Speed control system JEEP LIBERTY 2002 KJ / 1.G Repair Manual

²Parade Mode- The internal circuitry and hard-
ware of the multi-function switch left (lighting) con-
trol stalk provide detent switching for a parade mode
that maximizes the illumination intensity of all
instrument panel lighting for visibility when driving
in daylight with the exterior lamps turned on.
²Park Lamps- The internal circuitry and hard-
ware of the multi-function switch left (lighting) con-
trol stalk provide detent switching for the park
lamps.
²Rear Fog Lamps- For vehicles so equipped,
the internal circuitry and hardware of the multi-
function switch left (lighting) control stalk provide
detent switching for the optional rear fog lamps.
Rear fog lamps are optional only for vehicles manu-
factured for certain markets, where they are
required.
²Turn Signal Control- The internal circuitry
and hardware of the multi-function switch left (light-
ing) control stalk provide both momentary non-detent
switching and detent switching with automatic can-
cellation for both the left and right turn signal
lamps.
RIGHT CONTROL STALK The right (wiper) con-
trol stalk of the multi-function switch supports the
following functions and features:
²Continuous Front Wipe Modes- The internal
circuitry and hardware of the multi-function switch
right (wiper) control stalk provide two continuous
front wipe switch positions, low speed or high speed.
²Continuous Rear Wipe Mode- The internal
circuitry and hardware of the multi-function switch
right (wiper) control stalk provide one continuous
rear wipe switch position.
²Front Washer Mode- The internal circuitry
and hardware of the multi-function switch right
(wiper) control stalk switch provide front washer sys-
tem operation.
²Front Wipe-After-Wash Mode- The internal
circuitry and hardware of the multi-function switch
right (wiper) control stalk provide a wipe-after-wash
mode.
²Front Wiper Mist Mode- The internal cir-
cuitry and hardware of the multi-function switch
right (wiper) control stalk provide a front wiper sys-
tem mist mode.
²Intermittent Front Wipe Mode- The internal
circuitry and hardware of the multi-function switch
right (wiper) control stalk provide an intermittent
front wipe mode with five delay interval positions.
²Intermittent Rear Wipe Mode- The internal
circuitry and hardware of the multi-function switch
right (wiper) control stalk provide one fixed interval
intermittent rear wipe mode switch position.²Rear Washer Mode- The internal circuitry and
hardware of the multi-function switch right (wiper)
control stalk provide rear washer system operation.
OPERATION
The multi-function switch uses a combination of
resistor multiplexed and conventionally switched out-
puts to control the many functions and features it
provides. The switch receives battery current on a
fused ignition switch output (run-acc) circuit from a
fuse in the Junction Block (JB) whenever the ignition
switch is in the On or Accessory positions. The switch
receives a path to ground at all times through a
splice block located in the instrument panel wire har-
ness with an eyelet terminal connector that is
secured by a nut to a ground stud on the driver side
instrument panel end bracket near the Junction
Block (JB). Following are descriptions of how each of
the two multi-function switch control stalks operate
to control the functions and features they provide.
LEFT CONTROL STALK The left (lighting) control
stalk of the multi-function switch operates as follows:
²Front Fog Lamps- For vehicles so equipped,
the control knob on the end of the multi-function
switch left (lighting) control stalk is pulled outward
to activate the optional front fog lamps. The control
knob is mechanically keyed so that it cannot be
pulled outward unless it is first rotated to turn on
the exterior lighting. The multi-function switch pro-
vides a resistor multiplexed output to the Body Con-
trol Module (BCM) on a fog lamp switch sense
circuit, and the BCM responds by energizing or de-
energizing the front fog lamp relay in the Junction
Block (JB) as required.
²Headlamps-
The control knob on the end of the
multi-function switch left (lighting) control stalk is
rotated forward (counterclockwise) to its second detent
position to activate the headlamps. The multi-function
switch provides a resistor multiplexed output to the
Body Control Module (BCM) on a headlamp switch
sense circuit, and the BCM responds by energizing or
de-energizing the selected low or high beam relay
(Daytime Running Lamp relay in Canadian vehicles)
in the Junction Block (JB) as required.
²Headlamp Beam Selection-The left (lighting)
control stalk of the multi-function switch is pulled
towards the steering wheel past a detent to actuate
the integral beam select switch circuitry. Each time the
control stalk is activated in this manner, the opposite
headlamp beam from what is currently selected will be
energized. The multi-function switch provides a ground
output to the Body Control Module (BCM) on a high
beam switch sense circuit, and the BCM responds by
energizing or de-energizing the selected low or high
beam relay (Daytime Running Lamp relay in Canadian
vehicles) in the Junction Block (JB) as required.
8Ls - 48 LAMPSKJ
MULTI-FUNCTION SWITCH (Continued)

POWER SYSTEMS
TABLE OF CONTENTS
page page
POWER LOCKS............................ 1
POWER MIRRORS........................ 11POWER SEATS........................... 14
POWER WINDOWS........................ 21
POWER LOCKS
TABLE OF CONTENTS
page page
POWER LOCKS
DESCRIPTION..........................1
OPERATION............................3
DIAGNOSIS AND TESTING - POWER LOCKS . . 3
DOOR LOCK / UNLOCK SWITCH
DIAGNOSIS AND TESTING - DOOR LOCK/
UNLOCK SWITCH......................4
REMOVAL.............................4
INSTALLATION..........................5
DOOR LOCK MOTOR
DESCRIPTION..........................5
OPERATION............................5
DIAGNOSIS AND TESTING - DOOR LOCK
MOTOR ..............................5
FLIP-UP GLASS RELEASE SWITCH
DIAGNOSIS AND TESTING - FLIP-UP GLASS
RELEASE SWITCH.....................5
DOOR LOCK RELAY
DESCRIPTION..........................6
OPERATION............................6
DIAGNOSIS AND TESTING - DOOR LOCK
RELAY...............................6
REMOVAL.............................6
INSTALLATION..........................7
REMOTE KEYLESS ENTRY MODULE
DESCRIPTION..........................7OPERATION............................7
DIAGNOSIS AND TESTING - REMOTE
KEYLESS ENTRY MODULE...............7
REMOVAL.............................7
INSTALLATION..........................7
REMOTE KEYLESS ENTRY TRANSMITTER
DIAGNOSIS AND TESTING - REMOTE
KEYLESS ENTRY TRANSMITTER..........8
STANDARD PROCEDURE
STANDARD PROCEDURE - RKE
TRANSMITTER BATTERIES..............8
STANDARD PROCEDURE - RKE
TRANSMITTER CUSTOMER
PREFERENCES.......................8
STANDARD PROCEDURE - RKE
TRANSMITTER PROGRAMING............9
SPECIFICATIONS - REMOTE KEYLESS
ENTRY TRANSMITTER..................9
TAILGATE CYLINDER LOCK SWITCH
DESCRIPTION..........................9
OPERATION............................9
DIAGNOSIS AND TESTING - TAILGATE
CYLINDER LOCK SWITCH...............9
REMOVAL.............................10
INSTALLATION.........................10
POWER LOCKS
DESCRIPTION
POWER LOCKS
A power operated door and tailgate lock system is
available factory-installed equipment on this model.
The power lock system allows all of the doors and thetailgate to be locked or unlocked electrically by oper-
ating a switch on either front door trim panel. The
power lock system receives non-switched battery cur-
rent through a fuse in the Junction Block (JB), so
that the power locks remain operational, regardless
of the ignition switch position.
The Body Control Module (BCM) locks the doors
and tailgate automatically when the vehicle is driven
beyond the speed of 25.7 Km/h (15 mph), all doors
KJPOWER SYSTEMS 8N - 1

are closed and the accelerator pedal is depressed.
The rolling door lock feature can be disabled if
desired.
This vehicle also offers several customer program-
mable features, which allows the selection of several
optional electronic features to suit individual prefer-
ences.
The power lock system for this vehicle can also be
operated remotely using the available Remote Key-
less Entry (RKE) system radio frequency transmit-
ters, if equipped.
Certain functions and features of the power lock
system rely upon resources shared with other elec-
tronic modules in the vehicle over the Programmable
Communications Interface (PCI) data bus network.
For proper diagnosis of these electronic modules or of
the PCI data bus network, the use of a DRBIIItscan
tool and the appropriate diagnostic information are
required.
REMOTE KEYLESS ENTRY
A Radio Frequency (RF) type Remote Keyless
Entry (RKE) system is an available factory-installed
option on this model. The RKE system allows the use
of a remote battery-powered radio transmitter to sig-
nal the Body Control Module (BCM) to actuate the
power lock system. The RKE receiver operates on
non-switched battery current through a fuse in the
Junction Block (JB), so that the system remains
operational, regardless of the ignition switch position.
The RKE transmitters are also equipped with a
Panic button. If the Panic button on the RKE trans-
mitter is depressed, the horn will sound and the
exterior lights will flash on the vehicle for about
three minutes, or until the Panic button is depressed
a second time. A vehicle speed of about 25.7 kilome-
ters-per-hour (15 miles-per-hour) will also cancel the
panic event.
The RKE system can also perform other functions
on this vehicle. If the vehicle is equipped with the
optional Vehicle Theft Security System (VTSS), the
RKE transmitter will arm the VTSS when the Lock
button is depressed, and disarm the VTSS when the
Unlock button is depressed.
The RKE system includes two transmitters when
the vehicle is shipped from the factory, but the sys-
tem can retain the vehicle access codes of up to four
transmitters. The transmitter codes are retained in
the RKE receiver memory, even if the battery is dis-
connected. If an RKE transmitter is faulty or lost,
new transmitter vehicle access codes can be pro-
grammed into the system using a DRBIIItscan tool.
This vehicle also offers several customer program-
mable features, which allows the selection of several
optional electronic features to suit individual prefer-ences. Customer programmable feature options
affecting the RKE system include:
²Remote Unlock Sequence- Allows the option
of having only the driver side front door unlock when
the RKE transmitter Unlock button is depressed the
first time. The remaining doors and the tailgate
unlock when the button is depressed a second time
within 5 seconds of the first unlock press. Another
option is having all doors and the tailgate unlock
upon the first depression of the RKE transmitter
Unlock button.
²Sound Horn on Lock- Allows the option of
having the horn sound a short chirp as an audible
verification that the RKE system received a valid
Lock request from the RKE transmitter, or having no
audible verification.
²Flash Lights with Lock and Unlock- Allows
the option of having the lights flash as an optical ver-
ification that the RKE system received a valid Lock
request or Unlock request from the RKE transmitter,
or having no optical verification.
²Programming Additional Transmitters-
Allows up to four transmitter vehicle access codes to
be stored in the receiver memory.
Certain functions and features of the RKE system
rely upon resources shared with other electronic
modules in the vehicle over the Programmable Com-
munications Interface (PCI) data bus network. The
PCI data bus network allows the sharing of sensor
information. This helps to reduce wire harness com-
plexity, internal controller hardware, and component
sensor current loads. For diagnosis of these electronic
modules or of the PCI data bus network, the use of a
DRBIIItscan tool and the appropriate diagnostic
information are required.
TAILGATE / FLIP-UP GLASS POWER RELEASE
SYSTEM
A power operated tailgate / flip-up glass release
system is standard factory installed equipment on
this model. The entire system is controlled by the
Body Control Module (BCM). The tailgate / flip-up
glass power release system allows the flip-up glass
latch to be released electrically by actuating a switch
located integral to the outside tailgate handle. By
pulling the handle to the first detent or turning the
key cylinder to unlock, the flip-up glass will open.
Pulling the handle to the second detent will allow the
tailgate to open.
The tailgate / flip-up glass release system operates
on non-switched battery current supplied through a
fuse in the junction block so that the system remains
functional, regardless of the ignition switch position.
However, the BCM prevents the flip-up glass latch
from being actuated when the tailgate latch is
locked.
8N - 2 POWER LOCKSKJ
POWER LOCKS (Continued)

INSTALLATION
(1) Position the horn relay in the proper receptacle
in the Junction Block (JB).
(2) Push down firmly on the relay until the termi-
nals are fully seated.
(3) Connect the battery negative cable.
REMOTE KEYLESS ENTRY
MODULE
DESCRIPTION
When an RKE lock message is sent to the Body
Control Module (BCM), the BCM actuates the doors
and the tailgate lock, the interior lighting is turned
off, the horn chirps (if this feature is enabled), the
exterior lamps flash (if this feature is enabled) and, if
the vehicle is so equipped, the Vehicle Theft Security
System (VTSS) is armed. When an RKE unlock mes-
sage is sent to the BCM, the BCM actuates the
driver side front door (or all doors and the tailgate if
this feature is enabled) unlock, the interior lighting
is turned on and, if the vehicle is so equipped, the
VTSS is disarmed.When an RKE panic message is sent to the BCM,
the BCM actuates the driver side front door (or all
doors and the tailgate if this feature is enabled)
unlock, the interior lighting is turned on and, if the
vehicle is so equipped, the VTSS is disarmed. The
panic message will also cause the exterior lamps
(including the headlights) to flash, and the horn to
pulse for about three minutes, or until a second panic
message is sent to the BCM. A vehicle speed of about
25.7 kilometers-per-hour (15 miles-per-hour) will also
cancel the panic event.
Refer to the owner's manual for more information
on the features, use and operation of the RKE sys-
tem.
OPERATION
Whenever the vehicle battery power is interrupted,
the Remote Keyless Module (RKE) Module will retain
all vehicle access codes in its memory. When replac-
ing or adding a key fob transmitter (maximum of 4) a
DRB IIItscan tool is required to program the RKE
Module to accept the new Vehicle Access Code if a
customer owned transmitter is not available.
If a functioning transmitter is available, (Refer to 8
- ELECTRICAL/POWER LOCKS/KEYLESS ENTRY
TRANSMITTER - STANDARD PROCEDURE)
DIAGNOSIS AND TESTING - REMOTE KEYLESS
ENTRY MODULE
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 har-
ness connectors, splices and grounds. Refer to the
proper Body Diagnostic Procedures Manual for test-
ing the Remote Keyless Entry system using a DRB
IIItscan tool.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the Junction Block (JB) (Refer to 8 -
ELECTRICAL/POWER DISTRIBUTION/JUNCTION
BLOCK - REMOVAL).
(3) Remove Remote Keyless Entry module from
Body Control Module (Fig. 5).
INSTALLATION
(1) Install Remote Keyless Entry module to Body
Control Module.
(2) Install Junction Block (JB) (Refer to 8 - ELEC-
TRICAL/POWER DISTRIBUTION/JUNCTION
BLOCK - INSTALLATION).
(3) Connect the battery negative cable.
Fig. 4 Power Lock Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
KJPOWER LOCKS 8N - 7
DOOR LOCK RELAY (Continued)

is located on the back side of each vertical member of
the radiator support.
²Passenger Airbag- The passenger airbag is
located on the instrument panel, beneath the passen-
ger airbag door on the instrument panel 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.
²Seat Belt Tensioner- The seat belt tensioner
is integral to the driver side front seat belt retractor
unit on vehicles equipped with dual front airbags.
²Side Impact Airbag Control Module-Two
Side Impact Airbag Control Modules (SIACM) are
used on vehicles with the optional side curtain air-
bags, one left side and one right side. One SIACM 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, both SIACMs, and the EMIC each con-
tain a central processing unit and programming that
allow them to communicate with each other using
the Programmable 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 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/COMMUNICATION - DESCRIP-
TION).
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 stan-
dard equipment factory-installed seat belts. Seat
belts are referred to as an active restraint because
the vehicle occupants are required to physically fas-ten 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 fea-
tures, use and operation of all of the factory-installed
active restraints.
PASSIVE RESTRAINTS The passive restraints
system is referred to as a supplemental restraint sys-
tem 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 facto-
ry-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) and, on vehicles
equipped with the side curtain airbags, both Side
Impact Airbag Control Modules (SIACM). An airbag
indicator in the ElectroMechanical Instrument Clus-
ter (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 problem in the supplemental restraint sys-
tem electrical circuits. Such a problem may cause air-
bags 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 or the SIACM signals
the inflator unit of the airbag module to deploy the
airbag. The seat belt tensioner is provided with a
deployment signal by the ACM in conjunction with
the driver airbag. During a frontal vehicle impact,
the knee blockers work in concert with properly fas-
tened and adjusted seat belts to restrain both the
driver and the front seat passenger in the proper
position for an airbag deployment. The knee blockers
also absorb and distribute the crash energy from the
driver and the front seat passenger to the structure
of the instrument panel. The seat belt tensioner
removes the slack from the driver side front seat belt
to provide further assurance that the driver is prop-
erly positioned and restrained for an airbag deploy-
ment.
8O - 4 RESTRAINTSKJ
RESTRAINTS (Continued)

Ifnone of the Driver or Passenger Squib 1 or 2
open are active codes, the status of the airbag squibs
is unknown. In this case the airbag should be han-
dled and disposed of as if the squibs were both live.
CLEANUP PROCEDURE
Following a supplemental restraint deployment,
the vehicle interior will contain a powdery residue.
This residue consists primarily of harmless particu-
late by-products of the small pyrotechnic charge that
initiates the propellant used to deploy a supplemen-
tal restraint. However, this residue may also contain
traces of sodium hydroxide powder, a chemical
by-product of the propellant material that is used to
generate the inert gas that inflates the airbag. Since
sodium hydroxide powder can irritate the skin, eyes,
nose, or throat, be sure to wear safety glasses, rubber
gloves, and a long-sleeved shirt during cleanup (Fig.
3).
WARNING: IF YOU EXPERIENCE SKIN IRRITATION
DURING CLEANUP, RUN COOL WATER OVER THE
AFFECTED AREA. ALSO, IF YOU EXPERIENCE IRRITA-
TION OF THE NOSE OR THROAT, EXIT THE VEHICLE
FOR FRESH AIR UNTIL THE IRRITATION CEASES. IF
IRRITATION CONTINUES, SEE A PHYSICIAN.
(1) Begin the cleanup by using a vacuum cleaner
to remove any residual powder from the vehicle inte-
rior. Clean from outside the vehicle and work your
way inside, so that you avoid kneeling or sitting on a
non-cleaned area.
(2) Be certain to vacuum the heater and air condi-
tioning outlets as well (Fig. 4). Run the heater and
air conditioner blower on the lowest speed setting
and vacuum any powder expelled from the outlets.
CAUTION: Deployed front airbags having two initiators
(squibs) in the airbag inflator may or may not have livepyrotechnic material within the inflator. Do not dispose
of these airbags unless you are sure of complete
deployment. Refer to AIRBAG SQUIB STATUS . Refer
to the Hazardous Substance Control System for
proper disposal procedures. Dispose of all non-de-
ployed and deployed airbags in a manner consistent
with state, provincial, local, and federal regulations.
(3) Next, remove the deployed supplemental
restraints from the vehicle. Refer to the appropriate
service removal procedures.
(4) You may need to vacuum the interior of the
vehicle a second time to recover all of the powder.
STANDARD PROCEDURE - VERIFICATION TEST
The following procedure should be performed using
a DRBIIItscan tool to verify proper supplemental
restraint system operation following the service or
replacement of any supplemental restraint system
component.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER 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.
Fig. 3 Wear Safety Glasses and Rubber Gloves -
Typical
Fig. 4 Vacuum Heater and A/C Outlets - Typical
8O - 8 RESTRAINTSKJ
RESTRAINTS (Continued)

a molded plastic turn signal cancel cam with a single
lobe that is integral to the rotor. Within the plastic
case and wound around the rotor spool is a long rib-
bon-like tape that consists of several thin copper wire
leads sandwiched between two thin plastic mem-
branes. 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 pig-
tail wires and connector receptacle on the hub of the
clockspring rotor that face the steering wheel.
Service replacement clocksprings are shipped pre-
centered and with a molded plastic shield that snaps
onto the rotor over the release button. The release
button secures the centered clockspring rotor to the
clockspring case and the shield prevents the release
button from being inadvertently depressed during
shipment and handling, but the shield must be
removed from the clockspring after it is installed on
the steering column. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/CLOCKSPRING - STANDARD PROCE-
DURE - CLOCKSPRING 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.
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 upper steering column housing near
the top of the steering column. The connector recep-
tacles 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 harness. The clockspring rotor
is movable and is keyed by the tower formation that
is molded onto the upper surface of the rotor hub to
an opening that is cast into the steering wheel arma-
ture. Rubber bumper blocks on either side of the
clockspring tower formation eliminate contact noise
between the clockspring tower and the steering
wheel. The lobe of the turn signal cancel cam on the
lower surface of the clockspring rotor hub contacts a
turn signal cancel actuator of the multi-function
switch to provide automatic turn signal cancellation.
The yellow-sleeved pigtail wires on the upper surface
of the clockspring rotor connect the clockspring to the
driver airbag, while a steering wheel wire harness
connects the connector receptacle on the upper sur-
face of the clockspring rotor to the horn switch and,
if the vehicle is so equipped, to the optional speed
control switches and remote radio switches on the
steering wheel.
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 is centered when it is installed on the
steering column. Centering the clockspring indexes
the clockspring tape to the movable steering compo-
nents 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 plastic shield
installed over the clockspring release button. This
shield should not be removed and the release button
should not be depressed until the clockspring has
been installed on the steering column. If the release
button is depressed before the clockspring is installed
on a steering column, the clockspring centering pro-
cedure must be performed. (Refer to 8 - ELECTRI-
CAL/RESTRAINTS/CLOCKSPRING - STANDARD
PROCEDURE - CLOCKSPRING CENTERING).
STANDARD PROCEDURE - CLOCKSPRING
CENTERING
The clockspring is designed to wind and unwind
when the steering wheel is rotated, but is only
Fig. 11 Clockspring Latches
1 - CASE
2 - LATCH (2)
3 - ROTOR
4 - CANCEL CAM
5 - LOWER CONNECTOR RECEPTACLE (2)
8O - 14 RESTRAINTSKJ
CLOCKSPRING (Continued)

SPEED CONTROL
TABLE OF CONTENTS
page page
SPEED CONTROL
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING - ROAD TEST.....2
SPECIFICATIONS
TORQUE - SPEED CONTROL.............2
CABLE
DESCRIPTION..........................3
OPERATION............................3
REMOVAL - 3.7L.........................3
INSTALLATION - 3.7L.....................4
SERVO
DESCRIPTION..........................4
OPERATION............................4REMOVAL.............................4
INSTALLATION..........................5
SWITCH
DESCRIPTION..........................5
OPERATION............................5
REMOVAL.............................6
INSTALLATION..........................6
VACUUM RESERVOIR
DESCRIPTION..........................7
OPERATION............................7
DIAGNOSIS AND TESTING - VACUUM
RESERVOIR..........................7
REMOVAL.............................7
INSTALLATION..........................8
SPEED CONTROL
DESCRIPTION
The speed control system is electronically con-
trolled and vacuum operated. Electronic control of
the speed control system is integrated into the Pow-
ertrain Control Module (PCM). The controls consist
of two steering wheel mounted switches. The
switches are labeled: ON/OFF, RES/ACCEL, SET,
COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
OPERATION
When speed control is selected by depressing the
ON switch, the PCM allows a set speed to be stored
in PCM RAM for speed control. To store a set speed,
depress the SET switch while the vehicle is moving
at a speed between 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 switch²Depressing the CANCEL switch.
²Depressing the clutch pedal (if equipped).
NOTE: Depressing the OFF switch or turning off the
ignition switch will erase the set speed stored in
the PCM.
For added safety, the speed control system is pro-
grammed to disengage for any of the following condi-
tions:
²An indication of Park or Neutral
²A rapid increase rpm (indicates that the clutch
has been disengaged)
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The speed signal increases at a rate of 10 mph
per second (indicates that the coefficient of friction
between the road surface and tires is extremely low)
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.
KJSPEED CONTROL 8P - 1

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 testshould 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.
SPECIFICATIONS
TORQUE - SPEED CONTROL
DESCRIPTION N-m Ft. Lbs. In. Lbs.
Servo Mounting Bracket-to-Servo Nuts 9 - 75
Servo Mounting Bracket-to-Body Bolts 12 - 105
Speed Control Switch Mounting Screws 1.5 - 14
Vacuum Reservoir Mounting Screws 3 - 20
8P - 2 SPEED CONTROLKJ
SPEED CONTROL (Continued)

mounting bracket displayed in (Fig. 6) is a typical
bracket and may/may not be applicable to this model
vehicle.
(9) Remove servo from mounting bracket. While
removing, note orientation of servo to bracket.INSTALLATION
(1) Position servo to mounting bracket.
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip.
(3) Insert servo mounting studs through holes in
servo mounting bracket.
(4) Install servo-to-mounting bracket nuts and
tighten. Refer to torque specifications.
(5) Install servo mounting bracket-to-body nuts
and tighten. Refer to torque specifications.
(6) Connect vacuum line at servo.
(7) Connect electrical connector at servo.
(8) Connect servo cable to throttle body. Refer to
servo Cable Removal/Installation.
(9) Install coolant bottle.
(10) Connect negative battery cable to battery.
(11) Before starting engine, operate accelerator
pedal to check for any binding.
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)
Fig. 5 SPEED CONTROL SERVO
1-9T9FITTING
2 - VACUUM LINE
3 - SERVO BRACKET MOUNTING NUTS
4 - SERVO MOUNTING BRACKET
5 - SERVO
6 - SERVO ELECTRICAL CONNECTOR
Fig. 6 SERVO CABLE CLIP REMOVE/INSTALL
TYPICAL
1 - SERVO MOUNTING NUTS (2)
2 - SERVO
3 - CABLE RETAINING CLIP
4 - SERVO CABLE AND SLEEVE
KJSPEED CONTROL 8P - 5
SERVO (Continued)