flat tire JEEP GRAND CHEROKEE 2003 WJ / 2.G Workshop Manual

VEHICLE SAFETY
CERTIFICATION LABEL
DESCRIPTION
A vehicle safety certification label (Fig. 7) is
attached to every DaimlerChrysler Corporation vehi-
cle. The label certifies that the vehicle conforms to all
applicable Federal Motor Vehicle Safety Standards.
The label also lists:
²Month and year of vehicle manufacture.
²Gross 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.
²Vehicle Identification Number (VIN).
²Type of vehicle.
²Type of rear wheels.
²Bar code.
²Month, Day and Hour (MDH) of final assembly.
²Paint and Trim codes.
²Country of origin.The label is located on the driver-side door
shut-face.
Fig. 7 VEHICLE SAFETY CERTIFICATION LABEL -
TYPICAL
WJINTRODUCTION 9

(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 (Fig. 2) and repeat the test.
(13) If the additional clamp causes an additional
vibration, separate the clamps (1/4 inch above and
below the mark). Repeat the vibration test (Fig. 3).
(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.RUNOUT
(1) Remove dirt, rust, paint, and undercoating
from the propeller shaft surface where the dial indi-
cator will contact the shaft.
(2) The dial indicator must be installed perpendic-
ular to the shaft surface.
(3) Measure runout at the center and ends of the
shaft sufficiently far away from weld areas to ensure
that the effects of the weld process will not enter into
the measurements.
(4) Refer to Runout Specifications chart.
(5) If the propeller shaft runout is out of specifica-
tion, remove the propeller shaft, index the shaft 180É,
and re-install the propeller shaft. Measure shaft
runout again.
(6) If the propeller shaft runout is now within
specifications, mark the shaft and yokes for proper
orientation.
(7) If the propeller shaft runout is not within spec-
ifications, verify that the runout of the transmission/
transfer case and axle are within specifications.
Correct as necessary and re-measure propeller shaft
runout.
(8) Replace the propeller shaft if the runout still
exceeds the limits.
RUNOUT SPECIFICATIONS
Front of Shaft 0.020 in. (0.50 mm)
Center of Shaft 0.025 in. (0.63 mm)
Rear of Shaft 0.020 in. (0.50 mm)
note:
Measure front/rear runout approximately 3 inches (76
mm) from the weld seam at each end of the shaft
tube for tube lengths over 30 inches. For tube lengths
under 30 inches, the maximum allowed runout is
0.020 in. (0.50 mm) for the full length of the tube.
STANDARD PROCEDURES
This procedure applies to both the front propeller
shafts and the rear propeller shaft. To obtain the
front (output) angle on the C/V front propeller shaft,
the inclinometer is placed on the machined ring of
the pinion flange. To obtain the propeller shaft angle
measurement on the C/V front propeller shaft, the
inclinometer is placed on the propeller shaft tube.
PROPELLER SHAFT ANGLE
(1) Raise and support the vehicle at the axles as
level as possible. Allow the wheels and propeller
shaft to turn.
(2) Remove any external bearing snap rings from
universal joint if equipped, so the inclinometer base
will sits flat.
Fig. 2 TWO CLAMP SCREWS
Fig. 3 CLAMP SCREWS SEPARATED
1 - ó INCH
WJPROPELLER SHAFT 3 - 3
PROPELLER SHAFT (Continued)

AXLE SHAFTS
REMOVAL
(1) Place transmission in neutral.
(2) Raise and support vehicle.
(3) Remove wheel and tire assembly.
(4) Remove brake caliper and rotor.
(5) Remove nuts holding axle retainer plate to axle
tube from the rear of the axle flange.
(6) Pull axle shaft from the axle with Slide Ham-
mer 7420 and Adapter 6790. Mount the adapter to
the axle with lug nuts.
NOTE: The axle bearing race is normally loose in
the axle tube.
INSTALLATION
(1) Insall axle into the axle tube with the flat area
of the retainer plate upward.
(2) Insert retaining plate studs into the brake
backing plate and axle tube flange.
(3) Install retainer nuts and tighten nuts to 61
N´m (45 ft. lbs.).
(4) Install the brake rotor and caliper.
(5) Install wheel and tire.
(6) Check and fill the differential with gear lubri-
cant.
(7) Lower vehicle.
AXLE BEARINGS/SEALS
REMOVAL
(1) Remove axle shaft from vehicle.
NOTE: The axle bearing race is normally loose in
the axle tube.
(2) Drill a shallow hole into soft steel axle bearing
retaining ring with a 3/8 in. drill bit (Fig. 25). Use a
drill depth stop to avoid marking the axle.
(3) With a cold chisel cut the retaining ring across
drilled hole. (Fig. 26)
(4) Slide retaining ring from axle shaft.
Fig. 25 DRILL RETAINING RING
1 - DRILL BIT
2 - AXLE
3 - RETAINING PLATE
4 - RETAINING RING
Fig. 26 RETAINING RING
1 - AXLE
2 - COLD CHISEL
3 - VISE
4 - RETAINING RING
WJREAR AXLE - 198RBI 3 - 69

AXLE SHAFTS
REMOVAL
(1) Place transmission in neutral.
(2) Raise and support vehicle.
(3) Remove wheel and tire assembly.
(4) Remove brake caliper and rotor.
(5) Remove nuts holding axle retainer plate to axle
tube from the rear of the axle flange.
(6) Pull axle shaft from the axle with Slide Ham-
mer 7420 and Adapter 6790. Mount the adapter to
the axle with lug nuts.
NOTE: The axle bearing race is normally loose in
the axle tube.
INSTALLATION
(1) Insall axle into the axle tube with the flat area
of the retainer plate upward.
(2) Insert retaining plate studs into the brake
backing plate and axle tube flange.
(3) Install retainer nuts and tighten nuts to 61
N´m (45 ft. lbs.).
(4) Install the brake rotor and caliper.
(5) Install wheel and tire.
(6) Check and fill the differential with gear lubri-
cant.
(7) Lower vehicle.
AXLE BEARINGS/SEALS
REMOVAL
(1) Remove axle shaft from vehicle.
NOTE: The axle bearing race is normally loose in
the axle tube.
(2) Drill a shallow hole into soft steel axle bearing
retaining ring with a 3/8 in. drill bit (Fig. 25). Use a
drill depth stop to avoid marking the axle.
(3) With a cold chisel cut the retaining ring across
drilled hole. (Fig. 26)
(4) Slide retaining ring from axle shaft.
Fig. 25 DRILL RETAINING RING
1 - DRILL BIT
2 - AXLE
3 - RETAINING PLATE
4 - RETAINING RING
Fig. 26 RETAINING RING
1 - AXLE
2 - COLD CHISEL
3 - VISE
4 - RETAINING RING
WJREAR AXLE - 226RBA 3 - 109

INSTALLATION.........................23
MASTER CYLINDER
DESCRIPTION.........................23
OPERATION...........................24
DIAGNOSIS AND TESTING - MASTER
CYLINDER/POWER BOOSTER...........24
STANDARD PROCEDURE - MASTER
CYLINDER BLEEDING PROCEDURE......25
REMOVAL.............................25
INSTALLATION.........................25
PEDAL
DESCRIPTION
DESCRIPTION - STANDARD PEDAL.......25
DESCRIPTION - ADJUSTABLE PEDALS....25
OPERATION...........................26
REMOVAL
REMOVAL - NON-ADJUSTABLE PEDAL....26
REMOVAL - ADJUSTABLE PEDALS........27
INSTALLATION
INSTALLATION - NON-ADJUSTABLE PEDAL . 28
INSTALLATION - ADJUSTABLE PEDALS....28
PEDAL MOTOR
REMOVAL.............................28
INSTALLATION.........................28
POWER BRAKE BOOSTER
DESCRIPTION.........................29
OPERATION...........................29
REMOVAL.............................31
INSTALLATION.........................31
ROTORS
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - FRONT DISC
BRAKE ROTOR.......................31DIAGNOSIS AND TESTING - REAR DISC
BRAKE ROTOR.......................32
STANDARD PROCEDURE - DISC ROTOR
MACHINING..........................33
REMOVAL
REMOVAL - FRONT DISC BRAKE ROTOR . . 33
REMOVAL - REAR DISC BRAKE ROTOR . . . 33
INSTALLATION
INSTALLATION - FRONT DISC BRAKE
ROTOR .............................34
INSTALLATION - REAR DISC BRAKE
ROTOR .............................34
PARKING BRAKE
OPERATION...........................34
DIAGNOSIS AND TESTING - PARKING BRAKE . 34
CABLES
REMOVAL
REMOVAL - FRONT PARKING BRAKE
CABLE..............................35
REMOVAL - REAR PARKING BRAKE
CABLES............................36
INSTALLATION
INSTALLATION - FRONT PARKING BRAKE
CABLE..............................37
INSTALLATION - REAR PARKING BRAKE
CABLES............................37
LEVER
REMOVAL.............................38
INSTALLATION.........................39
SHOES
REMOVAL.............................39
INSTALLATION.........................39
ADJUSTMENTS - PARKING BRAKE SHOE....40
BRAKES - BASE
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 and solid rotors are used on the rear.
Power brake assist is supplied by a vacuum oper-
ated, dual diaphragm power brake booster. The mas-
ter 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 con-
sists 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 prob-
lem 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 underinflated tires
can cause pull, shudder, vibration, and a condition
similar to grab.
5 - 2 BRAKES - BASEWJ

Common causes of brake drag are:
²Parking brake partially applied.
²Loose/worn wheel bearing.
²Seized caliper.
²Caliper binding.
²Loose caliper mounting.
²Mis-assembled components.
²Damaged brake lines.
If brake drag occurs at the front, rear or all
wheels, the problem may be related to a blocked mas-
ter 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 the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
²Contaminated lining in one caliper
²Seized caliper piston
²Binding caliper
²Loose caliper
²Rusty caliper slide surfaces
²Improper brake shoes
²Damaged rotor
²Wheel alignment.
²Tire pressure.
A worn, damaged wheel bearing or suspension compo-
nent are further causes of pull. A damaged front tire
(bruised, ply separation) can also cause pull.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed 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 particu-
larly 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 vibra-
tion and generate shudder during brake operation.
Tire damage such as a severe bruise, cut, ply separa-
tion, 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 con-
tribute 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 nec-
essary.
5 - 4 BRAKES - BASEWJ
BRAKES - BASE (Continued)

ness connector for the multi-function switch and the
instrument panel wire harness connector for the
BCM. There should be continuity. If OK, go to Step 3.
If not OK, repair the open headlamp switch mux cir-
cuit.
(3) Check for continuity between the headlamp
switch return circuit of the instrument panel wire
harness connector for the multi-function switch and a
good ground. There should be no continuity. If OK, go
to Step 4. If not OK, repair the shorted headlamp
switch return circuit.
(4) Check for continuity between the headlamp
switch return circuit of the instrument panel wire
harness connector for the multi-function switch and
the instrument panel wire harness connector for the
BCM. There should be continuity. If OK, use a
DRBIIItscan tool and the proper Diagnostic Proce-
dures manual to test the BCM. If not OK, repair the
open headlamp switch return circuit.
HEADLAMP UNIT
REMOVAL
(1) Remove the jack screw attaching the top of
headlamp to the headlamp mounting module (Fig.
14).
(2) Grasp upper inboard and lower outboard cor-
ners of headlamp (Fig. 15) and pull headlamp out-
ward.
(3) Remove all of the bulb sockets from headlamp
module.
(4) Separate the headlamp from vehicle.
INSTALLATION
CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) Install all of the bulb sockets in headlamp mod-
ule.
(2) Position the headlamp on the vehicle and align
the ball studs with the sockets.
(3) Push the headlamp inward to secure the ball
studs with the sockets.
(4) Install the jack screw attaching the top of
headlamp to the headlamp mounting module.
ADJUSTMENTS
VEHICLE PREPARATION FOR LAMP ALIGNMENT
(1) Verify headlamp dimmer switch and high beam
indicator operation.
(2) Correct defective components that could hinder
proper lamp alignment.
(3) Verify proper tire inflation.
(4) Clean lamp lenses.
(5) Verify that luggage area is not heavily loaded.
(6) Fuel tank should be FULL. Add 2.94 kg (6.5
lbs.) of weight over the fuel tank for each estimated
gallon of missing fuel.
LAMP ALIGNMENT SCREEN PREPARATION
(1) Position vehicle on a level surface perpendicu-
lar to a flat wall 7.62 meters (25 ft) away from front
of headlamp lens (Fig. 16).
(2) If necessary, tape a line on the floor 7.62
meters (25 ft) away from and parallel to the wall.
(3) Measure from the floor up 1.27 meters (5 ft)
and tape a line on the wall at the centerline of the
vehicle. Sight along the centerline of the vehicle
Fig. 14 Headlamp Jackscrew
1 - JACKSCREW
2 - HEADLAMP
Fig. 15 Headlamp Removal
1 - HEADLAMP
8L - 16 LAMPS/LIGHTING - EXTERIORWJ
HEADLAMP SWITCH (Continued)

MESSAGE SYSTEMS
TABLE OF CONTENTS
page page
OVERHEAD CONSOLE
DESCRIPTION..........................1
OPERATION............................1
STANDARD PROCEDURE
STANDARD PROCEDURE - MODULE LAMP
REPLACEMENT.......................1
STANDARD PROCEDURE - COURTESY
LAMP REPLACEMENT..................1
STANDARD PROCEDURE - MODULE LENS
REPLACEMENT.......................2
STANDARD PROCEDURE - ELECTRONIC
VEHICLE INFORMATION CENTER
PROGRAMMING.......................2
STANDARD PROCEDURE - COMPASS
DEMAGNETIZING......................4
STANDARD PROCEDURE - COMPASS
CALIBRATION.........................5
STANDARD PROCEDURE - COMPASS
VARIATION ADJUSTMENT................5
REMOVAL.............................5
INSTALLATION..........................6
SPECIAL TOOLS
OVERHEAD CONSOLE SYSTEMS.........6
ELECTRONIC VEHICLE INFO CENTER
DESCRIPTION..........................6OPERATION............................9
DIAGNOSIS AND TESTING - ELECTRONIC
VEHICLE INFORMATION CENTER.........9
STANDARD PROCEDURE - TIRE PRESSURE
SYSTEM TEST.......................10
REMOVAL.............................10
INSTALLATION.........................10
UNIVERSAL TRANSMITTER
DESCRIPTION.........................11
OPERATION...........................11
DIAGNOSIS AND TESTING - UNIVERSAL
TRANSMITTER.......................11
AMBIENT TEMP SENSOR
DESCRIPTION.........................12
OPERATION...........................12
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR...............12
DIAGNOSIS AND TESTING - AMBIENT
TEMPERATURE SENSOR CIRCUIT........12
REMOVAL.............................12
INSTALLATION.........................13
OVERHEAD CONSOLE
DESCRIPTION
An overhead console is standard factory-installed
equipment on this model. The overhead console
includes the Electronic Vehicle Information Center
(EVIC) and two reading and courtesy lamps (Fig. 1).
On vehicles equipped with a power sunroof option,
the overhead console also houses the power sunroof
switch between the two reading and courtesy lamps.
The overhead console is mounted with one screw and
two snap-clips to a molded plastic retainer bracket
located above the headliner. The retainer bracket is
secured with adhesive to the inside surface of the
roof panel.
Following are general descriptions of the major
components used in the overhead console. Refer to
Overhead Consolein Wiring Diagrams for complete
circuit diagrams.
OPERATION
See the owner's manual in the vehicle glove box for
more information on the use and operation of the
various overhead console features.
STANDARD PROCEDURE
STANDARD PROCEDURE - MODULE LAMP
REPLACEMENT
(1) Remove the overhead console (Refer to 8 -
ELECTRICAL/OVERHEAD CONSOLE - REMOV-
AL).
(2) Using a flat blade screwdriver twist out socket/
lamp (Fig. 2).
(3) Replace lamp(s) as necessary.
STANDARD PROCEDURE - COURTESY LAMP
REPLACEMENT
(1) Open hood, disconnect and isolate the negative
battery cable.
WJMESSAGE SYSTEMS 8M - 1

²Passenger Airbag- The passenger airbag is
located on the instrument panel, beneath the instru-
ment panel top pad and above the glove box on the
passenger side of the vehicle.
²Passenger Knee Blocker- The passenger knee
blocker is a structural reinforcement that is integral
to and concealed within the glove box door.
²Side Impact Sensor- Two side impact sensors
are used on vehicles with the optional side curtain
airbags, one left side and one right side. One sensor
is located behind the B-pillar trim near the base of
each B-pillar.
²Side Curtain Airbag- In vehicles equipped
with this option, a side curtain airbag is located on
each inside roof side rail above the headliner, and
extends from the A-pillar to just beyond the C-pillar.
The ACM and the EMIC each contain a central
processing unit and programming that allow them to
communicate with each other using the Programma-
ble Communication Interface (PCI) data bus network.
This method of communication is used by the ACM
for control of the airbag indicator on all models
equipped with dual front airbags. (Refer to 8 - ELEC-
TRICAL/ELECTRONIC CONTROL MODULES/
COMMUNICATION - DESCRIPTION).
Hard wired circuitry connects the supplemental
restraint system components to each other through
the electrical system of the vehicle. These hard wired
circuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be con-
nected to each other, to the vehicle electrical system,
and to the supplemental restraint system compo-
nents through the use of a combination of soldered
splices, splice block connectors, and many different
types of wire harness terminal connectors and insu-
lators. 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.
OPERATION
ACTIVE RESTRAINTS
The primary passenger restraints in this or any
other vehicle are the standard equipment factory-in-
stalled seat belts. Seat belts are referred to as an
active restraint because the vehicle occupants are
required to physically fasten and properly adjust
these restraints in order to benefit from them. See
the owner's manual in the vehicle glove box for more
information on the features, use and operation of all
of the factory-installed active restraints.PASSIVE RESTRAINTS
The passive restraints system is referred to as a
supplemental restraint system because they were
designed and are intended to enhance the protection
for the vehicle occupants of the vehicleonlywhen
used in conjunction with the seat belts. They are
referred to as passive systems because the vehicle
occupants are not required to do anything to make
them operate; however, the vehicle occupants must
be wearing their seat belts in order to obtain the
maximum safety benefit from the factory-installed
supplemental restraint systems.
The supplemental restraint system electrical cir-
cuits are continuously monitored and controlled by a
microprocessor and software contained within the
Airbag Control Module (ACM). An airbag indicator in
the ElectroMechanical Instrument Cluster (EMIC)
illuminates for about seven seconds as a bulb test
each time the ignition switch is turned to the On or
Start positions. Following the bulb test, the airbag
indicator is turned on or off by the ACM to indicate
the status of the supplemental restraint system. If
the airbag indicator comes on at any time other than
during the bulb test, it indicates that there is a prob-
lem in the supplemental restraint system electrical
circuits. Such a problem may cause airbags not to
deploy when required, or to deploy when not
required.
Deployment of the supplemental restraints
depends upon the angle and severity of an impact.
Deployment is not based upon vehicle speed; rather,
deployment is based upon the rate of deceleration as
measured by the forces of gravity (G force) upon the
impact sensors. When an impact is severe enough,
the microprocessor in the ACM signals the inflator
unit of the airbag module to deploy the airbag. Dur-
ing a frontal vehicle impact, the knee blockers work
in concert with properly fastened and adjusted seat
belts to restrain both the driver and the front seat
passenger in the proper position for an airbag deploy-
ment. The knee blockers also absorb and distribute
the crash energy from the driver and the front seat
passenger to the structure of the instrument panel.
Typically, the vehicle occupants recall more about
the events preceding and following a collision than
they have of an airbag deployment itself. This is
because the airbag deployment and deflation occur so
rapidly. In a typical 48 kilometer-per-hour (30 mile-
per-hour) barrier impact, from the moment of impact
until the airbags are fully inflated takes about 40
milliseconds. Within one to two seconds from the
moment of impact, the airbags are almost entirely
deflated. The times cited for these events are approx-
imations, which apply only to a barrier impact at the
given speed. Actual times will vary somewhat,
8O - 4 RESTRAINTSWJ
RESTRAINTS (Continued)

(2) Raise and support the vehicle.
(3) Remove the liner from the left front fender
wheel house.
(4) Disconnect the left headlamp and dash wire
harness connector for the front washer pump/motor
from the motor connector receptacle (Fig. 6).
(5) Disconnect the washer hose from the barbed
outlet nipple of the front washer pump/motor and
allow the washer fluid to drain into a clean container
for reuse.
(6) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the barbed inlet nipple of
the washer pump out of the rubber grommet seal in
the reservoir. Care must be taken not to damage the
reservoir.
(7) Remove the rubber grommet seal from the
washer pump mounting hole in the washer reservoir
and discard.
INSTALLATION
(1) Install a new rubber grommet seal into the
washer pump mounting hole in the washer reservoir.
Always use a new rubber grommet seal on the reser-
voir.
(2) Position the barbed inlet nipple of the washer
pump to the rubber grommet seal in the reservoir
(Fig. 6).
(3) Press firmly and evenly on the washer pump
until the barbed inlet nipple is fully seated in the
rubber grommet seal in the washer reservoir mount-
ing hole.(4) Reconnect the washer hose to the barbed outlet
nipple of the washer pump.
(5) Reconnect the left headlamp and dash wire
harness connector for the front washer pump/motor
unit to the motor connector receptacle.
(6) Reinstall the liner into the left front fender
wheel house.
(7) Lower the vehicle.
(8) Refill the washer reservoir with the washer
fluid drained from the reservoir during the removal
procedure.
(9) Reconnect the battery negative cable.
FRONT WIPER ARM
DESCRIPTION
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 wind-
shield 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 with a large mounting hole with internal
serrations at one end. A molded black plastic cap fits
over the wiper arm retaining nut to conceal the nut
and this mounting hole following wiper arm installa-
tion. The wide end of a tapered, stamped steel chan-
nel 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, 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. Concealed within the
stamped steel channel, one end of a long spring is
engaged with a wire hook on the underside of the die
cast pivot end, while the other end of the spring is
hooked through the small hole in the steel strap. The
entire wiper arm has a satin black finish applied to
all of its visible surfaces.
A wiper arm cannot be adjusted or repaired. If
damaged or faulty, the entire wiper arm unit must be
replaced.
OPERATION
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 mounting
hole formation with internal serrations in the wiper
arm pivot end interlocks with the serrations on the
outer circumference of the wiper pivot driver, allow-
ing positive engagement and finite adjustment of this
Fig. 6 Washer Pumps (Viewed from Bottom of
Reservoir)
1 - REAR WASHER PUMP/MOTOR
2 - FRONT WASHER PUMP/MOTOR
3 - WASHER FLUID LEVEL SWITCH
WJFRONT WIPERS/WASHERS 8R - 13
FRONT WASHER PUMP/MOTOR (Continued)