Dif JEEP GRAND CHEROKEE 2002 WJ / 2.G Workshop Manual

the engine compartment. This relay can be energized
by the BCM to sound the horns as an audible alert
for the RKE panic function and, if the Sound Horn
on Lock programmable feature is enabled, as an
audible verification for the RKE lock event. (Refer to
8 - ELECTRICAL/HORN/HORN RELAY - DESCRIP-
TION).
LOW BEAM HEADLAMP RELAY
The low beam headlamp relay is a electromechan-
ical device that switches battery current to the head-
lamp low beams when the BCM grounds the relay
coil. The low beam headlamp relay is located in the
junction block in the passenger compartment. This
relay can be energized by the BCM to flash the head-
lamp low beams as an optical alert for the RKE panic
function. (Refer to 8 - ELECTRICAL/LAMPS/LIGHT-
ING - EXTERIOR/HEADLAMP - DESCRIPTION).
DESCRIPTION - LIFTGATE FLIP-UP GLASS
POWER RELEASE SYSTEM
A power operated liftgate flip-up glass release sys-
tem is standard factory installed equipment on this
model. The liftgate flip-up glass power release system
allows the flip-up glass latch to be released electri-
cally by depressing a switch located on the bottom of
the liftgate license plate lamp housing unit, above
the license plate on the outside of the liftgate.
The liftgate 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, a limit switch that is integral to the liftgate
latch actuator unit opens to prevent the flip-up glass
latch from being actuated when the liftgate latch is
locked.
The liftgate flip-up glass power release system
includes the following components:
²Liftgate Flip-Up Glass Limit Switch- The
liftgate flip-up glass limit switch is integral to the
liftgate latch unit. (Refer to 23 - BODY/DECKLID/
HATCH/LIFTGATE/TAILGATE/LATCH - REMOVAL)
and (Refer to 23 - BODY/DECKLID/HATCH/LIFT-
GATE/TAILGATE/LATCH - INSTALLATION).
²Liftgate Flip-Up Glass Release Motor- The
liftgate flip-up glass release motor is integral to the
liftgate flip-up glass latch unit. (Refer to 23 - BODY/
DECKLID/HATCH/LIFTGATE/TAILGATE/FLIP-UP
GLASS LATCH - REMOVAL) and (Refer to 23 -
BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/
FLIP-UP GLASS LATCH - INSTALLATION).
²Liftgate Flip-Up Glass Release Switch- The
liftgate flip-up glass release switch is integral to the
liftgate license plate lamp housing. (Refer to 23 -
BODY/DECKLID/HATCH/LIFTGATE/TAILGATE/
FLIP-UP GLASS SWITCH - REMOVAL) and (Referto 23 - BODY/DECKLID/HATCH/LIFTGATE/TAIL-
GATE/FLIP-UP GLASS SWITCH - INSTALLATION).
Hard wired circuitry connects the liftgate flip-up
glass power release system components to the electri-
cal system of the vehicle. These hard wired circuits
are integral to several wire harnesses, which are
routed throughout the vehicle and retained by many
different methods. These circuits may be connected to
each other, to the vehicle electrical system and to the
liftgate flip-up glass power release 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
OPERATION - POWER LOCK SYSTEM
The Passenger Door Module (PDM) contains the
power door lock control logic and a power lock switch.
The Driver Door Module (DDM) contains a power
lock switch and controls the output to the driver side
front door power lock motor, while the PDM controls
the output to the power lock motors for the remain-
ing doors and the liftgate.
When the power lock switch on the DDM is used to
lock or unlock the doors, the DDM sends a control
output to the driver side front door power lock motor
and sends lock or unlock request messages to the
PDM over the Programmable Communications Inter-
face (PCI) data bus. The PDM responds to these mes-
sages by sending control outputs to the power lock
motors of the remaining doors and the liftgate. When
the power lock switch on the PDM is used to lock or
unlock the doors, the PDM sends control outputs to
the power lock motors in the passenger side front
door, both rear doors and the liftgate, then sends lock
or unlock request messages to the DDM over the Pro-
grammable Communications Interface (PCI) data
bus. The DDM responds to these messages by send-
ing control outputs to the power lock motor of the
driver side front door.
In order to support the auto door locks and unlock
on exit features, if enabled, the power lock system
logic in the PDM needs to know the door ajar switch
status, vehicle speed, and transmission gear selector
lever position. The passenger side front door ajar
switch is the only hard wired input to the PDM. The
PDM obtains the remaining information from mes-
sages it receives from other electronic modules over
the PCI data bus network.
8N - 4 POWER LOCKSWJ
POWER LOCKS (Continued)

REMOTE KEYLESS ENTRY
MODULE
DESCRIPTION
The Remote Keyless Entry (RKE) receiver is a
radio frequency unit contained within the Passenger
Door Module (PDM). The PDM also contains the pro-
gram logic circuitry for the RKE system. The PDM is
secured with screws to the back of the trim panel
inside the passenger side front door. The RKE
receiver has a memory function to retain the vehicle
access codes of up to four RKE transmitters. The
receiver is designed to retain the transmitter codes in
memory, even if the battery is disconnected.
For diagnosis of the RKE receiver, the PDM, or the
Programmable Communications Interface (PCI) data
bus a DRBIIItscan tool and the appropriate diagnos-
tic information are required. The RKE receiver is
only serviced as a unit with the PDM and, if faulty
or damaged, the entire PDM unit must be replaced.
(Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/DOOR MODULE - DESCRIP-
TION).
OPERATION
The RKE receiver is energized by one of three mes-
sages from the RKE transmitter: Unlock, Lock, or
Panic. The PDM circuitry responds to these messages
to lock or unlock the power lock motors that it con-
trols. The PDM circuitry also sends Lock, Unlock,
and Panic messages to other electronic modules over
the Programmable Communications Interface (PCI)
data bus. These messages will result in the Driver
Door Module (DDM) locking or unlocking the driver
side front door, and the other electronic modules in
the vehicle responding as their programming dic-
tates.
REMOTE KEYLESS ENTRY
TRANSMITTER
DESCRIPTION
The Remote Keyless Entry (RKE) system Radio
Frequency (RF) transmitter is equipped with three
buttons, labeled Lock, Unlock, and Panic. It is also
equipped with a key ring and is designed to serve as
a key fob. The operating range of the transmitter
radio signal is up to 10 meters (30 feet) from the
RKE receiver.
Each RKE transmitter has a different vehicle
access code, which must be programmed into the
memory of the RKE receiver in the vehicle in order
to operate the RKE system. Two transmitters are
provided with the vehicle, but the RKE receiver canretain the access codes of up to four transmitters in
its memory. (Refer to 8 - ELECTRICAL/POWER
LOCKS/REMOTE KEYLESS ENTRY TRANSMIT-
TER - STANDARD PROCEDURE - RKE TRANS-
MITTER PROGRAMMING).
In addition, the RKE transmitters for vehicles
equipped with the optional Memory System are color-
coded and have a number ª1º or ª2º molded into the
transmitter case to coincide with the ªDriver 1
(Black)º and ªDriver 2 (Gray)º buttons of the memory
switch on the driver side front door trim panel. These
transmitters must also have their access codes pro-
grammed into the RKE receiver so that they coincide
with the ªDriver 1º and ªDriver 2º buttons of the
memory switch. (Refer to 8 - ELECTRICAL/POWER
SEATS - DESCRIPTION - MEMORY SYSTEM).
The RKE transmitter operates on two Panasonic
CR2016 (or equivalent) batteries. Typical battery life
is from one to two years. The RKE transmitter can-
not be repaired and, if faulty or damaged, it must be
replaced.
OPERATION
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the Remote Keyless Entry (RKE) transmitters.
DIAGNOSIS AND TESTING - REMOTE KEYLESS
ENTRY TRANSMITTER
(1) Replace the Remote Keyless Entry (RKE)
transmitter batteries. (Refer to 8 - ELECTRICAL/
POWER LOCKS/REMOTE KEYLESS ENTRY
TRANSMITTER - STANDARD PROCEDURE - RKE
TRANSMITTER BATTERIES). Test each of the RKE
transmitter functions. If OK, discard the faulty bat-
teries. If not OK, go to Step 2.
(2) Program the suspect RKE transmitter and
another known good transmitter into the RKE
receiver. Use a DRBIIItscan tool, as described in the
appropriate diagnostic information. (Refer to 8 -
ELECTRICAL/POWER LOCKS/REMOTE KEYLESS
ENTRY TRANSMITTER - STANDARD PROCE-
DURE - RKE TRANSMITTER PROGRAMMING).
(3) Test the RKE system operation with both
transmitters. If both transmitters fail to operate the
power lock system, use a DRBIIItscan tool and the
appropriate diagnostic information for further diag-
nosis of the RKE system. If the known good RKE
transmitter operates the power locks and the suspect
transmitter does not, replace the faulty RKE trans-
mitter.
NOTE: Be certain to perform the RKE Transmitter
Programming procedure again following this test.
This procedure will erase the access code of the
test transmitter from the RKE receiver.
WJPOWER LOCKS 8N - 9

POWER MIRRORS
TABLE OF CONTENTS
page page
POWER MIRRORS
DESCRIPTION.........................11
OPERATION...........................12
DIAGNOSIS AND TESTING - POWER
MIRRORS...........................12
AUTOMATIC DAY/NIGHT MIRROR
DESCRIPTION
DESCRIPTION - REAR VIEW MIRROR.....12
DESCRIPTION - OUTSIDE REAR VIEW
MIRROR............................13
OPERATION
OPERATION - REAR VIEW MIRROR.......13
OPERATION - OUTSIDE REAR VIEW
MIRROR............................13
DIAGNOSIS AND TESTING - AUTOMATIC DAY
/ NIGHT MIRROR......................13POWER FOLD-AWAY MIRROR - EXPORT
DESCRIPTION.........................14
OPERATION...........................14
DIAGNOSIS AND TESTING - POWER
FOLD-AWAY MIRROR - EXPORT..........14
REMOVAL.............................14
POWER MIRROR SWITCH
DESCRIPTION.........................15
OPERATION...........................15
SIDEVIEW MIRROR
DESCRIPTION.........................15
OPERATION...........................15
DIAGNOSIS AND TESTING - SIDEVIEW
MIRROR............................16
POWER MIRRORS
DESCRIPTION
Driver and passenger side power operated outside
rear view mirrors are standard factory-installed
equipment on this model. The power mirror system
allows the driver to adjust both outside mirrors elec-
trically from the driver seat position by operating a
switch on the driver side front door trim panel. The
power mirror system receives non-switched battery
current through a fuse in the Power Distribution
Center (PDC) so that the power mirrors remain oper-
ational, regardless of the ignition switch position.
The standard equipment power operated outside
rear view mirrors are also equipped with the heated
mirror system, which will only operate when the
ignition switch is in the On position and the rear
window defogger switch is turned on. When the rear
window defogger switch is in the On position, electric
heater grids on the rear window glass and behind
both outside rear view mirror glasses are energized.
These electric heater grids produce heat to help clear
the rear window glass and outside rear view mirrors
of ice, snow, or fog. (Refer to 8 - ELECTRICAL/
HEATED MIRRORS - DESCRIPTION) for more
information on this feature.
A driver side automatic dimming outside mirror
that dims the mirror to reduce the glare of bright
lights approaching the vehicle from behind, and a
memory system that automatically positions the
power mirrors for two different drivers are optionalfactory-installed equipment on this model. (Refer to 8
- ELECTRICAL/POWER MIRRORS/AUTOMATIC
DAY / NIGHT MIRROR - DESCRIPTION) for more
information. (Refer to 8 - ELECTRICAL/POWER
SEATS - DESCRIPTION) for more information.
This group covers the following components of the
power mirror system:
²Power mirrors
²Power mirror switch.
Certain functions and features of the power mirror
system rely upon resources shared with other elec-
tronic modules in the vehicle over the Programmable
Communications Interface (PCI) data bus network.
The PCI data bus network allows the sharing of sen-
sor information. This helps to reduce wire harness
complexity, internal controller hardware, and compo-
nent sensor current loads. At the same time, this sys-
tem provides increased reliability, enhanced
diagnostics, and allows the addition of many new fea-
ture capabilities. For diagnosis of these electronic
modules or of the PCI data bus network, the use of a
DRB scan tool and the proper Diagnostic Procedures
manual are recommended.
The other electronic modules that may affect power
mirror system operation are as follows:
²Body Control Module (BCM)(Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/BODY CONTROL/CENTRAL TIMER MODUL
- DESCRIPTION) for more information.
²Driver Door Module (DDM)(Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
WJPOWER MIRRORS 8N - 11

DESCRIPTION - OUTSIDE REAR VIEW MIRROR
An automatic dimming outside rear view mirror is
an available factory-installed option for the driver
side of the vehicle, if the vehicle is also equipped
with the automatic day/night inside rear view mirror.
The automatic dimming outside mirror is completely
controlled by the circuitry of the automatic day/night
inside rear view mirror. The automatic dimming out-
side mirror will automatically change the reflectance
of the driver side outside rear view mirror to protect
the driver from the unwanted headlight glare of
trailing vehicles while driving at night. The auto-
matic dimming outside mirror will only operate when
the ignition switch is in the On position.
The automatic dimming outside mirror sensitivity
cannot be repaired or adjusted. If any component of
this unit is faulty or damaged, the entire automatic
dimming outside mirror unit must be replaced. (Refer
to 8 - ELECTRICAL/POWER MIRRORS/SIDEVIEW
MIRROR - DIAGNOSIS AND TESTING). Refer to
the appropriate wiring information. The wiring infor-
mation includes wiring diagrams, proper wire and
connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
OPERATION
OPERATION - REAR VIEW MIRROR
The automatic day/night mirror switch allows the
driver a manual control of whether the automatic
dimming feature is operational. This switch is a
momentary rocker-type switch located on the lower
rear-facing surface of the mirror housing. When Auto
is selected, a Light-Emitting Diode (LED) on the mir-
ror housing just to the right of the switch illuminates
to indicate that automatic day/night mirror is turned
on. When Off is selected, the LED is turned off. The
mirror also senses the backup lamp circuit, and will
automatically disable its self-dimming feature when-
ever the transmission gear selector is in the Reverse
position.
A thin layer of electrochromatic material between
two pieces of conductive glass make up the face of
the mirror. Two photocell sensors are used to monitor
light levels and adjust the reflectance of the mirror.
The ambient photocell sensor faces forward, to detect
the outside light levels. The headlamp sensor is
located on the mirror housing just to the left of the
switch and facing rearward, to detect the light level
received at the rear window side of the mirror. When
the difference between the two light levels becomes
too great (the light level received at the rear of themirror is much higher than that at the front of the
mirror), the mirror begins to darken.
On models with an optional driver side automatic
dimming outside mirror, the signal to control the
dimming of that mirror is generated by the auto-
matic day/night inside rear view mirror circuitry.
That signal is then delivered to the driver side out-
side rear view mirror on a hard wired circuit.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the automatic day/night mirror system.
OPERATION - OUTSIDE REAR VIEW MIRROR
The automatic dimming outside mirror is operated
by the same controls and circuitry as the automatic
day/night mirror. When the automatic day/night mir-
ror is turned on or off, the automatic dimming out-
side mirror is likewise turned on or off. Like in the
automatic day/night mirror, a thin layer of electro-
chromatic material between two pieces of conductive
glass make up the face of the automatic dimming
outside mirror. However, the signal to control the
dimming of the outside mirror is generated by the
automatic day/night inside rear view mirror circuitry.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the automatic dimming outside mirror.
DIAGNOSIS AND TESTING - AUTOMATIC DAY /
NIGHT MIRROR
For complete circuit diagrams, refer to the appro-
priate wiring information. The wiring information
includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connec-
tors, splices and grounds.
(1) Check the fused ignition switch output (run/
start) fuse in the junction block. If OK, go to Step 2.
If not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
(2) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) fuse in the junction block. If OK,
go to Step 3. If not OK, repair the open fused ignition
switch output (run/start) circuit to the ignition switch
as required.
(3) Disconnect the overhead wire harness connec-
tor from the automatic day/night mirror connector
receptacle. Check for battery voltage at the fused
ignition switch output (run/start) circuit cavity of the
overhead wire harness connector for the automatic
day/night mirror. If OK, go to Step 4. If not OK,
repair the open fused ignition switch output (run/
start) circuit to the fuse in the junction block as
required.
WJPOWER MIRRORS 8N - 13
AUTOMATIC DAY/NIGHT MIRROR (Continued)

of the electronic modules are sending and receiving
the proper messages on the PCI data bus, and that
the memory system is receiving the proper hard
wired inputs and relaying the proper hard wired out-
puts to perform its functions.
DRIVER SEAT SWITCH
DESCRIPTION
Two different power seat switches are used on this
vehicle, depending upon the optional power seat sys-
tem installed in the vehicle. The six-way power seats
are each equipped with a switch featuring three
switch control knobs ganged together on the outboard
seat cushion side shield (Fig. 1). The ten-way power
seats are each equipped with a switch featuring two
knobs ganged together on the outboard seat cushion
side shield (Fig. 2).
The switch units for both power seat types are
secured to the back of the seat cushion side shield
with two screws. However, the control knobs for the
six-way power seat switch unit remain installed dur-
ing switch unit removal and installation, while both
knobs for the ten-way power seat switch unit must
be removed.
The individual switches in both power seat switch
units cannot be repaired. If one switch is damaged or
faulty, the entire power seat switch unit must be
replaced.
OPERATION
The power seat tracks of both the six-way and the
ten-way power seat systems can be adjusted in six
different ways using the power seat switches. The
ten-way system has the additional power seat
recliner switch integral to the power seat switch and
also has a separate, stand-alone switch to control the
power lumbar adjuster. See the owner's manual in
the vehicle glove box for more information on the
power seat switch functions and the seat adjusting
procedures.
When a power switch control knob or knobs are
actuated, a battery feed and a ground path are
applied through the switch contacts to the power seat
track or recliner adjuster motor. The selected
adjuster motor operates to move the seat track or
recliner through its drive unit in the selected direc-
tion until the switch is released, or until the travel
limit of the adjuster is reached. When the switch is
moved in the opposite direction, the battery feed and
ground path to the motor are reversed through the
switch contacts. This causes the adjuster motor to
run in the opposite direction.
No power seat switch should be held applied in any
direction after the adjuster has reached its travel
limit. The power seat adjuster motors each contain a
self-resetting circuit breaker to protect them from
overload. However, consecutive or frequent resetting
of the circuit breaker must not be allowed to con-
tinue, or the motor may be damaged.
Fig. 1 Six-Way Power Seat Switches - Typical
1 - OUTBOARD SEAT CUSHION SIDE SHIELD
2 - POWER SEAT TRACK SWITCHES
3 - MECHANICAL SEAT BACK RECLINER LEVER
Fig. 2 Ten-Way Power Seat Switches - Typical
1 - OUTBOARD CUSHION SIDE SHIELD
2 - POWER SEAT RECLINER SWITCH
3 - POWER SEAT TRACK SWITCH
4 - POWER LUMBAR SWITCH
WJPOWER SEAT SYSTEM 8N - 21
POWER SEAT SYSTEM (Continued)

(LED) for visibility, and are also color-coded to coin-
cide with the color-coded Driver 1 and Driver 2
Remote Keyless Entry (RKE) transmitters. The
Driver 1 memory switch button and RKE transmitter
are black, and the Driver 2 memory switch button
and RKE transmitter are gray. The memory switch
Set button also has an LED that will illuminate and
flash to indicate that the memory system is in the set
mode. This LED will automatically be extinguished
when a set request has been successfully completed.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the memory switch. For diagnosis of the memory
switch, the DDM or the PCI data bus, the use of a
DRB scan tool and the proper Diagnostic Procedures
manual are recommended.
DIAGNOSIS AND TESTING - MEMORY SWITCH
For complete circuit diagrams, refer toWiring
Diagrams.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the driver side front door trim panel.
Refer to the Body section for the procedure.
(3) Disconnect the memory switch wire harness
connector from the driver door module connector
receptacle.
(4) Use an ohmmeter to test the resistances of the
memory switch in each switch position. See the Mem-
ory Switch Test chart MEMORY SWITCH TEST . If
OK, refer toMemory System Diagnosis and Test-
ingin this group. If not OK, replace the faulty mem-
ory switch.
MEMORY SWITCH TEST
MEMORY
SWITCH
POSITIONRESISTANCE
BETWEENRESISTANCE
RANGE
(OHMS)
NEUTRAL A&D 14000   1%
MEMORY 1 A&B 4600   1%
MEMORY 2 A&B 1700   1%
SET A&B 300   1%
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the trim panel from the driver side
front door. Refer toFront Door Trim Panelin Body
for the procedure.
(3) Disconnect the memory switch wire harness
connector from the driver door module connector
receptacle.
(4) Remove the two screws that secure the memory
switch to the back of the driver side front door trim
panel.(5) Remove the memory switch from the back of
the driver side front door trim panel.
INSTALLATION
(1) Position the memory switch onto the back of
the driver side front door trim panel.
(2) Install and tighten the two screws that secure
the memory switch to the back of the driver side
front door trim panel. Tighten the screws to 2.2 N´m
(20 in. lbs.).
(3) Reconnect the memory switch wire harness
connector to the driver door module connector recep-
tacle.
(4) Install the trim panel onto the driver side front
door. Refer toFront Door Trim Panelin Body for
the procedure.
(5) Reconnect the battery negative cable.
PASSENGER SEAT SWITCH
DESCRIPTION
Two different power seat switches are used on this
vehicle, depending upon the optional power seat sys-
tem installed in the vehicle. The six-way power seats
are each equipped with a switch featuring three
switch control knobs ganged together on the outboard
seat cushion side shield (Fig. 13). The ten-way power
seats are each equipped with a switch featuring two
knobs ganged together on the outboard seat cushion
side shield (Fig. 14).
The switch units for both power seat types are
secured to the back of the seat cushion side shield
with two screws. However, the control knobs for the
six-way power seat switch unit remain installed dur-
Fig. 13 Six-Way Power Seat Switches - Typical
1 - OUTBOARD SEAT CUSHION SIDE SHIELD
2 - POWER SEAT TRACK SWITCHES
3 - MECHANICAL SEAT BACK RECLINER LEVER
WJPOWER SEAT SYSTEM 8N - 27
MEMORY SET SWITCH (Continued)

ing switch unit removal and installation, while both
knobs for the ten-way power seat switch unit must
be removed.
The individual switches in both power seat switch
units cannot be repaired. If one switch is damaged or
faulty, the entire power seat switch unit must be
replaced.
OPERATION
The power seat tracks of both the six-way and the
ten-way power seat systems can be adjusted in six
different ways using the power seat switches. The
ten-way system has the additional power seat
recliner switch integral to the power seat switch and
also has a separate, stand-alone switch to control the
power lumbar adjuster. See the owner's manual in
the vehicle glove box for more information on the
power seat switch functions and the seat adjusting
procedures.
When a power switch control knob or knobs are
actuated, a battery feed and a ground path are
applied through the switch contacts to the power seat
track or recliner adjuster motor. The selected
adjuster motor operates to move the seat track or
recliner through its drive unit in the selected direc-
tion until the switch is released, or until the travel
limit of the adjuster is reached. When the switch is
moved in the opposite direction, the battery feed and
ground path to the motor are reversed through the
switch contacts. This causes the adjuster motor to
run in the opposite direction.
No power seat switch should be held applied in any
direction after the adjuster has reached its travel
limit. The power seat adjuster motors each contain a
self-resetting circuit breaker to protect them fromoverload. However, consecutive or frequent resetting
of the circuit breaker must not be allowed to con-
tinue, or the motor may be damaged.
DIAGNOSIS AND TESTING - PASSENGER SEAT
SWITCH
For complete circuit diagrams, refer toWiring
Diagrams.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the power seat switch from the out-
board seat cushion side shield. Refer to the procedure
in this section of the manual.
(3) Use an ohmmeter to test the continuity of the
power seat switch in each switch position. See the
Power Seat Switch Continuity chart (Fig. 15) or (Fig.
16). If OK, refer toDiagnosis and Testing Power
Seat TrackorDiagnosis and Testing Power Seat
Reclinerin this section. If not OK, replace the
faulty power seat switch.
Fig. 14 Ten-Way Power Seat Switches - Typical
1 - OUTBOARD CUSHION SIDE SHIELD
2 - POWER SEAT RECLINER SWITCH
3 - POWER SEAT TRACK SWITCH
4 - POWER LUMBAR SWITCH
Fig. 15 Rear Of Six-Way Power Seat Switch
SIX-WAY POWER SEAT SWITCH TEST
LEFT SWITCH
POSITIONRIGHT
SWITCH
POSITIONCONTINUITY
BETWEEN
OFF OFFB-N, B-J, B-M,
B-E, B-L, B-K
VERTICAL UPVERTICAL
DOWNA-J, A-N, B-M,
B-E
VERTICAL
DOWNVERTICAL UPA-E, A-M, B-N,
B-J
HORIZONTAL
FORWARDHORIZONTAL
REARWARDA-K, B-L
FRONT TILT
UPFRONT TILT
DOWNA-J, B-E
FRONT TILT
DOWNFRONT TILT
UPA-E, B-J
REAR TILT UPREAR TILT
DOWNA-N, B-M
REAR TILT
DOWNREAR TILT UP A-M, B-N
8N - 28 POWER SEAT SYSTEMWJ
PASSENGER SEAT SWITCH (Continued)

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)

depending upon the vehicle speed, impact angle,
severity of the impact, and the type of collision.
When the ACM monitors a problem in any of the
airbag system circuits or components, it stores a
fault code or Diagnostic Trouble Code (DTC) in its
memory circuit and sends an electronic message to
the EMIC to turn on the airbag indicator. Proper
testing of the airbag system components, the Pro-
grammable Communication Interface (PCI) data bus,
the data bus message inputs to and outputs from the
EMIC or the ACM, as well as the retrieval or erasure
of a DTC from the ACM or EMIC requires the use of
a DRBIIItscan tool. Refer to the appropriate diag-
nostic information.
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 passive restraints.
WARNING - RESTRAINT SYSTEM
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE DAIMLERCHRYSLER MOPAR PARTS
CATALOG.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE, THEN WAIT
TWO MINUTES FOR THE SYSTEM CAPACITOR TO
DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.WARNING: AN AIRBAG INFLATOR UNIT MAY CON-
TAIN SODIUM AZIDE AND POTASSIUM NITRATE.
THESE MATERIALS ARE POISONOUS AND
EXTREMELY FLAMMABLE. CONTACT WITH ACID,
WATER, OR HEAVY METALS MAY PRODUCE HARM-
FUL AND IRRITATING GASES (SODIUM HYDROXIDE
IS FORMED IN THE PRESENCE OF MOISTURE) OR
COMBUSTIBLE COMPOUNDS. AN AIRBAG INFLA-
TOR UNIT MAY ALSO CONTAIN A GAS CANISTER
PRESSURIZED TO OVER 2500 PSI. DO NOT
ATTEMPT TO DISMANTLE AN AIRBAG UNIT OR
TAMPER WITH ITS INFLATOR. DO NOT PUNCTURE,
INCINERATE, OR BRING INTO CONTACT WITH
ELECTRICITY. DO NOT STORE AT TEMPERATURES
EXCEEDING 93É C (200É F).
WARNING: REPLACE ALL RESTRAINT SYSTEM
COMPONENTS ONLY WITH PARTS SPECIFIED IN
THE DAIMLERCHRYSLER MOPAR PARTS CATA-
LOG. SUBSTITUTE PARTS MAY APPEAR INTER-
CHANGEABLE, BUT INTERNAL DIFFERENCES MAY
RESULT IN INFERIOR OCCUPANT PROTECTION.
WARNING: THE FASTENERS, SCREWS, AND
BOLTS ORIGINALLY USED FOR THE RESTRAINT
SYSTEM COMPONENTS HAVE SPECIAL COATINGS
AND ARE SPECIFICALLY DESIGNED FOR THE
RESTRAINT SYSTEM. THEY MUST NEVER BE
REPLACED WITH ANY SUBSTITUTES. ANY TIME A
NEW FASTENER IS NEEDED, REPLACE IT WITH
THE CORRECT FASTENERS PROVIDED IN THE
SERVICE PACKAGE OR SPECIFIED IN THE
DAIMLERCHRYSLER MOPAR PARTS CATALOG.
WARNING: WHEN A STEERING COLUMN HAS AN
AIRBAG UNIT ATTACHED, NEVER PLACE THE COL-
UMN ON THE FLOOR OR ANY OTHER SURFACE
WITH THE STEERING WHEEL OR AIRBAG UNIT
FACE DOWN.
DIAGNOSIS AND TESTING - SUPPLEMENTAL
RESTRAINT SYSTEM
Proper diagnosis and testing of the supplemental
restraint system components, the PCI data bus, the
data bus message inputs to and outputs from the
ElectroMechanical Instrument Cluster (EMIC) or the
Airbag Control Module (ACM), as well as the
retrieval or erasure of a Diagnostic Trouble Code
(DTC) from the ACM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
WJRESTRAINTS 8O - 5
RESTRAINTS (Continued)

The ACM microprocessor continuously monitors all
of the supplemental restraint system electrical cir-
cuits to determine the system readiness. If the ACM
detects a monitored system fault, it sets an active
and stored Diagnostic Trouble Code (DTC) and sends
electronic messages to the EMIC over the PCI data
bus to turn on the airbag indicator. An active fault
only remains for the duration of the fault or in some
cases the duration of the current ignition switch
cycle, while a stored fault causes a DTC to be stored
in memory by the ACM. For some DTCs, if a fault
does not recur for a number of ignition cycles, the
ACM will automatically erase the stored DTC. For
other internal faults, the stored DTC is latched for-
ever.
The ACM receives battery current through two cir-
cuits, on a fused ignition switch output (run) circuit
through a fuse in the Junction Block (JB), and on a
fused ignition switch output (start-run) circuit
through a second fuse in the JB. The ACM is
grounded through a ground circuit and take out of
the instrument panel floor wire harness. This take
out has a single eyelet terminal connector secured by
a nut to a ground stud located behind the ACM
mount on the floor panel transmission tunnel. These
connections allow the ACM to be operational when-
ever the ignition switch is in the Start or On posi-
tions. The ACM also contains an energy-storage
capacitor. When the ignition switch is in the Start or
On positions, this capacitor is continually being
charged with enough electrical energy to deploy the
airbags for up to one second following a battery dis-
connect or failure. The purpose of the capacitor is to
provide backup supplemental restraint system pro-
tection in case there is a loss of battery current sup-
ply to the ACM during an impact.
Two sensors are contained within the ACM, an
electronic impact sensor and a safing sensor. The
ACM also monitors inputs from two remote front
impact sensors located on brackets on the inboard
sides of the right and left vertical members of the
radiator support near the front of the vehicle. The
electronic impact sensors are accelerometers that
sense the rate of vehicle deceleration, which provide
verification of the direction and severity of an
impact. On models equipped with optional side cur-
tain airbags, the ACM also monitors inputs from two
remote side impact sensors located near the base of
both the left and right inner B-pillars to control the
deployment of the side curtain airbag units.
The safing sensor is an electronic accelerometer
sensor within the ACM that provides an additional
logic input to the ACM microprocessor. The safingsensor is used to verify the need for an airbag
deployment by detecting impact energy of a lesser
magnitude than that of the primary electronic impact
sensors, and must exceed a safing threshold in order
for the airbags to deploy. The ACM also monitors a
Hall effect-type seat belt switch located in the buckle
of each front seat belt to determine whether the seat-
belts are buckled, and provides an input to the EMIC
over the PCI data bus to control the seatbelt indica-
tor operation based upon the status of the driver side
front seat belt switch. Vehicles with the optional side
curtain airbags feature a second safing sensor within
the ACM to provide confirmation to the ACM of side
impact forces. This second safing sensor is a bi-direc-
tional unit that detects impact forces from either side
of the vehicle.
Pre-programmed decision algorithms in the ACM
microprocessor determine when the deceleration rate
as signaled by the impact sensors and the safing sen-
sors indicate an impact that is severe enough to
require supplemental restraint system protection.
The ACM also determines the level of front airbag
deployment force required for each front seating posi-
tion based upon the status of the two seat belt switch
inputs and the severity of the monitored impact.
When the programmed conditions are met, the ACM
sends the proper electrical signals to deploy the mul-
tistage dual front airbags at the programmed force
levels, and to deploy either side curtain airbag.
The hard wired inputs and outputs for the ACM
may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods will not prove conclusive in
the diagnosis of the ACM, the PCI data bus network,
or the electronic message inputs to and outputs from
the ACM. The most reliable, efficient, and accurate
means to diagnose the ACM, the PCI data bus net-
work, and the electronic message inputs to and out-
puts from the ACM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
REMOVAL
Two different Airbag Control Modules (ACM) are
available for this vehicle. For vehicles equipped with
the optional side curtain airbags, both ACM connec-
tor receptacles are black in color and the ACM con-
tains a second bi-directional safing sensor for the
side airbags. For vehicles not equipped with the
optional side curtain airbags, the ACM connector
receptacles are gray.
8O - 10 RESTRAINTSWJ
AIRBAG CONTROL MODULE (Continued)