relay JEEP CHEROKEE 1995 Service Repair Manual

ABS OPERATION AND SERVICE
INDEX
page page
ABS Component Serviceability............... 37
ABS Diagnostic Connector.................. 35
ABS Operation in Antilock Braking Mode........ 36
ABS Operation in Normal Braking Mode........ 35
ABS System Power-Up and Initialization........ 35
Acceleration Switch........................ 35
Acceleration Switch Installation............... 39
Acceleration Switch Operation................ 37
Acceleration Switch Removal................ 39
Combination Valve........................ 34
ECU Installation (XJ Models)................. 40
ECU Operation........................... 37
ECU Removal (XJ Models).................. 40
ECU Removal/Installation (YJ Models).......... 41
Electronic Control Unit (ECU)................ 34
Front Wheel Sensor Installation............... 38
Front Wheel Sensor Removal................ 38HCU Installation (XJ)....................... 43
HCU Installation (YJ)....................... 44
HCU Operation........................... 36
HCU Removal (XJ)........................ 41
HCU Removal (YJ)........................ 44
Hydraulic Control Unit (HCU)................. 33
Ignition Switch........................... 35
Master Cylinder/Power Brake Booster.......... 34
Rear Wheel Sensor Installation and Adjustment . . . 38
Rear Wheel Sensor Removal................ 38
Speed Sensor Air Gap..................... 37
System Description........................ 33
System Relays........................... 35
System Warning Light...................... 35
Wheel Speed Sensor Operation.............. 37
Wheel Speed Sensors..................... 34
SYSTEM DESCRIPTION
The Jeep antilock brake system (ABS) is an elec-
tronically operated, all wheel brake control system.
The system is designed to prevent wheel lockup
and maintain steering control during periods of high
wheel slip when braking. Preventing lockup is accom-
plished by modulating fluid pressure to the wheel
brake units.
The hydraulic system is a three channel design.
The front wheel brakes are controlled individually
and the rear wheel brakes in tandem (Fig. 1). The
ABS electrical system is separate from other electri-
cal circuits in the vehicle. A specially programmed
electronic control unit (ECU) operates the system
components.
ABS system major components include:
²hydraulic control unit (HCU)
²electronic control unit (ECU)
²wheel speed sensors and axle shaft tone rings
²acceleration switch
²main relay and pump motor relay
²ABS warning light
²pump motor sensor
HYDRAULIC CONTROL UNIT (HCU)
The hydraulic control unit (HCU) consists of a
valve body, pump body, accumulators, pump motor,
and wire harnesses (Fig. 2).
The pump, motor, and accumulators are combined
into an assembly attached to the valve body. The ac-
cumulators store the extra fluid released to the sys-
tem for ABS mode operation. The pump provides the
fluid volume needed and is operated by a DC type
motor. The motor is controlled by the ECU.The valve body contains the solenoid valves. The
valves modulate brake pressure during antilock brak-
ing and are controlled by the ECU.
The HCU provides three channel pressure control
to the front and rear brakes. One channel controls
the rear wheel brakes in tandem. The two remaining
channels control the front wheel brakes individually.
During antilock braking, the solenoid valves are
opened and closed as needed. The valves are not static.
They are cycled rapidly and continuously to modulate
pressure and control wheel slip and deceleration.
Fig. 1 Jeep ABS System
JABS OPERATION AND SERVICE 5 - 33

ABS DIAGNOSTIC CONNECTOR
The ABS diagnostic connector is inside the vehicle.
The connector is the access point for the DRB scan
tool.
On XJ models, the connector is located under the
instrument panel to the right of the steering column.
On some models, the connecter may be tucked under
the carpeting on the transmission tunnel. The con-
necter is a black, 6-way type.
On YJ models, the connector is under the instru-
ment panel by the the driver side kick panel. The
connecter is a black, 6 or 8-way type.
The DRB scan tool kit contains adapter cords for
both types of connecter. Use the appropriate cord for
test hookup.
ACCELERATION SWITCH
An acceleration switch (Fig. 5), provides an addi-
tional vehicle deceleration reference during 4-wheel
drive operation. The switch is monitored by the an-
tilock ECU at all times. The switch reference signal
is utilized by the ECU when all wheels are deceler-
ating at the same speed.
SYSTEM RELAYS
The ABS system has two relays, which are the
main and motor pump relays. The motor pump relay
is used for the motor pump only. The main relay is
used for the solenoid valves and ECU. The main re-
lay is connected to the ECU at the power control re-
lay terminal. The pump motor relay starts/stops the
pump motor when signaled by the ECU.
IGNITION SWITCH
The antilock ECU and warning light are in standby
mode with the ignition switch in Off or Accessory po-
sition. No operating voltage is supplied to the system
components.A 12 volt power feed is supplied to the ECU and
warning light when the ignition switch is in the Run
position.
SYSTEM WARNING LIGHT
The amber ABS warning light is in circuit with the
ECU and operates independently of the red brake
warning light.
The ABS light indicates antilock system condition.
The light illuminates (flashes) at start-up for the self
check. The light goes out when the self check pro-
gram determines system operation is normal.
ABS SYSTEM POWER-UP AND INITIALIZATION
battery voltage is supplied to the ECU ignition ter-
minal when the ignition switch is turned to Run po-
sition. The ECU performs a system initialization
procedure at this point. Initialization consists of a
static and dynamic self check of system electrical
components.
The static check occurs after the ignition switch is
turned to Run position. The dynamic check occurs
when vehicle road speed reaches approximately 10
kph (6 mph). During the dynamic check, the ECU
briefly cycles the pump and solenoids to verify oper-
ation.
If an ABS component exhibits a fault during initial-
ization, the ECU illuminates the amber warning
light and registers a fault code in the microprocessor
memory.
ABS OPERATION IN NORMAL BRAKING MODE
The ECU monitors wheel speed sensor inputs con-
tinuously while the vehicle is in motion. However,
the ECU will not activate any ABS components as
long as sensor inputs and the acceleration switch in-
dicate normal braking.
Fig. 4 Wheel Speed SensorsFig. 5 Acceleration Switch
JABS OPERATION AND SERVICE 5 - 35

DIAGNOSIS
INDEX
page page
DRB Scan Tool............................ 5
On-Board Diagnostics (OBD).................. 4Preliminary Checks......................... 5
ON-BOARD DIAGNOSTICS (OBD)
FOR CERTAIN COOLING SYSTEM
COMPONENTS
The powertrain control module (PCM) has been
programmed to monitor the certain following cooling
system components:
²If the engine has remained cool for too long a pe-
riod, such as with a stuck open thermostat, a Diag-
nostic Trouble Code (DTC) number 17 can be
observed at the malfunction indicator lamp. This
lamp is displayed on the instrument panel as the
CHECK ENGINE lamp (Figs. 5 or 6).
²If an open or shorted condition has developed in
the relay circuit controlling the electric radiator fan,
a Diagnostic Trouble Code (DTC) number 35 can be
observed at the CHECK ENGINE lamp (XJ models
only).
If the problem is sensed in a monitored circuit of-
ten enough to indicate an actual problem, a DTC is
stored. The DTC will be stored in the PCM memory
for eventual display to the service technician. If theproblem is repaired or ceases to exist, the PCM can-
cels the DTC after 51 engine starts.
Certain criteria must be met for a DTC to be en-
tered into PCM memory. The criteria may be a spe-
cific range of engine rpm, engine temperature and/or
input voltage to the PCM.
A DTC indicates that the PCM has recognized an
abnormal signal in a circuit or the system. A DTC
may indicate the result of a failure, but never iden-
tify the failed component directly.
It is possible that a DTC for a monitored circuit
may not be entered into memory even though a mal-
function has occurred. Refer to On-Board Diagnostics
(OBD) in Group 14, Fuel Systems for additional DTC
information.
ACCESSING DIAGNOSTIC TROUBLE CODES
A stored Diagnostic Trouble Code (DTC) can be dis-
played by cycling the ignition key On-Off-On-Off-On
within three seconds and observing the malfunction
indicator lamp. This lamp is displayed on the instru-
ment panel as the CHECK ENGINE lamp (Figs. 5 or
6).
They can also be displayed through the use of the
Diagnostic Readout Box (DRB) scan tool. The DRB
connects to the data link connector in the engine
compartment (Figs. 7 or 8). For operation of the
DRB, refer to the appropriate Powertrain Diagnostic
Procedures service manual.
Fig. 5 Check Engine LampÐXJ ModelsÐTypical
Fig. 6 Check Engine LampÐYJ ModelsÐTypical
7 - 4 COOLING SYSTEM DIAGNOSISJ

(5) Be sure that the air conditioner (if equipped) is
turned off.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A DI-
RECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHING.
(6) Start the engine and operate at 2400 rpm.
Within ten minutes the air temperature (indicated on
the dial thermometer) should be up to 88É C (190É F).
Fan driveengagementshould have started to occur
at between 74É to 82É C (165É to 180É F). Engage-
ment is distinguishable by a definiteincreasein fan
flow noise (roaring). The timing light also will indi-
cate an increase in the speed of the fan.
(7) When the air temperature reaches 88É C (190É
F), remove the plastic sheet. Fan drivedisengage-
mentshould have started to occur at between 57É to
79É C (135É to 175É F). A definitedecreaseof fan
flow noise (roaring) should be noticed. If not, replace
the defective viscous fan drive unit.
VISCOUS FAN DRIVE REMOVAL/INSTALLATION
Refer to the previous section on Cooling System
Fan for removal and installation procedures of the
viscous drive unit.
Viscous Fan Drive Fluid Pump Out Require-
ment:After installing anewviscous fan drive, bring
the engine speed up to approximately 2000 rpm and
hold for approximately two minutes. This will ensure
proper fluid distribution within the drive.
AUXILIARY ELECTRIC COOLING FANÐXJ MODELS
WITH 4.0L 6-CYLINDER ENGINE
OPERATION
XJ models equipped with a 4.0L 6-cylinder engine
may also have an auxiliary electrical cooling fan.
This is with models that have air conditioning and/or
heavy duty cooling. The fan is controlled by the cool-
ing fan relay, which is located in the power distribu-
tion center (PDC). For the location of relay within
the PDC (Fig. 41), refer to the label on PDC cover.
When coolant temperature is above 88ÉC (190ÉF),
the powertrain control module (PCM) provides a
ground path for the fan relay. This ground is pro-
vided through pin/connector #31 of the PCM 60-way
connector. Battery voltage is then applied to the fan
through the relay. When coolant temperature is be-
low 88ÉC (190ÉF), the PCM opens the ground path to
the relay. This will prevent the cooling fan from be-
ing energized.
Whenever the air conditioning is operated, the
PCM engages the auxiliary cooling fan. It provides aground path to the cooling fan relay. This ground is
provided through pin/connector #31 of the PCM 60-
way connector.
DIAGNOSIS AND RELAY TESTING
The powertrain control module (PCM) will enter a
diagnostic trouble code (DTC) number 35 in memory
if it detects a problem in the auxiliary cooling fan re-
lay or circuit. This will be read as a flashing signal
at the instrument panel mounted Malfunction Indica-
tor Lamp (displayed on the instrument panel as the
CHECK ENGINE lampÐfigure 42). Refer to On-
Board Diagnostics in Group 14, Fuel Systems for in-
formation on accessing a DTC.
The DTC can also be accessed through the DRB
scan tool. Refer to the appropriate Powertrain Diag-
Fig. 41 PDCÐXJ Models
Fig. 42 Check Engine LampÐXJ ModelsÐTypical
JCOOLING SYSTEM SERVICE PROCEDURES 7 - 35

nostic Procedures manual for diagnostic information
and operation of the DRB scan tool.
To test operation of the fan relay only, refer to Re-
laysÐOperation/Testing. This can be found in Group
14, Fuel Systems.
REMOVAL
The auxiliary cooling fan is attached to the radia-
tor upper crossmember behind the radiator.
(1) Remove the two fan mounting bolts from radi-
ator upper crossmember (Fig. 43).
(2) Disconnect the electric fan connector.
(3) Lift fan straight up and out of vehicle.
INSTALLATION
(1) Align lower retaining tabs of fan shroud with
slots in bracket at bottom of radiator. Push fan down
into position.
(2) Tighten the mounting bolts to 4 Nzm (31 in.
lbs.) torque.
(3) Connect auxiliary cooling fan electrical connec-
tor.
TRANSMISSION OIL COOLERS
WATER-TO-OIL COOLER
All models equipped with an automatic transmis-
sion are equipped with a transmission oil cooler
mounted internally within the radiator tank. This in-
ternal cooler is supplied as standard equipment on
all models equipped with an automatic transmission.
Transmission oil is cooled when it passes through
this separate cooler. In case of a leak in the internalradiator mounted transmission oil cooler, engine cool-
ant may become mixed with transmission fluid or
transmission fluid may enter engine cooling system.
Both cooling system and transmission should be
drained and inspected if the internal radiator
mounted transmission cooler is leaking.
Also refer to the section on Transmission Air-to-Oil
Coolers. This auxiliary air-to-oil cooler is an option
on most engine packages.
REPLACING WATER-TO-OIL COOLER IN
RADIATOR SIDE TANK
The internal transmission oil cooler located within
the radiator is not serviceable. If it requires service,
the radiator must be replaced.
Once the repaired or replacement radiator has
been installed, fill the cooling system and inspect for
leaks. Refer to the Refilling Cooling System and Test-
ing Cooling System For Leaks sections in this group.
If the transmission operates properly after repairing
the leak, drain the transmission and remove the
transmission oil pan. Inspect for sludge and/or rust.
Inspect for a dirty or plugged inlet filter. If none of
these conditions are found, the transmission and
torque convertor may not require reconditioning. Re-
fer to Group 21 for automatic transmission servicing.
AIR-TO-OIL COOLER
An auxiliary air-to-oil transmission oil cooler is
available with most engine packages.
On XJ and YJ models, the cooler is located in front
of the radiator or A/C condenser (if equipped) and be-
hind the grill (Figs. 44, 45 or 46). It is mounted to
the front frame crossmember.
Fig. 43 Auxiliary Cooling FanÐRemove/InstallÐ
Typical
Fig. 44 Auxiliary Air-To-Oil CoolerÐYJ Models
7 - 36 COOLING SYSTEM SERVICE PROCEDURESJ

STARTING SYSTEM
GENERAL INFORMATION
The starting system (Fig. 1) consists of:
²ignition switch
²starter relay
²park/neutral position switch (automatic transmis-
sion)
²wiring harness and connections
²battery
²starter with an integral solenoid.
Following is a general description of the major
starting system components. Refer to Group 8W -
Wiring Diagrams for complete circuit descriptions
and diagrams.
These components form 2 separate circuits. A high-
amperage feed circuit that feeds the starter up to
300+ amps, and a low-amperage control circuit that
operates on less than 20 amps.
Battery voltage is supplied through the low-amper-
age control circuit to the coil battery terminal of the
starter relay when the ignition switch is turned to
the START position.
If the vehicle is equipped with an automatic trans-
mission, the park/neutral position switch provides a
ground path to the starter relay coil ground terminal.
This switch provides ground only with the transmis-
sion in NEUTRAL or PARK. If the vehicle is
equipped with a manual transmission, the starter re-
lay coil ground terminal is always grounded.
With the starter relay coil now energized, the nor-
mally open relay contacts close. The relay contacts
connect the relay common feed terminal to the relay
normally open terminal. The closed relay contacts en-
ergize the starter solenoid coil windings.
The energized solenoid coils pull-in and hold-in the
solenoid plunger. The solenoid plunger pulls the shiftlever in the starter. This engages the starter overrun-
ning clutch and pinion gear with the flywheel/drive
plate ring gear.
As the solenoid plunger reaches the end of its
travel, the solenoid contact disc completes the high-
amperage starter feed circuit. Current now flows be-
tween the solenoid battery terminal and the starter
motor, energizing the starter.
Once the engine starts, the overrunning clutch pro-
tects the starter from damage by allowing the starter
pinion gear to spin faster than the pinion shaft.
When the driver releases the ignition switch to the
ON position the starter relay coil is de-energized.
This causes the relay contacts to open. When the re-
lay contacts open, the starter solenoid coil is de-ener-
gized.
When the solenoid coil is de-energized, the solenoid
plunger return spring returns the plunger to its re-
laxed position. This causes the contact disc to open
the starter feed circuit, and the shift lever to disen-
gage the overrunning clutch and pinion gear from the
ring gear.
The starter motor and solenoid are serviced only as
a complete assembly. If either component fails, the
entire assembly must be replaced.
DIAGNOSIS
Before removing any unit from the starting system
for repair, perform the following inspections:
INSPECTION
BATTERY INSPECTION
To determine condition of the battery, see Battery
in this group.
WIRING INSPECTION
Inspect wiring for damage. Inspect all connections
at:
²starter solenoid
²park/neutral position switch (automatic transmis-
sion)
²ignition switch
²starter relay
²battery (including all ground connections).
Clean, tighten and repair all connections as re-
quired.
SOLENOID, RELAY AND SWITCH INSPECTIONS
Inspect the solenoid, relay and ignition switch to
determine their condition. Also, if equipped with au-
tomatic transmission, inspect condition of the park/
neutral position switch. Testing information can be
found in the following pages.
Fig. 1 Starting System Components (Typical)
JBATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 11

COLD CRANKING TEST
(1) Battery must be fully-charged and load tested
before proceeding. See Battery, in this group.
(2) Connect a suitable volt-ampere tester to the
battery terminals (Fig. 2). Refer to the operating in-
structions provided with the tester being used.
(3) Fully engage parking brake. Place manual
transmission in NEUTRAL, automatic transmission
in PARK.
(4) Verify that all lamps and accessories are OFF.
(5) Unplug Auto Shut-Down (ASD) relay from
Power Distribution Center (PDC) to prevent engine
from starting. Relay location is shown on underside
of PDC cover.
(6) Rotate and hold the ignition switch in the START
position. Note cranking voltage and amperage.
(a) If voltage reads above 9.6 volts and amperage
draw reads above specifications, see Feed Circuit Tests.
(b) If voltage reads 12.5 volts or greater and am-
perage reads below specifications, see Control Cir-
cuit Tests.
A cold engine will increase starter current
and reduce battery voltage.
FEED CIRCUIT TESTS
The starter feed circuit tests (voltage drop method)
will determine if there is excessive resistance in the
high-amperage circuit. When performing these tests,
it is important that the voltmeter be connected prop-
erly. Connect voltmeter leads to the terminals that
the cable connectors or clamps are attached to, not to
the cable connectors or clamps. For example: When
testing between the battery and solenoid, touch the
voltmeter leads to the battery post and the solenoid
threaded stud.
The following operation will require a voltmeter ac-
curate to 1/10 (0.10) volt. Before performing the tests,
be certain the following procedures are accomplished:
²unplug Auto Shut-Down (ASD) relay from Power
Distribution Center (PDC) to prevent engine from
starting²place transmission in NEUTRAL (manual trans-
mission) or PARK (automatic transmission)
²parking brake is applied
²
battery is fully-charged (see Battery, in this group).
(1) Connect positive lead of voltmeter to battery
negative post. Connect negative lead of voltmeter to
battery negative cable clamp (Fig. 3). Rotate and
hold ignition switch in the START position. Observe
voltmeter. If voltage is detected, correct poor contact
between cable clamp and post.
(2) Connect positive lead of voltmeter to battery
positive post. Connect negative lead of voltmeter to
battery positive cable clamp (Fig. 3). Rotate and hold
ignition switch in the START position. Observe volt-
meter. If voltage is detected, correct poor contact be-
tween cable clamp and post.
(3) Connect voltmeter to measure between the bat-
tery positive post and the starter solenoid battery
stud (Fig. 4). Rotate and hold ignition switch in the
START position. Observe voltmeter. If voltage reads
above 0.2 volt, correct poor contact at battery cable to
solenoid connection. Repeat test. If reading is still
above 0.2 volt, replace battery positive cable.
Fig. 2 Volt-Amps Tester Connections (Typical)
Fig. 3 Test Battery Connection Resistance
Fig. 4 Test Battery Positive Cable Resistance
(Typical)
JBATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 13

(4) Connect voltmeter to measure between the bat-
tery negative post and a good clean ground on the
engine block (Fig. 5). Rotate and hold ignition switch
in the START position. Observe voltmeter. If voltage
reads above 0.2 volt, correct poor contact at battery
negative cable attaching point. Repeat test. If read-
ing is still above 0.2 volt, replace battery negative ca-
ble.
(5) Connect positive lead of voltmeter to starter
housing. Connect negative lead of voltmeter to bat-
tery negative terminal (Fig. 6). Rotate and hold igni-
tion switch in the START position. Observe
voltmeter. If voltage reads above 0.2 volt, correct poor
starter to engine ground.
If resistance tests detect no feed circuit problems,
remove the starter and see Solenoid Test in this
group.
CONTROL CIRCUIT TESTS
The starter control circuit consists of:
²starter solenoid
²starter relay
²ignition switch
²park/neutral position switch (automatic transmis-
sion)²wiring harness and connections.
Test procedures for these components are as fol-
lows, and should be followed in the order described.
CAUTION: Before performing any test, unplug Auto
Shut-Down (ASD) relay from Power Distribution
Center (PDC) to prevent engine from starting.
SOLENOID TEST
Refer to Group 8B - Battery/Starter/Generator Ser-
vice for starter removal procedures.
(1) Disconnect solenoid field coil wire from field
coil terminal.
(2) Check for continuity between solenoid terminal
and field coil terminal with a continuity tester. There
should be continuity (Fig. 7).
(3) Check for continuity between solenoid terminal
and solenoid case. There should be continuity (Fig.
8).
(4) If there is continuity, solenoid is good. If there
is no continuity in either test, solenoid has an open
circuit and is faulty. Replace starter assembly.
(5) Connect solenoid field coil wire to field coil ter-
minal.
(6) Install starter as described in Group 8B - Bat-
tery/Starter/Generator Service.
RELAY TEST
The starter relay is in the Power Distribution Cen-
ter (PDC)(Figs. 9 or 10). Refer to the underside of the
PDC cover for relay location.
Fig. 5 Test Ground Circuit Resistance
Fig. 6 Test Starter Ground (Typical)
Fig. 7 Continuity Test Between Solenoid Terminal
and Field Coil Terminal
Fig. 8 Continuity Test Between Solenoid Terminal
and Solenoid Case
8A - 14 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICSJ

Remove starter relay from PDC to perform the fol-
lowing tests:
(1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to next step. If not OK, replace faulty relay.
(2) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 7565 ohms. If OK, go to next
step. If not OK, replace faulty relay.
(3) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, go to Relay Circuit Test. If not OK,
replace faulty relay.
RELAY CIRCUIT TEST
(1) The common feed terminal (30) is connected to
battery voltage and should be hot at all times. If OK,
go to next step. If not OK, check circuit to fuse (F4
for YJ, F10 for XJ) in Power Distribution Center
(PDC). Repair as required.
(2) The normally closed terminal (87A) is con-
nected to terminal 30 in the de-energized position,
but is not used for this application. Go to next step.
(3) The normally open terminal (87) is connected to
the battery terminal (30) in the energized position.
This terminal supplies battery voltage to the starter
solenoid field coils. There should be continuity be-
tween cavity for relay terminal 87 and the starter so-
lenoid terminal at all times. If OK, go to next step. If
not OK, repair circuit to solenoid as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is in the START position. Check
for battery voltage at cavity for relay terminal 86with ignition switch in the START position. If OK, go
to next step. If not OK, refer to Group 8D - Ignition
Systems for testing and service of the ignition switch.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. On vehicles with an
automatic transmission, it is grounded through the
park/neutral position switch. On vehicles with a
manual transmission, it is grounded at all times.
Check for continuity to ground at cavity for relay ter-
minal 85. If not OK and vehicle has manual trans-
mission, repair circuit as required. If not OK and
vehicle has automatic transmission, refer to Group
21 - Transmission and Transfer Case for testing and
service of the park/neutral position switch.
Fig. 9 Power Distribution CenterÐXJ
Fig. 10 Power Distribution CenterÐYJ
STARTER RELAY CONNECTIONS
JBATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 15

²accessories being left on with the engine not run-
ning
²a faulty or improperly adjusted switch that allows
a lamp to stay on (see Ignition-Off Draw, in this
group).
INSPECTION
(1) Inspect condition of battery cable terminals,
battery posts, connections at engine block, starter so-
lenoid and relay. They should be clean and tight. Re-
pair as required.
(2) Inspect all fuses in the fuseblock module and
Power Distribution Center (PDC) for tightness in re-
ceptacles. They should be properly installed and
tight. Repair or replace as required.
(3) Inspect the electrolyte level in the battery. If
cell caps are removable, add water if required. If cell
caps are not removable, replace battery if electrolyte
level is low.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts, if required. Refer to Group
8B - Battery/Starter/Generator Service for torque
specifications.
(5) Inspect generator drive belt condition and ten-
sion. Tighten or replace belt as required. Refer to
Belt Tension Specifications in Group 7 - Cooling Sys-
tem.
(6) Inspect connections at generator field, battery
output, and ground terminals. Also check ground con-
nection at engine. They should all be clean and tight.
Repair as required.
OUTPUT WIRE RESISTANCE TEST
This test will show the amount of voltage drop
across the generator output wire, from the generator
battery terminal to the battery positive post.
PREPARATION
(1) Before starting test make sure vehicle has a
fully-charged battery. See Battery in this group for
more information.
(2) Turn ignition switch to OFF.
(3) Disconnect negative cable from battery.
(4) Disconnect generator output wire from genera-
tor battery output terminal.
(5) Connect a 0-150 ampere scale DC ammeter
(Fig. 2). Install in series between generator battery
output terminal and disconnected generator output
wire. Connect positive lead to generator battery out-
put terminal and negative lead to disconnected gen-
erator output wire.
(6) Connect positive lead of a test voltmeter (range
0-18 volts minimum) to disconnected generator out-
put wire. Connect negative lead of test voltmeter to
battery positive cable at positive post.
(7) Connect one end of a jumper wire to ground
and with other end probe green K20 field wire at
back of generator (Fig. 2). This will generate a DTC.CAUTION: Do not connect green/orange A142 field
wire to ground. Refer to Group 8W - Wiring Dia-
grams for more information.
(8) Connect an engine tachometer, then connect
battery negative cable to battery.
(9) Connect a variable carbon pile rheostat be-
tween battery terminals. Be sure carbon pile is in
OPEN or OFF position before connecting leads. See
Load Test in this group for instructions.
TEST
(1) Start engine. Immediately after starting, re-
duce engine speed to idle.
(2) Adjust engine speed and carbon pile to main-
tain 20 amperes flowing in circuit. Observe voltmeter
reading. Voltmeter reading should not exceed 0.5
volts.
RESULTS
If a higher voltage drop is indicated, inspect, clean
and tighten all connections. This includes any con-
nection between generator battery output terminal
and battery positive post. A voltage drop test may be
performed at each connection to locate the connection
with excessive resistance. If resistance tests satisfac-
torily, reduce engine speed, turn OFF carbon pile and
turn OFF ignition switch.
(1) Disconnect negative cable from battery.
(2) Remove test ammeter, voltmeter, carbon pile,
and tachometer.
(3) Remove jumper wire.
(4) Connect generator output wire to generator
battery output terminal. Tighten nut to 8.561.5 Nzm
(75615 in. lbs.).
(5) Connect negative cable to battery.
(6) Use DRB scan tool to erase DTC.
CURRENT OUTPUT TEST
The generator current output test determines
whether generator can deliver its rated current out-
put.
PREPARATION
(1) Before starting test make sure vehicle has a
fully-charged battery. See Battery in this group for
more information.
(2) Disconnect negative cable from battery.
(3) Disconnect generator output wire at the gener-
ator battery output terminal.
(4) Connect a 0-150 ampere scale DC ammeter
(Fig. 3). Install in series between generator battery
output terminal and disconnected generator output
wire. Connect positive lead to generator battery out-
put terminal and negative lead to disconnected gen-
erator output wire.
8A - 18 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICSJ