage the connector from the
SAB inflator connector receptacle. Improper removal of this take out
and its connector insulator can result in damage to the airbag
circuits or the connector insulator.
19. Disconnect the SAB jumper wire harness (1) connector from the SAB inflator. Slide the yellow locking
tab down, then squeeze the two latch tabs on the connector insulator. Pull the insulator straight out from
the inflator to disconnect it from the connector receptacle.
20. Remove the two nuts (4) that secure the SAB to the outboard side of the seat back frame.
21. Grasp the outboard side of the seat back trim cover and pull the trim cover and cushion over the top of the
seat back frame. This will allow room to remove the SAB without damaging the trim cover or the
cushion.
22. Working between the seat back trim cover and the seat back frame carefully disengage the two SAB studs
from the nylon pouch and slide the unit out of the pouch. Be certain not to tear or damage the nylon
pouch or the trim cover.
Fig. 516: Cover, Seat Cushion Foam & Strip Fasteners

23. Separate the seat back cushion and cover from the frame and remove.
24. Open the cover (1) and expose the strip fasteners (2).
25. While pulling down on the seat cushion foam (3), slide the strip fasteners (2) out of the foam and release.
INSTALLATION
INSTALLATION
Fig. 517: Strip Fasteners & Seat Foam Clips

1. Position the seat back foam on the seat back frame, if required.
2. Position the seat back cover over the seat back foam and seat the strip fasteners (1) into the seat foam
clips (2) fully and secure the hook and loop fastener strips.
Fig. 518: Front Seat Back Frame, Seat AirBag (SAB) & SAB Jumper Wire Harness
CAUTION: The Seat AirBag (SAB) must be installed into the nylon pouch
integral to the front seat back trim cover before the SAB or the trim
cover are installed on the front seat back frame. Failure to do so will
adversely affect the function of the SAB system.
3. Carefully slide the Seat AirBag (SAB) unit (2) into the nylon pouch integral to the outboard side of the
front seat back trim cover and engage the two airbag studs through the holes provided in the pouch. Be
certain not to tear or damage the nylon pouch or the trim cover.
4. Position the SAB and seat back trim cover as a unit to the outboard side of the seat back frame (3) and
insert the SAB mounting studs through the mounting holes in the frame.
5. Install and tighten the two nuts (4) that secure the SAB to the outboard side of the seat back frame.
Tighten the nuts to 10 N.m (88 in. lbs.).
6. Reconnect the seat jumper wire harness (1) connector to the SAB inflator. Be certain that the connector
latches and lock are fully engaged.
Fig. 519: Trim Ring

7. Install the headrest sleeves.

8. Carefully install the trim ring (1).
Fig. 520: Cover

9. Position the cover (1) back over the trim ring.
Fig. 521: Lower Cover & Lower Cover Straps

10. Secure the lower cover straps (2).

11. Position the lower cover (1) back into place and secure the lower J-straps.
Fig. 522: Seat Cover J-Straps

12. Secure the J-straps (1).

13. Install the headrest. Refer to HEADREST, FRONT, INSTALLATION.
Fig. 523: Screws & Inner Side Shields

14. Install the inner side shields (1) and Install the screws (2).
Fig. 524: Back Panel & Upper Hooks/Clips

15. Position the back panel (3) back onto the seat back and slide the panel up to secure the upper panel
hooks/clips (2) fully against the seat back frame (1).
Fig. 525: Middle Panel Hooks & Lower Clips

16. Secure the middle panel hooks (1) and seat the lower clips (2) fully.
17. Install the side shields. Refer to SIDE SHIELDS, SEAT CUSHION, FRONT, INSTALLATION.
18. Install the seat. Refer to SEAT, FRONT, INSTALLATION.
COVER, SEAT BACK, REAR
REMOVAL
REMOVAL
SEAT BACK
Fig. 526: Electrical Connectors & Side Cover

1. Remove the rear seat assembly. Refer to SEAT, REAR, REMOVAL.

2. Remove the recliner handle.
3. Remove the side cover.
4. Disconnect the recliner cable from arm.
Fig. 527: Seat Back Pivot Bolts

6. Remove the seat back pivot bolts.
COVER - 40% SEAT BACK
1. Place the seat back face down on a clean work surface.

2. Remove the headrest. Refer to HEADREST, REAR, REMOVAL.
Fig. 528: Anchor Bezel & Seat Back Panel

3. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the anchor bezel (1) from the
seat back panel (2).
Fig. 529: Lower J-Straps, Zippers & Seat Belt Anchor

4. Release the seat back cover lower J-straps (1).

5. Release the two side zippers (2).
Fig. 530: Upper Push Pins, Seat Back Panel & Lower Push Pins
6. Open the seat back cover and remove the upper push pins (2) from the seat back panel (1).
7. Remove the lower push pins (3) and release the seat cover straps.
8. Remove the seat back panel (1).


1. Place the seat back face down on a clean work surface.

2. Remove the outer headrest. Refer to HEADREST, REAR, REMOVAL.
3. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the anchor bezels (1) from the
seat back panel (2).
Fig. 533: Lower J-Straps

4. Release the seat back cover lower J-straps (1).
Fig. 534: Two Side Zippers

5. Release the two side zippers (2).
Fig. 535: Upper Push Pins & Seat Back Panel

6. Open the seat back cover and remove the upper push pins (1) from the seat back panel (2).
7. Remove the lower push pins and release the seat cover straps.
8. Remove the seat back panel (2).
Fig. 536: Headrest Release Tabs

9. Push in the buttons on both headrest sleeves, pull the center headrest up and remove.
Fig. 537: Strap, Center Headrest Sleeves & Armrest Trim

10. Remove the center seat belt bezel.

11. Release the strap (2) and remove the center headrest sleeves (1).
12. Remove the armrest trim (3).
Fig. 538: Right Side Cushion & Cover, Armrest Pivot Bolt
13. Position aside the right side cushion and cover (2) and remove the armrest pivot bolt (1).
Fig. 539: Right Side & Armrest

14. Rotate the right side (1) of the armrest (2) down and release the armrest from the seat back assembly.
Fig. 540: Eight Push Pin Fasteners & Upper Cover

15. Remove the eight push pin fasteners (2) and separate the upper cover (1) at the headrest mount.

INSTALLATION
INSTALLATION
Fig. 542: Seat Back Foam & Seat Back Frame

2. Route the seat belt and headrest rods through the seat back cover, position the cover over the foam (2).

3. Seat the strip fasteners (1) into the seat foam clips (2) fully and secure the hook and loop fastener strips.
Fig. 544: Eight Push Pin Fasteners & Upper Cover

4. Position the cover (1) back in the armrest well and seat the eight push pin fasteners (2) fully.
Fig. 545: Right Side & Armrest

5. Position the armrest back into the well and engage the left pivot pin.
6. Rotate the armrest back up into the installed position.
Fig. 546: Right Side Cushion & Cover, Armrest Pivot Bolt
7. Position the foam (2) aside.

8. Make sure the right pivot pin is position correctly and install the armrest pivot bolt (1).
9. Tighten the pivot bolt (1) to 22.5 N.m (16.5 ft. lbs.)
Fig. 547: Strap, Center Headrest Sleeves & Armrest Trim

10. Install and seat the armrest trim (3) fully.

11. Connect the strap (2).
12. Install the headrest sleeves (1) and seat fully.
13. Install the center seat bezel and seat fully.
Fig. 548: Headrest Release Tabs

14. Press the headrest sleeve release buttons and install the center headrest.
Fig. 549: Upper Push Pins & Seat Back Panel

15. Install the seat back panel (2).

16. Install the lower seat cover straps and push pins.
17. Install the remaining push pins (1) and seat fully.
Fig. 550: Two Side Zippers

18. Lower the rear of the seat back cover (1) and secure the side zippers (2).
Fig. 551: Lower J-Straps

19. Secure the seat back cover (2) lower J-straps (1).

20. Install the seat belt anchor (1) bezels and seat fully.
21. Install the outer headrests. Refer to HEADREST, REAR, INSTALLATION.
22. Install the seat back assembly. Refer to SEAT BACK.


2. Position the seat back cover over the seat back foam and seat the strip fasteners (1) into the seat foam
clips (2) fully and secure the hook and loop fastener strips.
Fig. 554: Upper Push Pins, Seat Back Panel & Lower Push Pins
3. Install the seat back panel (1).

4. Install the lower seat cover straps and push pins (3).
5. Install the remaining push pins (2) and seat fully.
Fig. 555: Lower J-Straps, Zippers & Seat Belt Anchor

6. Lower the rear of the seat back cover and secure the side zippers (1).
7. Install the seat belt anchor (2) bezel and seat fully.
8. Secure the seat back cover lower J-straps (3).
9. Install the outer headrests. Refer to HEADREST, REAR, INSTALLATION.
10. Install the seat back assembly. Refer to SEAT BACK.
SEAT BACK

1. Position the seat back assembly onto the seat cushion assembly and install the pivot bolts (1).
2. Tighten the pivot bolts (1) to 22.5 N.m (16.5 ft. lbs.)
Fig. 557: Seat Cushion Cable Housing & Cable End

3. Secure the seat cushion cable housing (2) to the seat back assembly and connect the cable end (1) to the
arm.

4. Install the side covers (2).


5. Connect the cable (2) if necessary.

6. Install the side cover (1).
8. Install the side covers.
9. Install the recliner handle.
10. Install the seat. Refer to SEAT, REAR, INSTALLATION.
COVER, SEAT CUSHION, FRONT
REMOVAL
REMOVAL
Fig. 560: Seat Cushion Clamps & Bolts

SEATS, WARNING.
2. Remove the front seat. Refer to SEAT, FRONT, REMOVAL.
3. Remove the bolts (2) and the clamps (1) and remove the seat cushion.
Fig. 561: Rear J-Straps

5. Separate the rear J-straps (1) and seat cushion cover and foam.
Fig. 562: Front Seat Cushion

6. Lift the front of the seat cushion (2) up and slide out from under the seat back cushion (1).
Fig. 563: J-Straps

7. Release the j-straps (1) and separate the seat cushion assembly from the seat pan.

8. Unwrap the seat cushion cover from the seat cushion foam and release the hook and loop fasteners.
9. While pulling down on the side of the seat cushion foam (3), slide out the retaining clips to separate the
cover (1) from the foam.
INSTALLATION
INSTALLATION
Fig. 565: Cover Clips & Foam Clips

SEATS, WARNING.
2. Position the seat cover over the seat cushion foam and secure the cover clips (1) to the foam clips (2)
fully.
Fig. 566: J-Straps

3. Position the cushion cover and foam over the seat pan and connect the j-straps (1).
Fig. 567: Front Seat Cushion

4. Position the rear of the seat cushion assembly (2) back under the seat back (1) and position the front of
the cushion down over the seat adjuster frame.
Fig. 568: Identifying Cushion Bolts & Clamps

5. Position the seat cushion assembly onto the seat frame and install the clamps (1).
6. Connect the wire harness to the seat cushion pan, if equipped.
7. Install the bolts (2) and tighten to 10 N.m (85 in. lbs.).
Fig. 569: Rear J-Straps

8. Secure the rear J-straps (1) at the rear of the seat back.
COVER, SEAT CUSHION, REAR
REMOVAL
REMOVAL

NOTE: 40% seat cushion shown in illustration, 60% seat cushion similar.
1. Remove the rear seat. Refer to SEAT, REAR, REMOVAL.

2. Remove the side cover (2).
4. Remove the seat back pivot bolts (1).

5. Disconnect the cable (1) and separate the housing from the seat back frame (2).
6. Remove the seat cushion assembly from the seat back frame assembly.
Fig. 572: J-Straps

7. Release the J-straps (1).

INSTALLATION
INSTALLATION

NOTE: 40% seat cushion shown in illustration, 60% seat cushion similar.
1. Seat the strip fasteners (1) into the seat foam clips (2) fully and secure the hook and loop fastener strips.
Fig. 575: J-Straps

2. Secure the J-straps (1) to the seat cushion frame and seat fully.

3. Install the seat cushion assembly and install the pivot bolts (1).
4. Tighten the pivot bolts (1) to 22.5 N.m (16.5 ft. lbs.)

5. Secure the seat cushion cable housing (2) to the seat back assembly and connect the cable end (1) to the
arm.

6. Install the side covers (2).


7. Connect the cable (2) if necessary.

8. Install the side cover (1).
10. Install the side covers.
11. Install the recliner handle.
12. Install the seat. Refer to SEAT, REAR, INSTALLATION.
HEADREST, FRONT
REMOVAL
REMOVAL - ACTIVE HEAD RESTRAINT (AHR)
service of the front seats, when equipped with front seat air bags.
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. Refer to WARNING . This is the only sure
way to disable the airbag system. Failure to take the proper precautions
may result in accidental airbag deployment and possible serious or fatal
injury.
WARNING: Improper installation of the headrests may result in reduced protection of

the occupants. If, after installation, the headrest can be removed, without
simultaneously pressing the buttons on the master and slave guide
sleeves, then the head restraint is installed incorrectly. Failure to follow
these instructions may result in possible serious or fatal injury.
NOTE: For reset procedures. Refer to RESTRAINT, ACTIVE HEAD, STANDARD

PROCEDURE .

SEATS, WARNING.
4. Release the lower back panel retaining clips (4).
5. Lift the bottom of the back panel (2) up at the bottom and release the panel hooks (3) and upper hooks (1)
and remove the back panel (2).
Fig. 581: Identifying Electrical Connector

Fig. 582: Release Button, Thin Wire Type Tool & AHR
7. Recline the seat to gain enough room to remove the AHR (3).
8. Press the release button (1) on the left side headrest master sleeve.
9. Using a thin wire type tool (2), press the hidden release button on the right side headrest slave sleeve.
CAUTION: Special care should be taken not to damage to the AHR connector.
10. Slowly lift the AHR (3) up while pressing the buttons simultaneously.
11. Watch the connector as it reaches the bottom of the tube and guide the connector through.
12. Remove the AHR (3) fully.
INSTALLATION
INSTALLATION - ACTIVE HEAD RESTRAINT (AHR)
service of the front seats, when equipped with front seat air bags.
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. Refer to WARNING . This is the only sure
way to disable the airbag system. Failure to take the proper precautions
may result in accidental airbag deployment and possible serious or fatal
injury.
WARNING: Improper installation of the headrests may result in reduced protection of

the occupants. If, after installation, the headrest can be removed, without
simultaneously pressing the buttons on the master and slave guide
sleeves, then the head restraint is installed incorrectly. Failure to follow
these instructions may result in possible serious or fatal injury.
NOTE: For reset procedures. Refer to RESTRAINT, ACTIVE HEAD, STANDARD

PROCEDURE .
Fig. 583: Identifying AHR Electrical Connector & Slave Headrest Sleeve
CAUTION: Special care should be taken not to damage to the AHR connector.
1. Position the AHR electrical connector (1) into the slave headrest sleeve (2).
Fig. 584: Inserting AHR Rods Into Sleeves

2. Insert the AHR (1) rods into the sleeves (2) and seat into the lowest notches fully.
NOTE: At the full down position, there will be a gap between the AHR trim and the
seat back trim. (The AHR trim doesn't have a touch condition with the seat
back trim.)
3. Push the adjust button and seat the AHR (1) down fully and then verify that the adjustment functions
properly.
Fig. 585: Identifying Electrical Connector

4. Connect the AHR electrical connector (1).

5. Position the back panel (2) back and secure the upper panel hooks (1).
6. Secure the middle panel hooks (3) and seat the lower clips (4) fully.
HEADREST, REAR
REMOVAL
REMOVAL
Fig. 587: Pressing Tool Into Headrest Slots On Trim Caps

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. 588: Removing/Installing Headrest

3. Remove the headrest (1) from the headrest bracket and hinge (2).
INSTALLATION
INSTALLATION
Fig. 589: Removing/Installing Headrest

1. Position the headrest (1) onto the bracket and hinge assembly (2) and seat the headrest fully.
SEAT, FRONT
REMOVAL
REMOVAL
Fig. 590: Front Seat Belt Lower Anchor Cover, Front Seat Cushion Outboard Side Shield, Screw & Seat
Belt Lower Anchor
SEATS, WARNING.
2. Adjust the front seat to its most forward position for easiest access to the front seat belt lower anchor
cover (2) and the B-pillar trim.

3. Grasp the upper edge of the lower anchor cover and pull it carefully upward and outward to unsnap it
from the front seat cushion outboard side shield (4).
4. Remove the screw (1) that secures the seat belt lower anchor (3) to the outboard side of the front seat
cushion frame.
Fig. 591: Trim Covers & Two Front Bolts

5. Move the seat back to gain access to the bolts (2).

6. Remove trim covers (1) and remove the two front bolts (2).
Fig. 592: Trim Covers & Two Rear Bolts

7. Open the trim covers (2) and remove the two rear bolts (1).
9. Disconnect the electrical connectors, if equipped, and remove the seat from the vehicle.
INSTALLATION
INSTALLATION
Fig. 593: Trim Covers & Two Front Bolts

1. Position the seat into the vehicle and connect the electrical connectors, if equipped.
2. Install the bolts (2).
3. Tighten the inboard bolt to 41 N.m (30 ft. lbs.).
4. Tighten the outboard bolt to 41 N.m (30 ft. lbs.).
5. Install the fastener trim covers (1).
Fig. 594: Trim Covers & Two Rear Bolts

6. Install the rear bolts (1).

7. Tighten the inboard bolt to 41 N.m (30 ft. lbs.).
8. Tighten the outboard bolt to 41 N.m (30 ft. lbs.).
9. Close the fastener covers (2).
Fig. 595: Front Seat Belt Lower Anchor Cover, Front Seat Cushion Outboard Side Shield, Screw &
Seat Belt Lower Anchor
10. Install the seat belt anchor (1) and install the bolt (3).
11. Tighten the bolt (3) to 54 N.m (40 ft. lbs).
12. 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 RESTRAINTS SYSTEM VERIFICATION TEST .
SEAT, REAR
REMOVAL
REMOVAL
Fig. 596: Rear Bolts & Nuts

1. Fold the rear seat backs down and remove the rear bolts (2) and nuts (1).

2. Fold the seat backs up.

3. Open the fasteners covers (1).
4. Remove the outer nuts (2) and inner bolts (3).
Fig. 598: Inner Bolts, Electrical Connectors, Center Buckle Assembly & Outer Bolts
5. Lift the seat cushion assemblies up and disconnect the electrical connectors (4), if equipped.
6. Remove the inner bolts (1).
7. Remove the bolt and separate the center buckle assembly (5).
8. Remove the outer bolts (2) and remove the seat from the vehicle.
INSTALLATION
INSTALLATION
Fig. 599: Inner Bolts, Electrical Connectors, Center Buckle Assembly & Outer Bolts
1. Install the seat assembly into the vehicle and install the inner bolts (1).
2. Install the seat belt anchors (3) and install the outer bolts (2).
3. Tighten the bolts (1 and 2) to 50 N.m (37 ft. lbs.).
4. Connect the electrical connectors (4), if equipped.
5. Install the center seat belt anchor and tighten the bolt to 50 N.m (37 ft. lbs.).
Fig. 600: Seat Cushion Bolt, Nut, Bolt, Nut & Faster Covers
NOTE: Fold the 40% seat cushion down before folding the 60% section down.
6. Fold the 40% seat cushion down.

7. Fold the 60% seat cushion down.
8. Install the 40% seat cushion bolt (4) and nut (5) and tighten to 50 N.m (37 ft. lbs.).
9. Install the 60% seat cushion bolt (3) and nut (2) and tighten to 50 N.m (37 ft. lbs.).
10. Close the faster covers (1).
Fig. 601: Rear Bolts & Nuts

11. Fold the seat backs down to access the rear fasteners.
12. Install the center bolts (2) and tighten to 50 N.m (37 ft. lbs.).
13. Install the outer nuts (1) and tighten to 50 N.m (37 ft. lbs.).
SIDE SHIELDS, SEAT CUSHION, FRONT
REMOVAL
REMOVAL

servicing the power lumbar support switch.
Fig. 605: Seat Cushion Side Trim Panel & Electrical Connectors
7. Position the seat cushion side trim panel to gain access to the back of the switches.
8. Disconnect the electric connectors (2) from the switches, if equipped.
INSTALLATION
INSTALLATION
Fig. 606: Seat Cushion Side Trim Panel & Electrical Connectors
1. Connect the electrical connector (2) to the switches, if equipped. Make sure the connectors are fully
engaged to the switches.
securely.
Fig. 608: Engage The Tabs, Seat Cushion Side Trim Panel & Rear Of The Seat
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 well-ventilated area.
 Skin contact with urethane adhesive should be avoided. Personal
injury may result.
 Always wear eye and hand protection when working with glass.

injury.
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.
GLASS, QUARTER
REMOVAL
REMOVAL
Fig. 610: Identifying Quarter Glass

STATIONARY GLASS, WARNING.
2. Remove the quarter panel trim from the side of the vehicle being serviced. Refer to PANEL, QUARTER
TRIM, REMOVAL.
CAUTION: Be careful not to damage painted surfaces when removing moldings

or cutting urethane around the windshield.
3. Using razor knife, cut the urethane adhesive that secures the quarter glass to window fence.
4. Carefully push the quarter window glass from the opening.
INSTALLATION
INSTALLATION
WARNING: Do not operate the vehicle within 24 hours of quarter glass installation. It
quarter glass may not perform properly if the vehicle is in an accident.
WARNING: Failure to follow these instructions may result in serious or fatal injury.
CAUTION: To help prevent water leaks, partially roll down the left and right door
glass before installing the quarter glass. This avoids pressurizing the
passenger compartment if a door is slammed before the urethane is cured.
Fig. 611: Identifying Quarter Glass

CAUTION: Roll down the left and right front door glass and open the liftgate glass
before installing quarter glass to avoid pressurizing the passenger
compartment if a door is slammed before urethane is cured. Water leaks
can result.
NOTE: To prevent corrosion, do not damage paint on the quarter glass fence when
removing original urethane.
NOTE: The quarter glass fence should be cleaned of most of its old urethane adhesive.
A small amount of old urethane, approximately 1 mm. in height should remain
on the fence. Do not completely remove all old urethane from the fence, the
paint finish and bonding strength will be adversely affected.
1. Using a razor knife, level the original bead of urethane on the fence to a thickness of approximately 1
mm. (0.04 in.).
2. If the quarter glass is being reused, remove as much of the original urethane as possible from the glass
surface using a razor knife.
WARNING: Do not use solvent based glass cleaners to clean the quarter glass
before applying glass prep and primer or poor glass adhesion may
result.
3. Clean the inside of the quarter glass with an ammonia based glass cleaner and a lint-free cloth.
4. Apply glass prep adhesion promoter 25 mm. (1 in.) wide around the perimeter of the glass and 5 mm. (0.2
in.) from the edge of the glass and wipe dry with a clean lint-free cloth until no streaks are visible.
5. Apply glass primer 25 mm. (1 in.) wide around the perimeter of the glass and 5 mm. (0.2 in.) from the
edge of the glass. Allow at least three minutes drying time.
6. Using a flashlight, verify that the primer is completely and evenly installed along the perimeter of the
quarter glass.
7. Re-prime any area that is not fully and evenly primed.
8. Clean the quarter glass fence with an ammonia based glass cleaner and a lint-free cloth.
9. Apply pinch weld primer 15 mm. (0.75 in.) wide around the quarter glass fence. Allow at least three
minutes drying time.
10. Using a flashlight, verify that the primer is completely and evenly installed along the quarter glass fence.
CAUTION: Always apply the bead of adhesive to the quarter glass. Always
install the quarter glass within 5 minutes after applying the adhesive.
NOTE: If the original urethane adhesive has been exposed for more than 12
hours, the entire adhesive area will need to be re-primed prior to installing
new adhesive.
12. Apply approximately a 10 mm. (0.4 in.) wide bead of adhesive with a triangular nozzle approximately 6
mm. (0.230 in.) from the edge of the glass starting at the bottom center of the quarter glass.
13. Run the end of the adhesive bead on the quarter glass parallel to the start of the bead and smooth the ends
flush.
14. Place the quarter glass into the window opening (2) and insert mounting studs through the holes in the
window fence.
15. Install the headliner.
16. Install the quarter panel trim. Refer to PANEL, QUARTER TRIM, INSTALLATION.
WINDSHIELD
DESCRIPTION
DESCRIPTION
The windshield is attached to the window frame (fence) with urethane adhesive. The urethane adhesive is
applied cold and seals the surface area between the window opening and the glass. The primer adheres the
urethane adhesive to the windshield.
It is difficult to salvage a windshield during the removal operation. The windshield is part of the structural
support for the roof. The urethane bonding used to secure the windshield to the fence is difficult to cut or clean
from any surface. If the rubber seals are set in urethane, it would also be unlikely they could be salvaged.
Before removing the windshield, check the availability of the windshield and seals from the parts supplier.
REMOVAL
REMOVAL
Fig. 612: Cutting & Separating Windshield Urethane Adhesive Using Wire-Type Windshield Cutting
Tool
STATIONARY GLASS, WARNING.
2. Remove the rear view mirror. Refer to MIRROR, REARVIEW, REMOVAL.
3. Remove the rain sensor module from the windshield. Refer to MODULE, LIGHT RAIN SENSOR
(LRSM), REMOVAL .
4. Remove the cowl grille. Refer to COVER, COWL PANEL, REMOVAL.
CAUTION: Be careful not to damage painted surfaces when removing moldings

or cutting urethane around the windshield.
5. Remove molding from the top of the windshield.
CAUTION: To avoid damage to the hood and fenders it is necessary to guide top
of windshield out first. Then lift bottom up and out.
6. Using an assistant and a wire-type windshield cut-out tool (1, 3 and 4), cut and separate the urethane
adhesive (2) securing the windshield to the windshield fence.
7. Carefully remove the windshield from the vehicle.
INSTALLATION
INSTALLATION
WARNING: Do not operate the vehicle within 24 hours of windshield installation. It

windshield may not perform properly if the vehicle is in an accident.
injury.
CAUTION: To help prevent water leaks, partially roll down the left and right door
glass before installing the windshield. This avoids pressurizing the
passenger compartment if a door is slammed before the urethane is cured.
Fig. 613: Removing Original Urethane From Windshield Glass Using Razor Knife
1. If the windshield (1) is being reused, remove as much of the original urethane (3) as possible from the
glass surface using a razor knife (2).
Fig. 614: Leveling Bead Of Urethane

NOTE: To prevent corrosion, do not damage paint on windshield fence when

removing original urethane.
NOTE: The windshield fence should be cleaned of most of its old urethane
adhesive. A small amount of old urethane, approximately 1 mm in height
should remain on the fence. Do not completely remove all old urethane
from the fence, the paint finish and bonding strength will be adversely
affected. Support spacers located near the cowl at the bottom of the
windshield fence should be replaced with new spacers. Replace any
missing or damaged spacers around the perimeter of the windshield
fence.
2. Using a razor knife (2), level the original bead of urethane (1) on the windshield fence (3) to a thickness
of approximately 1 mm (0.04 in.) and remove any damaged adhesive backed spacers.
Fig. 615: Windshield, Rubber Seal, Fence & Spacers

CAUTION: To prevent damage to fenders and hood, guide into the bottom first,
behind fenders and hood.
3. Install new adhesive backed spacers (4) along the windshield fence as required.
4. Install a new rubber seal (2) along the top of the windshield (1).
5. Using an assistant, position the windshield into the windshield opening and against the windshield fence
(3) and spacers.
6. Verify the windshield lays evenly against the fence at the top, bottom and sides of the opening. If not, the
fence must be formed to the shape of the windshield.
7. Mark the windshield and the windshield fence with a grease pencil or pieces of masking tape to use as a
reference for installation.
8. Using an assistant, remove the windshield from the windshield opening and place it on a suitable padded
work surface.
Fig. 616: Applying Promoter & Primer

WARNING: Do not use solvent based glass cleaners to clean the windshield
before applying glass prep and primer or poor glass adhesion may
result.
9. Clean the inside of the windshield with an ammonia based glass cleaner and a lint-free cloth.
10. Apply glass prep adhesion promoter 25 mm (1 in.) wide (1) around the perimeter of the windshield (2)
and 5 mm (0.2 in.) from the edge of the glass and wipe dry with a clean lint-free cloth until no streaks are
visible.
11. Apply glass primer 25 mm (1 in.) wide (1) around the perimeter of the windshield (2) and 5 mm (0.2 in.)
from the edge of the glass. Allow at least three minutes drying time.
12. Using a flashlight, verify that the primer is completely and evenly installed along the perimeter of the
windshield.
Fig. 617: Applying Pinch Weld Primer

14. Clean the windshield fence with an ammonia based glass cleaner and a lint-free cloth.
15. Apply pinch weld primer 15 mm (0.75 in.) wide (1) around the windshield fence (2). Allow at least three
minutes drying time.
16. Using a flashlight, verify that the primer is completely and evenly installed along the windshield fence.
Fig. 618: Applying Windshield Adhesive

CAUTION: Always apply the bead of adhesive to the windshield. Always install
the windshield within 5 minutes after applying the adhesive.
NOTE: If the original urethane adhesive has been exposed for more than 12
hours, the entire adhesive area will need to be re-primed prior to installing
new adhesive.
18. Apply approximately a 10 mm (0.4 in.) wide bead of adhesive (1) with a triangular nozzle approximately
6 mm (0.230 in.) from the edge of the glass (2) starting at the bottom center of the windshield.
Fig. 619: Windshield Adhesive Overlap

19. Run the end of the adhesive bead (1) on the windshield (2) parallel to the start of the bead and smooth the
ends flush.
Fig. 620: Windshield, Rubber Seal, Fence & Spacers

CAUTION: To prevent damage to fenders and hood, guide into the bottom first,
behind fenders and hood.
20. Using an assistant, position the windshield (1) over the windshield opening.
21. Using the grease pencil marks or tape as reference points, align the windshield to the windshield opening.
22. Carefully lower the windshield into the windshield opening. Guide the windshield and the rubber seal (2)
at the top the windshield into its proper location.
CAUTION: It is not 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.
23. Push the windshield inward until the windshield comes into contact with the spacers (4) located on each
side and the bottom of the windshield fence (3).
24. Install the cowl grill. Refer to INSTALLATION.
25. Install the rear view mirror onto the windshield. Refer to MIRROR, REARVIEW, INSTALLATION.
26. Install the rain sensor module onto the windshield. Refer to MODULE, LIGHT RAIN SENSOR
(LRSM), INSTALLATION .
SUNROOF, DUAL PANE

DESCRIPTION
DESCRIPTION
Fig. 621: Exploded View Of Dual Pane Sunroof

PARTS LIST
1 - FRONT GLASS PANEL 9 - SEAL

2 - FRONT GLASS FASTENERS (6) 4.5 N.m (40
10 - FRONT GLASS MOTOR
in. lbs.)
3 - REAR GLASS FASTENERS (6) 4.5 N.m (40 in.
11 - MOTOR SCREWS 4 N.m (35 in. lbs.)
lbs.)
4 - REAR GLASS PANEL 12 - SUNSHADE MOTOR
5 - ROLLO SUNSHADE 13 - WIRE HARNESS
6 - DRAIN CHANNEL 14 - WIND DEFLECTOR
7 - GLASS GUIDES 15 - MECHANISM COVERS
8 - SUNROOF ASSEMBLY
The power sunroof system allows the sunroof to be opened, closed or placed in the vent position electrically by
actuating a switch in the overhead console. The sunroof system receives battery feed through a fuse in the
Power Distribution Center (PDC). The sunroof will operate normally with the key in any position while the
Accessory Delay system is active.
The front sunroof glass panel tilts upward at the rear for ventilation and slides rearward under the fixed rear
glass panel when open. The panel seals flush with the roof in the closed position to eliminate wind noise. The
sunroof includes an electric rolling sunshade to cover the deep-tinted glass panel.
In addition to the standard power sunroof operation, this vehicle offers several additional features. There is an
express (one-touch) opening and closing feature as well as Excessive Force Limitation (EFL). The EFL function
detects obstacles trapped between the glass and the vehicle roof during a closing motion. Upon sensing an
obstacle the EFL function will reverse direction of the glass to allow removal of the obstacle.
The main components of the power sunroof system are:
 The motor/module assembly

 The power sunroof glass and frame assembly
 The power sunroof switch
 The electric rolling sunshade
OPERATION
OPERATION
This vehicle has a vent, tilt and slide power sunroof system with express (one-touch) open and closing feature.
The sunroof system receives constant battery feed through a fuse in the Power Distribution Center (PDC). The
sunroof will operate normally with the key in the "RUN" or "ACCESSORY" position. If the sunroof is moving
when the key is turned to the START position (crank engine), all motions will stop. The sunroof will also stop a
requested motion if the key is turned "OFF".
A combination push-button and rocker switch module mounted in the overhead console controls sunroof
operation. The sunroof switch is a rocker design with a push button in the center of the two halves of the rocker.
Pressing the rocker towards the front of the car commands the sunroof closed. Pressing the rocker towards the
rear of the car commands the sunroof open. Pressing the center push button commands the front sunroof glass
panel up into the vent position (Rear of the front sunroof glass raises above the vehicle roof with glass still
covering the sunroof opening). All switch commands operate with the glass starting in any position. For
additional information, refer to SWITCH, SUNROOF, OPERATION .
An electronic control system, integral to the motor/module assembly, provides the express open and close
functions. Pressing the "close" end of the rocker switch moves the sunroof glass panel to the full closed
position. During express closing, anytime an obstacle is detected in the way of the glass, the motor will stop and
reverse travel to avoid pinching an occupant's finger, ice in the track, etc. This function is called Excessive
Force Limitation (EFL). There are two methods of overriding the EFL function.
1. When three EFL events occur without the glass being allowed to fully close, the next close attempt will
only move while the close switch is continuously actuated. This allows the sunroof to be forced closed if
multiple close attempts fail.
2. If the sunroof close switch is continuously actuated during an EFL event, through the reversal, and during
a two second wait time, then continuing to hold the close switch will cause the roof to move towards
close with the EFL protection disabled. This allows the sunroof to be forced closed if it is known that a
reversal will occur. This secondary EFL override may be necessary when known debris (ice blockage for
example) is preventing the glass panel from closing.
While in EFL override, the closing motion will cease if the sunroof switch is released at any time.
SUNROOF
For sunroof electrical system diagnosis and testing procedures. Refer to DIAGNOSIS AND TESTING .
WATER DRAINAGE AND WIND NOISE DIAGNOSIS
The sliding glass panel is designed to seal water entry with a snug fit between the roof and the seal. The fit can
be checked by inserting a business card or equivalent, between the roof and the seal. The piece of paper should
have some resistance when pulled out when the glass panel is in the closed position. The sunroof housing will
drain off a minimum amount of water. Excessive wind noise could result if the gap clearances are exceeded.
The sunroof glass panel may need to be adjusted. Refer to GLASS, SUNROOF, FRONT and GLASS,
SUNROOF, REAR. .
Adequate drainage is provided by a drain trough in the sunroof housing which encircles the sliding glass panel
and leads to drain hoses. If a wet headliner or other water leak complaints are encountered, before performing
any adjustments, first ensure that the drainage system is not plugged or disconnected. Use a pint container to
pour water into the sunroof housing drain trough. If water flow is restricted, use compressed air to blow out any
material plugging the drain system. Retest system again.
To further check for a disconnected drain hose:
NOTE: Care must be taken not to fold or kink the headliner upon removal.
1. Lower headliner as necessary to gain access to sunroof housing drain tubes. Refer to HEADLINER,
REMOVAL.
2. Repair as necessary.
REMOVAL
REMOVAL
Fig. 622: Four Drain Tubes

NOTE: For exploded view and call outs. Refer to DESCRIPTION. .
1. Move glass panel to the fully closed position.

3. Lower the headliner in the vehicle enough to gain access to the sunroof assembly. Refer to
HEADLINER, REMOVAL.
4. Disconnect the four drain tubes (1) from sunroof housing.
5. Disconnect the sunroof wire harness electrical connector.
Fig. 623: Sunroof Assembly & Bolts

6. Loosen the 14 bolts (3) attaching sunroof assembly.

7. With the help of an assistant, support the sunroof and remove the 14 bolts attaching sunroof assembly (2)
to roof panel.
8. Remove the sunroof assembly (2) from vehicle.
INSTALLATION
INSTALLATION
Fig. 624: Sunroof Assembly & Bolts

NOTE: After installation the sunroof motor will need to be initialized.
1. Verify that glass panel is fully closed.

2. Locate the alignment holes along the sides of the module assembly and position the holes so that they line
up with the holes located in sunroof frame (1).
3. Raise sunroof module assembly (2) and guide it carefully into position.
4. While supporting the sunroof assembly Install the 14 bolts.
5. Tighten the 14 bolts (3) to 9 N.m (80 in. lbs.)
Fig. 625: Four Drain Tubes


7. Connect the drain tubes (1) to the sunroof.
9. Test sunroof operation, adjust if necessary. Refer to GLASS, SUNROOF, FRONT and GLASS,
SUNROOF, REAR. .
10. Install the headliner. Refer to HEADLINER, INSTALLATION.
11. Initialize sunroof motor. Refer to MOTOR, SUNROOF, STANDARD PROCEDURE .
CHANNEL, SUNROOF DRAIN
REMOVAL
REMOVAL
Fig. 626: Vertical Uprights

CAUTION: Vertical uprights (2) located on the channel support should be pried apart
using care. If an upright is damaged during service the entire sunroof
assembly will need to be replaced.
1. Remove the front glass panel. Refer to GLASS, SUNROOF, FRONT, REMOVAL.
2. Remove each side of the drain channel (1) by prying apart the two vertical uprights (2) on the channel
support.
INSTALLATION
INSTALLATION
Fig. 627: Channel Spring, Axle & Channel

1. Place channel spring (3) over channel axle (2).
Fig. 628: Channel, Support & Stop Tab

2. Carefully snap the channel (1) into the support (2) by pushing down on the channel while holding the
spring in place.
NOTE: Make sure the stop tab (3) is free to move within the support (2).
3. Install the front glass panel. Refer to GLASS, SUNROOF, FRONT, INSTALLATION.
COVER, SUNROOF MECHANISM
REMOVAL
REMOVAL
Fig. 629: Mechanism Cover & Tabs

1. Move the front glass into the full closed position.

2. Open the sunshade into the full open position.
3. Separate the mechanism cover (2) from the tabs (1) on the glass panel.
Fig. 630: Wind Deflector, Mechanism Covers & Frame

4. Hold the mechanism covers down and open the front glass into the full open position.
5. Hold the wind deflector (3) down and slide the mechanism covers (1) out the front of the guide in the
frame (2).
INSTALLATION
INSTALLATION
Fig. 631: Mechanism Cover & Cover

1. With the sunroof in the open position, snap the mechanism cover (1) into the lower guide channel.
2. Hold down each cover and close the sunroof.
3. Snap the upper portion of the cover (3) into the retaining clips on the glass panel between the locating
features.
DEFLECTOR, WIND
REMOVAL
REMOVAL
Fig. 632: Plastic Clips

1. Move the front glass into the full open position.

2. Push down the lower rod to remove from the under plastic clips (1).
Fig. 633: Spring Arms, Slots & Frame

3. Rotate the deflector up and remove the spring arms (1) from the slots (2) in the frame (3).
INSTALLATION
INSTALLATION
Fig. 634: Spring Arms, Slots & Frame

1. Position the deflector spring arms (1) into the slots (2) of the frame (3).
Fig. 635: Plastic Clips

2. Place the lower rod under the plastic clips (1) and slide up into the clips. Be careful not to snap off the
plastic clips.
3. Verify the sunroof operation and alignment.
GLASS, SUNROOF, FRONT
ADJUSTMENTS
ADJUSTMENTS
Fig. 636: Dual Pane Sunroof Glass Adjustment

1 - FRONT GLASS PANEL

2 - REAR GLASS PANEL
GLASS ADJUSTMENT SEQUENCE
1 - SET THE FRONT GLASS PANEL FRONT GAP TO 3 mm (0.12 in.)

2 - SET THE FRONT OF THE FRONT GLASS PANEL FLUSH TO UNDER FLUSH 2.5 mm (0.10 in.)
3 - SET THE REAR OF THE FRONT GLASS PANEL FLUSH WITH THE ROOF
4 - SET THE FRONT OF THE REAR GLASS PANEL GAP TO 3.5 mm TO 4 mm (0.14 in. to 0.16 in)
5 - SET THE REAR OF THE REAR GLASS PANEL OVER FLUSH 0 mm TO 2.5 mm (0.0 in. to 0.10
in)
6 - SET THE FRONT OF THE REAR GLASS PANEL FLUSH TO UNDER FLUSH 2.5 mm (0.10 in.)
1. Open the sunshade fully.

2. Verify the sunroof glass panel is in the fully closed position.
3. Separate the mechanism covers from the tabs on the glass panel.
4. Loosen the attaching screws on each side of the rear glass panel enough to permit adjustment of the glass
gap and flush.
5. Loosen the attaching screws on each side of the front glass panel enough to permit adjustment of the glass
gap and flush.
NOTE: Use shims to maintain gap during the flush adjustments.
6. Adjust the front edge of the front glass gap to 3 mm (0.12 in.).
7. Adjust the front surface of the front sunroof glass panel 0.00 mm to 2.5 mm (0.00 in. to 0.10 in.) below
the top surface of the roof.
8. Tighten the front glass panel attaching screws to 4.5 N.m (40 in. lbs.).
9. Adjust the rear surface of the front sunroof glass panel flush with the top surface of the roof.
10. Tighten the remaining front glass panel attaching screws to 4.5 N.m (40 in. lbs.).
11. Adjust the front edge of the rear glass gap 3.5 mm (0.12 in.) minimum to 4.0 mm (35.5 in.) maximum.
12. Adjust the rear surface of the rear sunroof glass panel 0.00 mm to 2.5 mm (0.00 in. to 0.10 in.) above the
top surface of the roof.
13. Tighten the rear screws of the rear glass panel to 4.5 N.m (40 in. lbs.).
14. Adjust the front surface of the rear sunroof glass panel 0.00 mm to 2.5 mm (0.00 in. to 0.10 in.) below the
top surface of the front glass panel.
15. Tighten the remaining rear glass panel attaching screws to 4.5 N.m (40 in. lbs.).
16. Check for proper fit. If not OK, repeat glass panel adjustment.
17. Position the mechanism covers over the glass tabs between the locating features and seat fully.
18. Verify sunroof operation and alignment.
REMOVAL
REMOVAL
Fig. 637: Mechanism Covers

1. Move the glass panel into the full closed position.

3. Separate the mechanism covers (1) from the tabs on the glass panel.
Fig. 638: Six Glass Panel Screws

4. Remove the six glass panel screws (1).

Fig. 639: Glass Panel & Guide Mechanisms

5. Lift off the glass panel (1) from the guide mechanisms (2) and remove from vehicle.
INSTALLATION
INSTALLATION
Fig. 640: Glass Panel, Six Glass Tabs & Guide Mechanism/Lift Arms
1. Position the glass panel (1) onto the guide mechanism/lift arms (3).
CAUTION: Make sure that all six glass tabs (2) go into the slots on the guide
mechanism/lift arms (3).

2. Start the six attaching screws (1).

3. Connect a 12v power supply and verify that the sunroof is in the closed position.
4. Adjust the sunroof glass. Refer to GLASS, SUNROOF, FRONT and GLASS, SUNROOF, REAR. .
5. Tighten the six screws (1) to 4.5 N.m (40 in. lbs.).
Fig. 642: Mechanism Covers

6. Position the mechanism covers (1) over the glass tabs between the locating features and seat fully.
GLASS, SUNROOF, REAR
ADJUSTMENTS
ADJUSTMENTS
Fig. 643: Dual Pane Sunroof Glass Adjustment

1 - FRONT GLASS PANEL

2 - REAR GLASS PANEL
GLASS ADJUSTMENT SEQUENCE
1 - SET THE FRONT GLASS PANEL FRONT GAP TO 3 mm (0.12 in.)
2 - SET THE FRONT OF THE FRONT GLASS PANEL FLUSH TO UNDER FLUSH 2.5 mm (0.10 in.)
3 - SET THE REAR OF THE FRONT GLASS PANEL FLUSH WITH THE ROOF
4 - SET THE FRONT OF THE REAR GLASS PANEL GAP TO 3.5 mm TO 4 mm (0.14 in. to 0.16 in)
5 - SET THE REAR OF THE REAR GLASS PANEL OVER FLUSH 0 mm TO 2.5 mm (0.0 in. to 0.10
in)
6 - SET THE FRONT OF THE REAR GLASS PANEL FLUSH TO UNDER FLUSH 2.5 mm (0.10 in.)

2. Verify the sunroof glass panel is in the fully closed position.
3. Separate the mechanism covers from the tabs on the glass panel.
4. Loosen the attaching screws on each side of the rear glass panel enough to permit adjustment of the glass
gap and flush.
5. Loosen the attaching screws on each side of the front glass panel enough to permit adjustment of the glass
gap and flush.
6. Adjust the front edge of the front glass gap to 3 mm (0.12 in.).
7. Adjust the front surface of the front sunroof glass panel 0.00 mm to 2.5 mm (0.00 in. to 0.10 in.) below
the top surface of the roof.
8. Tighten the front glass panel attaching screws to 4.5 N.m (40 in. lbs.).
9. Adjust the rear surface of the front sunroof glass panel flush with the top surface of the roof.
10. Tighten the remaining front glass panel attaching screws to 4.5 N.m (40 in. lbs.).
11. Adjust the front edge of the rear glass gap 3.5 mm (0.12 in.) minimum to 4.0 mm (35.5 in.) maximum.
12. Adjust the rear surface of the rear sunroof glass panel 0.00 mm to 2.5 mm (0.00 in. to 0.10 in.) above the
top surface of the roof.
13. Tighten the rear screws of the rear glass panel to 4.5 N.m (40 in. lbs.).
14. Adjust the front surface of the rear sunroof glass panel 0.00 mm to 2.5 mm (0.00 in. to 0.10 in.) below the
top surface of the front glass panel.
15. Tighten the remaining rear glass panel attaching screws to 4.5 N.m (40 in. lbs.).
17. Position the mechanism covers over the glass tabs between the locating features and seat fully.
REMOVAL
REMOVAL
Fig. 644: Six Bolts & Glass Panel

1. Close the front glass panel and open the sunshade fully.
2. Remove the sunroof assembly. Refer to SUNROOF, DUAL PANE, REMOVAL.
3. Remove the six bolts (2) and remove the glass panel (1).
INSTALLATION
INSTALLATION
Fig. 645: Six Bolts & Glass Panel

1. Install the glass (1) and install the six bolts (2).
2. Install the sunroof assembly. Refer to SUNROOF, DUAL PANE, INSTALLATION.
3. Check and adjust the sunroof glass panels. Refer to GLASS, SUNROOF, FRONT and GLASS,
SUNROOF, REAR. .
GUIDE, SUNROOF, GLASS
REMOVAL
REMOVAL
Fig. 646: Locking Lever & Channel Guide

1. Place the sunroof in the vent position.

2. Remove the sunroof assembly. Refer to SUNROOF, DUAL PANE, REMOVAL.
3. Remove the motor. Refer to MOTOR, SUNROOF, REMOVAL .
4. Remove the glass. Refer to GLASS, SUNROOF, FRONT, REMOVALGLASS, SUNROOF, REAR,
REMOVAL.
5. Remove the wind deflector. Refer to DEFLECTOR, WIND, REMOVAL.
6. Lift the locking lever out of the notch in the channel guide.
Fig. 647: Mechanism & Wedge Shaped Piece

7. Slide the mechanism forward until the wedge shaped mechanism piece releases.
Fig. 648: Glass Guide

8. Lift the glass guide and push forward out of the channel guide.
INSTALLATION
INSTALLATION
Fig. 649: Front Foot & Guide Channel

1. Insert the front foot into the guide channel and push the guide assembly rearward.
Fig. 650: Guide Assembly

2. Slide the guide assembly rearward until the locking lever engages into the notch in the channel guide.
Fig. 651: Guide Assembly & Drive Unit

3. Slide the guide assembly (1) rearward until the wedge shaped mechanism piece connects to the drive unit
(2).
4. Install the wind deflector. Refer to DEFLECTOR, WIND, INSTALLATION.
5. Install the glass. Refer to GLASS, SUNROOF, FRONT, INSTALLATIONGLASS, SUNROOF,
REAR, INSTALLATION.
6. Install the glass motor. Refer to MOTOR, SUNROOF, INSTALLATION .
7. Install the sunroof assembly. Refer to SUNROOF, DUAL PANE, INSTALLATION.
MOTOR, SUNROOF
DESCRIPTION
DESCRIPTION
For service information. Refer to DESCRIPTION .
SUNSHADE, SUNROOF
REMOVAL
REMOVAL
Fig. 652: Front Shade Aluminum Beam & Cable Overmolds

1. Remove the rear glass panel. Refer to GLASS, SUNROOF, REAR, REMOVAL.
2. Release the front shade aluminum beam (1) from the cable overmolds (2).
NOTE: The sunshade retraction spring force is significant. Firmly hold onto the
sunshade while releasing the shade from the overmolds in the following
steps.
3. Release the white clips (3) from the cable overmold (2).
4. Allow the spring to retract remaining fabric into the roll.
Fig. 653: Fabric Roll & White Plastic Pin

5. While holding the spring loaded tube and fabric roll (2), push in the white plastic pin (1) on the left hand
side of the shade tube and lift.
Fig. 654: Shade Assembly & Steel Rod

CAUTION: If the sunshade spring lock is released before it engages in the

internal slot, the sunshade has to be replaced with a new one. Once
released, the sunshade spring lock can not be reset.
6. Carefully pull the shade assembly (1) to the left twisting slightly until the steel rod (2) on the right hand
side of the shade tube engages internal slot.
7. When at least one inch of the inner steel rod is exposed it can be removed from the rear beam without the
spring unwinding.
INSTALLATION
INSTALLATION
Fig. 655: Flattened Steel Rod & Shade Assembly

1. Locate the flattened steel rod on the right hand side of the shade assembly
Fig. 656: Flattened Steel Rod & Rear Beam

2. Insert the flattened steel rod into the slot (1) in the steel plate in the rear beam (2).
CAUTION: If the sunshade spring lock is released before the sunshade is

installed, the sunshade has to be replaced with a new one. Once
released, the sunshade spring lock can not be reset.
3. With the sunroof held firmly, push the sunshade assembly to the right to release the shade spring lock.
4. Push the left side of the sunshade down until the white plastic pin snaps into the hole on the right hand
side of the rear beam.
Fig. 657: Front Shade Beam & Fabric

NOTE: The sunshade retraction spring force is significant. Firmly hold onto the
sunshade while securing the shade to the overmolds in the following
steps.
5. Extend the front shade beam forward of the cable overmolds and work the fabric under the cable
overmolds.
6. Insert the white clips into the stitched pockets on the sunshade cloth and install the clip onto the rear edge
of the cable overmold.
Fig. 658: Sunshade Front Beam & Cable Overmolds

7. Rotate the sunshade front beam (1) into the front of the cable overmolds (2) and seat until they click into
place fully.
8. Install the rear sunroof glass assembly. Refer to GLASS, SUNROOF, REAR, INSTALLATION.
TUBE, SUNROOF DRAIN
REMOVAL
REMOVAL
FRONT
Fig. 659: Sunroof, Front Drain Tube Support Clips & Floor Grommet
1. Remove the A-pillar trim. Refer to PANEL, A-PILLAR TRIM, REMOVAL.

2. Lower the headliner as necessary to gain access to the drain tube. Refer to HEADLINER, REMOVAL.
3. Separate the drain tube support clips (3).
4. Disconnect the drain tube from the floor grommet (2).
5. Disconnect the tube from the sunroof (1) and pull the tube up through the instrument panel.
REAR
Fig. 660: Sunroof, Rear Drain Tube Support Clips & Floor Grommet
1. Remove the quarter trim panel. Refer to PANEL, QUARTER TRIM, REMOVAL.
2. Lower the headliner as necessary to gain access to the drain tube. Refer to HEADLINER, REMOVAL.
3. Separate the drain tube support clips (2).
4. Disconnect the drain tube from the floor grommet (3).
5. Disconnect the tube from the sunroof (1) and remove the tube.
INSTALLATION
INSTALLATION
FRONT
Fig. 661: Sunroof, Front Drain Tube Support Clips & Floor Grommet
1. Install the front tube and seat the push pin fasteners (3) fully.
2. Position the lower portion through the grommet (2) in the body.
3. Connect the new drain tube to the sunroof housing (1) and test drainage.
5. Install the A-pillar trim. Refer to PANEL, A-PILLAR TRIM, INSTALLATION.
REAR
Fig. 662: Sunroof, Rear Drain Tube Support Clips & Floor Grommet
1. Install the rear tube and seat the push pin fasteners (2) fully.
2. Position the lower portion (3) through the grommet in the body.
3. Connect the new drain tube to the sunroof housing (1) and test drainage.
5. Install the quarter trim panel. Refer to PANEL, QUARTER TRIM, INSTALLATION.
SUNROOF, SINGLE PANE

DESCRIPTION
DESCRIPTION
Fig. 663: Exploded View Of Single Pane Sunroof

1 - WIND DEFLECTOR SCREWS (4) (1.8 N.m 16 in. lbs.)

2 - GLASS ASSEMBLY
3 - WATER CHANNEL
4 - ATTACHMENT BRACKETS (2)
5 - SUNSHADE
6 - MOTOR SCREWS (3) (3 N.m 27 in. lbs.)
7 - WIRE HARNESS
8 - MOTOR
9 - GLASS SCREWS (6) (4 N.m 35 in. lbs.)
10 - RAIL KIT
11 - WIND DEFLECTOR
WARNING: Keep fingers and other body parts out of sunroof opening at all times.
The sun roof features consists of:
 Sun roof glass

 Sun roof sun shade
The sunroof power sliding glass panel and sunshade can be positioned anywhere along its travel, rearward of
glass panel front edge.
The sunroof is electrically operated from a switch located in the overhead console. To operate the sunroof the
ignition switch must be in the ACCESSORY or ON/RUN position. The open/close switch is a rocker style
design that opens or closes the sunroof; the vent switch is a push-button design. The 'express-open' function of
the motor is triggered by a single quick press-and-release of the 'open' button. This causes the glass panel to
retract to the open position. The wind deflector will deploy as the glass panel retracts. The operator can control
the position of the glass panel by pressing and holding the open button until the glass panel has reached the
desired position. Both the close and vent buttons also have 'express' functionality. The sunroof will also operate
after the ignition key is turned off and the doors remain closed for customer comfort and convenience while
parking.
OPERATION
OPERATION
This vehicle has a vent, tilt and slide power sunroof system with express (one-touch) open and closing feature.
The sunroof system receives constant battery feed through a fuse in the Power Distribution Center (PDC). The
sunroof will operate normally with the key in the "RUN" or "ACCESSORY" position. If the sunroof is moving
when the key is turned to the START position (crank engine), all motions will stop. The sunroof will also stop a
requested motion if the key is turned "OFF".
A combination push-button and rocker switch module mounted in the overhead console controls sunroof
operation. The sunroof switch is a rocker design with a push button in the center of the two halves of the rocker.
Pressing the rocker towards the front of the car commands the sunroof closed. Pressing the rocker towards the
rear of the car commands the sunroof open. Pressing the center push button commands the sunroof up into the
vent position (Rear of sunroof glass raises above the vehicle roof with glass still covering the sunroof opening).
All switch commands operate with the glass starting in any position. For additional information, refer to
SWITCH, SUNROOF, OPERATION .
An electronic control system, integral to the motor/module assembly, provides the express open and close
functions. During express opening, the sunroof glass panel will first open to the "Comfort Stop" position. A
second press of the "OPEN" button on the rocker switch will move the glass panel to the full open position.
Pressing the "close" end of the rocker switch moves the sunroof glass panel to the full closed position. During
express closing, anytime an obstacle is detected in the way of the glass, the motor will stop and reverse travel to
avoid pinching an occupant's finger, ice in the track, etc. This function is called Excessive Force Limitation
(EFL). There are two methods of overriding the EFL function.
1. When three EFL events occur without the glass being allowed to fully close, the next close attempt will
only move while the close switch is continuously actuated. This allows the sunroof to be forced closed if
multiple close attempts fail.
2. If the sunroof close switch is continuously actuated during an EFL event, through the reversal, and during
a two second wait time, then continuing to hold the close switch will cause the roof to move towards
close with the EFL protection disabled. This allows the sunroof to be forced closed if it is known that a
reversal will occur. This secondary EFL override may be necessary when known debris (ice blockage for
example) is preventing the glass panel from closing.
While in EFL override, the closing motion will cease if the sunroof switch is released at any time.
For sunroof electrical system diagnosis and testing procedures. Refer to DIAGNOSIS AND TESTING .
WATER DRAINAGE AND WIND NOISE DIAGNOSIS
The sliding glass panel is designed to seal water entry with a snug fit between the roof and the seal. The fit can
be checked by inserting a business card or equivalent, between the roof and the seal. The piece of paper should
have some resistance when pulled out when the glass panel is in the closed position. The sunroof housing will
drain off a minimum amount of water. Excessive wind noise could result if the gap clearances are exceeded.
The sunroof glass panel may need to be adjusted. Refer to GLASS, SUNROOF. .
Adequate drainage is provided by a drain trough in the sunroof housing which encircles the sliding glass panel
and leads to drain hoses. If a wet headliner or other water leak complaints are encountered, before performing
any adjustments, first ensure that the drainage system is not plugged or disconnected. Use a pint container to
pour water into the sunroof housing drain trough. If water flow is restricted, use compressed air to blow out any
material plugging the drain system. Retest system again.
To further check for a disconnected drain hose:
NOTE: Care must be taken not to fold or kink the headliner upon removal.
1. Lower headliner as necessary to gain access to sunroof housing drain tubes. Refer to HEADLINER,
REMOVAL.
2. Repair as necessary.
REMOVAL
REMOVAL
NOTE: After installation the sunroof motor will need to be re- initialized.
Fig. 664: Glass Panel & Fasteners Attaching Sunroof Assembly

1. Move glass panel (1) to the fully closed position.

3. Remove headliner. Refer to HEADLINER, REMOVAL.
4. Disconnect the four drain tubes from sunroof housing.
5. Disconnect the sunroof wire harness electrical connector.
6. Loosen fasteners attaching sunroof assembly.
7. With the help of an assistant, support the sunroof and remove the fasteners attaching sunroof assembly to
roof panel.
8. Remove the sunroof assembly from vehicle, through the liftgate opening.
INSTALLATION
INSTALLATION
NOTE: After installation the sunroof motor will need to be re initialized.
Fig. 665: Glass Panel & Fasteners Attaching Sunroof Assembly

1. Verify that glass panel (1) is fully closed.

2. With the help of an assistant, through the open liftgate area, place sunroof assembly in vehicle.
3. Locate the alignment holes along the sides of the module assembly and position the holes so that they line
up with the holes located in the roof top support brackets.
4. Raise sunroof module assembly and guide it carefully into position.
5. While supporting the sunroof assembly Install the attaching fasteners to 9 N.m. (80 in. lb.)
7. Connect the drain tubes to the sunroof. Refer to TUBE, SUNROOF DRAIN, INSTALLATION.
9. Tighten glass panel fasteners. Refer to GLASS, SUNROOF, INSTALLATION.
10. Install mechanism covers. Refer to COVER, SUNROOF MECHANISM, INSTALLATION.
11. Test sunroof operation, adjust if necessary. Refer to GLASS, SUNROOF. .
13. Initialize sunroof motor. Refer to MOTOR, SUNROOF, STANDARD PROCEDURE .
CHANNEL, SUNROOF DRAIN
REMOVAL
REMOVAL
Fig. 666: Drain Channel Ends & Guide Mechanisms

1. Remove sunroof glass. Refer to GLASS, SUNROOF, REMOVAL.
CAUTION: Do not pry the channel arms apart at the same time, damage to the
drain channel may occur.
2. Using a small flat bladed tool, separate the drain channel ends (1) from the guide mechanisms (2), one at
a time.
3. Remove the rest of the way by hand.
INSTALLATION
INSTALLATION
Fig. 667: Drain Channel Ends & Guide Mechanisms

1. Carefully position the drain channel (1) into the holes in the guide mechanism (2).
CAUTION: Do not pry the guide arms apart at the same time, damage to the
guide mechanism may occur.
2. Install the drain channel ends into the mechanism holes one at a time with the reinforcements on the
inside of mechanism arm guide, by prying with a flat blade tool between them.
3. Once started push inward by hand until fully seated.
4. Install the sunroof glass. Refer to GLASS, SUNROOF, INSTALLATION.
5. Adjust sunroof glass. Refer to GLASS, SUNROOF. .
6. Cycle sunroof to insure proper operation.
COVER, SUNROOF MECHANISM
REMOVAL
REMOVAL
Fig. 668: Mechanism Cover

1. Slide sunshade rearward to the full open position.

2. Cycle the glass panel to the vent position.
3. Separate the mechanism covers (2) from the tabs (1) on the glass panel.
Fig. 669: Mechanism Cover & Guide

4. Push the front area of the mechanism cover upward, until front tab is unsnapped.
5. Slide the mechanism cover (1) forward and up to disengage the rear of the cover from the frame.
INSTALLATION
INSTALLATION
Fig. 670: Mechanism Cover & Guide

1. Position the mechanism cover into the rear slot of the mechanism and push rearward and down until fully
seated.
2. Push front tabs (1) on mechanism cover into the guide (2) until seated fully.
Fig. 671: Mechanism Cover

3. Slide the upper portion of the cover (2) into the retaining tabs on the glass panel (1) until fully seated.
DEFLECTOR, WIND
REMOVAL
REMOVAL
1. Fully open sunshade and sunroof glass panel.
Fig. 672: Releasing Hinge With Flat Blade Tool

NOTE: Right side shown in illustration, left similar.
2. Using a small flat bladed tool (2) or equivalent, release both hinges (1) from the track by prying in the
inward direction.
Fig. 673: Hinge Feet & Frame

NOTE: Right side shown in illustration, left similar.
3. Rotate the hinge feet (1) up and out of the frame (2).
4. Remove four fasteners from the front of wind deflector and remove the wind deflector.
INSTALLATION
INSTALLATION
Fig. 674: Inner Track & Clip

NOTE: Left side shown in illustration, right side similar.
1. Position the deflector on rail and install front four fasteners.

2. Insert wind deflector clips into the inner track (2), with the inboard part of the clip tucked into rail
3. Apply upward and inward pressure to seat the clip (1) and verify that is fully seated.
4. Verify that the clip is unable to move in the for/aft directions.
5. Re-initialize the sunroof motor. Refer to MOTOR, SUNROOF, STANDARD PROCEDURE .
GLASS, SUNROOF
ADJUSTMENTS
ADJUSTMENT
Fig. 675: Checking Sunroof Front Height

1. Move the sunshade rearward to the open position.

2. Move the sunroof glass panel to the fully closed position.
3. Remove the mechanism cover from the glass panel tabs.
4. Loosen all glass attachment screws on both sides of the module such that the glass panel is adjustable in
the vertical and fore-aft directions.
5. Standing outside the vehicle (one side at a time with one hand supporting the front corner of the glass
panel) lift the front glass panel corner (3) until it is between flush and slightly under flush (0.00 to - 2.5
mm) with the front roof corner (2). Use your free hand to snug up the glass bolt with sufficient force
(finger tight) that the weight of the glass panel corner is supported. Repeat this process on the other side
of the vehicle.
Fig. 676: Checking Sunroof Rear Height

6. Move to the rear of the sunroof glass panel. Standing outside of the vehicle (one side at a time with one
hand supporting the rear corner of the glass panel) lift the rear glass panel corner (3) until it is between
flush and slightly over flush (0.00 to + 2.5 mm) with the rear roof corner (2). Use your free hand to snug
up the glass bolt with sufficient force (finger tight) that the weight of the glass panel corner is supported.
Repeat this process on the other side of the vehicle.
7. Check the flushness of the glass panel in the corners with a business card (1) (or other straight edged tool
that won't scratch the glass or roof) held at a 45 degree angle to the vehicle's for/aft centerline. The
preferred glass panel placement for blockage of water/air leaks is flush at all the corners. If this is not
possible, adjust the glass panel's vertical placement within the tolerance ranges described above towards
the flush position.
8. If the glass panel's vertical position needs to be adjusted, loosen the bolt at the corner and make the
necessary adjustments. Tighten the bolt before moving onto the next corner.
9. Once the proper glass position has been achieved, tighten the six glass panel attaching screws to 4 N.m
(35 in. lbs.).
REMOVAL
REMOVAL
1. Move the glass panel to the vent position.

2. Slide sunshade rearward to the open position.
3. Remove the mechanism cover. Refer to COVER, SUNROOF MECHANISM, REMOVAL.

4. Remove the six glass panel fasteners (1), three per side.
Fig. 678: Glass Panel & Guide Mechanisms

5. Lift off glass panel (1) and remove from the vehicle.
INSTALLATION
INSTALLATION
Fig. 679: Glass Panel, Six Glass Tabs & Guide Mechanism/Lift Arms
1. Position glass panel (1) on to mechanism lift arms (3).

2. Start the six attaching screws (three per side).
3. Connect a 12v. power supply and verify that the sunroof is in the closed position.
4. Adjust sunroof glass to fit to specifications with roof line. Refer to GLASS, SUNROOF. .

5. Tighten the six screws (1) to 4.5 N.m. (40 in. lbs.).
6. Attach mechanism covers. Refer to COVER, SUNROOF MECHANISM, INSTALLATION.
7. Re-initialize sunroof motor. Refer to MOTOR, SUNROOF, STANDARD PROCEDURE .
MOTOR, SUNROOF
DESCRIPTION
DESCRIPTION
SEAL, SUNROOF GLASS
REMOVAL
REMOVAL
1. Remove sunroof glass panel. Refer to GLASS, SUNROOF, REMOVAL.

2. To aid in seal seam alignment during installation, mark glass panel with a grease pencil where seal ends
meet.
3. Pinch seal with fingers and pull outward, continue around entire glass.
INSTALLATION
INSTALLATION
Fig. 681: Seal, Bottom Larger End & Upper Pointed Edge
NOTE: It will be necessary to cut the new seal to length, as it is a multi-fit seal. Careful
not to cut short. The metal inner of the seal will not allow stretching.
1. Align at seam point determined in removal. Refer to SEAL, SUNROOF GLASS, REMOVAL.
2. Insert seal (2) bottom larger end (3) first and shift upward to set upper pointed edge (1).
3. Repeat as necessary working around the sunroof glass.

4. Once at starting point mark the seal where ends will meet.
5. Using a pair of diagonal cutters or equivalent, cut through the seal.
6. Finish seating of the seal.
7. Install sunroof glass. Refer to SEAL, SUNROOF GLASS, INSTALLATION.
SUNSHADE, SUNROOF
REMOVAL
REMOVAL
1. Remove sunroof glass. Refer to GLASS, SUNROOF, REMOVAL.

2. Cycle sunroof motor to the vent position.
3. Move sunshade towards the closed position stopping three to four inches from the closed position.
4. Press the sunshade in the cross car direction on one side of the sunshade by applying a side-load to the
shade while pulling up at the front centerline of the sunshade. This will cause one foot to pop out of the
track.
Fig. 682: Removing Sunshade

5. Remove the other front foot by rotating the shade (1) out and resting the foot on the top of the sunroof
frame (2).
NOTE: Gently tilt sunshade in such that it slides below the water channel.
6. Pull the shade farther forward in the vehicle and repeat the previous step to remove the rear feet.
7. Remove the sunshade (1).
INSTALLATION
INSTALLATION
Fig. 683: Installing Sunshade

1. Place one side of the sunshade (1) feet into the top track frame (2).
2. Arc the sunshade to allow the feet on the opposite side to go into the top track of the frame (2).
3. Move sunshade to the open position.
4. Verify that the sunshade moves back and forth properly.
5. Cycle sunroof towards the closed position.
6. Position the sunshade so that it is in the full open position.
7. Install sunroof glass. Refer to SEAL, SUNROOF GLASS, INSTALLATION.
8. Re-initialize sunroof motor. Refer to MOTOR, SUNROOF, STANDARD PROCEDURE .
SWITCH, SUNROOF
DESCRIPTION
DESCRIPTION
TUBE, SUNROOF DRAIN

REMOVAL
REMOVAL
FRONT HOSES
Fig. 684: Identifying Front & Rear Drain Tubes

1. Remove A- pillar trim. Refer to PANEL, A-PILLAR TRIM, REMOVAL.

3. Disconnect the drain hose from the sunroof housing (1) by firmly rotating left to right while pulling
outward.
4. Remove cowl trim. Refer to PANEL, COWL TRIM, SIDE, REMOVAL.
5. Remove glovebox for right side drain tube. Refer to GLOVE BOX, INSTRUMENT PANEL,
REMOVAL.
6. Separate the lower tube from the grommet in the body.
7. Drain any liquid from hose connection, if necessary.
8. Attach a string or equivalent to the tube at the grommet (to aid in installation).
9. Release the clips and guide the tube through the dash / cowl area.
10. Un-tie string, remove tube fully.
REAR HOUSING HOSE

2. Disconnect the drain hose from the sunroof housing (2) by firmly rotating left to right while pulling
outward.
3. Remove C- pillar trim. Refer to PANEL, C-PILLAR TRIM, REMOVAL.
4. Remove quarter panel trim. Refer to PANEL, QUARTER TRIM, REMOVAL.

5. Pull front of wheelhouse insulation pad inward.
6. Drain any liquid from hose connection, if necessary.
7. Release the push pin fasteners and separate the lower tube from the grommet in the body.
INSTALLATION
INSTALLATION
FRONT DRAIN HOSES
Fig. 685: Identifying Front & Rear Drain Tubes

NOTE: String (or equivalent) was to be attached during removal procedure.
1. Attach string (or equivalent) to drain hose. Guide the drain tube through dash / cowl area.
2. Position the lower portion through the grommet in the body, seat grommet the fully.
3. Un-tie string and dispose of properly.
4. Position the hose into the support clips, seat the clips fully.
5. Connect the new drain hose to the sunroof housing (1) and test drainage.
6. Install headliner. Refer to HEADLINER, INSTALLATION.
7. Install cowl trim. Refer to PANEL, COWL TRIM, SIDE, INSTALLATION.
8. Install A-pillar trim. Refer to PANEL, A-PILLAR TRIM, INSTALLATION.
9. Install glovebox, when right side drain tube is being installed. Refer to PANEL, INSTRUMENT,
INSTALLATION.
REAR DRAIN HOSE

1. Position the lower portion through the grommet in the body.

2. Position the hose into the support clips, seat the clips fully.
3. Connect the drain hose to the sunroof housing (2) and test drainage.
4. Install wheelhouse insulation into proper position.
5. Install headliner. Refer to HEADLINER, INSTALLATION.
Install quarter trim. Refer to PANEL, QUARTER TRIM, INSTALLATION.
6. Install C-pillar trim. Refer to PANEL, C-PILLAR TRIM, INSTALLATION.
BODY STRUCTURE
GAP AND FLUSH
SPECIFICATIONS
GAP AND FLUSH DIMENSIONS

Fig. 686: Identifying Gap & Flush Points

NOTE:
All measurements are in millimeters.
O/F = Over Flush U/F = Under Flush
U/D = Up/Down F/A = Fore/Aft
DIMENSION DESCRIPTION GAP FLUSH
1 Hood to Grille (Along Top) 6.0 +/- 2.0 Hood O/F 3.2 +/- 2.0
2 Hood to Fender 3.5+/- 1.5 Hood U/F 1.0+/- 1.5
Parallel within Parallel within 1.5

1.5
Side to side Side to side within
within 2.0 2.0
A-Pillar O/F 1.5 +/-
3 Windshield to A-Pillar 6.0+/- 2.0
1.5 (at roof)
Parallel within Increasing toward
2.0 cowl
Side to side
within 2.0
4 Fuel Door to Body Side 3.0 +/- 1.5 Door U/F 0.5 +/- 1.5
Parallel within
Parallel within 1.5
1.5
within 2.0 2.0
5 Rear Door to Body Side 4.0 +/- 1.0 0.0+/- 1.5
Parallel within
Parallel within 1.5
1.5
Side to side Front to back within
within 2.0 1.5
Feature Line 0.0+/-1.5 U/D
Aperture O/F 1.5 +/-
6 Front Door to Rear Door 4.0+/- 1.0
1.5
Parallel within
Parallel within 1.5
1.5
Side to side Front Door O/F +/-
Feature Line 0.0 +/-1.5 U/D
within 2.0 1.25
Fender O/F 1.0 +/-
7 Fender to Front Door 4.0 +/- 1.25
1.25
Parallel within
Parallel within 1.5
1.5
Side to side
within 2.0
Feature Line 0.0 +/- 1.5 U/D
8 Headlamp to Fender 2.0+/- 2.0
Parallel within
1.5
Side to side
within 2.0
9 Headlamp to Fascia 2.0+/- 1.5
Parallel within
2.0
Side to side
within 2.0
10 Headlamp to Grill 3.0+/- 2.0
(Exception) Top 25mm.
Parallel within
2.0
Side to side
within 2.0
11 Grille to Facia 3.0 +/-2.0
Parallel within
2.0
Liftgate 1.5 0/F +/-
12 Liftgate Glass to Liftgate 4.0 +/- 2.0
2.0
Parallel within
Parallel within 2.0
2.0
Body Side 1.0 O/F
13 Liftgate to Body Side 4.0+/- 1.5
+/- 1.5
Parallel within
2.0
within 2.0 2.0
Feature Line 0.0 +/- 1.5
14 Spoiler to Body Side 4.0 +/- 1.5
Side to side
within 2.0
F/A 0.0 +2.0/-
15 Roof to Body Side (Ditch Width)
0.0
Parallel within
2.0
Side to side
within 1.5
Fender 0.5 O/F =/-
16 Fender to Body Side 2.0 +/- 1.5
1.5
Parallel within
Parallel within 1.5
1.5
within 2.0 2.0
17 Door Headers to Body Side 4.0 +/- 1.5 Door 1.6 U/F +/-1.5
Parallel within
Parallel within 1.5
1.5
Side to side
within 2.0
18 Doors to Sill Molding 6.0 +/- 2.0
Parallel within
2.0
Lamp 0.75 U/F +/-
19 Body Side Taillamp to Body Side 2.0 +2.0/- 1.0
2.0
Parallel within
Parallel within 2.0
2.0

within 2.0 2.0
Lamp 0.75 U/F +/-
20 Body Side Taillamp to Fascia 2.0 +/- 2.0
2.0
Parallel within
Parallel within 2.0
2.0
within 2.0 2.0
Liftgate Taillamp to Body Side Liftgate Taillamp 1.0
21 4.0+/- 2.0
Taillamp U/F +/- 2.0
Parallel within
Parallel within 2.0
2.0
within 2.0 2.0
Liftgate to Fascia (Bottom of
22 U/D 6.0 +/-2.0
Trough)
Liftgate to Fascia (Bottom of Step
U/D 5.0 +/- 2.0
pad)
Parallel within
2.0
Liftgate 1.0 O/F +/-
23 Light Bar to Liftgate 2.0 +/- 2.0
2.0
Parallel within
Parallel within 2.0
2.0
2011 DRIVELINE/AXLES Front Axle - 195FIA - Grand Cherokee
2011 DRIVELINE/AXLES
Front Axle - 195FIA - Grand Cherokee

FRONT AXLE - 195FIA
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 warm-up 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 out-of-gear and coast through the peak-noise
range. If the noise stops or changes greatly check for:
 Insufficient lubricant
Differential side and pinions gears, usually do not cause noise during straight-ahead driving, when the gears are
unloaded. The side gears are loaded during turns. A worn pinion mate shaft can also cause a snapping or a
knocking noise.
BEARING NOISE
Bearing noise can be either a whining or a growling sound.
Pinion bearings have a constant high pitch noise, because it rotates at a faster rate. This noise changes with
vehicle speed.
Differential bearings usually produce a low pitch noise. The differential bearing noise is constant and varies
only with vehicle speed.
LOW SPEED KNOCK
Low speed knock is generally caused by:
 Worn U-joints/CV joint

 Worn side-gear thrust washers
 Worn pinion shaft bore
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
 Loose wheel lug nuts
 Loose/broken springs
 Loose pinion gear nut
 Excessive pinion yoke run out
Check for loose or damaged front-end components or engine/transmission mounts. These components can
contribute to what appears to be an axle vibration. Also look at engine accessories, brackets and drive belts.
NOTE: 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
 Loose spring mounts
 Loose pinion gear nut and yoke
 Excessive ring gear backlash
 Excessive side gear to case clearance
To determined the source of a snap/clunk noise, raise vehicle on a hoist with the wheels free to rotate. Have a
helper shift the transmission into gear and listen for the noise.
DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Worn wheel bearing. 2. Replace bearing.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct
fluid type and quantity.
2. End-play in pinion. 2. Replace axle assembly.
3. Excessive gear backlash 3. Replace axle assembly.
between the ring gear and pinion.
4. Loose pinion yoke nut. 4. Replace axle assembly.
5. Scuffed gear tooth contact 5. Replace axle assembly.
surfaces.
1. Cross member cradle dampers 1. Positioned cross member cradle

Axle Whine
not positioned correctly. dampers correctly.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.
3. Worn pinion seal. 4. Replace seal.
4. Worn/scored yoke. 5. Replace axle assembly.
5. Axle cover not properly sealed. 6. Replace axle assembly.
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 pre-loads too high. 3. Replace axle assembly.
4. Insufficient ring gear backlash. 4. Replace axle assembly.
Gear Teeth Broke 1. Overloading. 1. Replace axle assembly.
2. Erratic clutch operation. 2. Replace axle assembly.
3. Ice-spotted pavement. 3. Replace axle assembly.
4. Improper adjustments. 4. Replace axle assembly.
STANDARD PROCEDURE
FLUID DRAIN AND FILL
NOTE: The fluid required for use in this axle is Mopar® Gear and Axle Lubricant 75W-
85.
Fig. 1: Drain Plug & Fill Plug

1. Drive the vehicle until the differential lubricant is at the normal operating temperature.
2. With vehicle in neutral, position and raise vehicle on hoist.

3. Remove rear axle drain plug (2) and drain lubricant completely from the axle.
4. Install drain plug and tighten to 50 N.m (37 ft lbs).
5. Remove fill plug (1) and fill rear axle with 1.1 L (1.2 qts.) Mopar® Gear and Axle Lubricant 75W-85 and
insure axle is filled to the bottom of the fill hole. Refer to CAPACITIES AND RECOMMENDED
FLUIDS , SPECIFICATIONS .
6. Install fill plug and tighten to 50 N.m (37 ft lbs).
SPECIFICATIONS
SPECIFICATIONS
Axle Ratio 3.09/3.45
Ring Gear Diameter 195 mm (7.67 in.)
TORQUE
Fill and Drain Plugs 35 26 -
Front Axle Mount To
135 100 -
Frame Bolts
Rear Axle Mount to Axle
135 100 -
Bolts
Right Axle Mount
135 100 -
Bracket Nut
REMOVAL
REMOVAL

1. With vehicle in neutral, position vehicle on hoist.

2. Remove skid plate, if equipped.
3. Remove differential housing drain plug (2) and drain the fluid.
4. Install the drain plug and torque to 35 N.m (26 ft. lbs.).
CAUTION: Remove axle vent tube prior to removing axle. Failure to remove vent
tube will allow axle fluid to saturate the vent and cause reduced or
improper axle venting resulting in axle damage.
5. Remove axle vent tube from axle.
Fig. 3: Propeller Shaft, Pinion Flange & Reference Marks

6. Remove the wheel and tire assemblies.

7. Mark front propeller shaft (1) and pinion flange (2) for installation reference. Remove propeller shaft
from pinion flange.
Fig. 4: Hub Nut & Half Shaft

8. Remove both brake calipers and hang to the side. Refer to CALIPER, DISC BRAKE , REMOVAL .
9. Remove hub nuts (1) from half shafts (2).
Fig. 5: Tie Rod End Nut & Stabilizer Bar Link Bolts
10. Remove tie rod end nut (1).

11. Remove stabilizer bar link bolts (7) from lower control arms.
Fig. 6: Outer Tie Rod Ends, Knuckles & Ball Joint Remover
12. Separate the outer tie rod ends (3) from the knuckles (2) with Ball Joint Remover (special tool #8677,
Remover, Ball Joint) (1).
Fig. 7: Ball Joint Press, Upper Ball Joint & Knuckle

13. Remove the upper ball joint nuts.

14. Separate the upper ball joints (2) from the knuckles (3) using Ball Joint Press (special tool #C-4150A,
Press, Ball Joint) (1).

15. Pull out on the steering knuckles (2) and push the half shafts (1) out of the knuckles.
16. With a pry bar remove both half shafts (1) from the axle.
Fig. 9: Front Axle Cover Bushing Bolt & Pinion Nose Bushing Bolt
17. Support axle with a lift/jack.

18. On Diesel applications, remove the lower oil pan to remove mounting bolt. Refer to PAN, OIL ,
REMOVAL .
19. Loosen the front axle cover bushing bolt (2) and front axle pinion nose bushing bolt (1) from
crossmember.
Fig. 10: Front Axle Tube Bushing Bracket, Bolts & Nut
20. Remove nut and bolt (1) from front axle tube bushing (2) bracket.
21. Remove bolts (1) from front axle tube bushing bracket (2).
22. Remove bolts (3) from frame dampener.
Fig. 11: Front Axle

NOTE: To remove the axle, tilt the front side of the axle downward while
maneuvering the axle bracket. Then lower the axle and slide it to the RH
side of the vehicle to clear the front axle cover mounting bracket.
23. Remove the axle (1) from the vehicle.

INSTALLATION
INSTALLATION
Fig. 12: Front Axle

1. Lift the axle into vehicle.
Fig. 13: Front Axle Tube Bushing Bracket, Bolts & Nut
2. Install the front axle tube bushing mounting bolt and nut (1) in the RH axle bracket (2) and tighten to 135
N.m (100 ft. lbs.).
3. Install frame dampener (4) and bolts (3) and tighten to 61 N.m (45 ft. lbs.).
Fig. 14: Front Axle Cover Bushing Bolt & Pinion Nose Bushing Bolt
4. Install the front axle cover bushing bolt (2) and front axle pinion nose bushing bolt (1) and tighten to 135
N.m (100 ft. lbs.).
5. Install front axle vent tube and ensure orientation is correct. Vent Tube needs to be fully seated to vent
nipple and then can be orientated to correct position.
6. On Diesel applications, install the lower oil pan. Refer to PAN, OIL , INSTALLATION .
Fig. 15: Axle Seal Protector

7. Using axle seal protector (special tool #10270, Protector, Half Shaft, Drive), install both axle shafts into
the axle carefully avoiding damage to axle seals.

8. Install both axle shafts into the steering knuckles (2), and hub bearing.
Fig. 17: Identifying Upper Ball Joint Nuts & Steering Knuckles
9. Install the upper ball joints into the steering knuckles (2) and tighten nuts (1) to specifications.
10. Install both brake calipers. Refer to CALIPER, DISC BRAKE , INSTALLATION .
11. Install the tie rod ends (1) on the steering knuckles (2) and tighten to specifications.
12. Align the shock clevis (1) with the lower control arms and install the clevis brackets. Refer to SHOCK
ABSORBER, SUSPENSION , INSTALLATION .
13. Install the stabilizer bar links (1) and tighten bolts (2) to specifications.

14. Install the half shaft (2) hub nuts (1) and tighten to 310 N.m (229 ft. lbs.).
Fig. 20: Propeller Shaft, Pinion Flange & Reference Marks

15. Install the propeller shaft (1) with reference marks (3) aligned.
NOTE: Clean propeller shaft bolts and apply Mopar Lock and Seal Adhesive or
equivalent to the threads before installation.
16. Install the propeller shaft bolts and tighten to specifications.

17. Install the front wheel and tire assemblies.
18. Fill the differential with gear lubricant. Refer to CAPACITIES AND RECOMMENDED FLUIDS ,
SPECIFICATIONS .
19. Install fill plug and tighten to 35 N.m (26 ft. lbs.).
20. Install the skid plate, if equipped.
SPECIAL TOOLS
SPECIAL TOOLS

1026 - Puller
(Originally Shipped In Kit Number(s) 9202, 9202A-CAN, 9202CC.)
10270 - Protector, Half Shaft, Drive
6448A - Installer, Bearing/Gear
(Originally Shipped In Kit Number(s) 6947, 8667, 8837, 8867.)
7794-A - Remover, Seal

8217 - Remover, Axle Seal
(Originally Shipped In Kit Number(s) 8273CC.)
8320 - Installer, Bearing
8677 - Remover, Ball Joint
(Originally Shipped In Kit Number(s) 8685, 8685CC, 8712, 9973, 9974, 9975.)
8866 - Installer, Bearing Cup
(Originally Shipped In Kit Number(s) 8998, 8998CC.)
9653-1 - Remover, Bushing
(Originally Shipped In Kit Number(s) 9330, 9576, 9576-CAN, 9577, 9787.)
9653-3 - Installer, Bushing
(Originally Shipped In Kit Number(s) 9330, 9576, 9576-CAN, 9577, 9787.)
9948 - Remover/Installer, Bushing
(Originally Shipped In Kit Number(s) 9945-SUP.)
9948-3 - Nut, Special
C-3281 - Holder, Flange
9300A-CAN.)
C-4150A - Press, Ball Joint
(Originally Shipped In Kit Number(s) 6672, 6745.)
9300A-CAN.)
C-4171-2 - Extension, Drive Handle
C-4212F - Press, Ball Joint
(Originally Shipped In Kit Number(s) 6745, 6880, 6881, MLR-C03.)
C-637 - Slide Hammer, Universal
BUSHING, AXLE SHAFT, FRONT COVER

REMOVAL
REMOVAL
1. Remove front axle from vehicle. Refer to REMOVAL.

Fig. 21: Axle, Remover & Receiver

NOTE: Front Cover bushing shown in illustration. Rear bushing uses the same
procedure.
2. Secure the axle in a vice.

3. Remove bushing from axle (2) with Remover (special tool #9767, Installer, Bearing) (1), Receiver
(special tool #8217, Remover, Axle Seal) (3), Remover/Installer (special tool #9948, Remover/Installer,
Bushing), and Special Long Nut (special tool #9948-3, Nut, Special) (4).
INSTALLATION
INSTALLATION
Fig. 22: Bushing, Axle & Installer

procedure.
1. Install new bushing (2) in axle (3) with Installer (special tool #8866, Installer, Bearing Cup) (1) inverted,
Installer (special tool #8320, Installer, Bearing) (4), Remover/Installer (special tool #9948,
Remover/Installer, Bushing), and Special Long Nut (special tool #9948-3, Nut, Special) (5).
2. Install the axle in the vehicle. Refer to INSTALLATION.
BUSHING, AXLE SHAFT, REAR

REMOVAL
REMOVAL
Fig. 23: Axle, Remover & Receiver

procedure.

INSTALLATION
INSTALLATION
Fig. 24: Bushing, Axle & Installer

procedure.
1. Install new bushing (2) in axle (3) with Installer (special tool #8866, Installer, Bearing Cup) (1) inverted,
Installer (special tool #8320, Installer, Bearing) (4), Remover/Installer (special tool #9948,
Remover/Installer, Bushing), and Special Long Nut (special tool #9948-3, Nut, Special) (5).
BUSHING, AXLE SHAFT, RIGHT

REMOVAL
REMOVAL

Fig. 25: Removing Bushing From Axle

2. Secure axle in vice as shown in illustration.

3. Remove bushing from axle (3) with Press (special tool #C-4212F, Press, Ball Joint) (2), Remover (special
tool #9653-1, Remover, Bushing) (1), and Receiver (special tool #9949, Remover, Ball Joint) (4).
INSTALLATION
INSTALLATION
Fig. 26: Installing Axle Bushing

1. Install new bushing (4) in axle (3) with Press (special tool #C-4212F, Press, Ball Joint) (1), Remover
(special tool #9653-3, Installer, Bushing) (5), and Receiver (special tool #9949, Remover, Ball Joint) (2).
SEAL, AXLE DRIVE SHAFT

REMOVAL
REMOVAL
RIGHT SIDE
Fig. 27: Removing Right Side Axle Shaft Seal

1. Remove halfshaft. Refer to REMOVAL .

2. Using seal remover (special tool #7794-A, Remover, Seal) (1) and slide hammer (special tool #C-637,
Slide Hammer, Universal), remove axle shaft seal (2).
3. Visually inspect halfshaft seal journal for damage (excessive seal groove, nicks, scratches, etc.). Replace
halfshaft if necessary.
LEFT SIDE
Fig. 28: Removing Left Side Axle Shaft Seal

1. Remove halfshaft. Refer to REMOVAL .

INSTALLATION
INSTALLATION
RIGHT SIDE
Fig. 29: Driver Handle & Installer

1. Using Driver Handle (special tool #C-4171, Driver Handle, Universal) (1), Drive Handle Extension
(special tool #C-4171-2, Extension, Drive Handle) and Installer (special tool #10221, Installer, Seal) (2),
and install NEW axle shaft seal. Lubricate the inside diameter with Mopar® Gear and Axle Lubricant
75W-85 to protect seal during halfshaft installation.
2. Install halfshaft. Refer to INSTALLATION .
LEFT SIDE


1. Remove fill plug (1) to check and adjust axle fluid level. Top off axle with Mopar® Gear and Axle
Lubricant 75W-85. Refer to CAPACITIES AND RECOMMENDED FLUIDS , SPECIFICATIONS .
2. Reinstall fill plug and torque to 50 N.m (37 ft. lbs.) torque.
SEAL, DRIVE PINION

REMOVAL
REMOVAL
1. Remove rear axle assembly from vehicle. Refer to REMOVAL.
Fig. 32: Measuring Pinion Rotational Torque

NOTE: Torque reading must be taken with a constant rotational speed. Do not
measure break away torque.
2. Using a torque wrench (1), measure and record the pinion rotational torque.
Fig. 33: Alignment Mark, Pinion Flange Nut & Pinion Shaft
NOTE: Due to axle imbalance concerns, it is necessary to make sure pinion nut-
to-shaft orientation is maintained. If alignment marks are not visible, apply
appropriate marks before removing pinion nut.
3. Apply an alignment mark (2) on the pinion flange nut (1) to the pinion shaft (3).
Fig. 34: Flange Wrench

4. Using Flange Wrench (special tool #C-3281, Holder, Flange) (1) and 32mm socket, loosen the pinion
flange nut.
Fig. 35: Alignment Mark, Pinion Flange & Shaft

NOTE: Due to axle imbalance concerns, it is necessary to make sure pinion

flange-to-shaft orientation is maintained. If alignment marks are not
visible, apply appropriate marks before removing pinion flange.
5. Apply an alignment mark (2) on the pinion flange (1) to the pinion shaft (3).
6. Using Puller (special tool #1026, Puller), remove pinion flange from pinion shaft.
Fig. 36: Seal Remover & Pinion Seal

Slide Hammer, Universal), remove pinion seal (2) and discard.
INSTALLATION
INSTALLATION

1. Apply light coating of gear lubricant to the lip of the pinion seal.
2. Using Driver Handle (special tool #C-4171, Driver Handle, Universal) (1) and Installer (special tool
#10220, Installer, Seal) (2), install pinion seal until tool bottoms on carrier.
Fig. 38: Alignment Mark, Pinion Flange & Shaft

3. Install pinion flange into position. Align index marks between pinion flange and pinion stem to maintain
assembly balance and so that bearing preload is not exceeded.
4. Using Installer (special tool #6448A, Installer, Bearing/Gear), lightly tap on pinion flange until adequate
pinion shaft threads are exposed.

5. Clean any thread locker from pinion flange nut and apply Mopar® Lock and Seal Adhesive to the nut.
6. Install pinion flange nut. Apply 75W-85 gear oil to pinion nut washer face prior to assembly. Using
Flange Wrench (special tool #C-3281, Holder, Flange) (1) and 32mm socket tighten pinion flange nut in
small increments until the pinion nut index mark aligns with the index marking on the pinion stem.
NOTE: If pinion nut index mark exceeds the pinion stem index mark the unit must
be discarded. If the pinion nut index mark falls short of the pinion stem
index mark the unit will possibly generate an NVH concern.

8. After torque reading has been obtained, compare reading to the recorded reading when removing the
pinion flange. The difference between the initial and final measurement will be the new seals drag torque
only.
9. Install axle assembly. Refer to INSTALLATION.
2011 DRIVELINE/AXLES Front Half Shaft - Grand Cherokee
Front Half Shaft - Grand Cherokee
CAUTION
CAUTION
CAUTION: Failure to follow these instructions will result in damage. Never grasp half
shaft assembly by the boots. This may cause the boot to pucker or crease
and reduce the service life of the boot.
Avoid over angulating or stroking the C/V joints when handling the half
shaft.
Half shafts exposed to battery acid, transmission fluid, brake fluid,

differential fluid or gasoline may cause the boots to deteriorate.

HALF SHAFT
Check inboard and outboard C/V joint for leaking grease. This is a sign of boot or boot clamp damage.
NOISE/VIBRATION IN TURNS
A clicking noise or vibration in turns could be caused by a damaged outer C/V or inner tripod joint seal boot or
seal boot clamps. This will result in the loss/contamination of the joint grease, resulting in inadequate
lubrication of the joint. Noise could also be caused by another component of the vehicle coming in contact with
the half shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a damaged or worn C/V joint. A torn boot or loose/missing clamp on the inner/outer joint
which has allowed the grease to be lost will damage the C/V joint.
SHUDDER/VIBRATION DURING ACCELERATION
This could be a worn/damaged inner tripod joint or a sticking tripod joint. Improper wheel alignment may also
cause a shudder or vibration.
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of out of balance front tires or tire/wheel runout. Foreign material (mud, etc.)
packed on the backside of the wheel(s) will also cause a vibration.
SPECIFICATIONS

Half Shaft Hub/Bearing 310 229 -
Nut
REMOVAL
REMOVAL


2. Remove the wheel and tire assemblies.
3. Remove half shaft (1) hub/bearing nut (2).
4. Remove wheel speed sensor.
5. Remove both brake calipers and hang to the side. Refer to CALIPER, DISC BRAKE , REMOVAL .
6. Remove tie rod end nut (1).
7. Remove stabilizer bar link bolts (7, 5) from lower control arms.
Fig. 3: Outer Tie Rod Ends, Knuckles & Ball Joint Remover
8. Separate the outer tie rod ends (3) from the knuckles (2) with Ball Joint Remover (special tool #8677,
Remover, Ball Joint) (1).
Fig. 4: Steering Knuckle & Upper Ball Joint

9. Remove the upper ball joint nuts.
Fig. 5: Ball Joint Press, Upper Ball Joint & Knuckle

10. Separate the upper ball joints (2) from the knuckles (3) using Ball Joint Press (special tool #C-4150A,
Press, Ball Joint) (1).

11. Remove shock clevis bolt and nut from lower control arm
12. Lean the knuckle (2) out and push half shaft (1) out of the hub/bearing.
13. Pry half shafts from axle/axle tube with pry bar.
INSTALLATION
INSTALLATION

1. Using axle seal protector (special tool #10270, Protector, Half Shaft, Drive) (1), install half shafts in the
axle. Verify half shaft has engaged.

2. Install half shafts (1) through the hub/bearing (2).

3. Install shock clevis on lower control arm and tighten nut to specifications.
Fig. 9: Steering Knuckle & Upper Ball Joint

4. Install upper control arm on knuckle and tighten ball joint nut to specifications.
5. Install tie rod end (1) on knuckle and tighten to specifications.

6. Install stabilizer link (7, 5) on lower control arm and tighten to specifications.
7. Install caliper on caliper adapter and tighten to specifications. Refer to CALIPER, DISC BRAKE ,
INSTALLATION .

8. Install wheel speed sensor (1) on the hub/bearing (3).

9. Install half shaft hub/bearing nut and tighten to 310 N.m (229 ft. lbs.).
10. Install the wheel and tire assemblies.
SPECIAL TOOLS
SPECIAL TOOLS

(Originally Shipped In Kit Number(s) 8685, 8685CC, 8712, 9973, 9974, 9975.)
C-4150A - Press, Ball Joint
BOOT, DRIVE SHAFT, OUTER

REMOVAL
REMOVAL
Fig. 12: Identifying C/V Joint/Boot - Outer

NOTE: CV joint is serviced with the shaft, the boot can be serviced separately
1. Remove inner CV boot and joint.

2. Cut outer CV boot (5) clamps (2, 4).
3. Cut boot off CV housing (1) and shaft (3).
INSTALLATION
INSTALLATION

1. Clean the CV joint then apply new grease to the joint.

2. Slide new boot (5) on to the shaft (3) and CV housing (1).
3. Install boot clamps (2, 4) in original locations.
4. Install inner CV joint and boot.
JOINT, DRIVE SHAFT, INNER

REMOVAL
REMOVAL
Fig. 14: Identifying C/V Joint & Boot - Inner

1. Clamp shaft in a vise (with soft jaws) and support C/V joint (1).
2. Remove clamps with a cut-off wheel or grinder.
3. Slide boot down (2) the shaft.
Fig. 15: Housing Snap Ring

4. Remove lubricant from housing (1) to expose the C/V snap ring (2) and remove snap ring.
Fig. 16: Identifying Cage, Inner Race, Shaft & Bearings

5. Remove bearings (4) from the cage (1).

6. Rotate cage (1) 30° and slide cage off the inner race (2) and down the shaft (3).
Fig. 17: Removing Inner Race Snap Ring And Race From Shaft
7. Remove spread inner race (1) snap ring (4) and remove race (1) from the shaft (3).
8. Remove boot from the shaft and discard.
Fig. 18: Exploded View Of Inner C/V Joint

9. Clean and inspect housing (1), cage (2), bearings (3), housing snap-ring (4), inner race snap-ring (5) and
inner race (6) for wear or damage.
INSTALLATION
INSTALLATION
Fig. 19: Sliding Cage Onto Shaft With Small Diameter End Towards Boot
1. Apply a coat of grease supplied with the joint/boot to the C/V joint components before assembling them.
2. Place new clamps on the new boot and slide boot down the shaft.
3. Slide cage (2) onto the shaft (1) with the small diameter (3) end towards the boot.
Fig. 20: Inner Race

4. Install inner race (1) onto the shaft (3). Verify snap ring has engaged on shaft (3).
Fig. 21: Cage/Inner Race

5. Align cage (1) with inner race (2) and slide over the race.
6. Turn the cage 30° to align the cage windows (4) with the race (2).
Fig. 22: Identifying Housing, Bearing Assembly, Housing Snap Ring & Housing Bore
7. Apply grease to the inner race and bearings and install the bearings.
8. Apply grease to the housing bore (4) then install bearing assembly (2) into the housing (1).
9. Install housing snap ring (3) and verify it is seated in the groove.
10. Fill housing and boot with the remaining grease.
11. Slide boot onto the C/V housing into it's original position. Ensure boot is not twisted and remove any
excess air.
12. Secure both boot clamps with appropriate installer.
2011 DRIVELINE/AXLES Propeller Shaft - Grand Cherokee
Propeller Shaft - Grand Cherokee

DIAGNOSIS AND TESTING - PROPELLER SHAFT
VIBRATION
DRIVELINE VIBRATION
Drive Condition Possible Cause Correction
Propeller Shaft Noise 1) Undercoating or other foreign 1) Clean exterior of shaft and
material on shaft. wash with solvent.
2) Loose or bent U-joint yoke or 2) Install new yoke.
excessive runout.
3) Incorrect driveline angle. 3) Measure and correct driveline
angles.
4) Worn CV/U-joint. 4) Install new propeller shaft.
5) Propeller shaft damaged or out 5) Install new propeller shaft.
of balance.
6) Broken rear spring. 6) Install new rear spring.
7) Excessive runout or unbalanced 7) Re-index propeller shaft, test,
condition. and evaluate.
8) Excessive drive pinion gear 8) Re-index propeller shaft and
shaft runout. evaluate.
Joint Noise 1) Loose CV/U-joint flange 1) Install new screws and tighten
screws. to proper torque.
2) Lack of lubrication. 2) Install new propeller
shaft/repair joint.
Tires that are out-of-round, or wheels that are not balanced, will cause a low frequency vibration.
Brake 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 joints, or an
incorrect propeller shaft angle, are usually the cause of such a vibration.
BALANCE
Fig. 1: Screw Clamp on Propeller Shaft

NOTE: Removing and re-indexing the propeller shaft 90° rear axle 45° trans case or
front axle relative to the yoke may eliminate some vibrations.
If propeller shaft is suspected of being unbalanced, it can be verified with the following procedure:

2. Clean all the foreign material from the propeller shaft and the universal joints.
3. Inspect the propeller shaft for missing balance weights, broken welds, and bent areas.
4. Inspect the universal joints to ensure that they are not worn, are properly installed, and are correctly
aligned with the shaft.
5. Check the universal joint flange screws torque.
6. Remove the wheels and tires. Install the wheel lug nuts to retain the brake drums or rotors.
7. Mark and number the shaft six inches from the yoke end at four positions 90° or 45° apart depending on
flange.
8. Run and accelerate the vehicle until vibration occurs. Note the intensity and speed the vibration occurred.
Stop the engine.
9. Install a screw clamp (1) at position 1.
Fig. 2: Separating Clamps

10. Start the engine and re-check for vibration. If there is little or no change in vibration, move the clamp to
one of the other three positions. Repeat the vibration test.
11. If there is no difference in vibration at the other positions, the source of the vibration may not be propeller
shaft.
12. If the vibration decreased, install a second clamp (1) on the shaft (2) and repeat the test.
Fig. 3: Stagger Clamps

13. If the additional clamp causes an additional vibration, separate the first clamp (1) and second clamp (2)
(1/4 inch above and below the mark). Repeat the vibration test.
14. Increase distance between the clamp screws and repeat the test until the amount of vibration is at the
lowest level. Bend the slack end of the clamps so the screws will not loosen.
15. If the vibration remains unacceptable, apply the same steps to the front end of the propeller shaft.
16. Install the wheel and tires. Lower the vehicle.
STANDARD PROCEDURE
STANDARD PROCEDURE - PROPELLER SHAFT ANGLE
Fig. 4: Output Yoke Angle (A)

To obtain front (output) angle on the C/V front propeller shaft, place Inclinometer (special tool #7663,
Inclinometer) 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).
Fig. 5: Propeller Shaft Angle (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: Input Yoke Angle (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 U-joint operating angles is within 1degree.
Operating angles less than 3 degrees (U-joint 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 U-joint system less than 1 1/2
degree operating angle.
SPECIFICATIONS
SPECIFICATIONS

Front Shaft - Pinion
55 41 -
Flange Bolts
Front Shaft - Transfer
55 41 -
Case Flange Bolts
Rear Shaft - Pinion
Flange Bolts (Coupler 85 63 -
type)
Rear Shaft - Pinion
Flange Bolts (C/V Joint 55 41 -
type)
Rear Shaft - Transfer
55 41 -
Case Flange Bolts
Rear Shaft -
Transmission Flange 55 41 -
Bolts
Rear Shaft - Center
27 20 -
Support Bearing Bolts
SPECIAL TOOLS
SPECIAL TOOLS
7663 - Inclinometer
(Originally Shipped In Kit Number(s) 7663-MC, XJ594.)
SHAFT, DRIVE, FRONT

REMOVAL
REMOVAL
Fig. 7: Propeller Shaft & Transfer Case

NOTE: Propeller shaft is serviced as an assembly only.
1. Place vehicle on floor or drive-on hoist with full weight of vehicle on suspension.
2. Shift transmission and transfer case (2) in to Neutral.
 Refer to PLATE, SKID, FRONT , REMOVAL
 Refer to PLATE, SKID, FRONT SUSPENSION , REMOVAL
 Refer to PLATE, SKID, FUEL TANK , REMOVAL
 Refer to PLATE, SKID, TRANSMISSION , REMOVAL
 Refer to PLATE, SKID, TRANSFER CASE , REMOVAL .
4. Support transfer case with jack stand and remove transmission crossmember. Refer to
CROSSMEMBER, REAR , REMOVAL and CROSSMEMBER, TRANSMISSION , REMOVAL .
5. Mark a line across the C/V joints to companion flanges for installation reference.
6. Raise vehicle.
7. Remove bolts from C/V joints.
8. Push propeller shaft forward to clear transfer case companion flange and remove the shaft.
INSTALLATION
INSTALLATION
Fig. 8: Propeller Shaft & Transfer Case

NOTE: Clean all propeller shaft bolts and apply Mopar® Lock AND Seal Adhesive or
1. Install propeller shaft (1) between companion flanges.

2. Align marks on the companion flanges with the marks on the joints.
3. Install bolts to the transfer case flange and tighten bolts in a star pattern to specifications. Refer to
SPECIFICATIONS.
4. Install bolts to the axle flange and tighten bolts in a star pattern to specifications. Refer to
SPECIFICATIONS.
5. Install transmission crossmember. and remove jack stand. Refer to CROSSMEMBER, REAR ,
INSTALLATION and CROSSMEMBER, TRANSMISSION , INSTALLATION .
6. If equipped, install skid plates.
 Refer to PLATE, SKID, FRONT , INSTALLATION
 Refer to PLATE, SKID, FRONT SUSPENSION , INSTALLATION
 Refer to PLATE, SKID, FUEL TANK , INSTALLATION
 Refer to PLATE, SKID, TRANSMISSION , INSTALLATION
 Refer to PLATE, SKID, TRANSFER CASE , INSTALLATION .
SHAFT, DRIVE, REAR

REMOVAL
REMOVAL
CAUTION: Propeller shaft removal is a two-man operation. Never allow propeller shaft
to hang from the center bearing, or while only connected to the
transmission or rear axle flanges. A helper is required. If a propeller shaft
section is hung unsupported, damage may occur to the shaft, coupler,
and/or center bearing from over-angulation. This may result in driveline
vibrations and/or component failure.
Fig. 9: Exhaust System


 Refer to PLATE, SKID, FRONT , REMOVAL
 Refer to PLATE, SKID, FRONT SUSPENSION , REMOVAL
 Refer to PLATE, SKID, FUEL TANK , REMOVAL
 Refer to PLATE, SKID, TRANSMISSION , REMOVAL
 Refer to PLATE, SKID, TRANSFER CASE , REMOVAL .
3. Remove the exhaust (1). Refer to MUFFLER, EXHAUST , REMOVAL .
CAUTION: Failure to follow these instructions may result in a driveline vibration.
4. Mark propeller shaft to the pinion flange and transmission/transfer case flanges for installation reference.

5. Remove the heat shield (3) from the center bearing.

6. Remove the center support bearing (5).
7. Remove propeller shaft from axle pinion flange.
8. Remove propeller shaft from transmission/transfer case flange.
9. With the aid of a helper, remove propeller shaft assembly.
INSTALLATION
INSTALLATION
NOTE: Clean all propeller shaft bolts and apply Mopar® Lock AND Seal Adhesive or
Fig. 11: Alignment Marks At Shaft And Flange

CAUTION: Failure to follow these instructions may result in a driveline vibration.
1. For Coupler type , install propeller shaft on transfer case or transmission with reference marks (3)
aligned. Install flange bolts and nuts and tighten to specifications. Refer to SPECIFICATIONS.
2. For C/V Joint type , install propeller shaft on transfer case or transmission with reference marks (3)
aligned. Install flange bolts and tighten in a star pattern to specifications. Refer to SPECIFICATIONS.

3. Install center bearing (5). Tighten to specifications. Refer to SPECIFICATIONS.

4. Install heat shield (3).
Fig. 13: Exhaust System

5. Install exhaust system. Refer to MUFFLER, EXHAUST , INSTALLATION .

6. If equipped, install skid plates.
 Refer to PLATE, SKID, FRONT , INSTALLATION
 Refer to PLATE, SKID, FRONT SUSPENSION , INSTALLATION
 Refer to PLATE, SKID, FUEL TANK , INSTALLATION
 Refer to PLATE, SKID, TRANSMISSION , INSTALLATION
 Refer to PLATE, SKID, TRANSFER CASE , INSTALLATION .

2011 DRIVELINE/AXLES Rear Axle - 195RIA - Grand Cherokee
Rear Axle - 195RIA - Grand Cherokee
DESCRIPTION
DESCRIPTION
Fig. 1: 195 MM RIA (Rear-Independent-Aluminum) Axle

The 195 MM RIA (Rear-Independent-Aluminum) axle is an independent assembly with an aluminum housing
and differential.

AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubricant, incorrect backlash, incorrect pinion depth, tooth
contact, worn/damaged gears, or the carrier housing not having the proper offset and squareness.
range. If the noise stops or changes greatly:
 Check for insufficient lubricant.

Differential side gears and pinions can be checked by turning the vehicle. They usually do not cause noise
during straight-ahead driving when the gears are unloaded. The side gears are loaded during vehicle turns. A
worn pinion shaft can also cause a snapping or a knocking noise.
BEARING NOISE
The differential and pinion bearings can produce noise when worn or damaged. Bearing noise can be either a
whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This noise changes only with vehicle speed. Pinion bearing noise
will be higher pitched because it rotates at a faster rate.
Worn or damaged 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.
Wheel hub 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 U-joint or by worn side-gear 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 a:
 Damaged propeller shaft.

 Missing propeller shaft balance weight(s).
 Worn or out-of-balance wheels.
 Loose wheel lug nuts.
 Worn U-joints or CV joints.
 Loose/broken springs.
 Loose pinion gear nut.
 Excessive pinion yoke run out.
 Bent halfshaft(s).
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, can be caused by:
 High engine idle speed.

 Transmission shift operation.
 Loose engine/transmission/transfer case mounts.
 Worn or broken axle mount isolators.
 Loose pinion gear nut and yoke.
 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
WHEEL NOISE 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
LOSS OF LUBRICANT 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
4. Worn/scored pinion flange 4. Replace axle assembly.
journal.
AXLE OVERHEATING 1. Lubricant level low. 1. Fill differential to correct level.
3. Bearing preload too high. 3. Replace axle assembly.
GEAR TEETH BROKE 1. Overloading. 1. Replace axle assembly.
AXLE NOISE 1. Insufficient lubricant. 1. Fill axle with the correct fluid
type and quantity.
2. Improper ring gear and pinion 2. Replace axle assembly.
adjustment.
3. Unmatched ring gear and 3. Replace axle assembly.
pinion.
4. Worn teeth on ring gear and/or 4. Replace axle assembly.
pinion.
5. Loose pinion bearings. 5. Replace axle assembly.
6. Loose differential bearings. 6. Replace axle assembly.

7. Misaligned or sprung ring gear. 7. Replace axle assembly.
8. Housing not machined properly. 8. Replace axle assembly.
STANDARD PROCEDURE
85.
Fig. 2: Rear Axle Drain Plug

Fig. 3: Fill Plug

5. Remove fill plug (1) and fill rear axle with 0.9 L (0.95 qts.) Mopar® Gear and Axle Lubricant 75W-85
and insure axle is filled to the bottom of the fill hole. Refer to CAPACITIES AND RECOMMENDED
REMOVAL
REMOVAL
CAUTION: Never grasp halfshaft assembly by the inner or outer boots. Doing so may
cause the boot to pucker or crease, reducing the service life of the boot
and joint. Avoid over angulating or stroking the C/V joints when handling
the halfshaft.


2. Using 14mm hex, remove axle drain plug (1) and drain rear axle fluid into container suitable for fluid
reuse.
3. Install drain plug (1) and torque to 35 N.m (26 ft. lbs.) torque.
4. Remove axle vent tube.
Fig. 5: Exhaust System Nuts

5. Remove rear exhaust system nuts (1).
Fig. 6: Alignment Marks - Axle End

6. Apply alignment index marks (3) to the propeller shaft rubber coupler (1) and axle flange (2).
7. Remove propeller shaft coupler (1)-to-axle flange (2) bolt/nuts.
Fig. 7: Wheel Speed Sensor Bolt, Toe Link Nut And Bolt, Tension Link Nut And Bolt
8. Remove the rear caliper and secure. Refer to CALIPER, DISC BRAKE , REMOVAL .
9. Remove the halfshaft nut.
10. Remove the wheel speed sensor bolt (3) and remove the speed sensor.
11. Remove the toe link nut and bolt (4)
12. Remove the tension link nut and bolt (1).

13. Remove the camber link nut and bolt (2).
Fig. 8: Rear Knuckle Outward

14. Swing rear knuckle outward as shown in illustration.

15. Remove the halfshaft from the hub.
Fig. 9: Halfshaft Removal

16. Using a hammer or similar tool (1) as a pivot point and a suitable screwdriver (2), or using the grove on
the outer can of the CV joint, carefully disengage both halfshafts (3) from axle assembly using care not to
damage dust seal.
17. Carefully remove the right halfshaft from the axle assembly. Use caution to protect axle seal and journal.
Fig. 10: Transmission Jack At Rear Axle

18. Position transmission jack (1) to rear axle assembly.
Fig. 11: Rear Axle Front Isolator

19. Remove rear axle forward mount isolator bolt/nut (1).

Fig. 12: Rear Axle-to-Crossmember Bolts

20. Remove two rear axle-to-crossmember bolts (1).

21. Carefully lower rear axle. While lowering axle, separate propeller shaft from axle and support with
suitable rope or wire.
Fig. 13: Left Halfshaft

22. Lower axle just enough to remove the left halfshaft. Use caution to protect axle seal and journal.
23. Remove axle assembly from vehicle and transfer to bench.
INSTALLATION
INSTALLATION

1. When installing the halfshafts, use axle seal protector (special tool #10270, Protector, Half Shaft, Drive)
(1).

NOTE: Use care when installing halfshaft to axle assembly. The halfshaft
installation angle should be minimized to avoid damage to seal upon
installation.
2. Raise axle just enough to install the left halfshaft. Use caution to protect axle seal and journal. Verify
proper installation by pulling outward on joint by hand.

3. Carefully raise rear axle.

4. Install two rear axle-to-crossmember bolts (1) and torque to 135 N.m (100 ft. lbs.).

5. Install rear axle forward mount isolator bolt/nut (1) and torque to 135 N.m (100 ft. lbs.).
6. Install axle vent tube.

7. Using axle seal protector (special tool #10270, Protector, Half Shaft, Drive), carefully install the right
halfshaft into the axle assembly. Use caution to protect axle seal and journal.

8. Install the halfshaft into the hub.

9. Swing rear knuckle into position as shown in illustration.

10. Install the camber link nut and bolt (2) and torque to specifications.
11. Install the tension link nut and bolt (1) and torque to specifications.
12. Install the toe link nut and bolt (4) and torque to specifications.
13. Install the wheel speed sensor and secure with bolt (3) and torque to specifications.
14. Install the halfshaft nut and torque to 310 N.m (229 ft. lbs.).
15. Install the rear caliper. Refer to INSTALLATION .

16. Align propeller shaft index marks (3) and start propeller shaft coupler-to-axle bolt/nuts by hand. Then,
torque to 58 N.m (43 ft. lbs.).

17. Install rear exhaust system and torque nuts (1) to specification.
Fig. 23: Rear Axle Fill Plug

18. Remove fill plug (1) and fill rear axle with 0.9 L (0.95 qts.) Mopar® Gear AND Axle Lubricant 75W-85
and insure axle is filled to the bottom of the fill hole. Refer to CAPACITIES AND RECOMMENDED
SPECIAL TOOLS
SPECIAL TOOLS
1026 - Puller
9300A-CAN.)
9300A-CAN.)
C-4190 - Installer, Bearing
BUSHING, FRONT
REMOVAL
REMOVAL
1. Remove rear axle from vehicle. Refer to REMOVAL.

Fig. 24: Axle Bushing, Remover, Receiver & Special Long Nut
NOTE: 195RIA axle bushing shown in illustration. 230RIA axle bushing uses the
same procedure.

INSTALLATION
INSTALLATION
Fig. 25: Axle Bushing, Installer, Installer Bearing & Special Long Nut
NOTE: 195RIA axle bushing shown in illustration. 230RIA axle bushing uses the same
procedure.
1. Install new bushing (3) in axle (2) with Installer (special tool #C-4190, Installer, Bearing) (4), Installer
(special tool #8320, Installer, Bearing) (1), Remover/Installer (special tool #9948, Remover/Installer,

REMOVAL
REMOVAL
RIGHT SIDE
Fig. 26: Seal Remover & Axle Shaft Seal

1. Remove halfshaft(s). Refer to REMOVAL .

LEFT SIDE


INSTALLATION
INSTALLATION
RIGHT SIDE

LEFT SIDE
Fig. 29: Driver Handle and Installer

75W-85 part number to protect seal during halfshaft installation.
Fig. 30: Fill Plug

1. Remove fill plug (1) to check and adjust rear axle fluid level. Top off axle with Mopar® Gear and Axle
Lubricant 75W-85. Refer to CAPACITIES AND RECOMMENDED FLUIDS , SPECIFICATIONS .
SEAL, DRIVE PINION

REMOVAL
REMOVAL

NOTE: Due to axle imbalance concerns and bearing preload sensitivity, it is

necessary to make sure pinion nut-to-shaft orientation is maintained. If
alignment marks are not visible, apply appropriate marks before removing
pinion nut.

NOTE: Due to axle imbalance concerns, it is necessary to make sure pinion nut-
to-shaft orientation is maintained. If alignment marks are not visible, apply
appropriate marks before removing pinion nut.
4. Apply an alignment mark on the pinion flange nut to the pinion shaft.
5. Using Flange Wrench (special tool #C-3281, Holder, Flange) (1) and 32mm socket, remove the pinion
flange nut.
Fig. 34: Alignment Mark, Puller, Pinion Flange & Pinion Shaft

6. Apply an alignment mark on the pinion flange to the pinion shaft.

Fig. 35: Removing Pinion Seal

INSTALLATION
INSTALLATION
Fig. 36: Driver Handle, Pinion Seal & Installer

Fig. 37: Alignment Mark, Puller, Pinion Flange & Pinion Shaft
3. Install pinion flange into position. Align index marks to maintain assembly balance.

6. Install pinion flange nut. Apply gear oil to pinion nut washer face prior to assembly. Using Flange
Wrench (special tool #C-3281, Holder, Flange) (1) and 32mm socket tighten pinion flange nut in small
increments until the pinion nut index mark aligns with the index marking on the pinion stem.
index mark the unit will possibly generate an Noise, Vibration, or
Harshness (NVH) concern.

only.
2011 DRIVELINE/AXLES Rear Axle - 215RII - Grand Cherokee
Rear Axle - 215RII - Grand Cherokee
DESCRIPTION
DESCRIPTION
Fig. 1: Differential Housing

The 215 MM RII (Rear-Independent-Iron) axle is an independent assembly with a cast iron housing and
differential. The 215 MM RII uses an open differential which is supported by two tapered roller bearings
located on either side of the case. Differential bearing preload and ring gear backlash are controlled with select
snap-rings located on the outside of the differential bearing cups. Pinion height is set with a select shim located
under the rear pinion bearing cup.

AXLE
GEAR NOISE
BEARING NOISE
LOW SPEED KNOCK
VIBRATION

belts.
DRIVELINE SNAP

DIAGNOSTIC CHART
level.
4. Worn/scored pinion flange 4. Replace pinion flange and seal.
journal.
5. Axle cover not properly sealed. 5. Remove, clean, and re-seal
cover.
type and quantity.
adjustment.

pinion.
4. Worn teeth on ring gear and/or 4. v
pinion.
STANDARD PROCEDURE
85.


REMOVAL
REMOVAL
the halfshaft.


reuse.



6. Remove three propeller shaft coupler (1)-to-axle flange (2) bolt/nuts.



15. Using a hammer or similar tool (1) as a pivot point and a suitable screwdriver (2), or using the groove on
damage dust seal.

Fig. 11: Rear Axle Front Isolator Bolt/Nut





INSTALLATION
INSTALLATION

(1).

installation.




6. Using axle seal protector (special tool #10270, Protector, Half Shaft, Drive) (1), carefully install the right



14. Install the rear caliper. Refer to INSTALLATION



and insure axle is filled to the bottom of the fill hole.
SPECIAL TOOLS
SPECIAL TOOLS
1026 - Puller
9300A-CAN.)

REMOVAL
REMOVAL
Fig. 24: Removing Axle Shaft Seal


2. Using suitable screwdriver (1), remove axle shaft seal (2).
INSTALLATION
INSTALLATION
Fig. 25: Installing Axle Shaft Seal

1. Using Installer (special tool #9755, Installer, Seal) (2), install NEW axle shaft seal (1). Lubricate the
inside diameter with Mopar® Gear and Axle Lubricant 75W-85 part number 051360355AA to protect
seal during halfshaft installation.
2. Install halfshaft(s). Refer to INSTALLATION .

Lubricant 75W-85 part number 051360355AA. Reinstall fill plug and torque to 50 N.m (37 ft. lbs.)
torque.
SEAL, DRIVE PINION

REMOVAL
REMOVAL

Fig. 27: Removing Pinion Flange Nut

2. Using Flange Wrench (special tool #C-3281, Holder, Flange) (1) and 41mm socket, remove pinion flange
nut and discard.
Fig. 28: Removing Pinion Flange


3. Using Puller (special tool #1026, Puller) (1), remove pinion flange (2) from pinion shaft.

4. Using suitable tool (1), remove pinion seal (2) and discard.
INSTALLATION
INSTALLATION
Fig. 30: Installing Pinion Seal

2. Using Installer (special tool #9754, Installer, Seal) (1), install pinion seal until tool bottoms on carrier.
Fig. 31: Installing Pinion Flange

4. Using Installer (special tool #6448A, Installer, Bearing/Gear) (1), lightly tap on pinion flange (2) until
adequate pinion shaft threads are exposed.
Fig. 32: Installing Pinion Flange Nut

5. Install new pinion flange nut. Apply 75W-85 gear oil to pinion nut washer face prior to assembly. Using
Flange Wrench (special tool #C-3281, Holder, Flange) (1) and 41mm socket, torque nut to 150 N.m (110
ft. lbs.).
Fig. 33: Staking Pinion Flange Nut

6. Stake pinion flange nut (1) as shown in illustration.

7. Install rear axle assembly. Refer to INSTALLATION.
Rear Axle - 225RII - Grand Cherokee
DESCRIPTION
DESCRIPTION
Fig. 1: Differential Housing

The 225 MM RII (Rear-Independent-Iron) axle is an independent assembly with a cast iron housing and
differential. The 225 MM RII uses an open differential which is supported by two tapered roller bearings
located on either side of the case. Differential bearing preload and ring gear backlash are controlled with select
snap-rings located on the outside of the differential bearing cups. Pinion height is set with a select shim located
under the rear pinion bearing cup.

AXLE
GEAR NOISE
BEARING NOISE
LOW SPEED KNOCK
VIBRATION

contribute to what appears to be a rearend vibration. Do not overlook engine accessories, brackets and drive
belts.
DRIVELINE SNAP

DIAGNOSTIC CHART
level.
journal.
type and quantity.
adjustment.
pinion.
pinion.
STANDARD PROCEDURE
85.


REMOVAL
REMOVAL
the halfshaft.


reuse.






15. Using a hammer or similar tool (1) as a pivot point and a suitable screwdriver (2), or using the grooves on
damage dust seal.






INSTALLATION
INSTALLATION

(1).

installation.







14. Install the rear caliper. Refer to INSTALLATION



and insure axle is filled to the bottom of the fill hole.
SPECIAL TOOLS
SPECIAL TOOLS
1026 - Puller
9300A-CAN.)

REMOVAL
REMOVAL
Fig. 24: Removing Left Side Seal


2. Using suitable screwdriver (1), remove axle shaft seal (2).
INSTALLATION
INSTALLATION

1. Using Installer (special tool #9755, Installer, Seal) (2), install NEW axle shaft seal (1). Lubricate the
inside diameter with Mopar® Gear and Axle Lubricant 75W-85 to protect seal during halfshaft
installation.
2. Install halfshaft(s). Refer to INSTALLATION .

Lubricant 75W-85. Reinstall fill plug and torque to 50 N.m (37 ft. lbs.) torque.
SEAL, DRIVE PINION

REMOVAL
REMOVAL
1. Remove rear axle assembly from vehicle. Refer to REMOVAL .

Fig. 27: Removing Pinion Flange Nut

2. Using Flange Wrench (special tool #C-3281, Holder, Flange) (1) and 41mm socket, remove pinion flange
nut and discard.
Fig. 28: Removing Pinion Flange


3. Using Puller (special tool #1026, Puller) (1), remove pinion flange (2) from pinion shaft.

4. Using suitable tool (1), remove pinion seal (2) and discard.
INSTALLATION
INSTALLATION
Fig. 30: Installing Pinion Seal

2. Using Installer (special tool #9754, Installer, Seal) (1), install pinion seal until tool bottoms on carrier.
Fig. 31: Pinion Flange Installation

4. Using Installer (special tool #6448A, Installer, Bearing/Gear) (1), lightly tap on pinion flange (2) until
adequate pinion shaft threads are exposed.
Fig. 32: Installing Pinion Flange Nut

5. Install new pinion flange nut. Apply 75W-85 gear oil to pinion nut washer face prior to assembly. Using
Flange Wrench (special tool #C-3281, Holder, Flange) (1) and 41mm socket, torque nut to 200 N.m (148
ft. lbs.).
Fig. 33: Staking Pinion Flange Nut

6. Stake pinion flange nut (1) as shown in illustration.

7. Install rear axle assembly. Refer to INSTALLATION.
Rear Axle - 230RIA - Grand Cherokee
DESCRIPTION
DESCRIPTION
The 230 MM RIA (Rear-Independent-Aluminum) axle is an independent assembly with an aluminum housing
and differential. The 230 MM axle can be equipped with or without ELSD (Electronic Limited Slip
Differential).
AXLE IDENTIFICATION
Fig. 1: 230 RIA Without ELSD

Fig. 2: 230 RIA With ELSD


AXLE
GEAR NOISE
BEARING NOISE
LOW SPEED KNOCK
VIBRATION

belts.
DRIVELINE SNAP

DIAGNOSTIC CHART
level.
journal.
type and quantity.
adjustment.
pinion.
pinion.
STANDARD PROCEDURE
NOTE: The fluid required for use in this axle is:

 With ELSD, Mopar® 75W-85.

 Without ELSD, Mopar® Gear and Axle Lubricant 75W-85.

Fig. 4: Fill Plug

5. Remove fill plug (1) and fill rear axle and insure axle is filled to the bottom of the fill hole.
 With ELSD, 1.35 L (1.4 qts.) Mopar® 75W-90. Refer to CAPACITIES AND RECOMMENDED
 Without ELSD, 1.1 L (1.2 qts.) Mopar® Gear and Axle Lubricant 75W-85. Refer to
CAPACITIES AND RECOMMENDED FLUIDS , SPECIFICATIONS .
REMOVAL
REMOVAL
the halfshaft.


reuse.
4. Remove axle vent tube.






16. Using a hammer or similar tool (1) as a pivot point and a suitable screwdriver (2), or using the grooves on
damage dust seal.






22. Disconnect the ELSD motor connectors (if equipped).

INSTALLATION
INSTALLATION

(1).

installation.
3. Connect the ELSD motor connectors (if equipped).



7. Install axle vent tube.



16. Install the rear caliper. Refer to INSTALLATION .


Fig. 24: Fill Plug

19. Remove fill plug (1) and fill rear axle.

 With ELSD, 1.35 L (1.4 qts.) Mopar® 75W-90. Refer to CAPACITIES AND RECOMMENDED
 Without ELSD, 1.1 L (1.2 qts.) Mopar® Gear and Axle Lubricant 75W-85. Refer to
CAPACITIES AND RECOMMENDED FLUIDS , SPECIFICATIONS .
SPECIAL TOOLS
SPECIAL TOOLS
1026 - Puller

9300A-CAN.)
9300A-CAN.)
C-4190 - Installer, Bearing
BUSHING, FRONT
REMOVAL
REMOVAL
1. Remove rear axle from vehicle. Refer to REMOVAL.
Fig. 25: Axle Bushing, Remover, Receiver & Special Long Nut
NOTE: 195RIA axle bushing shown in illustration. 230RIA axle bushing uses the
same procedure.

INSTALLATION
INSTALLATION
Fig. 26: Axle Bushing, Installer, Installer Bearing & Special Long Nut
NOTE: 195RIA axle bushing shown in illustration. 230RIA axle bushing uses the same
procedure.
1. Install new bushing (3) in axle (2) with Installer (special tool #C-4190, Installer, Bearing) (4), Installer
(special tool #8320, Installer, Bearing) (1), Remover/Installer (special tool #9948, Remover/Installer,

REMOVAL
REMOVAL
RIGHT SIDE


LEFT SIDE WITHOUT ELSD



LEFT SIDE WITH ELSD
Fig. 29: Axle Shaft Seal


2. Using a screwdriver or similar tool, carefully remove axle shaft seal (1).
INSTALLATION
INSTALLATION
RIGHT SIDE
Fig. 30: Driver Handle & Drive Handle Extension

LEFT SIDE WITHOUT ELSD
Fig. 31: Drive Handle Extension and Installer

LEFT SIDE WITH ELSD

Fig. 33: Fill Plug

1. Remove fill plug (1) to check and adjust rear axle fluid level. Refer to CAPACITIES AND
RECOMMENDED FLUIDS , SPECIFICATIONS .
SEAL, DRIVE PINION

REMOVAL
REMOVAL


necessary to make sure pinion nut-to-shaft orientation is maintained. If
pinion nut.

4. Using Flange Wrench (special tool #C-3281, Holder, Flange) (1) and 32mm socket, remove the pinion
flange nut.
Fig. 37: Alignment Mark, Pinion Flange & Pinion Shaft


necessary to make sure pinion flange-to-shaft orientation is maintained. If
pinion flange.
5. Apply an alignment mark (3) on the pinion flange (1) to the pinion shaft (2).
Fig. 38: Seal Remover & Pinion Seal

INSTALLATION
INSTALLATION
Fig. 39: Driver Handle and Installer

Fig. 40: Alignment Mark, Pinion Flange & Pinion Shaft

3. Install pinion flange into position. Align index marks between pinion flange and pinion stem to maintain
assembly balance and so that bearing preload is not exceeded.

6. Install pinion flange nut. Apply gear oil to pinion nut washer face prior to assembly. Using Flange
Wrench (special tool #C-3281, Holder, Flange) (1) and 32mm socket tighten pinion flange nut in small
increments until the pinion nut index mark aligns with the index marking on the pinion stem.
index mark the unit will possibly generate a Noise, Vibration, or Harshness
(NVH) concern.

7. Using a torque wrench, measure and record the pinion rotational torque.
only.
MOTOR, ELECTRONIC LIMITED SLIP DIFFERENTIAL

REMOVAL
REMOVAL
Fig. 44: ELSD Motor Mounting Bolts

1. Remove ELSD Motor mounting bolts (2).

2. Remove the ELSD Motor (1) from the axle.
3. Disconnect the electrical harness connectors.
4. Remove ELSD motor from vehicle.
INSTALLATION
INSTALLATION
Fig. 45: ELSD Motor O Ring & Surface

1. Be sure ELSD Motor O ring surface (3) is clean.

2. Install ELSD Motor O ring (1).
Fig. 46: ELSD Motor Mounting Bolts

3. Connect electrical harness connectors to the ELSD Motor.

4. Install ELSD Motor (1) into the axle and secure with mounting bolts (2). Tighten to 7-9 N.m (60-84 In.
lbs.).
2011 DRIVELINE/AXLES Rear Half Shaft - Grand Cherokee
Rear Half Shaft - Grand Cherokee
CAUTION
CAUTION
CAUTION: Failure to follow these instructions will result in damage. Never grasp half
shaft assembly by the boots. This may cause the boot to pucker or crease
and reduce the service life of the boot.
Avoid over angulating or stroking the C/V joints when handling the half
shaft.
Half shafts exposed to battery acid, transmission fluid, brake fluid,

differential fluid or gasoline may cause the boots to deteriorate.

HALF SHAFT
Check inboard and outboard C/V joint for leaking grease. This is a sign of boot or boot clamp damage.
NOISE/VIBRATION IN TURNS
A clicking noise or vibration in turns could be caused by a damaged outer C/V or inner tripod joint seal boot or
seal boot clamps. This will result in the loss/contamination of the joint grease, resulting in inadequate
lubrication of the joint. Noise could also be caused by another component of the vehicle coming in contact with
the half shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a damaged or worn C/V joint. A torn boot or loose/missing clamp on the inner/outer joint
which has allowed the grease to be lost will damage the C/V joint.
SHUDDER/VIBRATION DURING ACCELERATION
This could be a worn/damaged inner tripod joint or a sticking tripod joint. Improper wheel alignment may also
cause a shudder or vibration.
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of out of balance front tires or tire/wheel runout. Foreign material (mud, etc.)
packed on the backside of the wheel(s) will also cause a vibration.
SPECIFICATIONS

Half Shaft Hub/Bearing 310 229 -
Nut
REMOVAL
REMOVAL



9. Using a hammer or similar tool (1) as a pivot point and a suitable screwdriver (2), carefully disengage
both halfshafts (3) from axle assembly using care not to damage dust seal.
10. Carefully remove the halfshaft from the axle assembly. Use caution to protect axle seal and journal.
INSTALLATION
INSTALLATION

1. Using axle seal protector (special tool #10270, Protector, Half Shaft, Drive) (1), install the half shaft into
the axle assembly.


3. Swing the rear knuckle into position.

4. Install the camber link nut and bolt (2) and tighten to specification.
5. Install the tension link nut and bolt (1) and tighten to specification.
6. Install the toe link nut and bolt (4) and tighten to specification.
7. Install the wheel speed sensor bolt (3) and remove the speed sensor and tighten to specification.
9. Install the rear caliper. Refer to CALIPER, DISC BRAKE , INSTALLATION .
SPECIAL TOOLS
SPECIAL TOOLS
BOOT, DRIVE SHAFT, OUTER

REMOVAL
REMOVAL

NOTE: CV joint is serviced with the shaft, the boot can be serviced separately
1. Remove inner CV boot and joint.

2. Cut outer CV boot (5) clamps (2, 4).
3. Cut boot off CV housing (1) and shaft (3).
INSTALLATION
INSTALLATION

1. Clean the CV joint then apply new grease to the joint.

2. Slide new boot (5) on to the shaft (3) and CV housing (1).
3. Install boot clamps (2, 4) in original locations.
4. Install inner CV joint and boot.
JOINT, DRIVE SHAFT, INNER

REMOVAL
REMOVAL
Fig. 9: Identifying C/V Joint & Boot - Inner

1. Clamp shaft in a vise (with soft jaws) and support C/V joint (1).
2. Remove clamps with a cut-off wheel or grinder.
3. Slide boot down (2) the shaft.
Fig. 10: Housing Snap Ring

4. Remove lubricant from housing (1) to expose the C/V snap ring (2) and remove snap ring.
Fig. 11: Identifying Cage, Inner Race, Shaft & Bearings

5. Remove bearings (4) from the cage (1).

6. Rotate cage (1) 30° and slide cage off the inner race (2) and down the shaft (3).
Fig. 12: Removing Inner Race Snap Ring & Race From Shaft
7. Remove spread inner race (1) snap ring (4) and remove race (1) from the shaft (3).
8. Remove boot from the shaft and discard.
Fig. 13: Exploded View Of Inner C/V Joint

9. Clean and inspect housing (1), cage (2), bearings (3), housing snap-ring (4), inner race snap-ring (5) and
inner race (6) for wear or damage.
INSTALLATION
INSTALLATION
Fig. 14: Sliding Cage Onto Shaft With Small Diameter End Towards Boot
1. Apply a coat of grease supplied with the joint/boot to the C/V joint components before assembling them.
2. Place new clamps on the new boot and slide boot down the shaft.
3. Slide cage (2) onto the shaft (1) with the small diameter (3) end towards the boot.
Fig. 15: Inner Race

4. Install inner race (1) onto the shaft (3). Verify snap ring has engaged on shaft (3).
Fig. 16: Cage/Inner Race

5. Align cage (1) with inner race (2) and slide over the race.
6. Turn the cage 30° to align the cage windows (4) with the race (2).
Fig. 17: Identifying Housing, Bearing Assembly, Housing Snap Ring & Housing Bore
7. Apply grease to the inner race and bearings and install the bearings.
8. Apply grease to the housing bore (4) then install bearing assembly (2) into the housing (1).
9. Install housing snap ring (3) and verify it is seated in the groove.
10. Fill housing and boot with the remaining grease.

11. Slide boot onto the C/V housing into it's original position. Ensure boot is not twisted and remove any
excess air.
12. Secure both boot clamps with appropriate installer.
2011 ACCESSORIES AND EQUIPMENT Active Cruise Control (ACC) Module - Electrical Diagnostics - Grand Cherokee
Active Cruise Control (ACC) Module - Electrical Diagnostics - Grand Cherokee

DTC Description
B222F-00 FLASH WRITE PERFORMANCE
C124B-00 XBW RULE VIOLATION 01
C124C-00 ACC DISABLED DUE TO ESP
C125E-00 ACC SENSOR ADJUSTMENT REQUIRED
C1266-00 ACC SENSOR BLINDED
C1267-92 ACC VEHICLE REACTION - PERFORMANCE OR INCORRECT OPERATION
C1268-00 XBW RULE VIOLATION 02
C126A-00 XBW RULE VIOLATION 04
C126B-00 XBW RULE VIOLATION 05
C126C-00 XBW RULE VIOLATION 06
C126D-00 XBW RULE VIOLATION 07
C126E-00 XBW RULE VIOLATION 08
C126F-00 XBW RULE VIOLATION 09
C1277-00 ACC DISABLE DUE TO TCM
C2129-16 BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD
C2129-17 BATTERY VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD
C212A-84 SYSTEM VOLTAGE - SIGNAL BELOW ALLOWABLE RANGE
C212A-85 SYSTEM VOLTAGE - SIGNAL ABOVE ALLOWABLE RANGE
C2206-00 VEHICLE CONFIGURATION MISMATCH
C2210-00 ECU OVERTEMPERATURE
C2212-00 ECU IN - PLANT MODE ACTIVE
C2215-00 CRUISE CONTROL MODULE PERFORMANCE
C2315-00 ACC DISABLE DUE TO PCM FAULT
P0585 00 SPEED CONTROL SWITCH 1/2 CORRELATION
P1593-2A SPEED CONTROL SWITCH 1/2 STUCK
P1666-00 CRUISE CONTROL MODULE INTERNAL
U0002-00 CAN C BUS OFF PERFORMANCE
U0100-00 LOST COMMUNICATION WITH PCM
U0101-00 LOST COMMUNICATION WITH TCM
U0114-00 LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE
(FDCM) (DTCM)
U0121-00 LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE

U0146-00 LOST COMMUNICATION WITH CENTRAL GATEWAY
U0401-00 IMPLAUSIBLE DATA RECEIVED FROM PCM
U0402-00 IMPLAUSIBLE DATA RECEIVED FROM TCM
U0414-00 IMPLAUSIBLE DATA RECEIVED FROM FDCM (DTCM)
U0415-00 IMPLAUSIBLE DATA RECEIVED FROM ABS
U0429-00 IMPLAUSIBLE DATA RECEIVED FROM SCM
U0447-00 IMPLAUSIBLE DATA RECEIVED FROM CENTRAL GATEWAY
U110A-00 LOSS OF COMMUNICATIONS WITH SCM - CAN-C
U1600-00 ECU APPLICATION SOFTWARE MISMATCH

B222F-00-FLASH WRITE PERFORMANCE
WHEN MONITORED:
SET CONDITION:
The Adaptive Cruise Control (ACC) Module detects a fault during an internal diagnostic check.
POSSIBLE CAUSES
Possible Causes
ADAPTIVE CRUISE CONTROL MODULE
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to PRE-
DIAGNOSTIC TROUBLESHOOTING PROCEDURE - NGC or PRE-DIAGNOSTIC
TROUBLESHOOTING PROCEDURE - 3.0L DIESEL .
DIAGNOSTIC TEST
1. REPLACE THE ACC MODULE IF DTC IS ACTIVE

2. Cycle the ignition switch from off to on at least five times, leaving the ignition on for a minimum
of 90 seconds per cycle.
Does the scan tool display this DTC as active?
Yes
 With a scan tool, reprogram the ACC to the latest software version in accordance with the
 Go to 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.
 Perform the ACC MODULE VERIFICATION TEST. Refer to STANDARD
PROCEDURE.
2. CONTINUED ACTIVE CODE AFTER PROGRAMING
Does the scan tool display this DTC as active after programming?
Yes
 Replace the ACC in accordance with the service information.

PROCEDURE.
No
 Test is complete.
C124B-00-XBW RULE VIOLATION 01
WHEN MONITORED:
Continuously monitored with the engine running and the Adaptive Cruise Control (ACC) Module in normal
mode.
SET CONDITION:
A ready conflict between the ACC module and the Electronic Stability Program (ESP) system has occurred.
The ACC module will disable the ACC system, the Forward Collision Warning (FCW) OFF and the ACC
unavailable message will display in the Electronic Vehicle Information Center (EVIC). Once the Diagnostic
Trouble Code (DTC) goes to stored, the ACC system will return to normal operation. The DTC will be cleared
after a 100 consecutive key cycles of the STORED DTC.
POSSIBLE CAUSES
Possible Causes
CAN MESSAGE CONFLICT
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE:  To help in the service of the ACC System, it is recommended

reviewing with the customer to learn what type of environment they
were driving in when the cruise concern took place. Heavy rain,
snow, ice, and fog can cause the ACC system to become unavailable.
This should be considered normal operation and no repair is
necessary.
 Repair all ABS and ESP DTCs before proceeding with the test.
1. Using the scan tool attempt to clear the DTC.
Can the DTC be cleared?
Yes
 If the DTC can be cleared no further repair is necessary.
No
 If the DTC cannot be cleared and will not go into a stored state replace the ACC Module in
accordance with the Service Information. Refer to SENSOR AND BRACKET,
ADAPTIVE SPEED CONTROL , REMOVAL .
PROCEDURE.
C124C-00-ACC DISABLED DUE TO ESP
WHEN MONITORED:
mode.
SET CONDITION:
An active Diagnostic Trouble Code (DTC) is stored in the Anti-Lock Brake System (ABS). The ACC module
will disable the ACC system and the ACC UNAVAILABLE message will display in the Electronic Vehicle
Information Center (EVIC). Once the DTC goes to stored, the ACC system will return to normal operation. The
DTC will be cleared after a 100 consecutive key cycles of the STORED DTC.
POSSIBLE CAUSES
Possible Causes
ESP SYSTEM DTC PRESENT
For gasoline engines, always perform the Pre-Diagnostic Troubleshooting procedure before proceeding.
Refer to PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE - NGC .
DIAGNOSTIC TEST
This is an informational DTC only. One or more Electronic Stability Program (ESP) system DTCs are present.
Refer to DIAGNOSIS AND TESTING .
C125E-00-ACC SENSOR ADJUSTMENT REQUIRED
WHEN MONITORED:
Continuously monitored with the ignition in run and the Adaptive Cruise Control (ACC) Module in normal
mode.
SET CONDITION:
ACC Module detects that it is physically misaligned. The ACC module will disable the ACC system and the
SERVICE ACC message will display in the Electronic Vehicle Information Center (EVIC). Once the
Diagnostic Trouble Code (DTC) goes to stored, the ACC system will return to normal operation. The DTC will
be cleared after the ACC Module sees 100 consecutive key cycles of the STORED DTC.
POSSIBLE CAUSES
Possible Causes
SENSOR MISALIGNED
ACC MODULE
DIAGNOSTIC TEST
NOTE: A secure and unmodified mounting location is critical to the proper

operation of the ACC system.
NOTE: To help in the service of the ACC System, it is recommended speaking to

the customer to find out what if the vehicle was in an accident prior to the
DTC setting or the type of environment they were driving in when the
cruise concern took place. Heavy rain, snow, ice, and fog can cause the
ACC system to become unavailable. This should be considered normal
operation and no repair is necessary.
NOTE: Vehicles that have had the suspension modified and/or a aftermarket grill
installed that blocks the ACC module can cause the ACC system not to
operate properly.
1. Using a scan tool, read ACC DTCs.
Yes
 Go To 2.
No
No repair is necessary. Make sure the lens is free of dirt, damage, and other obstructions.

Clear the DTC and verify proper operation of the ACC system.
2. INSPECT ACC MODULE MOUNTING
NOTE: Make sure the ACC Sensor lens is free from dirt and debris (mud, dirt, ice,
road debris) that would compromise the function of the ACC system.
1. Perform a thorough visual and physical inspect of the ACC module and it's mounting location look
for: damage to the ACC module, damaged lens, ACC module not fully seated or broken/missing
securing clips.
Is there damage to the ACC module?
Yes
 Repair in accordance with the Service Information.

PROCEDURE.
No
 Inspect the ACC module mounting location fasteners and repair as necessary.
PROCEDURE.
C1266-00-ACC SENSOR BLINDED

WHEN MONITORED:
Continuously monitored with the ignition in run and the Adaptive Cruise Control (ACC) Module in normal
mode.
SET CONDITION:
ACC Module detects that the lens is damaged or obstructed. The ACC module will disable the ACC system and
the SERVICE ACC message will display in the Electronic Vehicle Information Center (EVIC). Once the
Diagnostic Trouble Code (DTC) goes to stored, the ACC system will return to normal operation. The DTC will
be cleared after the ACC Module sees 100 consecutive key cycles of the STORED DTC.
POSSIBLE CAUSES
Possible Causes
SENSOR LENS OBSTRUCTION
DAMAGE SENSOR LENS OR MOUNTING LOCATION
ACC MODULE
DIAGNOSTIC TEST
NOTE: A secure and unmodified mounting location is critical to the proper


the customer to find out what if the vehicle was in an accident prior to the
DTC setting or the type of environment they were driving in when the
cruise concern took place. Heavy rain, snow, ice, and fog can cause the
ACC system to become unavailable. This should be considered normal
operation and no repair is necessary.
NOTE: Vehicles that have had the suspension modified and/or a aftermarket grill
installed that blocks the ACC sensor can cause the ACC system not to
operate properly.

Yes
 Go To 2.
No

Clear the DTC and verify proper operation of the ACC system.
2. INSPECT ACC MODULE MOUNTING
NOTE: Make sure the ACC Sensor lens is free from dirt and debris (mud, dirt, ice,
road debris) that would compromise the function of the ACC system.
1. Perform a thorough visual and physical inspect of the ACC module and it's mounting location look
for: damage to the ACC module, damaged lens, ACC module not fully seated or broken/missing
securing clips.
Is there damage to the ACC module?
Yes
 Repair in accordance with the Service Information.

PROCEDURE.
No
 Inspect the ACC module mounting location fasteners and repair as necessary.
PROCEDURE.
C1267-92-ACC VEHICLE REACTION - PERFORMANCE OR INCORRECT OPERATION
WHEN MONITORED:
mode.
SET CONDITION:
unavailable message will display in the Electronic Vehicle Information Center (EVIC). The DTC will set after
five seconds. Once the Diagnostic Trouble Code (DTC) goes to stored, the ACC system will return to normal
operation. The DTC will be cleared after a 100 consecutive key cycles of the STORED DTC.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes
No
PROCEDURE.
C1268-00-XBW RULE VIOLATION 02
WHEN MONITORED:
mode.
SET CONDITION:
unavailable message will display in the Electronic Vehicle Information Center (EVIC). Once the Diagnostic
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes
No
PROCEDURE.
WHEN MONITORED:
mode.
SET CONDITION:
Unavailable message will display in the Electronic Vehicle Information Center (EVIC). Once the Diagnostic
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes

No
PROCEDURE.
C126A-00-XBW RULE VIOLATION 04
WHEN MONITORED:
mode.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes
No
PROCEDURE.
C126B-00-XBW RULE VIOLATION 05
WHEN MONITORED:
mode.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes
No
PROCEDURE.
C126C-00-XBW RULE VIOLATION 06
WHEN MONITORED:
mode.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes
No
PROCEDURE.
C126D-00-XBW RULE VIOLATION 07
WHEN MONITORED:
mode.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes
No
PROCEDURE.
C126E-00-XBW RULE VIOLATION 08
WHEN MONITORED:
mode.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes
No
PROCEDURE.
C126F-00-XBW RULE VIOLATION 09
WHEN MONITORED:
mode.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes

No
PROCEDURE.
WHEN MONITORED:
mode.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes
No
PROCEDURE.
WHEN MONITORED:
mode.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC

necessary.
Yes
No
PROCEDURE.
C1277-00-ACC DISABLE DUE TO TCM
WHEN MONITORED:
mode.
SET CONDITION:
Normally when an active Diagnostic Trouble Code (DTC) is set against the Transmission Control Module
(TCM) or the TCM is in LIMP IN mode. The ACC module will disable the ACC system and the ACC
UNAVAILABLE message will display in the Electronic Vehicle Information Center (EVIC). Once the DTC
changes from active to stored, the ACC system will return to normal operation. This DTC will clear after a 100
consecutive key cycles with the DTC stored.
POSSIBLE CAUSES
Possible Causes
DTC PRESENT IN THE TCM
DIAGNOSTIC TEST
1. CHECK FOR DTCs IN TCM

2. Using a scan tool, read TCM DTCs.
Are any DTCs present?
Yes
 Diagnose and repair DTC(s). Refer to DIAGNOSIS AND TESTING .
No
 Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to

INTERMITTENT CONDITION - NGC or INTERMITTENT DTC - 3.0L DIESEL .
PROCEDURE.
C2129-16-BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD

Fig. 1: Adaptive Cruise Control Module Wiring Diagram

WHEN MONITORED:
SET CONDITION:
If the voltage to the Adaptive Cruise Control (ACC) is below 10 volts for more than 15 seconds.
POSSIBLE CAUSES
Possible Causes
RELATED DTCS PRESENT IN PCM
LOW BATTERY VOLTAGE
(F943) FUSED B(+) CIRCUIT HIGH RESISTANCE
(Z909) GROUND CIRCUIT HIGH RESISTANCE
ADAPTIVE CRUISE CONTROL (ACC)
DIAGNOSTIC TEST
1. RELATED DTC(S) PRESENT IN PCM

2. With the scan tool, select View DTCs in the Powertrain Control Module (PCM).
Are there any charging system or related battery voltage DTCs present in the PCM?
Yes

No
Go To 2.

2. CHECK FOR AN ACTIVE DTC

Yes
 Go To 3.
No

PROCEDURE.
3. (F943) FUSED B(+) CIRCUIT OPEN OR SHORTED TO GROUND
Fig. 2: Checking Fused B(+) Circuit For Open Or Shorted To Ground


2. Disconnect the ACC harness connector.
4. Measure the voltage of the (F943) Fused B(+) circuit.
Is battery voltage present?
Yes
 Go To 4.
No
Repair the (F943) Fused B(+) circuit for an open, short to ground or high resistance.


PROCEDURE.
Fig. 3: Checking Ground Circuit For Open Or High Resistance


2. Measure the resistance between ground and the (Z909) Ground circuit.
Yes
 Replace the ACC Module in accordance with the Service Information. Refer to SENSOR
AND BRACKET, ADAPTIVE SPEED CONTROL , REMOVAL .
PROCEDURE.
No
 Repair the (Z909) Ground circuit for an open or high resistance.

PROCEDURE.
C2129-17-BATTERY VOLTAGE - CIRCUIT VOLTAGE ABOVE THRESHOLD


WHEN MONITORED:
Continuously.
SET CONDITION:
If the voltage to the Steering Column Control Module (SCCM) is above 16 volts for more than 15 seconds.
POSSIBLE CAUSES
Possible Causes
RELATED DTC(S) PRESENT IN THE PCM
HIGH BATTERY VOLTAGE
ADAPTIVE CRUISE CONTROL (ACC)
DIAGNOSTIC TEST
1. RELATED DTC(S) PRESENT IN THE PCM

2. With the scan tool, select View DTCs in the Powertrain Control Module (PCM).
Are there any charging system or related battery voltage DTCs present in the PCM?
Yes

No
Go To 2.


Yes
 Replace the ACC Module in accordance with the Service Information. Refer to SENSOR
AND BRACKET, ADAPTIVE SPEED CONTROL , REMOVAL .

PROCEDURE.
No
PROCEDURE.
C212A-84-SYSTEM VOLTAGE - SIGNAL BELOW ALLOWABLE RANGE


WHEN MONITORED:
SET CONDITION:
The Adaptive Cruise Control (ACC) module receives a low charging system voltage message over the CAN
Bus or detects voltage under 10 volts on the (F943) Fused B(+) circuit.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM VOLTAGE LOW
(F943) FUSED B(+) CIRCUIT
DIAGNOSTIC TEST
1. CHECK PCM FOR CHARGING SYSTEM DTC

Are there any Charging System DTCs set in the PCM?
Yes
 Perform the Charging System diagnostic procedure. Refer to DIAGNOSTIC CODE

INDEX - 3.0L DIESEL or DIAGNOSTIC CODE INDEX - NGC .
No
Go To 2.


1. With the scan tool, read the active ACC module DTCs.
Yes
 Go To 3.
No

PROCEDURE.
3. CHECK THE VOLTAGE AT THE (F943) FUSED B(+) CIRCUIT
Fig. 6: Checking For Voltage At Fused B(+) Circuit

1. Disconnect the ACC module harness connector.

3. Using a 12-volt test light connected to ground, check the (F943) Fused Ignition Switch Output
(Run-Start) circuit.
Yes
 Replace and program the Adaptive Cruise Control (ACC) in accordance with the Service
Information.
PROCEDURE.
No
 Repair the (F943) Fused B(+) circuit as necessary.

PROCEDURE.
C212A-85-SYSTEM VOLTAGE - SIGNAL ABOVE ALLOWABLE RANGE


WHEN MONITORED:
SET CONDITION:
The Adaptive Cruise Control (ACC) Module receives a high charging system voltage message over the CAN
Bus or detects voltage over 16 volts on the (F943) Fused B(+) circuit.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM VOLTAGE HIGH
DIAGNOSTIC TEST
1. CHECK PCM FOR CHARGING SYSTEM DTC

Are there any Charging System DTCs set in the PCM?
Yes
 Perform the Charging System diagnostic procedure. Refer to DIAGNOSTIC CODE

INDEX - 3.0L DIESEL or DIAGNOSTIC CODE INDEX - NGC .
No
Go To 2.


1. With the scan tool, read the active ACC Module DTCs.
Yes
 Replace and program the Adaptive Cruise Control (ACC) in accordance with the Service
Information.
PROCEDURE.
No
PROCEDURE.
C2206-00-VEHICLE CONFIGURATION MISMATCH
WHEN MONITORED:
Continuously monitored with the engine running, the Adaptive Cruise Control (ACC) Module voltage at battery
voltage, and the ACC Module in normal mode.
SET CONDITION:
Vehicle configuration does not match. The ACC module will disable the ACC system and the SERVICE ACC
message will display in the Electronic Vehicle Information Center (EVIC). Once the Diagnostic Trouble Code
(DTC) goes to stored, the ACC system will return to normal operation. After a successful learning process the
active DTC will be cleared automatically.
POSSIBLE CAUSES
Possible Causes
VEHICLE CONFIGURATION
DIAGNOSTIC TEST
1. ACC MODULE CHANGED
NOTE: If the ACC module is swapped from another vehicle performing the
horizontal sensor alignment procedure will resolve the concern.
Was the ACC Module replaced with one from another vehicle?
Yes
 Refer to SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL , STANDARD

PROCEDURE and perform the horizontal sensor alignment procedure.
No
 Replace the ACC Module in accordance with the Service Information.

 Perform the ACC MODULE VERIFICATION TEST. Refer to STANDARD PROCEDURE.
C2210-00-ECU OVERTEMPERATURE
WHEN MONITORED:
SET CONDITION:
ACC Module detects internal temperature greater than 115°C (239°F). The ACC module will disable the ACC
system and the ACC UNAVAILABLE message will display in the Electronic Vehicle Information Center
(EVIC). Once the Diagnostic Trouble Code (DTC) goes to stored, the ACC system will return to normal
operation. The DTC will be cleared after the ACC Module sees 100 consecutive key cycles of the STORED
DTC.
POSSIBLE CAUSES
Possible Causes
AMBIENT TEMPERATURE TOO HIGH
DIAGNOSTIC TEST

the customer to find out what type of environment they were driving in
when the cruise concern took place. Heavy rain, snow, ice, and fog can
cause the ACC system to become unavailable. This should be considered
normal operation and no repair is necessary.
Yes
 Go To 2.
No

 Perform the ADAPTIVE CRUISE CONTROL VERIFICATION TEST. Refer to

STANDARD PROCEDURE.
2. VERIFY AMBIENT TEMPERATURE READING
1. Using a scan tool, read PCM ambient air temperature reading.
Is the ambient air temperature reading 85°C (185°F)?
Yes
 The ACC Module has detected the ambient temperature above operating range. Once the
temperature has decreased below 85°C (185°F), ACC operation will be restored.
STANDARD PROCEDURE.
No
 Replace the ACC module in accordance with the Service Information. Refer to SENSOR
AND BRACKET, ADAPTIVE SPEED CONTROL , INSTALLATION .
STANDARD PROCEDURE.
C2212-00-ECU IN - PLANT MODE ACTIVE
WHEN MONITORED:
Continuously monitored with the ignition key in run, the Adaptive Cruise Control (ACC) Module voltage at
battery voltage, and the ACC Module in normal mode.
SET CONDITION:
ACC Module is in the In-Plant mode. The ACC module will disable the ACC system and the ACC PLANT
MODE message will display in the Electronic Vehicle Information Center (EVIC). Once the Diagnostic
Trouble Code (DTC) goes to stored, the ACC system will return to normal operation. After a successful
learning process, the active DTC will be cleared automatically.
POSSIBLE CAUSES
Possible Causes
ACC MODULE IN THE IN-PLANT MODE
DIAGNOSTIC TEST

Yes
 Refer to SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL , STANDARD

PROCEDURE and perform the SENSOR VERTICAL ALIGNMENT procedure.
NOTE: Running the Alignment Procedure will remove the module from
the In-Plant mode.

PROCEDURE.
No
 No repair is necessary. Make sure the lens is free of dirt, damage, and other obstructions that
would hinder the performance of the ACC imager lens. Clear the DTC and verify proper
C2215-00-CRUISE CONTROL MODULE PERFORMANCE
WHEN MONITORED:
SET CONDITION:
Internal ACC Module failure detected. The ACC module will disable the ACC system and the SERVICE ACC
message will display in the Cabin Compartment Node (CCN). Once the Diagnostic Trouble Code (DTC) goes
to stored, the ACC system will return to normal operation. The DTC will be cleared after a 100 consecutive key
cycles of the STORED DTC.
POSSIBLE CAUSES
Possible Causes
ACC MODULE
DIAGNOSTIC TEST

Yes
 Make sure the lens is free of dirt, damage, and other obstructions. Clear the DTC and verify
the proper operation of the ACC system.
PROCEDURE.
 Go To 2.
No

Clear the DTC and verify the proper operation of the ACC system.
PROCEDURE.
2. VERIFY DTC
Did the DTC reset as active?
Yes

PROCEDURE.
No
 No repair is necessary. Test is complete
C2315-00-ACC DISABLE DUE TO PCM FAULT
WHEN MONITORED:
mode.
SET CONDITION:
Normally when an active Diagnostic Trouble Code (DTC) is set in the Powertrain Control Module (PCM). May
also set if engine is operated at RPM limit (e.g. driver performing wide open throttle [WOT] maneuvers). The
ACC module will disable the ACC system and the ACC UNAVAILABLE message will display in the
Electronic Vehicle Information Center (EVIC). Once the DTC changes from active to stored, the ACC system
will return to normal operation. This DTC will clear after the ACC Module sees 100 consecutive key cycles
with the DTC stored.
POSSIBLE CAUSES
Possible Causes
PCM DTC PRESENT
ENGINE OPERATED AT RPM LIMIT
DIAGNOSTIC TEST
1. CHECK FOR DTCs IN PCM

2. Using a scan tool, read PCM DTCs.
Are any DTCs present?
Yes
 Diagnose and repair the DTC(s). Refer to DIAGNOSTIC CODE INDEX - 3.0L DIESEL
or DIAGNOSTIC CODE INDEX - NGC .
No
 DTC set due to engine operated at RPM limit. Using the scan tool, clear ACC module DTCs.
PROCEDURE.
P0585-00 SPEED CONTROL SWITCH 1/2 CORRELATION
THEORY OF OPERATION
The Speed Control Switch is hardwired to the Steering Column Control Module (SCCM). The SCCM is located
near the top of the steering column below the steering wheel. The SCCM includes the steering column shroud,
the Steering Angle Sensor (SAS), the Clockspring, the Multi-function Switch, a Steering Column Power Tilt
and Telescope Switch (if equipped), and a trim cover. The SCCM is replaced as an entire assembly.
WHEN MONITORED:
SET CONDITION:
The Steering Column Control Module (SCCM) has detected that a non-permissable combination has occurred
in the Speed Control Switch.
POSSIBLE CAUSES
Possible Causes
RIGHT STEERING WHEEL SWITCH (SPEED CONTROL SWITCH)
STEERING WHEEL WIRING HARNESS / CONNECTORS
DIAGNOSTIC TEST
1. VERIFY THE DIAGNOSTIC TROUBLE CODE (DTC) IS ACTIVE

2. Using the scan tool, read the active DTCs.
Is this DTC active?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the P0585-00 Speed Control Switch
1/2 Correlation diagnostic procedure.
No
P1593-2A-SPEED CONTROL SWITCH 1/2 STUCK
THEORY OF OPERATION
The Speed Control Switch is hardwired to the Steering Column Control Module (SCCM). The SCCM is located
near the top of the steering column below the steering wheel. The SCCM includes the steering column shroud,
the Steering Angle Sensor (SAS), the Clockspring, the Multi-function Switch, a Steering Column Power Tilt
and Telescope Switch (if equipped), and a trim cover. The SCCM is replaced as an entire assembly.
WHEN MONITORED:
SET CONDITION:
Fault signifies any Speed Control Switch is held/stuck for greater than 120 seconds.
POSSIBLE CAUSES
Possible Causes
RIGHT STEERING WHEEL SWITCH (SPEED CONTROL SWITCH) STUCK
STEERING WHEEL WIRING HARNESS / CONNECTORS
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the P1593-2A-Speed Control Switch
1/2 Stuck diagnostic procedure.
No
P1666-00-CRUISE CONTROL MODULE INTERNAL
WHEN MONITORED:
SET CONDITION:
Internal ACC Module failure detected. The ACC module will disable the ACC system and the SERVICE ACC
message will display in the Cabin Compartment Node (CCN). Once the Diagnostic Trouble Code (DTC) goes
to stored, the ACC system will return to normal operation. The DTC will be cleared after a 100 consecutive key
cycles of the STORED DTC.
POSSIBLE CAUSES
Possible Causes
ACC MODULE
DIAGNOSTIC TEST

Yes

PROCEDURE.
No
 No repair is necessary. Make sure the lens is free of dirt, damage, and other obstructions.
Clear the DTC and verify the proper operation of the ACC system.
PROCEDURE.
U0002-00-CAN C BUS OFF PERFORMANCE
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Diagnose the U0002-00-CAN C BUS OFF PERFORMANCE using the U0001-CAN C

BUS CIRCUIT procedure. Refer to DIAGNOSIS AND TESTING and perform the
U0001-CAN C Bus diagnostic procedure.
No
U0100-00-LOST COMMUNICATION WITH PCM
WHEN MONITORED:
Continuously when the ignition is on.
The battery voltage between 10 and 16 Volts.
Ignition Off Draw (IOD) fuse installed.
Totally Integrated Power Module (TIPM) is configured correctly.

SET CONDITION:
Bus messages not received from the Powertrain Control Module (PCM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULES POWER AND GROUND
ANY MODULE THAT SET THIS DTC
DIAGNOSTIC TEST
proceeding.

Is this DTC active?
Yes
PCM diagnostic procedure.
No
U0101-00-LOST COMMUNICATION WITH TCM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Transmission Control Module (TCM) for approximately 500ms.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.

2. With the scan tool, read active DTCs.
Is this DTC active?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0101 Lost Communication with
TCM diagnostic procedure.
No
U0114-00-LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE (FDCM) (DTCM)
WHEN MONITORED:
Battery Voltage between 10 and 16 Volts.

SET CONDITION:
The Electronic Limited Slip Differential (ELSD) doesn't receive a Final Drive Control Module (FDCM)
(DTCM) message over the CAN C BUS circuit for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
CAN INTERIOR OR CAN C BUS CIRCUITS OPEN OR SHORTED
DIAGNOSTIC TROUBLE CODES (DTC) RELATED TO BATTERY VOLTAGE, IGNITION, OR
VIN MESSAGES PRESENT
TOTALLY INTEGRATED POWER MODULE (TIPM) NOT CONFIGURED CORRECTLY
TOTALLY INTEGRATED POWER MODULE (TIPM) POWER AND GROUND
DRIVE TRAIN CONTROL MODULE (DTCM)
DIAGNOSTIC TEST
NOTE: Make sure the IOD fuse is installed and battery Voltage is between 10 and
16 Volts before proceeding.

2. Using a scan tool, read DTCs.
Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0114-LOST

COMMUNICATION WITH FINAL DRIVE CONTROL MODULE (FDCM) (DTCM)
No
U0121-00-LOST COMMUNICATION WITH ANTI-LOCK BRAKE MODULE
WHEN MONITORED:

SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
Anti-Lock Brake System (ABS) Module diagnostic procedure.
No
U0146-00-LOST COMMUNICATION WITH CENTRAL GATEWAY
WHEN MONITORED:

SET CONDITION:
Bus messages not received from the Central Gateway for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
(D265) CAN INTERIOR BUS(+) (125k) CIRCUIT SHORTED TO VOLTAGE
(D264) CAN INTERIOR BUS(-) (125k) CIRCUIT SHORTED TO GROUND
CENTRAL GATEWAY POWER AND GROUND
CENTRAL GATEWAY
DIAGNOSTIC TEST
proceeding.

2. With the scan tool, read active DTCs.
Is this DTC active?
Yes
IPM (FCM/TIPM) diagnostic procedure.
No
U0401-00-IMPLAUSIBLE DATA RECEIVED FROM PCM
WHEN MONITORED:
mode.
SET CONDITION:
The ACC Module receives an implausible (default/error value or toggle error or parity error are present)
message from the Powertrain Control Module (PCM) for 600 millisecond. The ACC module will disable the
ACC system and the ACC UNAVAILABLE message will display in the Cabin Compartment Node (CCN).
Once the Diagnostic Trouble Code (DTC) goes to stored, the ACC system will return to normal operation. The
POSSIBLE CAUSES
Possible Causes
CAN C BUS CIRCUIT SHORTED
CAN C BUS CIRCUIT OPEN
POWERTRAIN CONTROL MODULE
DIAGNOSTIC TEST
NOTE: Diagnose all communication DTCs before continuing.

Yes
 Go To 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, pay particulate attention the
CAN circuits.
STANDARD PROCEDURE.
2. VERIFY PCM IS ACTIVE ON CAN C BUS
1. Using a scan tool, select ECU View.
2. Verify that the PCM active on the bus.
Is the PCM active on the bus?
Yes
 Go To 3.
No
Refer to DIAGNOSIS AND TESTING and perform the U0100-LOST


COMMUNICATION WITH ECM/PCM diagnostic procedure.
3. CHECK FOR ACTIVE OR STORED DTCs IN PCM
Are any DTCs active or stored in the PCM?
Yes
 Refer to DIAGNOSTIC CODE INDEX - 3.0L DIESEL or DIAGNOSTIC CODE

INDEX - NGC and perform the appropriate diagnostic procedure .
No
Go To 4.

4. CHECK FOR ACTIVE OR STORED COMMUNICATION DTCs IN TIPM

1. Using a scan tool, read TIPM DTCs.
Are any active or stored PCM Communication DTCs set in the TIPM?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the appropriate diagnostic procedure.
No
 Replace and program the ACC Module in accordance with the Service Information.
STANDARD PROCEDURE.
U0402-00-IMPLAUSIBLE DATA RECEIVED FROM TCM

WHEN MONITORED:
mode.
SET CONDITION:
message from the Transmission Control Module (TCM) for 600 millisecond. The ACC module will disable the
ACC system and the ACC UNAVAILABLE message will display in the Cabin Compartment Node (CCN).
DTC will be cleared after the ACC Module sees 100 consecutive key cycles of the STORED DTC.
POSSIBLE CAUSES
Possible Causes
TRANSMISSION CONTROL MODULE
DIAGNOSTIC TEST
NOTE: Diagnose all communication failures before continuing.

Yes
 Go To 2.
No
 The conditions that caused this code to set are not present at this time. Using the wiring
CAN circuits.
STANDARD PROCEDURE.
2. VERIFY TCM IS ACTIVE ON THE CAN C BUS
2. Verify that the TCM is active on the bus.
Is the TCM active on the bus?
Yes
 Go To 3.
No


COMMUNICATION WITH TCM diagnostic procedure.
3. CHECK FOR ACTIVE OR STORED DTCs IN TCM
Are any DTCs active or stored in the TCM?
Yes
No
Go To 4.


Are any active or stored TCM Communication DTCs set in the TIPM?
Yes
No
STANDARD PROCEDURE.
U0414-00-IMPLAUSIBLE DATA RECEIVED FROM FDCM (DTCM)

WHEN MONITORED:
SET CONDITION:
message from the Drive Train Control Module (DTCM). The ACC module will disable the ACC system and the
ACC UNAVAILABLE message will display in the Cabin Compartment Node (CCN). Once the Diagnostic
POSSIBLE CAUSES
Possible Causes
TOTALLY INTEGRATED POWER MODULE (TIPM) CAN BUS DTCs PRESENT
DRIVE TRAIN CONTROL MODULE (DTCM) DTCs PRESENT
DIAGNOSTIC TEST

Yes
 Go To 2.
No
The conditions that caused this code to set are not present at this time. Using the wiring

CAN circuits.
STANDARD PROCEDURE.
2. VERIFY DTCM IS ACTIVE ON CAN BUS
2. Verify that the DTCM active on the bus.
Is the DTCM active on the bus?
Yes
 Go To 3.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM DTCM

(DRIVETRAIN CONTROL MODULE) diagnostic procedure.
3. CHECK FOR ACTIVE OR STORED DTCs IN DTCM
Are any DTCs active or stored in the PCM?
Yes
No
Go To 4.


Yes
No
STANDARD PROCEDURE.
U0415-00-IMPLAUSIBLE DATA RECEIVED FROM ABS
WHEN MONITORED:
mode.
SET CONDITION:
message from the Anti-Lock Brakes Module (ABS) Module for 300 millisecond. The ACC module will disable
the ACC system and the ACC UNAVAILABLE message will display in the Cabin Compartment Node (CCN).
POSSIBLE CAUSES
Possible Causes
ABS MODULE
DIAGNOSTIC TEST
NOTE: Diagnose all CAN communication failures before continuing.

Yes
 Go To 2.
No

CAN circuits.
STANDARD PROCEDURE.
2. VERIFY ABS MODULE IS ACTIVE ON CAN C BUS
2. Verify that the ABS Module is active on the bus.
Is the ABS Module active on the bus?
Yes
 Go To 3.
No


COMMUNICATION WITH ABS diagnostic procedure.
3. CHECK FOR ACTIVE OR STORED DTCs IN ABS MODULE
1. Using a scan tool, read ABS Module DTCs.
Are any DTCs active or stored in the ABS Module?
Yes
No
Go To 4.


Are any active of stored ABS Module Communication DTCs set in the TIPM?
Yes
No
STANDARD PROCEDURE.
U0429-00-IMPLAUSIBLE DATA RECEIVED FROM SCM
WHEN MONITORED:
Continuously monitored with the engine running and the ACC Module in normal mode.
SET CONDITION:
The Adaptive Cruise Control Module (ACC) Module receives an implausible (default/error value or toggle error
or parity error are present) message from the Steering Control Module (SCM) for 60 to 180 millisecond. The
ACC module will disable the ACC system and the ACC UNAVAILABLE message will display in the Cabin
Compartment Node (CCN). Once the Diagnostic Trouble Code (DTC) goes to stored, the ACC system will
return to normal operation. The DTC will be cleared after the a 100 consecutive key cycles of the STORED
DTC.
POSSIBLE CAUSES
Possible Causes
STUCK SPEED CONTROL SWITCH (CRUISE CONTROL STALK)
STEERING CONTROL MODULE (SCM)
DIAGNOSTIC TEST
NOTE: Diagnose all CAN communication failures before continuing.

Yes
 Go To 2.
No

CAN circuits.
STANDARD PROCEDURE.
2. VERIFY SCM IS ACTIVE ON CAN C BUS
2. Verify that the SCM is active on the bus.
Is the SCM active on the bus?
Yes
 Go To 3.
No
Refer to DIAGNOSIS AND TESTING and perform the No Response from SCM diagnostic

procedure.
3. CHECK FOR ACTIVE OR STORED DTCs IN SCM
1. Using a scan tool, read SCM DTCs.
Are any DTCs active or stored in the SCM?
Yes
No
Go To 4.


Are any active or stored SCM Communication DTCs set in the TIPM?
Yes
No
Go To 5.

5. CHECK FOR STUCK SPEED CONTROL SWITCH (CRUISE CONTROL STALK)
NOTE: There is a possibility that the Speed Control Switch has internal damages
causing a jammed signal to be sent to both the Steering Control Module
(SCM) and Adaptive Cruise Control (ACC) module. Using a scan tool, read
the Speed Control Switch Inputs to the SCM to verify if a stuck switch
condition exits.
1. Using a scan tool, select Data Display in SCM and then select Cruise Control Status and Cruise
Control from the Inputs Menu.
2. The Cruise Control input Status changes when the Cruise Stalk On/Off button is pressed and
released. Normally, the status should read Set when the button is pressed and Not Set when the
button is not pressed. Operate the switch. If the input status does not correspond to the switch
position as specified, the switch is jammed.
3. The Cruise Control Status input status changes for each Cruise Stalk function position. Normally,
the status should read None (when not moved), Cancel (when in CANCEL position), Set (when in
DISTANCE position), Acc/Res (when in ACCEL/RESUME position) and Coast (when in
DECEL/SET position). Operate the switch in each position. If the input status does not correspond
to the switch position as specified, the switch is jammed.
Does the input status correspond to the switch position as specified?
Yes
STANDARD PROCEDURE.
No
 Replace the Speed Control Switch in accordance with the Service Information.
STANDARD PROCEDURE.
U0447-00-IMPLAUSIBLE DATA RECEIVED FROM CENTRAL GATEWAY
WHEN MONITORED:
mode.
SET CONDITION:
message from the Totally Integrated Power Module (TIPM). The ACC module will disable the ACC system and
the ACC UNAVAILABLE message will display in the Cabin Compartment Node (CCN). Once the Diagnostic
POSSIBLE CAUSES
Possible Causes
CAN BUS OPEN OR SHORTED CONDITION
ADAPTIVE CRUISE CONTROL MODULE (ACC)
DIAGNOSTIC TEST

Yes
 Go To 2.
No

CAN circuits.
STANDARD PROCEDURE.
Are any active or stored Communication DTCs set in the TIPM?
Yes
No
Go To 3.
3. TIPM COMMUNICATION RELATED DTCs IN OTHER MODULES

1. With the scan tool, select Network Diagnostics.
Is there more than one module with active DTCs "Logged Against" the TIPM at this time?
Yes
 Replace and program the Totally Integrated Power Module (TIPM) in accordance with the
No
STANDARD PROCEDURE.
U110A-00-LOSS OF COMMUNICATIONS WITH SCM - CAN-C
THEORY OF OPERATION
The Adaptive Cruise Control (ACC) communicates with other controllers over the CAN C bus. The ACC
continuously monitors the bus activity and receives the messages it needs. If the ACC does not receive
messages from the SAS, then this fault will set. The ACC module will disable the ACC system and the ACC
UNAVAILABLE message will display in the Cabin Compartment Node (CCN). Once the Diagnostic Trouble
Code (DTC) goes to stored, the ACC system will return to normal operation. The DTC will be cleared after a
100 consecutive key cycles of the STORED DTC.
WHEN MONITORED:
Ignition on for more than five seconds and battery voltage between 10 and 16 Volts.
SET CONDITION:
The Adaptive Cruise Control (ACC) module no longer detects any messaging from the Steering Angle Sensor
(SAS) for more than 0.5 of a second after monitoring conditions have been fulfilled.
POSSIBLE CAUSES
Possible Causes
STEERING ANGLE SENSOR (SAS)
ADAPTIVE CRUISE CONTROL MODULE (ACC)
DIAGNOSTIC TEST


Yes
 Go To 2.
No

CAN circuits.
STANDARD PROCEDURE.
2. VERIFY SCCM (SAS) IS ACTIVE ON CAN C BUS
2. Verify that the SCCM (SAS) active on the bus.
Is the SCCM (SAS) active on the bus?
Yes
 Go To 3.
No


COMMUNICATION WITH SCM diagnostic procedure.
3. CHECK FOR ACTIVE OR STORED DTCs IN SCCM (SAS)
1. Using a scan tool, read SCCM (SAS) DTCs.
Are any DTCs active or stored in the SCCM (SAS)?
Yes
No
Go To 4.


Yes
No
STANDARD PROCEDURE.
U1600-00-ECU APPLICATION SOFTWARE MISMATCH
WHEN MONITORED:
SET CONDITION:
The Adaptive Cruise Control (ACC) Module was reprogrammed with a corrupted flash file, or the
reprogramming of the ACC was interrupted before it was complete.
POSSIBLE CAUSES
Possible Causes
ADAPTIVE CRUISE CONTROL MODULE NOT PROGRAMMED PROPERLY
DIAGNOSTIC TEST
1. ACTIVE DTC
2. With a scan tool, view DTCs.
Yes
 With a scan tool, reprogram the ACC to the latest software version in accordance with the

PROCEDURE.
No
 Perform the INTERMITTENT DTC diagnostic procedure. Refer to INTERMITTENT

CONDITION - NGC or INTERMITTENT DTC - 3.0L DIESEL .
STANDARD PROCEDURE
STANDARD PROCEDURE - ADAPTIVE CRUISE CONTROL (ACC) VERIFICATION TEST
DIAGNOSTIC TEST
1. ADAPTIVE CRUISE CONTROL VERIFICATION TEST

1. Disconnect all jumper wires and reconnect all previously disconnected components and 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. If the ACC Module was replaced or moved in any way, the ACC Module must be aligned. Refer to
SENSOR AND BRACKET, ADAPTIVE SPEED CONTROL , STANDARD PROCEDURE
and perform the SENSOR VERTICAL ALIGNMENT procedure.
5. Test drive the vehicle and verify proper operation.
6. With the scan tool, select View DTCs in the ACC Control Module.
Are there any DTCs present in the ACC Module?
Yes
 Return to the DIAGNOSTIC CODE INDEX and perform the appropriate diagnostic test.
Refer to DIAGNOSIS AND TESTING.
No
 Repair is complete.
2011 ACCESSORIES AND EQUIPMENT Amplifier (AMP) - Electrical Diagnostics - Grand Cherokee
Amplifier (AMP) - Electrical Diagnostics - Grand Cherokee

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

B1483 CHANNEL 8 AUDIO SPEAKER OUTPUT CIRCUIT/PERFORMANCE
B1488 CABIN EQ MISMATCH PERFORMANCE
B14B9 CHANNEL 9 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
B14BA CHANNEL 9 AUDIO SPEAKER OUTPUT CIRCUIT LOW
B14BB CHANNEL 9 AUDIO SPEAKER OUTPUT CIRCUIT HIGH
B14BC CHANNEL 9 AUDIO SPEAKER OUTPUT CIRCUIT OPEN
B14BD CHANNEL 9 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER
B14BE CHANNEL 10 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
B14BF CHANNEL 10 AUDIO SPEAKER OUTPUT CIRCUIT LOW
B14C0 CHANNEL 10 AUDIO SPEAKER OUTPUT CIRCUIT HIGH
B14C1 CHANNEL 10 AUDIO SPEAKER OUTPUT CIRCUIT OPEN
B14C2 CHANNEL 10 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER
B14C3 CHANNEL 11 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
B14C4 CHANNEL 11 AUDIO SPEAKER OUTPUT CIRCUIT LOW
B14C5 CHANNEL 11 AUDIO SPEAKER OUTPUT CIRCUIT HIGH
B14C6 CHANNEL 11 AUDIO SPEAKER OUTPUT CIRCUIT OPEN
B14C7 CHANNEL 11 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER
B210A SYSTEM VOLTAGE LOW
B210B SYSTEM VOLTAGE HIGH
B221F AMPLIFIER INTERNAL
B222C VEHICLE CONFIGURATION NOT PROGRAMMED
U0010 CAN INTERIOR BUS
U0011 CAN INTERIOR BUS OFF PERFORMANCE
U0141 LOST COMMUNICATION WITH IPM (FCM/TIPM)
U0184 LOST COMMUNICATION WITH RADIO

B1460-CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
THEORY OF OPERATION
The Amplifier monitors output channel 1 for a Direct Current (DC) offset.
For a detailed description of the Audio System. Refer to DESCRIPTION .

For additional information regarding the operation of the Audio System. Refer to OPERATION .
WHEN MONITORED:
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 and open one of the front doors.
NOTE: A front door must remain open whenever checking or erasing

Amplifier DTCs.
2. Using 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. Using the scan tool, read the active Amplifier DTCs.
Does the scan tool display active: B1460-CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT
PERFORMANCE?
Yes
 Replace the Amplifier in accordance with the Service Information. Refer to AMPLIFIER ,
REMOVAL .
No
of water intrusion, corrosion, pushed out or bent terminals and correct pin tension.
B1461-CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT LOW
Fig. 1: Channel 1 Audio Speaker Wiring Diagram

THEORY OF OPERATION
The (X209) Left Front Door Tweeter (+) circuit and the (X299) Left Front Door Tweeter (-) circuit are outputs
of the Amplifier. The Amplifier controls and monitors these circuits for a concern.
WHEN MONITORED:
SET CONDITION:
The Amplifier detects a shorted to ground condition on the speaker output circuit.
POSSIBLE CAUSES
Possible Causes
(X209) AMPLIFIED LEFT FRONT DOOR TWEETER (+) CIRCUIT SHORTED TO GROUND
(X299) AMPLIFIED LEFT FRONT DOOR TWEETER (-) CIRCUIT SHORTED TO GROUND
LEFT FRONT DOOR TWEETER
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.
LOW?
Yes
 Go To 2.
No

2. CHECK THE LEFT FRONT DOOR TWEETER
Fig. 2: Checking Left Front Door Tweeter

1. Make sure one of the front doors is still open.

2. Using the scan tool, erase the DTCs.
4. Disconnect the Left Front Door Tweeter harness connector.
6. Turn the radio on and set the volume to 25.
LOW?
Yes
 Go To 3.
No
Replace the Left Front Door Tweeter in accordance with the service information. Refer to

SPEAKER , REMOVAL .
3. CHECK THE (X209) AMPLIFIED LEFT FRONT DOOR TWEETER (+) CIRCUIT FOR A
SHORT TO GROUND
Fig. 3: Checking Amplified Left Front Door Tweeter (+) Circuit For A Short To Ground

2. Disconnect the Amplifier C2 harness connector.
3. Measure the resistance between ground and the (X209) Left Front Door Tweeter (+) circuit.
Is the resistance below 10K Ohms?
Yes
 Repair the (X209) Left Front Door Tweeter (+) circuit for a short to ground.
No
Go To 4.

4. CHECK THE (X299) AMPLIFIED LEFT FRONT DOOR TWEETER (-) CIRCUIT FOR A
SHORT TO GROUND
Fig. 4: Checking Amplified Left Front Door Tweeter (-) Circuit For A Short To Ground
1. Measure the resistance between ground and the (X299) Left Front Door Tweeter (-) circuit.
Yes
 Repair the (X299) Left Front Door Tweeter (-) circuit for a short to ground.
No
REMOVAL .
B1462-CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT HIGH

THEORY OF OPERATION
 When Monitored:
 Set Condition:
The Amplifier detects a short to battery condition on the output circuit.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X209) AMPLIFIED LEFT FRONT DOOR TWEETER (+) CIRCUIT SHORTED TO VOLTAGE
(X299) AMPLIFIED LEFT FRONT DOOR TWEETER (-) CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.
HIGH?
Yes
 Go To 2.
No

2. CHECK FOR VOLTAGE ON THE (X209) LEFT FRONT DOOR TWEETER (+) CIRCUIT
Fig. 6: Checking For Voltage On The Left Front Door Tweeter (+) Circuit

3. Disconnect the Amplified Left Front Door Tweeter harness connector.

5. Measure the voltage between the (X209) Left Front Door Tweeter (+) circuit and ground.
Yes
 Repair the (X209) Left Front Door Tweeter (+) circuit for a short to voltage.
No
Go To 3.

3. CHECK FOR VOLTAGE ON THE (X299) LEFT FRONT DOOR TWEETER (-) CIRCUIT
Fig. 7: Checking For Voltage On The Left Front Door Tweeter (-) Circuit
1. Measure the voltage between the (X299) Left Front Door Tweeter (-) circuit and ground.
Yes
 Repair the (X299) Left Front Door Tweeter (-) circuit for a short to voltage.
No
REMOVAL .
B1463-CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT OPEN


THEORY OF OPERATION
WHEN MONITORED:
Amplifier Bus wake-up. Amplifier reset with scan tool.
SET CONDITION:
The Amplifier detects an open condition on the speaker output circuit.
POSSIBLE CAUSES
Possible Causes
(X209) AMPLIFIED LEFT FRONT DOOR TWEETER (+) CIRCUIT OPEN
(X299) AMPLIFIED LEFT FRONT DOOR TWEETER (-) CIRCUIT OPEN
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.
OPEN?
Yes
 Go To 2.
No

2. CHECK THE OPERATION OF THE LEFT FRONT DOOR TWEETER
Fig. 9: Checking The Operation Of The Left Front Door Tweeter


6. Using a voltmeter set to read in A/C voltage, measure the voltage of the Amplified Left Front Door
Tweeter circuits in the Amplified Left Front Door Tweeter harness connector.
Is the voltage present greater than 1 volt?
Yes
 Replace the Amplified Left Front Door Tweeter in accordance with the Service Information.
Refer to SPEAKER , REMOVAL .
No
Go To 3.

3. CHECK THE (X209) LEFT FRONT DOOR TWEETER (+) CIRCUIT FOR AN OPEN
Fig. 10: Checking Left Front Door Tweeter (+) Circuit For An Open

3. Measure the resistance of the (X209) Left Front Door Tweeter (+) circuit between the Amplifier C2
harness connector and the Left Front Door Tweeter harness connector.
Yes
 Go To 4.
No
Repair the (X209) Left Front Door Tweeter (+) circuit for an open.

4. CHECK THE (X299) LEFT FRONT DOOR TWEETER (-) CIRCUIT FOR AN OPEN
Fig. 11: Checking Left Front Door Tweeter (-) Circuit For An Open
1. Measure the resistance of the (X299) Left Front Door Tweeter (-) circuit between the Amplifier C2
harness connector and the Left Front Door Tweeter harness connector.
Yes
REMOVAL .
No
 Repair the (X299) Left Front Door Tweeter (-) circuit for an open.
B1464-CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER


THEORY OF OPERATION
WHEN MONITORED:
With the ignition on. Radio volume at 25 or higher.
SET CONDITION:
The Amplifier detects that the output circuits are shorted together.
POSSIBLE CAUSES
Possible Causes
(X209) AMPLIFIED LEFT FRONT DOOR TWEETER (+) CIRCUIT SHORTED TO THE (X299)
AMPLIFIED LEFT FRONT DOOR TWEETER (-) CIRCUIT
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.
SHORTED TOGETHER?
Yes
 Go To 2.
No

2. CHECK THE OPERATION OF THE AMPLIFIED LEFT FRONT DOOR TWEETER
Fig. 13: Checking Operation Of Left Front Door Tweeter


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 Front Door Tweeter in accordance with the Service Information. Refer to
SPEAKER , REMOVAL .
No
Go To 3.

3. CHECK THE (X209) AMPLIFIED LEFT FRONT DOOR TWEETER (+) CIRCUIT, AND THE
(X299) AMPLIFIED LEFT FRONT DOOR TWEETER (-) CIRCUITS FOR A SHORT
TOGETHER
Fig. 14: Checking Amplified Left Front Door Tweeter (+) Circuit, And The (X299) Amplified Left
Front Door Tweeter (-) Circuits For A Short Together

2. Measure the resistance between the (X209) Left Front Door Tweeter (+) circuit and the (X299) Left
Front Door Tweeter (-) circuit.
Yes
 Repair the (X209) Left Front Door Tweeter (+) circuit for a short to the (X299) Left Front
Door Tweeter (-) circuit.
No
REMOVAL .
B1465-CHANNEL 2 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.
PERFORMANCE?
Yes
 Replace the Amplifier in accordance with the service information. Refer to AMPLIFIER ,
REMOVAL .
No
B1466-CHANNEL 2 AUDIO SPEAKER OUTPUT CIRCUIT LOW


THEORY OF OPERATION
The (X208) Right Front Door Tweeter (+) circuit and the (X298) Right Front Door Tweeter (-) circuit are
outputs of the Amplifier. The Amplifier controls and monitors these circuits for a concern.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X208) AMPLIFIED RIGHT FRONT DOOR TWEETER (+) CIRCUIT SHORTED TO GROUND
(X298) AMPLIFIED RIGHT FRONT DOOR TWEETER (-) CIRCUIT SHORTED TO GROUND
RIGHT FRONT DOOR TWEETER
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.
LOW?
Yes
 Go To 2.
No

2. CHECK THE RIGHT FRONT DOOR TWEETER
Fig. 16: Check The Right Front Door Tweeter

1. Make sure one of the front doors is still open.

2. Using the scan tool, erase the DTCs.
4. Disconnect the Right Front Door Tweeter harness connector.

LOW?
Yes
 Go To 3.
No
Replace the Right Front Door Tweeter in accordance with the service information. Refer to

SPEAKER , REMOVAL .
3. CHECK THE (X208) AMPLIFIED RIGHT FRONT DOOR TWEETER (+) CIRCUIT FOR A
SHORT TO GROUND
Fig. 17: Checking Amplified Right Front Door Tweeter (+) Circuit For A Short To Ground

3. Measure the resistance between ground and the (X208) Right Front Door Tweeter (+) circuit.
Yes
 Repair the (X208) Right Front Door Tweeter (+) circuit for a short to ground.
No
Go To 4.

4. CHECK THE (X298) AMPLIFIED RIGHT FRONT DOOR TWEETER (-) CIRCUIT FOR A
SHORT TO GROUND
Fig. 18: Checking Amplified Right Front Door Tweeter (-) Circuit For A Short To Ground
1. Measure the resistance between ground and the (X298) Amplified Right Front Door Tweeter (-)
circuit.
Yes
 Repair the (X298) Amplified Right Front Door Tweeter (-) for a short to ground.
No
REMOVAL .
B1467-CHANNEL 2 AUDIO SPEAKER OUTPUT CIRCUIT HIGH

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Amplifier detects a short to battery condition on the output circuit.
POSSIBLE CAUSES
Possible Causes
(X208) AMPLIFIED RIGHT FRONT DOOR TWEETER (+) CIRCUIT SHORTED TO VOLTAGE
(X298) AMPLIFIED RIGHT FRONT DOOR TWEETER (-) CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.
HIGH?
Yes
 Go To 2.
No

2. CHECK FOR VOLTAGE ON THE (X208) AMPLIFIED RIGHT FRONT DOOR TWEETER (+)
CIRCUIT
Fig. 20: Checking For Voltage On The Amplified Right Front Door Tweeter (+) Circuit

3. Disconnect the Amplified Right Front Door Tweeter harness connector.

5. Measure for voltage between the (X208) Amplified Right Front Door Tweeter (+) circuit and
ground.
Yes
 Repair the (X208) Amplified Right Front Door Tweeter (+) circuit for a short to voltage.
No
Go To 3.

3. CHECK FOR VOLTAGE ON THE (X298) AMPLIFIED RIGHT FRONT DOOR TWEETER (-)
CIRCUIT
Fig. 21: Checking For Voltage On The Amplified Right Front Door Tweeter (-) Circuit
1. Measure for voltage on the (X298) Amplified Right Front Door Tweeter (-) circuit and ground.
Yes
 Repair the (X298) Amplified Right Front Door Tweeter (-) circuit for a short to voltage.
No
REMOVAL .
B1468-CHANNEL 2 AUDIO SPEAKER OUTPUT CIRCUIT OPEN

THEORY OF OPERATION
WHEN MONITORED:
Amplifier Bus wake-up. Amplifier reset with scan tool.
SET CONDITION:
The Amplifier detects an open condition on the speaker output circuit.
POSSIBLE CAUSES
Possible Causes
(X208) AMPLIFIED RIGHT FRONT DOOR TWEETER (+) CIRCUIT OPEN
(X298) AMPLIFIED RIGHT FRONT DOOR TWEETER (-) CIRCUIT OPEN
RIGHT FRONT DOOR TWEETER
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.
OPEN?
Yes
 Go To 2.
No

2. CHECK THE OPERATION OF THE RIGHT FRONT DOOR TWEETER
Fig. 23: Checking Operation Of Right Front Door Tweeter


2. Disconnect the Right Front Door Tweeter harness connector.
3. Turn the radio on and turn the volume to 25.

4. Using a voltmeter set to read in A/C voltage, measure the voltage of the Amplified Right Front
Door Tweeter circuits in the Amplified Right Front Door Tweeter harness connector.
Is the voltage present greater than 1 volt?
Yes
 Replace the Amplified Right Front Door Tweeter in accordance with the Service
Information. Refer to SPEAKER , REMOVAL .
No
Go To 3.

3. CHECK THE (X208) AMPLIFIED RIGHT FRONT DOOR TWEETER (+) CIRCUIT FOR AN
OPEN
Fig. 24: Checking Amplified Right Front Door Tweeter (+) Circuit For An Open

3. Measure the resistance of the (X208) Amplified Right Front Door Tweeter (+) circuit between the
Amplifier C1 harness connector and the Amplified Right Front Door Tweeter harness connector.
Yes
 Go To 4.
No
Repair the (X208) Amplified Right Front Door Tweeter (+) circuit for an open.

4. CHECK THE (X298) AMPLIFIED RIGHT FRONT DOOR TWEETER (-) CIRCUIT FOR AN
OPEN
Fig. 25: Checking Amplified Right Front Door Tweeter (-) Circuit For An Open
1. Measure the resistance of the (X298) Amplified Right Front Door Tweeter (-) circuit between the
Amplifier C1 harness connector and the Amplified Right Front Door Tweeter harness connector.
Yes
REMOVAL .
 Perform the BODY VERIFICATION TEST.
Refer to STANDARD PROCEDURE .
No
 Repair the (X298) Amplified Right Front Door Tweeter (-) circuit for an open.
B1469-CHANNEL 2 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER


WHEN MONITORED:
With the ignition on. Radio volume at 25 or higher.
SET CONDITION:
The Amplifier detects that the output circuits are shorted together.
POSSIBLE CAUSES
Possible Causes
(X208) AMPLIFIED RIGHT FRONT DOOR TWEETER (+) CIRCUIT SHORTED TO THE (X298)
AMPLIFIED RIGHT FRONT DOOR TWEETER (-) CIRCUIT
AMPLIFIED RIGHT FRONT DOOR TWEETER
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.
SHORTED TOGETHER?
Yes
 Go To 2.
No

2. CHECK THE OPERATION OF THE AMPLIFIED RIGHT FRONT DOOR TWEETER

Fig. 27: Checking Operation Of Right Front Door Tweeter


2. Disconnect the Amplified Right Front Door Tweeter.
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 Amplified Right Front Door Tweeter in accordance with the Service
Information. Refer to SPEAKER , REMOVAL .
No
Go To 3.

3. CHECK THE (X208) AMPLIFIED RIGHT FRONT DOOR TWEETER (+) CIRCUIT, AND THE
(X298) AMPLIFIED RIGHT FRONT DOOR TWEETER (-) CIRCUITS FOR A SHORT
TOGETHER
Fig. 28: Checking Amplified Right Front Door Tweeter (+) Circuit, And The Amplified Right Front
Door Tweeter (-) Circuits For A Short Together

2. Measure the resistance between the (X208) Amplified Right Front Door Tweeter (+) circuit, and
the (X298) Amplified Right Front Door Tweeter (-) circuit.
Yes
 Repair the (X208) Amplified Right Front Door Tweeter (+) circuit, and the (X298)
Amplified Right Front Door Tweeter (-) circuit for a short together.
No
REMOVAL .
B146A-CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.

Does the scan tool display active: B146A-CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT
PERFORMANCE?
Yes
REMOVAL .
No
B146B-CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT LOW


THEORY OF OPERATION
The (X201) Left Front Door Speaker (+) circuit and the (X291) Left Front Door Speaker (-) circuit are outputs
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X201) LEFT FRONT DOOR SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X291) LEFT FRONT DOOR SPEAKER (-) CIRCUIT SHORTED TO GROUND
LEFT FRONT DOOR SPEAKER
AMPLIFIER
DIAGNOSTIC TEST


Amplifier DTCs.
Does the scan tool display active: B146B-CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT
LOW?
Yes

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2011 Jeep Grand Cherokee

2011 GENERAL INFORMATION Vehicle Data - Grand Cherokee

2011 GENERAL INFORMATION

Vehicle Data - Grand Cherokee

Fig. 1: Information Symbols

INTERNATIONAL INFORMATION SYMBOL IDENTIFICATION

Fig. 2: Indicator Symbols

INTERNATIONAL INDICATOR SYMBOL IDENTIFICATION

Fig. 3: Control Symbols

INTERNATIONAL CONTROL SYMBOL IDENTIFICATION

4 Defrost 29 Hill Descent Control 54 Sliding Door

Fig. 4: International Symbols

LABEL, VEHICLE EMISSION CERTIFICATION INFORMATION (VECI)

Fig. 5: Veci Label Location

1 - VECI LABEL (CANADIAN)

The VECI label(s) contain the following:

 Engine family and displacement

VEHICLE CERTIFICATION LABEL

Fig. 6: Vehicle Certification Label - Typical

 Month and year of vehicle manufacture.

 Vehicle Identification Number (VIN).

The label is located on the driver-side door shut-face.

VEHICLE IDENTIFICATION NUMBER

VEHICLE IDENTIFICATION NUMBER DECODING CHART

POSITION INTERPRETATION CODE = DESCRIPTION

2011 GENERAL INFORMATION

Vehicle Quick Reference - Grand Cherokee

CAPACITIES AND RECOMMENDED FLUIDS

 Society of Automotive Engineers (SAE)

API QUALITY CLASSIFICATION

Fig. 1: Identifying American Petroleum Institute Certified Symbol

COMPONENT FLUID, LUBRICANT, OR GENUINE PART

COMPONENT FLUID, LUBRICANT, AND GENUINE PART

CAUTION: R-134a refrigerant is not compatible with R-12 refrigerant in an A/C

AUTOMATIC TRANSMISSION FLUID

BRAKE FLUID - EXPORT

WARNING: Antifreeze is an ethylene glycol based coolant and is harmful if swallowed

CAUTION: Use of Propylene Glycol based coolants is not recommended, as they

CAUTION: Mopar® Antifreeze/Coolant, 5 Year/100, 000 Mile Formula (MS-9769) may

 Society of Automotive Engineers (SAE)

API SERVICE GRADE CERTIFIED

Fig. 2: Identifying Engine Oil Viscosity Label

ENERGY CONSERVING OIL

Fig. 3: Identifying American Petroleum Institute Certified Symbol

SYNTHETIC ENGINE OILS

ENGINE OIL ADDITIVES/SUPPLEMENTS

POWER STEERING FLUID

CAUTION: There is an Electro-Hydraulic Power Steering (EHPS) pump on some

FLUID FILL AND CHECK LOCATIONS

FUSE LOCATIONS AND TYPES

FUSE LOCATIONS AND TYPES

TOTALLY INTEGRATED POWER MODULE

Fig. 4: Totally Integrated Power Module (TIPM)

Cavity Cartridge Fuse Mini Fuse Description

Radiator Fan Motor HI/Radiator Fan Motor

M30 - 15 Amp Blue J1962 Diag Connector

JACKING AND HOISTING LIFT POINTS

Fig. 5: Jacking And Hoisting Lift Points

1 - FLOOR JACK, VEHICLE EMERGENCY JACK

change height slightly prior to switching to auto-disable. A manual disable is

 Do not jump start a frozen battery, personal injury can result.

Failure to follow these instructions may result in personal injury or death.

TO JUMP START A DISABLED VEHICLE: