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

OPERATION
The converter impeller (Fig. 115) (driving member),
which is integral to the converter housing and bolted
to the engine drive plate, rotates at engine speed.
The converter turbine (driven member), which reacts
from fluid pressure generated by the impeller, rotates
and turns the transmission input shaft.
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft (Fig. 116).
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over-run-ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.4:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston and friction
material to the front cover, a total converter engage-
ment can be obtained. The result of this engagement
is a direct 1:1 mechanical link between the engine
and the transmission.
The clutch can be engaged in second, third, fourth,
and fifth gear ranges depending on overdrive control
switch position. If the overdrive control switch is in
the normal ON position, the clutch will engage after
the shift to fourth gear, and above approximately 72
km/h (45 mph). If the control switch is in the OFF
Fig. 115 Torque Converter Fluid Operation - Typical
1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
21 - 268 AUTOMATIC TRANSMISSION - 545RFEWJ
TORQUE CONVERTER (Continued)

(8) Install the transmission in the vehicle.
(9) Fill the transmission with the recommended
fluid.
TRANSMISSION CONTROL
RELAY
DESCRIPTION
The relay is supplied fused B+ voltage, energized
by the TCM, and is used to supply power to the sole-
noid pack when the transmission is in normal oper-
ating mode.
OPERATION
When the relay is ªoffº, no power is supplied to the
solenoid pack and the transmission is in ªlimp-inº
mode. After a controller reset, the TCM energizes the
relay. Prior to this, the TCM verifies that the con-
tacts are open by checking for no voltage at the
switched battery terminals. After this is verified, the
voltage at the solenoid pack pressure switches is
checked. After the relay is energized, the TCM mon-
itors the terminals to verify that the voltage is
greater than 3 volts.
TRANSMISSION RANGE
SENSOR
DESCRIPTION
The Transmission Range Sensor (TRS) is part of
the solenoid module, which is mounted to the top of
the valve body inside the transmission.
The Transmission Range Sensor (TRS) has five
switch contact pins that:
²Determine shift lever position
²Supply ground to the Starter Relay in Park and
Neutral only.
²Supply +12 V to the backup lamps in Reverse
only.
The TRS also has an integrated temperature sen-
sor (thermistor) that communicates transmission
temperature to the TCM and PCM.
OPERATION
The Transmission Range Sensor (TRS) communi-
cates shift lever position to the TCM as a combina-
tion of open and closed switches. Each shift lever
position has an assigned combination of switch states
(open/closed) that the TCM receives from four sense
circuits. The TCM interprets this information and
determines the appropriate transmission gear posi-
tion and shift schedule.
There are many possible combinations of open and
closed switches (codes). Seven of these possible codes
are related to gear position and five are recognized
as ªbetween gearº codes. This results in many codes
which shouldnever occur. These are called
ªinvalidº codes. An invalid code will result in a DTC,
and the TCM will then determine the shift lever
position based on pressure switch data. This allows
reasonably normal transmission operation with a
TRS failure.
GEAR C5 C4 C3 C2 C1
ParkCL OP OP CL CL
Temp 1CL OP OP CL OP
ReverseOP OP OP CL OP
Temp 2OP OP CL CL OP
Neutral 1OP OP CL CL CL
Neutral 2OP CL CL CL CL
Temp 3OP CL CL CL OP
DriveOP CL CL OP OP
Temp 4OP CL OP OP OP
Manual 2CL CL OP OP OP
Temp 5CL OP OP OP OP
Manual 1CL OP CL OP OP
Fig. 117 Checking Torque Converter Seating-Typical
1 - SCALE
2 - STRAIGHTEDGE
21 - 270 AUTOMATIC TRANSMISSION - 545RFEWJ
TORQUE CONVERTER (Continued)

REMOVAL
(1) Remove the valve body from the transmission
(Fig. 119).
(2) Remove the screws holding the transmission
solenoid/TRS assembly onto the valve body (Fig. 120).
(3) Separate the transmission solenoid/TRS assem-
bly from the valve body.
INSTALLATION
(1) Place TRS selector plate in the PARK position.
(2) Position the transmission solenoid/TRS assem-
bly onto the valve body. Be sure that both alignment
dowels are fully seated in the valve body and that
the TRS switch contacts are properly positioned in
the selector plate
(3) Install the screws to hold the transmission
solenoid/TRS assembly onto the valve body.
(4) Tighten the solenoid assembly screws adjacent
to the arrows cast into the bottom of the valve body
first. Tighten the screws to 5.7 N´m (50 in.lbs.).
(5) Tighten the remainder of the solenoid assembly
screws to 5.7 N´m (50 in.lbs.).
(6) Install the valve body into the transmission.
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
The transmission temperature sensor is a ther-
mistor that is integral to the Transmission Range
Sensor (TRS).
OPERATION
The transmission temperature sensor is used by
the TCM to sense the temperature of the fluid in the
sump. Since fluid temperature can affect transmis-
sion shift quality and convertor lock up, the TCM
requires this information to determine which shift
schedule to operate in.
Calculated Temperature
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
dicted fluid temperature which is calculated from a
combination of inputs:
²Battery (ambient) temperature
²Engine coolant temperature
²In-gear run time since start-up
Fig. 119 Valve Body Bolts
1 - VALVE BODY TO CASE BOLT (6)
Fig. 120 Ttransmission Solenoid/TRS Assembly
Screws
1 - SOLENOID PACK BOLTS (15)
21 - 272 AUTOMATIC TRANSMISSION - 545RFEWJ
TRANSMISSION SOLENOID/TRS ASSEMBLY (Continued)

(1) Remove tire from wheel and mount wheel on
service dynamic balance machine.
(2) Check wheel radial runout (Fig. 2) and lateral
runout (Fig. 3).
²STEEL WHEELS: Radial runout 0.040 in., Lat-
eral runout 0.045 in. (maximum)
²ALUMINUM WHEELS: Radial runout 0.030 in.,
Lateral runout 0.035 in. (maximum)
(3) If point of greatest wheel lateral runout is near
original chalk mark, remount tire 180 degrees.
Recheck runout,(Refer to 22 - TIRES/WHEELS -
STANDARD PROCEDURE) .
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE AND WHEEL
BALANCE
It is recommended that a two plane service
dynamic balancer be used when a tire and wheel
assembly require balancing. Refer to balancer opera-
tion instructions for proper cone mounting proce-
dures. Typically use front cone mounting method for
steel wheels. For aluminum wheel use back cone
mounting method without cone spring.
NOTE: Static should be used only when a two plane
balancer is not available.
NOTE: Cast aluminum and forged aluminum wheels
require coated balance weights and special align-
ment equipment.
Wheel balancing can be accomplished with either
on or off vehicle equipment. When using on-vehiclebalancing equipment, remove the opposite wheel/tire.
Off-vehicle balancing is recommended.
For static balancing, find the location of the heavy
spot causing the imbalance. Counter balance wheel
directly opposite the heavy spot. Determine weight
Fig. 1 Checking Tire/Wheel/Hub Runout
1 - RADIAL RUNOUT
2 - LATERAL RUNOUT
Fig. 2 Radial Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
Fig. 3 Lateral Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
22 - 2 TIRES/WHEELSWJ
TIRES/WHEELS (Continued)

STANDARD PROCEDURE - MATCH MOUNTING
Tires and wheels are currently not match mounted
at the factory. Match mounting is a technique used to
reduce runout in the wheel/tire assembly. This means
that the high spot of the tire is aligned with the low
spot on the wheel rim. The high spot on the tire is
marked with a paint mark or a bright colored adhe-
sive label on the outboard sidewall. The low spot on
the rim is identified with a label on the outside of the
rim and a dot on the inside of the rim. If the outside
label has been removed the tire will have to be
removed to locate the dot on the inside of the rim.
Before dismounting a tire from its wheel, a refer-
ence mark should be placed on the tire at the valve
stem location. This reference will ensure that it is
remounted in the original position on the wheel.
(1) Use a dial indicator to locate the high spot of
the tire on the center tread rib (Fig. 6). Record the
indicator reading and mark the high spot on the tire.
Place a mark on the tire at the valve stem location
(Fig. 7).
(2) Break down the tire and remount it 180
degrees on the rim (Fig. 8).
(3) Measure the total runout again and mark the
tire to indicate the high spot.
(4) If runout is still excessive use the following
procedures.
(a) If the high spot is within 101.6 mm (4.0 in.)
of the first spot and is still excessive, replace the
tire.
(b) If the high spot is within 101.6 mm (4.0 in.)
of the first spot on the wheel, the wheel may be out
of specifications,(Refer to 22 - TIRES/WHEELS -
DIAGNOSIS AND TESTING).
(c) If the high spot is NOT within 101.6 mm (4.0
in.) of either high spot, draw an arrow on the tread
from second high spot to first. Break down the tire
and remount it 90 degrees on rim in that direction
(Fig. 9). This procedure will normally reduce the
runout to an acceptable amount.
Fig. 6 Dial Indicator
Fig. 7 First Measurement On Tire
1 - REFERENCE MARK
2 - 1ST MEASUREMENT
HIGH SPOT MARK TIRE AND RIM
3 - WHEEL
4 - VALVE STEM
Fig. 8 Remount Tire 180 Degrees
1 - VALVE STEM
2 - REFERENCE MARK
22 - 4 TIRES/WHEELSWJ
TIRES/WHEELS (Continued)

STANDARD PROCEDURE - TIRE ROTATION
Tires on the front and rear operate at different
loads and perform different steering, driving, and
braking functions. For these reasons they wear at
unequal rates and tend to develop irregular wear
patterns. These effects can be reduced by rotating
the tires at regular intervals. The benefits of tire
rotation are:
²Increase tread life
²Maintain traction levels
²A smooth, quiet ride
The suggested method of tire rotation is (Fig. 10).
Other rotation methods can be used, but they will
not provide all the tire longevity benefits.
STANDARD PROCEDURE - WHEEL
INSTALLATION
The wheel studs and nuts are designed for specific
applications. They must be replaced with equivalent
parts. Do not use replacement parts of lesser quality
or a substitute design. All aluminum and some steel
wheels have wheel stud nuts which feature an
enlarged nose. This enlarged nose is necessary to
ensure proper retention of the aluminum wheels.
NOTE: Do not use chrome plated lug nuts with
chrome plated wheels.
Before installing the wheel, be sure to remove any
build up of corrosion on the wheel mounting surfaces.
Ensure wheels are installed with good metal-to-metal
contact. Improper installation could cause loosening
of wheel nuts. This could affect the safety and han-
dling of your vehicle.
To install the wheel, first position it properly on
the mounting surface. All wheel nuts should then be
tightened just snug. Gradually tighten them in
sequence to the proper torque specification (Fig. 11).
Never use oil or grease on studs or nuts.
Fig. 9 Remount Tire 90 Degrees In Direction of
Arrow
1 - 2ND HIGH SPOT ON TIRE
2 - 1ST HIGH SPOT ON TIRE
Fig. 10 Tire Rotation Pattern
Fig. 11 LUG NUT TIGHTENING PATTERN - TYPICAL
WJTIRES/WHEELS 22 - 5
TIRES/WHEELS (Continued)

GLOVE BOX
STANDARD PROCEDURE - GLOVE BOX ROLL
DOWN
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Open the glove box until the integral stops on
the back edge of the glove box bin are resting against
the rubber stop bumpers in the upper glove box open-
ing reinforcement.
(3) Using hand pressure, lift upward on the arm of
the pneumatic glove box door damper on the out-
board side of the glove box bin to unsnap the damper
connector feature from the keyed slot in the bin (Fig.
16).(4) Reach into the glove box and with the middle
finger of each hand, deflect the rubber flap of the two
glove box stop bumpers on the upper glove box open-
ing reinforcement toward the front of the vehicle.
(5) With the glove box stop bumpers deflected, roll
the glove box door downward until the integral stops
on the back edge of the glove box bin pass through
the rubber stop bumper openings in the upper glove
box opening reinforcement (Fig. 17)
(6) Before rolling the glove box back up into the
instrument panel, grasp the pneumatic glove box
damper arm and pull the connector feature rearward
to the end of its travel. The rubber stop bumpers will
be deflected automatically by the integral stops on
the back of the glove box when the glove box is rolled
back up into the instrument panel.
(7) With the glove box stops oriented behind the
stop bumpers, position the connector feature of the
damper to the keyed slot on the outboard end of the
glove box bin.
(8) Using hand pressure, press downward on the
damper arm until the damper connector feature
snaps back into the keyed slot.
Fig. 16 Glove Box Damper
1 - BIN
2 - DAMPER
3 - CONNECTOR
4 - GLOVE BOX DOOR
Fig. 17 Glove Box Roll Down
1 - GLOVE BOX DOOR
23 - 46 INSTRUMENT PANEL SYSTEMWJ

LEFT SIDE TEMPERATURE POINTER
Pointer
NumberDESCRIPTION Value
Displayed
30 Left side temp range in delta
counts0to
9999
31 Current left side temp position
(in counts)0to
9999
32 Left side temp target position
(in ratio)0to255
While the value of this pointer
is being displayed, turning the
right set temperature control
either direction will manually
control the value. CW =
increase; CCW = decrease
33 Left side temp target in counts 0 to
9999
34 Not used 0 to 0
35 number of valve moves since
last index0to
9999
36 Not used 0 to 0
37 Not used 0 to 0
38 Not used 0 to 0
39 Left side temp motor state 0 to 5
0 = in position, 1 = moving
toward panel, 2 = moving
toward defrost, 3 = searching
range, 4 = stalled moving
toward panel, 5 = stalled
moving toward defrost
RIGHT SIDE TEMPERATURE POINTER
Pointer
NumberDESCRIPTION Value
Displayed
40 Right side temp range in delta
counts0to
9999
41 Current right side temp
position (in counts)0to
9999
42 Right side temp target position
(in ratio)0to255
While the value of this pointer
is being displayed, turning the
right set temperature control
either direction will manually
control the value. CW =
increase; CCW = decrease
43 Right side temp target in
counts0to
9999
44 Not used 0 to 0
RIGHT SIDE TEMPERATURE POINTER
45 number of valve moves since
last index0to
9999
46 Not used 0 to 0
47 Not used 0 to 0
48 Not used 0 to 0
49 Right side temp motor state 0 to 5
0 = in position, 1 = moving
toward panel, 2 = moving
toward defrost, 3 = searching
range, 4 = stalled moving
toward panel, 5 = stalled
moving toward defrost
AIR INLET POINTER
Pointer
NumberDESCRIPTION Value
Displayed
50 Air inlet range (in counts) 0 to
9999
51 Current air inlet position (in
counts)0to
9999
52 Air inlet target position (in
ratio)0to255
While the value of this pointer
is being displayed, turning the
right set temperature control
either direction will manually
control the value. CW =
increase; CCW = decrease
53 Air inlet target in counts 0 to
9999
54 Not used 0 to 0
55 number of motor moves since
last index0to
9999
56 Not used 0 to 0
57 Not used 0 to 0
58 Not used 0 to 0
59 Air inlet motor state 0 to 5
0 = in position, 1 = moving
toward panel, 2 = moving
toward defrost, 3 = searching
range, 4 = stalled moving
toward panel, 5 = stalled
moving toward defrost
60 Reserved
61 Actual Outside Air Temp (in
degrees F)-40 to
215
62 Not used 0 to 0
WJCONTROLS 24 - 23
A/C HEATER CONTROL (Continued)

AIR INLET POINTER
63 Engine Intake Air Temperature
(in degrees F)-40 to
215
64 Vehicle speed in MPH 0 to 255
65 Engine RPM/100 -0 to 82
66 Engine Coolant Temp - 40 (in
degrees F)-40 to
215
67 Country Code 0 to 255
68 Not used 0 to 0
69 Not used 0 to 0
IR SENSOR POINTER
Pointer
NumberDESCRIPTION Value
Displayed
70 Thermistor temp (in degrees) -40 to
215
71 Left side sensor A/D (filtered) 0 to 255
72 Right side sensor A/D (filtered) 0 to 255
73 Left side temp (in degrees F) -40 to
140
74 Right side temp (in degrees F) -40 to
140
75 Not used 0 to 0
76 Not used 0 to 0
77 Not used 0 to 0
78 Not used 0 to 0
79 Not used 0 to 0
IDENTIFICATION POINTER
Pointer
NumberDESCRIPTION Value
Displayed
80 ROM bit pattern number (digits
1,2,3 & 4)0to
9999
81 ROM bit pattern number (digits
5,6,7 & 8)0to
9999
82 CAL bit pattern number (digits
1,2,3 & 4)0to
9999
83 CAL bit pattern number (digits
5,6,7 & 8)0to
9999
84 Not used 0 to 0
85 Not used 0 to 0
86 Not used 0 to 0
87 Not used 0 to 0
88 Not used 0 to 0
89 Not used 0 to 0
OUTPUT CIRCUIT/ACTUATOR TESTS
In the Output Circuit/Actuator Test mode, the out-
put circuits can be viewed, monitored, overridden,
and tested. If a failure occurs in an output circuit,
test the circuit by overriding the system. Test the
actuator through its full range of operation.
(1) To begin the Output Circuit/Actuator Tests you
must be in the Select Test mode.
(2) With a ª00º value displayed in the Test Selector
and no stick man, turn the rotary temperature con-
trol knob until the test number you are looking for
appears in the Test Selector display. See the Circuit
Testing charts for a listing of the test numbers, test
items, test types, system tested, and displayed val-
ues.
(3) To see the output value, depress the a/c or
recirc button. The values displayed will represent the
output from the AZC control module.
(4) To enter the actuator test, depress the a/c or
recirc button. Then, rotate the right temperature set
knob to the desired position.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the center upper, and center lower
bezels from the instrument panel. Refer to Instru-
ment Panel System for the procedures.
(3) Remove the 4 screws that secure the a/c heater
control to the instrument panel (Fig. 13).
(4) Pull the a/c heater control assembly away from
the instrument panel far enough to access the con-
nections on the back of the control.
(5) Unplug the wire and/or vacuum harness con-
nectors from the back of the a/c heater control (Fig.
14).
(6) Remove the a/c heater control from the instru-
ment panel.
24 - 24 CONTROLSWJ
A/C HEATER CONTROL (Continued)

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Recover the refrigerant from the A/C system-
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - STANDARD PROCEDURE).
(3) Disconnect the the A/C lines from the expan-
sion valve. Cap or tape over the open A/C lines.
(4) Remove the lines from the expansion valve(Re-
fer to 24 - HEATING & AIR CONDITIONING/
PLUMBING/LIQUID LINE - REMOVAL), (Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING/
LIQUID LINE - REMOVAL), (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING/A/C
DISCHARGE LINE - REMOVAL) and (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/A/C
DISCHARGE LINE - REMOVAL).
(5) Remove the expansion valve retainer screw
from the expansion valve.
(6) Remove the expansion valve.
(7) Remove the expansion valve gasket.
INSTALLATION
(1) Install a NEW gasket and install the eapansion
valve to the evaporator.
(2) Install the expansion valve bolts and tighten to
11 N´m (100 in. lbs.).
(3) Install NEW seals on the A/C lines and install
the lines to the expansion valve(Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING/A/C DIS-
CHARGE LINE - INSTALLATION), (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/A/C
DISCHARGE LINE - INSTALLATION), (Refer to 24
- HEATING & AIR CONDITIONING/PLUMBING/
LIQUID LINE - INSTALLATION) and (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING/
LIQUID LINE - INSTALLATION).
(4) Evacuate the A/C system(Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING - STAN-
DARD PROCEDURE).
(5) Recharge the A/C system(Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING - STAN-
DARD PROCEDURE).
(6) Connect the battery negative cable.
LIQUID LINE
REMOVAL
REMOVAL
WARNING: REVIEW THE WARNINGS AND CAU-
TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
(1) The liquid line is serviced as an integral part of
the receiver/drier assembly(Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING/RECEIVER /
DRIER - REMOVAL) or (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING/RECEIVER /
DRIER - REMOVAL).
REMOVAL - 2.7L TURBO DIESEL
WARNING: REVIEW THE WARNINGS AND CAU-
TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
(1) The liquid line is service as an integral part of
the receiver/drier assembly(Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING/RECEIVER /
DRIER - REMOVAL).
INSTALLATION
INSTALLATION
WARNING: REVIEW THE WARNINGS AND CAU-
TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
Any kinks or sharp bends in the refrigerant plumb-
ing will reduce the capacity of the entire air condi-
tioning system. Kinks and sharp bends reduce the
flow of refrigerant in the system. A good rule for the
flexible hose refrigerant lines is to keep the radius of
all bends at least ten times the diameter of the hose.
In addition, the flexible hose refrigerant lines should
be routed so they are at least 80 millimeters (3
inches) from the exhaust manifold.
High pressures are produced in the refrigerant sys-
tem when the air conditioning compressor is operat-
ing. Extreme care must be exercised to make sure
that each of the refrigerant system connections is
pressure-tight and leak free. It is a good practice to
inspect all flexible hose refrigerant lines at least once
a year to make sure they are in good condition and
properly routed.
(1) The liquid line is serviced as an integral part of
the receiver/drier assembly(Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING/RECEIVER /
DRIER - INSTALLATION) or (Refer to 24 - HEAT-
24 - 66 PLUMBINGWJ
A/C EXPANSION VALVE (Continued)