Multi function switch JEEP GRAND CHEROKEE 2003 WJ / 2.G Owner's Guide

wired between a body ground, the Body Control Mod-
ule (BCM) and the rear wiper motor module through
the liftgate and body wire harnesses.
The liftgate flip-up glass ajar switch cannot be
adjusted or repaired and, if faulty or damaged, the
liftgate flip-up glass latch unit must be replaced.
(Refer to 23 - BODY/DECKLID/HATCH/LIFTGATE/
TAILGATE/FLIP-UP GLASS LATCH - REMOVAL)
for the service procedures. For complete circuit dia-
grams, refer to the appropriate wiring information.
DESCRIPTION - LIFTGATE AJAR SWITCH
The two liftgate ajar switches are integral to the
two liftgate latch mechanisms. The two liftgate ajar
switches are actuated by the liftgate latch mecha-
nisms, and are hard wired with each other between a
body ground and the Body Control Module (BCM)
through the liftgate and body wire harnesses.
The liftgate ajar switches cannot be adjusted or
repaired and, if faulty or damaged, the liftgate latch
unit must be replaced. (Refer to 23 - BODY/DECK-
LID/HATCH/LIFTGATE/TAILGATE/LATCH -
REMOVAL) for the service procedures. For complete
circuit diagrams, refer to the appropriate wiring
information.
OPERATION
OPERATION - DOOR AJAR SWITCH
The front door ajar switches close a path to ground
for the DDM or the PDM when a front door is
opened, and opens the ground path when a front door
is closed. The rear door ajar switches close a path to
ground for the BCM when a rear door is opened, and
opens the ground path when a rear door is closed.
The DDM, PDM, or BCM read the switch status then
send the proper switch status messages to other
modules over the Programmable Communications
Interface (PCI) data bus network. The door ajar
switch status message is used by the BCM as an
input for Vehicle Theft Security System (VTSS) oper-
ation.
OPERATION - FLIP UP GLASS AJAR SWITCH
The liftgate flip-up glass ajar switch can close a
path to ground for the BCM and the rear wiper
motor module when the liftgate flip-up glass is
opened, and opens the ground path when the liftgate
flip-up glass is closed. The rear wiper motor module
uses the liftgate flip-up glass ajar switch input to
control the rear wiper operation, and will park the
rear wiper blade if this input indicates that the lift-
gate flip-up glass is ajar. The BCM reads the switch
status then sends the proper switch status message
to other modules over the Programmable Communi-cations Interface (PCI) data bus network. The liftgate
flip-up glass ajar switch status message is used by
the BCM as an input for Vehicle Theft Security Sys-
tem (VTSS) operation.
OPERATION - LIFTGATE AJAR SWITCH
Each of the liftgate ajar switches can close a path
to ground for the BCM when the liftgate is opened,
and opens the ground path when the liftgate is
closed. The BCM reads the switch status then sends
the proper switch status message to other modules
over the Programmable Communications Interface
(PCI) data bus network. The liftgate ajar switch sta-
tus message is used by the BCM as an input for
Vehicle Theft Security System (VTSS) operation.
DIAGNOSIS AND TESTING - DOOR AJAR
SWITCH
The following diagnosis and testing is only
for the chime functions. For interior lamp diag-
nosis, refer to the appropriate wiring informa-
tion.The driver door ajar switch is hard wired to the
Driver Door Module (DDM). The DDM communicates
the switch status to the other modules in the vehicle
on the Programmable Communications Interface
(PCI) data bus network. The following test will diag-
nose a faulty driver door ajar switch and circuits. For
complete circuit diagrams, refer to the appropriate
wiring information.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Check that the interior lighting switch on the
control stalk of the left multi-function switch is not
in the dome lamp disable position. Open the driver
side front door and note whether the interior lamps
light. They should light. If OK, refer to Key-In Igni-
tion Switch in the Diagnosis and Testing section of
this group for further diagnosis of the chime warning
system. If not OK, go to Step 2.
(2) Disconnect and isolate the battery negative
cable. Remove the trim panel from the driver front
door and disconnect the 4-way door wire harness con-
nector from the front door latch connector. Check for
continuity between the ground circuit of the 4-way
door wire harness connector and a good ground.
There should be continuity. If OK, go to Step 3. If not
OK, repair the ground circuit.
8L - 30 LAMPS/LIGHTING - INTERIORWJ
DOOR AJAR SWITCH (Continued)

POWER MIRROR SWITCH
DESCRIPTION
Both the right and left power outside mirrors are
controlled by a single multi-function switch unit
located on the driver side front door trim panel. The
power mirror switch unit includes a three-position
rocker selector switch and four momentary direc-
tional push button switches.
The power mirror switch unit is integral to the
Driver Door Module (DDM). The power mirror switch
cannot be repaired or adjusted and, if faulty or dam-
aged, the entire DDM unit must be replaced. (Refer
to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/DRIVER DOOR MODULE - REMOVAL)
for the DDM service procedures.
OPERATION
The power mirror selector switch is moved right
(right mirror control), left (left mirror control), or
center to turn the power outside mirror system off.
When the selector switch is in the right mirror con-
trol or left mirror control position, one of the four
directional control buttons is depressed to control
movement of the selected mirror up, down, right, or
left. When the selector switch is in the Off position,
depressing any of the directional switches will not
change either mirror position.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the power mirror switches.
SIDEVIEW MIRROR
DESCRIPTION
Mechanically folding, power operated outside rear
view mirrors are standard equipment on this model.
Each power mirror housing contains two electric
motors, two drive mechanisms, an electric heating
grid, the mirror glass case and the mirror glass. One
motor and drive controls mirror up-and-down (verti-
cal) movement, and the other controls right-and-left
(horizontal) movement. If the vehicle is equipped
with the optional memory system, each mirror head
also contains two position potentiometers. One posi-
tion potentiometer monitors the vertical mirror
motor, and the other monitors the horizontal mirror
motor.
An optional driver side automatic dimming mirror
is able to automatically change its reflectance level.
This mirror is controlled by the circuitry of the auto-
matic day/night inside rear view mirror. A thin layer
of electrochromic material between two pieces of con-
ductive glass make up the face of the mirror. (Refer
to 8 - ELECTRICAL/POWER MIRRORS/AUTO-MATIC DAY / NIGHT MIRROR - DESCRIPTION) for
more information on this feature.
The power mirror unit cannot be repaired. Only
the mirror glass and glass case are serviced sepa-
rately. The replacement mirror glass is supplied with
an instruction sheet that details the recommended
replacement procedure. If any other component of the
power mirror unit is faulty or damaged, the entire
power mirror unit must be replaced.
OPERATION
Each of the two outside power mirrors includes two
reversible electric motors that are secured within the
power mirror housing. Each motor moves the mirror
case and glass through an integral drive unit. When
a power mirror motor is supplied with battery cur-
rent and ground, it moves the mirror case and glass
through its drive unit in one direction. When the bat-
tery current and ground feeds to the motor are
reversed, it moves the mirror case and glass in the
opposite direction.
The power mirrors are equipped with a standard
equipment electric heating grid that is applied to the
back of each outside rear view mirror glass. When an
electrical current is passed through the resistor wire
of the heating grid, it warms the mirror glass. (Refer
to 8 - ELECTRICAL/HEATED MIRRORS -
DESCRIPTION) for more information on the opera-
tion of the heated mirrors and the rear window
defogger system.
If the driver side mirror is equipped with the auto-
matic dimming outside mirror option, two photocell
sensors on the inside rear view mirror 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.
(Refer to 8 - ELECTRICAL/POWER MIRRORS/AU-
TOMATIC DAY / NIGHT MIRROR - OPERATION)
for more information on this feature.
If the vehicle is equipped with the optional mem-
ory system, the Driver Door Module (DDM) and the
Passenger Door Module (PDM) store the mirror posi-
tion information as monitored through the mirror
motor position potentiometers. When the memory
system requests a recall of the stored mirror position,
the DDM and the PDM are able to duplicate the
stored mirror positions by moving the mirror motors
until the potentiometer readings match the stored
values.
WJPOWER MIRRORS 8N - 15

INSTALLATION
The following service procedure applies to vehicles
manufactured for sale in North America, which have
removable child seat tether anchor brackets that are
located on the inner liftgate opening header. Vehicles
manufactured for sale in Rest-Of-World (ROW) mar-
kets have child tether anchors that are integral to,
and are only serviced with the rear seat back panels.
(1) Position the child tether anchor bracket onto
the inner liftgate opening header (Fig. 12).
(2) Install and tighten the screw that secures the
child tether anchor bracket to the inner liftgate open-
ing header. Tighten the screw to 11.8 N´m (105 in.
lbs.).
(3) Reinstall the cover into the child tether anchor
bezel in the headliner near the liftgate opening
header.
CLOCKSPRING
DESCRIPTION
The clockspring assembly is secured with two
screws to the multi-function switch mounting hous-
ing near the top of the steering column behind the
steering wheel (Fig. 13). The clockspring consists of a
flat, round molded plastic case with a stubby tail
that hangs below the steering column and contains
two connector receptacles that face toward the
instrument panel (Fig. 14). Within the plastic hous-ing is a spool-like molded plastic rotor with a large
exposed hub. The upper surface of the rotor hub has
a large center hole, two large flats, an index hole,
two short pigtail wires with connectors, and two con-
nector receptacles that face toward the steering
wheel.
The lower surface of the rotor hub has three pins,
two round and one oblong. These pins index the
clockspring to the turn signal cancel cam unit in the
multi-function switch mounting housing. Within the
plastic case and wound around the rotor spool is a
long ribbon-like tape that consists of several thin cop-
per wire leads sandwiched between two thin plastic
membranes. The outer end of the tape terminates at
the connector receptacles that face the instrument
panel, while the inner end of the tape terminates at
the pigtail wires and connector receptacles on the
hub of the clockspring rotor that face the steering
wheel.
Service replacement clocksprings are shipped pre-
centered and with a molded plastic locking pin
installed. The locking pin secures the centered clock-
spring rotor to the clockspring case during shipment
and handling, but must be removed from the clock-
spring after it and the multi-function switch mount-
ing housing are installed on the steering column.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - STANDARD PROCEDURE - CLOCK-
SPRING CENTERING).
The clockspring cannot be repaired. If the clock-
spring is faulty, damaged, or if the driver airbag has
been deployed, the clockspring must be replaced.
Fig. 13 Clockspring (Upper View)
1 - MOUNTING EAR (2)
2 - LOCKING PIN
3 - UPPER CONNECTOR RECEPTACLE (2)
4 - LABEL
5 - OBLONG PIN
6 - ALIGNMENT ARROWS
7 - CASE
8 - PIGTAIL WIRE (2)
Fig. 14 Clockspring (Lower View)
1 - LOCKING PIN
2 - CASE
3 - OBLONG PIN
4 - ROUND PIN (2)
5 - LOWER CONNECTOR RECEPTACLE (2)
6 - ROTOR
8O - 14 RESTRAINTSWJ
CHILD TETHER ANCHOR (Continued)

OPERATION
The clockspring is a mechanical electrical circuit
component that is used to provide continuous electri-
cal continuity between the fixed instrument panel
wire harness and the electrical components mounted
on or in the rotating steering wheel. On this model
the rotating electrical components include the driver
airbag, the horn switch, the speed control switches,
and the remote radio switches, if the vehicle is so
equipped. The clockspring case is positioned and
secured to the multi-function switch mounting hous-
ing on the upper steering column housing by two
screws. The two connector receptacles on the tail of
the fixed clockspring case connect the clockspring to
the vehicle electrical system through two take outs
with connectors from the instrument panel wire har-
ness. The clockspring rotor is movable and is keyed
to the hub of the steering wheel by two large flats
that are molded into the rotor hub. The three pins
(two round and one oblong) on the lower surface of
the clockspring rotor hub engage and index the clock-
spring rotor to the turn signal cancel cam. The turn
signal cancel cam is integral to the multi-function
switch mounting housing and is keyed to the upper
steering column shaft. Two short, yellow-sleeved pig-
tail wires on the upper surface of the clockspring
rotor connect the clockspring to the driver airbag,
while a steering wheel wire harness connects the two
connector receptacles on the upper surface of the
clockspring rotor to the horn switch, the two speed
control switches, and the remote radio switches on
vehicles that are so equipped.
Like the clockspring in a timepiece, the clockspring
tape has travel limits and can be damaged by being
wound too tightly during full stop-to-stop steering
wheel rotation. To prevent this from occurring, the
clockspring must be centered when it is installed on
the steering column. Centering the clockspring
indexes the clockspring tape to the movable steering
components so that the tape can operate within its
designed travel limits. However, if the clockspring is
removed from the steering column or if the steering
shaft is disconnected from the steering gear, the
clockspring spool can change position relative to the
movable steering components and must be re-cen-
tered following completion of the service or the tape
may be damaged. Service replacement clocksprings
are shipped pre-centered and with a locking pin
installed. This locking pin should not be removed
until the clockspring has been installed on the steer-
ing column. If the locking pin is removed before the
clockspring is installed on a steering column, the
clockspring centering procedure must be performed.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - STANDARD PROCEDURE - CLOCK-
SPRING CENTERING).
STANDARD PROCEDURE - CLOCKSPRING
CENTERING
The clockspring is designed to wind and unwind
when the steering wheel is rotated, but is only
designed to rotate the same number of turns (about
five complete rotations) as the steering wheel can be
turned from stop to stop. Centering the clockspring
indexes the clockspring tape to other steering compo-
nents so that it can operate within its designed
travel limits. The rotor of a centered clockspring can
be rotated two and one-half turns in either direction
from the centered position, without damaging the
clockspring tape.
However, if the clockspring is removed for service
or if the steering column is disconnected from the
steering gear, the clockspring tape can change posi-
tion relative to the other steering components. The
clockspring must then be re-centered following com-
pletion of such service or the clockspring tape may be
damaged. Service replacement clocksprings are
shipped pre-centered and with a molded plastic lock-
ing pin installed. This locking pin should not be
removed until the clockspring has been installed on
the steering column. If the locking pin is removed
before the clockspring is installed on a steering col-
umn, the clockspring centering procedure must be
performed.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Place the front wheels in the straight-ahead
position.
(2) Remove the clockspring from the steering col-
umn. (Refer to 8 - ELECTRICAL/RESTRAINTS/
CLOCKSPRING - REMOVAL).
WJRESTRAINTS 8O - 15
CLOCKSPRING (Continued)

(3) Hold the clockspring case in one hand so that it
is oriented as it would be when it is installed on the
steering column (Fig. 15).
(4) Use your other hand to rotate the clockspring
rotor clockwise to the end of its travel.Do not apply
excessive torque.
(5) From the end of the clockwise travel, rotate the
rotor about two and one-half turns counterclockwise,
until the arrows on the clockspring rotor label and
the clockspring case are aligned. The uppermost pin
on the lower surface of the clockspring rotor should
now be the oblong pin.
(6) The clockspring is now centered. Secure the
clockspring rotor to the clockspring case to maintain
clockspring centering until it is reinstalled on the
steering column.
(7) The front wheels should still be in the straight-
ahead position. Reinstall the clockspring onto the
steering column. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/CLOCKSPRING - INSTALLATION).
REMOVAL
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Place the front wheels in the straight-ahead
position.
(2) Remove the driver airbag from the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).
(3) Disconnect the steering wheel wire harness
connectors from the upper clockspring connector
receptacles.
(4) Remove the steering wheel from the steering
column. (Refer to 19 - STEERING/COLUMN/STEER-
ING WHEEL - REMOVAL).
(5) From below the steering column, remove the
screw that secures the lower tilting steering column
shroud to the steering column multi-function switch
mounting housing (Fig. 16).
(6) Using hand pressure, push gently inward on
both sides of the upper shroud near the parting line
between the upper and lower shrouds to release the
snap features that secure the two halves to each
other.
(7) Remove both the upper and lower shrouds from
the steering column.
(8) Disconnect the two instrument panel wire har-
ness connectors for the clockspring from the two con-
nector receptacles below the steering column on the
back of the clockspring case.
(9) Remove the two screws that secure the clock-
spring case to the multi-function switch mounting
housing (Fig. 17).
(10) Remove the clockspring from the multi-func-
tion switch mounting housing. The clockspring can-
not be repaired. It must be replaced if faulty or
damaged, or if the driver airbag has been deployed.
(11) If the removed clockspring is to be reused, be
certain to secure the clockspring rotor to the clock-
spring case to maintain clockspring centering until it
is reinstalled on the steering column. If clockspring
centering is not maintained, the clockspring must be
centered again before it is reinstalled. (Refer to 8 -
Fig. 15 Clockspring
1 - MOUNTING EAR (2)
2 - LOCKING PIN
3 - UPPER CONNECTOR RECEPTACLE (2)
4 - LABEL
5 - OBLONG PIN
6 - ALIGNMENT ARROWS
7 - CASE
8 - PIGTAIL WIRE (2)
8O - 16 RESTRAINTSWJ
CLOCKSPRING (Continued)

ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING).
INSTALLATION
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
If the clockspring is not properly centered in rela-
tion to the steering wheel, steering shaft and steer-
ing gear, it may be damaged. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING). Service replacement clocksprings are
shipped pre-centered and with a locking pin
installed. This locking pin should not be removed
until the clockspring has been installed on the steer-
ing column. If the locking pin is removed before the
clockspring is installed on a steering column, the
clockspring centering procedure must be performed.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
NOTE: Before starting this procedure, be certain
that the front wheels are still in the straight-ahead
position.
(1) While holding the centered clockspring rotor
and case stationary in relation to each other, care-
fully slide the clockspring down over the steering col-
umn upper shaft.
(2) Align and seat the three pins on the lower sur-
face of the clockspring rotor hub with the three holes
in the hub of the turn signal cancel cam (Fig. 17). It
should be noted that when the clockspring is prop-
erly centered the uppermost pin on the clockspring
rotor hub is the oblong pin, and it will only fit in the
oblong hole in the hub of the turn signal cancel cam.
Fig. 16 Steering Column Shrouds Remove/Install
1 - UPPER TILTING COLUMN SHROUD
2 - FIXED COLUMN SHROUD
3 - LOWER TILTING COLUMN SHROUD
4 - SCREW
Fig. 17 Clockspring Remove/Install
1 - OBLONG HOLE
2 - TURN SIGNAL CANCEL CAM
3 - MULTI-FUNCTION SWITCH MOUNTING HOUSING
4 - RIGHT MULTI-FUNCTION SWITCH
5 - SCREW (2)
6 - OBLONG PIN
7 - CLOCKSPRING
8 - LEFT MULTI-FUNCTION SWITCH
WJRESTRAINTS 8O - 17
CLOCKSPRING (Continued)

(3) Align and seat the one pin and the two mount-
ing ears on the clockspring case to their respective
holes in the multi-function switch mounting housing.
(4) Install and tighten the two clockspring mount-
ing screws. Tighten the screws to 2.5 N´m (22 in.
lbs.).
(5) Reconnect the two instrument panel wire har-
ness connectors for the clockspring to the two connec-
tor receptacles below the steering column on the back
of the clockspring case.
(6) Position the lower tilting steering column
shroud onto the steering column (Fig. 16).
(7) Install and tighten the screw that secures the
lower tilting steering column shroud to the multi-
function switch mounting housing. Tighten the screw
to 2 N´m (17 in. lbs.).
(8) Position the upper tilting column shroud onto
the steering column with the hazard warning switch
button inserted through the hole in the upper surface
of the shroud. Align the upper tilting steering column
shroud to the lower shroud and snap the two shroud
halves together.
(9) Align the snap features on the upper and lower
shrouds and apply hand pressure to snap them
together.
(10) Reinstall the steering wheel onto the steering
column. (Refer to 19 - STEERING/COLUMN/STEER-
ING WHEEL - INSTALLATION).
(11)
Reconnect the steering wheel wire harness con-
nectors to the upper clockspring connector receptacles.
(12) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).
DRIVER AIRBAG
DESCRIPTION
The injection molded, thermoplastic driver airbag
protective trim cover is the most visible part of the
driver airbag (Fig. 18). The driver airbag is located in
the center of the steering wheel, where it is secured
with two screws to the two horizontal spokes of the
four-spoke steering wheel armature. A stamped, satin
polished emblem with the Jeeptlogo is applied to the
center of the trim cover. Concealed beneath the
driver airbag trim cover are the horn switch, the
folded airbag cushion, the airbag retainer or housing,
the airbag inflator, and the retainers that secure the
inflator to the airbag housing.
The airbag cushion, housing, and inflator are
secured within an integral receptacle molded into the
back of the trim cover. The driver airbag trim cover
has locking blocks molded into the back side of it
that engage a lip formed around the perimeter of the
airbag housing. Two stamped metal retainers then fitover the inflator mounting studs on the back of the
airbag housing and are engaged in slots within the
upper and lower trim cover locking blocks, securely
locking the cover into place.
The resistive membrane-type horn switch is
secured within a plastic tray that is inserted in a
pocket or pouch sewn onto the airbag cushion
retainer strap, between the trim cover and the folded
airbag cushion. The horn switch ground pigtail wire
has an eyelet terminal connector that is captured on
the upper right inflator mounting stud between the
inflator and the upper trim cover retainer. The horn
switch feed pigtail wire has a white, molded plastic
insulator that is secured by an integral retainer to a
mounting hole located in the upper trim cover
retainer near the upper left corner on the back of the
airbag housing, and is connected to the vehicle elec-
trical system through a take out and connector of the
steering wheel wire harness.
The airbag used in this model is a multistage, Next
Generation-type that complies with revised federal air-
bag standards to deploy with less force than those used
in some prior models. A radial deploying fabric airbag
cushion with tethers is used. The airbag inflator is a
dual-initiator, non-azide, pyrotechnic-type unit with
four mounting studs and is secured to the stamped
metal airbag housing using four hex nuts with washers.
Two keyed and color-coded connector receptacles on the
driver airbag inflator connect the two inflator initiators
to the vehicle electrical system through two yellow-
jacketed, two-wire pigtail harnesses of the clockspring.
The driver airbag cannot be repaired, and must be
replaced if deployed or in any way damaged. The driver
airbag trim cover and the horn switch are available
individually, and may be disassembled from the driver
airbag for service replacement.
Fig. 18 Driver Airbag Trim Cover
1 - STEERING WHEEL
2 - TRIM COVER
8O - 18 RESTRAINTSWJ
CLOCKSPRING (Continued)

²The speed signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
Once the speed control has been disengaged,
depressing the RES/ACCEL switch (when speed is
greater than 30 mph) restores the vehicle to the tar-
get speed that was stored in the PCM.
While the speed control is engaged, the driver can
increase the vehicle speed by depressing the RES/AC-
CEL switch. The new target speed is stored in the
PCM when the RES/ACCEL is released. The PCM
also has a9tap-up9feature in which vehicle speed
increases at a rate of approximately 2 mph for each
momentary switch activation of the RES/ACCEL
switch.
A ªtap downº feature is used to decelerate without
disengaging the speed control system. To decelerate
from an existing recorded target speed, momentarily
depress the COAST switch. For each switch activa-
tion, speed will be lowered approximately 1 mph.
OVERSHOOT/UNDERSHOOT
If the vehicle operator repeatedly presses and
releases the SET button with their foot off of the
accelerator (referred to as a ªlift foot setº), the vehicle
may accelerate and exceed the desired set speed by
up to 5 mph (8 km/h). It may also decelerate to less
than the desired set speed, before finally achieving
the desired set speed.
The Speed Control System has an adaptive strat-
egy that compensates for vehicle-to-vehicle variations
in speed control cable lengths. When the speed con-
trol is set with the vehicle operators foot off of the
accelerator pedal, the speed control thinks there is
excessive speed control cable slack and adapts
accordingly. If the ªlift foot setsº are continually used,
a speed control overshoot/undershoot condition will
develop.
To ªunlearnº the overshoot/undershoot condition,
the vehicle operator has to press and release the set
button while maintaining the desired set speed using
the accelerator pedal (not decelerating or accelerat-
ing), and then turning the cruise control switch to
the OFF position (or press the CANCEL button if
equipped) after waiting 10 seconds. This procedure
must be performed approximately 10±15 times to
completely unlearn the overshoot/undershoot condi-
tion.DIAGNOSIS AND TESTING - ROAD TEST
Perform a vehicle road test to verify reports of
speed control system malfunction. The road test
should include attention to the speedometer. Speed-
ometer operation should be smooth and without flut-
ter at all speeds.
Flutter in the speedometer indicates a problem
which might cause surging in the speed control sys-
tem. The cause of any speedometer problems should
be corrected before proceeding. Refer to Group 8J,
Instrument Cluster for speedometer diagnosis.
If a road test verifies a system problem and the
speedometer operates properly, check for:
²A Diagnostic Trouble Code (DTC). If a DTC
exists, conduct tests per the Powertrain Diagnostic
Procedures service manual.
²A misadjusted brake (stop) lamp switch. This
could also cause an intermittent problem.
²Loose, damaged or corroded electrical connec-
tions at the servo. Corrosion should be removed from
electrical terminals and a light coating of Mopar
MultiPurpose Grease, or equivalent, applied.
²Leaking vacuum reservoir.
²Loose or leaking vacuum hoses or connections.
²Defective one-way vacuum check valve.
²Secure attachment of both ends of the speed con-
trol servo cable.
²Smooth operation of throttle linkage and throttle
body air valve.
²Failed speed control servo. Do the servo vacuum
test.
CAUTION: When test probing for voltage or conti-
nuity at electrical connectors, care must be taken
not to damage connector, terminals or seals. If
these components are damaged, intermittent or
complete system failure may occur.
8P - 2 SPEED CONTROLWJ
SPEED CONTROL (Continued)

SWITCH
DESCRIPTION
There are two separate switch pods that operate
the speed control system. The steering-wheel-
mounted switches use multiplexed circuits to provide
inputs to the PCM for ON, OFF, RESUME, ACCEL-
ERATE, SET, DECEL and CANCEL modes. Refer to
the owner's manual for more information on speed
control switch functions and setting procedures.
The individual switches cannot be repaired. If one
switch fails, the entire switch module must be
replaced.
OPERATION
When speed control is selected by depressing the
ON, OFF switch, the PCM allows a set speed to be
stored in its RAM for speed control. To store a set
speed, depress the SET switch while the vehicle is
moving at a speed between approximately 35 and 85
mph. In order for the speed control to engage, the
brakes cannot be applied, nor can the gear selector
be indicating the transmission is in Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch
²Depressing the CANCEL switch.
The speed control can be disengaged also by any of
the following conditions:
²An indication of Park or Neutral
²The VSS signal increases at a rate of 10 mph
per second (indicates that the co-efficient of friction
between the road surface and tires is extremely low)
²Depressing the clutch pedal.
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The VSS signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
²If the actual speed is not within 20 mph of the
set speed
The previous disengagement conditions are pro-
grammed for added safety.
Once the speed control has been disengaged,
depressing the ACCEL switch restores the vehicle to
the target speed that was stored in the PCM's RAM.
NOTE: Depressing the OFF switch will erase the set
speed stored in the PCM's RAM.
If, while the speed control is engaged, the driver
wishes to increase vehicle speed, the PCM is pro-
grammed for an acceleration feature. With the
ACCEL switch held closed, the vehicle accelerates
slowly to the desired speed. The new target speed is
stored in the PCM's RAM when the ACCEL switch isreleased. The PCM also has a9tap-up9feature in
which vehicle speed increases at a rate of approxi-
mately 2 mph for each momentary switch activation
of the ACCEL switch.
The PCM also provides a means to decelerate with-
out disengaging speed control. To decelerate from an
existing recorded target speed, depress and hold the
COAST switch until the desired speed is reached.
Then release the switch. The ON, OFF switch oper-
ates two components: the PCM's ON, OFF input, and
the battery voltage to the brake switch, which powers
the speed control servo.
Multiplexing
The PCM sends out 5 volts through a fixed resistor
and monitors the voltage change between the fixed
resistor and the switches. If none of the switches are
depressed, the PCM will measure 5 volts at the sen-
sor point (open circuit). If a switch with no resistor is
closed, the PCM will measure 0 volts (grounded cir-
cuit). Now, if a resistor is added to a switch, then the
PCM will measure some voltage proportional to the
size of the resistor. By adding a different resistor to
each switch, the PCM will see a different voltage
depending on which switch is pushed.
Another resistor has been added to the 'at rest cir-
cuit' causing the PCM to never see 5 volts. This was
done for diagnostic purposes. If the switch circuit
should open (bad connection), then the PCM will see
the 5 volts and know the circuit is bad. The PCM will
then set an open circuit fault.
REMOVAL
WARNING: BEFORE BEGINNING ANY AIRBAG SYS-
TEM COMPONENT REMOVAL OR INSTALLATION,
REMOVE AND ISOLATE THE NEGATIVE (-) CABLE
FROM THE BATTERY. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. THEN
WAIT TWO MINUTES FOR SYSTEM CAPACITOR TO
DISCHARGE BEFORE FURTHER SYSTEM SERVICE.
FAILURE TO DO THIS COULD RESULT IN ACCIDEN-
TAL AIRBAG DEPLOYMENT AND POSSIBLE
INJURY.
(1) Disconnect and isolate negative battery cable.
(2) Remove airbag module. Refer to Group 8M,
Passive Restraint Systems.
(3) Remove electrical connector at switch.
(4) Remove switch-to-steering wheel mounting
screw (Fig. 7) .
(5) Remove switch.
INSTALLATION
(1) Install switch and mounting screw.
(2) Tighten screw to 1.5 N´m (15 in. lbs.) torque.
(3) Install electrical connector to switch.
WJSPEED CONTROL 8P - 7

WIPERS/WASHERS
TABLE OF CONTENTS
page page
FRONT WIPERS/WASHERS.................. 1REAR WIPERS/WASHERS.................. 33
FRONT WIPERS/WASHERS
TABLE OF CONTENTS
page page
FRONT WIPERS/WASHERS
DESCRIPTION..........................2
OPERATION............................4
DIAGNOSIS AND TESTING - FRONT WIPER &
WASHER SYSTEM.....................6
CLEANING - FRONT WIPER & WASHER
SYSTEM.............................8
INSPECTION - FRONT WIPER & WASHER
SYSTEM.............................8
FRONT CHECK VALVE
DESCRIPTION..........................9
OPERATION............................9
REMOVAL.............................9
INSTALLATION.........................10
FRONT WASHER HOSES/TUBES
DESCRIPTION.........................10
OPERATION...........................11
FRONT WASHER NOZZLE
DESCRIPTION.........................11
OPERATION...........................11
REMOVAL.............................11
INSTALLATION.........................11
FRONT WASHER PUMP/MOTOR
DESCRIPTION.........................12
OPERATION...........................12
REMOVAL.............................12
INSTALLATION.........................13
FRONT WIPER ARM
DESCRIPTION.........................13
OPERATION...........................13
REMOVAL.............................14
INSTALLATION.........................14
FRONT WIPER BLADE
DESCRIPTION.........................14
OPERATION...........................15
REMOVAL.............................15
INSTALLATION.........................15
FRONT WIPER MODULE
DESCRIPTION.........................16OPERATION...........................16
REMOVAL.............................17
INSTALLATION.........................17
RAIN SENSOR MODULE
DESCRIPTION.........................18
OPERATION...........................18
REMOVAL.............................19
INSTALLATION.........................19
RIGHT MULTI-FUNCTION SWITCH
DESCRIPTION.........................20
OPERATION...........................21
DIAGNOSIS AND TESTING - RIGHT MULTI-
FUNCTION SWITCH...................22
REMOVAL.............................24
INSTALLATION.........................24
WASHER FLUID LEVEL SWITCH
DESCRIPTION.........................25
OPERATION...........................25
REMOVAL.............................26
INSTALLATION.........................26
WASHER RESERVOIR
DESCRIPTION.........................27
OPERATION...........................27
REMOVAL.............................27
INSTALLATION.........................28
WIPER HIGH/LOW RELAY
DESCRIPTION.........................29
OPERATION...........................29
DIAGNOSIS AND TESTING - WIPER HIGH/
LOW RELAY.........................30
REMOVAL.............................30
INSTALLATION.........................30
WIPER ON/OFF RELAY
DESCRIPTION.........................31
OPERATION...........................31
DIAGNOSIS AND TESTING - WIPER ON/OFF
RELAY..............................32
REMOVAL.............................32
INSTALLATION.........................32
WJWIPERS/WASHERS 8R - 1