Speed control JEEP GRAND CHEROKEE 2002 WJ / 2.G Workshop Manual

INSTALLATION
(1) Place the floor shifter lever in PARK position.
(2) Loosen the adjustment screw on the shift cable.
(3) Verify that the park lock cable adjustment tab
is pulled upward to the unlocked position.
(4) Install wiring harness to the shifter assembly
bracket. Engage any wire connectors removed from
the shifter assembly.
(5) Install the transfer case shift cable to the
shifter assembly bracket. Install clip to hold cable to
the bracket.
(6) Snap the transfer case shift cable, if equipped,
onto the transfer case shift lever pin.
(7) Install the park lock cable into the shifter
assembly bracket and into the shifter BTSI lever.(Re-
fer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC/SHIFT INTERLOCK MECHANISM -
ADJUSTMENTS)
(8) Install the shift cable to the shifter assembly
bracket. Push cable into the bracket until secure.
(9) Install shifter assembly onto the shifter assem-
bly studs on the floor pan.
(10) Install the nuts to hold the shifter assembly
onto the floor pan. Tighten nuts to 28 N´m (250
in.lbs.).
(11) Snap the shift cable onto the shift lever pin.
(12) Verify that the shift lever is in the PARK posi-
tion.
(13) Tighten the adjustment screw to 7 N´m (65
in.lbs.).
(14) Place the key in the accessory position.
(15) Push downward on the park lock cable adjust-
ment tab to lock the adjustment.
(16) Verify correct shifter, park lock, and BTSI
operation.
(17) Install any console parts removed for access to
shift lever assembly and shift cables. (Refer to 23 -
BODY/INTERIOR/FLOOR CONSOLE - INSTALLA-
TION)
SOLENOID SWITCH VALVE
DESCRIPTION
The Solenoid Switch Valve (SSV) is located in the
valve body and controls the direction of the transmis-
sion fluid when the L/R-TCC solenoid is energized.
OPERATION
The Solenoid Switch Valve controls line pressure
from the LR-TCC solenoid. In 1st gear, the SSV will
be in the downshifted position, thus directing fluid to
the L/R clutch circuit. In 2nd, 3rd, 4th,and 5th gears,
the solenoid switch valve will be in the upshifted
position and directs the fluid into the torque con-
verter clutch (TCC) circuit.When shifting into 1st gear, a special hydraulic
sequence is performed to ensure SSV movement into
the downshifted position. The L/R pressure switch is
monitored to confirm SSV movement. If the move-
ment is not confirmed (the L/R pressure switch does
not close), 2nd gear is substituted for 1st. A DTC will
be set after three unsuccessful attempts are made to
get into 1st gear in one given key start.
SOLENOIDS
DESCRIPTION
The typical electrical solenoid used in automotive
applications is a linear actuator. It is a device that
produces motion in a straight line. This straight line
motion can be either forward or backward in direc-
tion, and short or long distance.
A solenoid is an electromechanical device that uses
a magnetic force to perform work. It consists of a coil
of wire, wrapped around a magnetic core made from
steel or iron, and a spring loaded, movable plunger,
which performs the work, or straight line motion.
The solenoids used in transmission applications
are attached to valves which can be classified asnor-
mally openornormally closed. Thenormally
opensolenoid valve is defined as a valve which
allows hydraulic flow when no current or voltage is
applied to the solenoid. Thenormally closedsole-
noid valve is defined as a valve which does not allow
hydraulic flow when no current or voltage is applied
to the solenoid. These valves perform hydraulic con-
trol functions for the transmission and must there-
fore be durable and tolerant of dirt particles. For
these reasons, the valves have hardened steel pop-
pets and ball valves. The solenoids operate the valves
directly, which means that the solenoids must have
very high outputs to close the valves against the siz-
able flow areas and line pressures found in current
transmissions. Fast response time is also necessary
to ensure accurate control of the transmission.
The strength of the magnetic field is the primary
force that determines the speed of operation in a par-
ticular solenoid design. A stronger magnetic field will
cause the plunger to move at a greater speed than a
weaker one. There are basically two ways to increase
the force of the magnetic field:
1. Increase the amount of current applied to the
coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the num-
ber of turns by using thin wire that can completely
fill the available space within the solenoid housing.
The strength of the spring and the length of the
plunger also contribute to the response speed possi-
ble by a particular solenoid design.
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 263
SHIFT MECHANISM (Continued)

A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid's valve.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 109) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The con-
verter clutch engages in third gear. The torque con-
verter hub drives the transmission oil (fluid) pump
and contains an o-ring seal to better control oil flow.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
CAUTION: The torque converter must be replaced if
a transmission failure resulted in large amounts of
metal or fiber contamination in the fluid. If the fluid
is contaminated, flush the fluid cooler and lines.
Fig. 109 Torque Converter Assembly
1 - TURBINE ASSEMBLY
2-STATOR
3 - CONVERTER HUB
4 - O-RING
5 - IMPELLER ASSEMBLY
6 - CONVERTER CLUTCH PISTON
7 - TURBINE HUB
21 - 264 AUTOMATIC TRANSMISSION - 545RFEWJ
SOLENOIDS (Continued)

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)

position, the clutch will engage after the shift to
third gear, at approximately 56 km/h (35 mph) at
light throttle.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the L/R-CC
Solenoid. There are four output logic states that can
be applied as follows:
²No EMCC
²Partial EMCC
²Full EMCC
²Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the L/R Solenoid is
OFF. There are several conditions that can result in
NO EMCC operations. No EMCC can be initiated
due to a fault in the transmission or because the
TCM does not see the need for EMCC under current
driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the L/R Sole-
noid (duty cycle) to obtain partial torque converter
clutch application. Partial EMCC operation is main-
tained until Full EMCC is called for and actuated.
During Partial EMCC some slip does occur. Partial
EMCC will usually occur at low speeds, low load and
light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases
the L/R Solenoid duty cycle to full ON after PartialEMCC control brings the engine speed within the
desired slip range of transmission input speed rela-
tive to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or
Partial EMCC to No EMCC. This is done at mid-
throttle by decreasing the L/R Solenoid duty cycle.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive flats for sharp
edges, burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper or crocus cloth if neces-
sary. Verify that the converter hub o-ring is properly
installed and is free from debris. The hub must be
smooth to avoid damaging the pump seal at installa-
tion.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2) Place torque converter in position on transmis-
sion.
CAUTION: Do not damage oil pump seal or con-
verter hub o-ring while inserting torque converter
into the front of the transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 117). Surface of converter lugs
should be at least 13 mm (1/2 in.) to rear of straight-
edge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
Fig. 116 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 269
TORQUE CONVERTER (Continued)

TRANSMISSION SOLENOID/
TRS ASSEMBLY
DESCRIPTION
The transmission solenoid/TRS assembly is inter-
nal to the transmission and mounted on the valve
body assembly (Fig. 118). The assembly consists of
six solenoids that control hydraulic pressure to the
six friction elements (transmission clutches), and the
torque converter clutch. The pressure control sole-
noid is located on the side of the solenoid/TRS assem-
bly. The solenoid/TRS assembly also contains five
pressure switches that feed information to the TCM.
OPERATION
SOLENOIDS
Solenoids are used to control the L/R, 2C, 4C, OD,
and UD friction elements. The reverse clutch is con-
trolled by line pressure and the position of the man-
ual valve in the valve body. All the solenoids are
contained within the Solenoid and Pressure Switch
Assembly. The solenoid and pressure switch assembly
contains one additional solenoid, Multi-Select (MS),
which serves primarily to provide 2nd and 3rd gear
limp-in operation.The solenoids receive electrical power from the
Transmission Control Relay through a single wire.
The TCM energizes or operates the solenoids individ-
ually by grounding the return wire of the solenoid as
necessary. When a solenoid is energized, the solenoid
valve shifts, and a fluid passage is opened or closed
(vented or applied), depending on its default operat-
ing state. The result is an apply or release of a fric-
tional element.
The MS and UD solenoids are normally applied to
allow transmission limp-in in the event of an electri-
cal failure.
The continuity of the solenoids and circuits are
periodically tested. Each solenoid is turned on or off
depending on its current state. An inductive spike
should be detected by the TCM during this test. If no
spike is detected, the circuit is tested again to verify
the failure. In addition to the periodic testing, the
solenoid circuits are tested if a speed ratio or pres-
sure switch error occurs.
PRESSURE SWITCHES
The TCM relies on five pressure switches to moni-
tor fluid pressure in the L/R, 2C, 4C, UD, and OD
hydraulic circuits. The primary purpose of these
switches is to help the TCM detect when clutch cir-
cuit hydraulic failures occur. The switches close at 23
psi and open at 11 psi, and simply indicate whether
or not pressure exists. The switches are continuously
monitored by the TCM for the correct states (open or
closed) in each gear as shown in the following chart:
GEAR L/R 2C 4C UD OD
ROP OP OP OP OP
P/NCL OP OP OP OP
1STCL* OP OP CL OP
2NDOP CL OP CL OP
2ND
PRIMEOP OP CL CL OP
DOP OP OP CL CL
4THOP OP CL OP CL
5THOP CL OP OP CL
*L/R is closed if output speed is below 100 rpm in
Drive and Manual 2. L/R is open in Manual 1.
A Diagnostic Trouble Code (DTC) will set if the
TCM senses any switch open or closed at the wrong
time in a given gear.
Fig. 118 Transmission Solenoid/TRS Assembly
1 - PRESSURE CONTROL SOLENOID
2 - TRANSMISSION RANGE SELECTOR PLATE
3 - 23-WAY CONNECTOR
4 - SOLENOID PACK
5 - TRANSMISSION RANGE SENSOR
6 - VALVE BODY
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 271

TRANSFER CASE - NV242
TABLE OF CONTENTS
page page
TRANSFER CASE - NV242
DESCRIPTION........................280
OPERATION..........................281
DIAGNOSIS AND TESTING - TRANSFER
CASE - NV242.......................281
REMOVAL............................282
DISASSEMBLY........................282
CLEANING...........................292
INSPECTION.........................293
ASSEMBLY...........................295
INSTALLATION........................307
SPECIFICATIONS
TRANSFER CASE - NV242.............308
SPECIAL TOOLS
TRANSFER CASE - NV242.............308
FLUID
STANDARD PROCEDURE - FLUID DRAIN/
REFILL............................310FRONT OUTPUT SHAFT SEAL
REMOVAL............................310
INSTALLATION........................310
POSITION SENSOR
DESCRIPTION........................311
OPERATION..........................311
REMOVAL............................312
INSTALLATION........................312
REAR RETAINER BUSHING AND SEAL -
NV242HD
REMOVAL............................312
INSTALLATION........................312
SHIFT CABLE
REMOVAL............................313
INSTALLATION........................313
TRANSFER CASE - NV242
DESCRIPTION
The NV242 is a full transfer case (Fig. 1). It pro-
vides full time 2-wheel, or 4-wheel drive operation.
A differential in the transfer case is used to control
torque transfer to the front and rear axles. A low
range gear provides increased low speed torque capa-
bility for off road operation. The low range provides a
2.72:1 reduction ratio.
The geartrain is mounted in two aluminum case
halves attached with bolts. The mainshaft front and
rear bearings are mounted in aluminum retainer
housings bolted to the case halves.
TRANSFER CASE IDENTIFICATION
Two versions of the NV242 are used in the WJ
vehicles, NV242LD and NV242HD. The two transfer
cases can be distinguished from one another by the
rear output shaft retainer. The NV242LD uses a rub-
ber boot to cover the rear output shaft, while the
NV242HD uses a cast aluminum housing. Other than
this difference, the two transfer cases are serviced
the same.
A circular ID tag is attached to the rear case of
each transfer case (Fig. 2). The ID tag provides the
transfer case model number, assembly number, serial
number, and low range ratio.The transfer case serial number also represents
the date of build.
SHIFT MECHANISM
Operating ranges are selected with a lever in the
floor mounted shifter assembly. The shift lever is con-
nected to the transfer case range lever by an adjust-
able cable. A straight line shift pattern is used.
Range positions are marked on the shifter bezel.
Fig. 1 NV242 Transfer Case
21 - 280 TRANSFER CASE - NV242WJ

POSITION SENSOR
DESCRIPTION
The transfer case position sensor (Fig. 95) is an
electronic device whose output can be interpreted to
indicate the transfer case's current operating mode.
The sensor consists of a five position, resistive multi-
plexed circuit which returns a specific resistance
value to the Powertrain Control Module (PCM) for
each transfer case operating mode. The sensor is
located on the top of the transfer case, just left of the
transfer case centerline and rides against the sector
plate roostercomb. The PCM supplies 5VDC (+/-
0.5V) to the sensor and monitors the return voltage
to determine the sector plate, and therefore the
transfer case, position.
OPERATION
During normal vehicle operation, the Powertrain
Control Module (PCM) monitors the transfer case
position sensor return voltage to determine the oper-
ating mode of the transfer case. Refer to the Operat-
ing Mode Versus Resistance table for the correct
resistance for each position (Fig. 96).
OPERATING MODE VERSUS RESISTANCE
SENSOR POSITION OPERATING MODE SENSOR RESISTANCE (ohms)
1 2WD 1124-1243
2 4WD PART TIME 650-719
3 4WD FULL TIME 389-431
4 NEUTRAL 199-221
5 4WD LOW 57-64
Fig. 96 Position Sensor Linear Movement
1 - POSITION 1 - 10mm  0.5mm
2 - POSITION 2 - 12mm  0.5mm
3 - POSITION 3 - 14mm  0.5mm
4 - POSITION 4 - 16mm  0.5mm
5 - POSITION 5 - 18mm  0.5mm
6 - POSITION 6 - 20mm 0.5mm - FULL EXTENSION
Fig. 95 Transfer Case Position Sensor and
Connector
1 - TRANSFER CASE POSITION SENSOR CONNECTOR
2 - TRANSFER CASE POSITION SENSOR
3 - TRANSFER CASE
4 - OUTPUT SPEED SENSOR CONNECTOR
WJTRANSFER CASE - NV242 21 - 311

OPERATION
Under normal driving conditions, the system oper-
ates conventionally, and the majority of available
torque is applied to the rear wheels. However, when
front-to-rear wheel speed variations exist, the pro-
gressive differential transfers torque to the axle with
the better traction, thus minimizing wheel spin and
maximizing control.
The key to this design is a progressive coupling
(Fig. 3), which is supplied with pressurized oil by a
gerotor style pump. The pump rotor and case are
driven by the front and rear driveshafts respectively,
and deliver pressurized oil flow to the coupling in
proportion to their speed difference. The progressive
coupling contains a multi-disc clutch pack that is
alternately splined to the front and rear driveshafts,
and controls torque variation between the front and
rear driveshafts as dictated by the pump.
A set of orifices and valves control the speed-differ-
ential starting point and rate of torque transfer rise
in the clutch. This allows the system to disregard the
normal speed differences between axles that result
from variations in front-to-rear loading and typical
cornering.
Transfer case operating ranges are selected with a
floor mounted shift lever. The shift lever is connectedto the transfer case range lever by an adjustable
cable. Range positions are marked on the shifter
bezel plate.
DIAGNOSIS AND TESTING - TRANSFER CASE - NV247
CONDITION POSSIBLE CAUSE CORRECTION
TRANSFER CASE DIFFICULT TO
SHIFT OR WILL NOT SHIFT INTO
DESIRED RANGE1. Vehicle speed too great to permit
shifting1. Reduce speed to 3-4 km/h (2-3
mph) before attempting to shift
2. Transfer case external shift cable
binding2. Lubricate, repair or replace cable,
or thighten loose components as
necessary
3. Insufficient or incorrect lubricant 3. Drain and refill to edge of fill hole
with correct lubricant
4. Internal components binding,
worn, or damaged4. Disassemble unit and replace
worn or damaged components as
necessary
TRANSFER CASE NOISY IN ALL
MODES1. Insufficient or incorrect lubricant 1. Drain and refill to edge of fill hole
with correct lubricant.If unit is still
noisy after drain and refill,
disassembly and inspection may
be required to locate source of
noise
Fig. 3 Progressive Coupling
21 - 316 TRANSFER CASE - NV247WJ
TRANSFER CASE - NV247 (Continued)

²Unsatisfactory ride
²Vehicle drift
For proper tire pressure specification refer to the
Tire Inflation Pressure Chart provided with the vehi-
cles Owners Manual. A Certification Label on the
drivers side door pillar provides the minimum tire
and rim size for the vehicle. The label also list the
cold inflation pressure for these tires at full load
operation
Tire pressures have been chosen to provide safe
operation, vehicle stability, and a smooth ride. Tire
pressure should be checked cold once a month. Tire
pressure decreases as the ambient temperature
drops. Check tire pressure frequently when ambient
temperature varies widely.
Tire inflation pressures are cold inflation pressure.
The vehicle must sit for at least 3 hours to obtain the
correct cold inflation pressure reading. Or be drivenless than one mile after sitting for 3 hours. Tire
inflation pressures may increase from 2 to 6 pounds
per square inch (psi) during operation. Do not reduce
this normal pressure build-up.
WARNING: OVER OR UNDER INFLATED TIRES CAN
AFFECT VEHICLE HANDLING AND TREAD WEAR.
THIS MAY CAUSE THE TIRE TO FAIL SUDDENLY,
RESULTING IN LOSS OF VEHICLE CONTROL.
DESCRIPTION - TIRE PRESSURE FOR HIGH
SPEED
Where speed limits allow the vehicle to be driven
at high speeds, correct tire inflation pressure is very
important. For speeds up to and including 120 km/h
(75 mph), tires must be inflated to the pressures
shown on the tire placard. For continuous speeds in
excess of 120 km/h (75 mph), tires must be inflated
to the maximum pressure specified on the tire side-
wall.
Vehicles loaded to the maximum capacity should
not be driven at continuous speeds above 75 mph
(120 km/h).
For emergency vehicles that are driven at speeds
over 90 mph (144 km/h), special high speed tires
must be used. Consult tire manufacturer for correct
inflation pressure recommendations.
DESCRIPTION - REPLACEMENT TIRES
The original equipment tires provide a proper bal-
ance of many characteristics such as:
²Ride
²Noise
²Handling
²Durability
²Tread life
²Traction
²Rolling resistance
²Speed capability
It is recommended that tires equivalent to the orig-
inal equipment tires be used when replacement is
needed.
Failure to use equivalent replacement tires may
adversely affect the safety and handling of the vehi-
cle.
The use of oversize tires may cause interference
with vehicle components. Under extremes of suspen-
sion and steering travel, interference with vehicle
components may cause tire damage.
WARNING: FAILURE TO EQUIP THE VEHICLE WITH
TIRES HAVING ADEQUATE SPEED CAPABILITY
CAN RESULT IN SUDDEN TIRE FAILURE.
Fig. 13 Under Inflation Wear
1 - THIN TIRE THREAD AREAS
Fig. 14 Over Inflation Wear
1 - THIN TIRE THREAD AREA
WJTIRES/WHEELS 22 - 7
TIRES (Continued)

SUNROOF
TABLE OF CONTENTS
page page
SUNROOF
DESCRIPTION.........................96
DIAGNOSIS AND TESTING - SUNROOF......96
DRAIN TUBE
REMOVAL............................100
INSTALLATION........................100
CONTROL MODULE
REMOVAL............................101
INSTALLATION........................101
DRIVE MOTOR
REMOVAL............................101
INSTALLATION........................101
WIND DEFLECTOR
REMOVAL............................102INSTALLATION........................102
GLASS PANEL
REMOVAL............................102
INSTALLATION........................103
ADJUSTMENTS
ADJUSTMENTS - FIT.................103
ADJUSTMENT - TIMING...............103
SUNSHADE
REMOVAL............................103
INSTALLATION........................103
HOUSING ASSEMBLY
REMOVAL............................104
INSTALLATION........................104
SUNROOF
DESCRIPTION
WARNING: Keep fingers and other body parts out
of sunroof opening at all times.
The sunroof features a power sliding glass panel
and a sunshade which can be manually positioned
anywhere along its travel, rearward of glass panel
front edge.
The sunroof is electrically operated from a switch
located on the mini overhead console. To operate the
sunroof the ignition switch must be in the On/Run
position. The sunroof has both manual and Express
Open modes of operation when opening. To open the
sunroof in the Express Open mode, the switch is
pressed rearward for less than1 second.This causes
the sunroof glass to automatically retract and stop at
a position slightly forward of full open that reduces
low speed wind buffeting. The sunroof can also be
opened manually by pressing and holding the switch
rearward. Once the switch is held reward for more
than1 second,the glass will retract in the manual
mode. Releasing the switch at any time during travel
will cause the sunroof to stop at the current position.
To close the sunroof from an open position, the
switch must be pushed forward and held until the
sunroof glass comes to a complete stop. Releasing the
switch at any time in this mode will cause the sun-
roof to stop at the current position.
To vent the sunroof from the closed position, the
switch is pushed forward and held. Releasing theswitch at any time during travel will cause the sun-
roof to stop at the current vent position. To reach the
fully vented position, continue to hold the switch for-
ward until vent motion stops. To close the sunroof
from the vent position, push and hold the switch
rearward until the glass comes to a complete stop.
DIAGNOSIS AND TESTING - SUNROOF
CAUTION: The sunroof motor is only to be powered
through the vehicle battery and vehicle wire har-
ness. Applying power to the sunroof motor leads
will cause failure of the sunroof control unit.
Before beginning sunroof diagnostics verify that all
other power accessories are in proper operating con-
dition. Refer to Sunroof Diagnostic Chart for possible
causes. If not, a common electrical problem may
exist. Refer to Group 8W, Wiring Diagrams, of this
publication for circuit, splice and component descrip-
tions. Check the condition of the circuit protection
(20 amp high current fuse (battery feed) located in
the Power Distribution Center (PDC). Check the
cover of the PDC for location of the fuse. Check for
correct operation of the sunroof delay relay. Inspect
all wiring connector pins for proper engagement and
continuity. Check for battery voltage at battery and
ignition pins of the power sunroof express module
wiring connector. Refer to Group 8W, Wiring Dia-
grams, for circuit information. The controller will not
operate at less than 10 volts. Check the ground at
the sunroof express module.
Before beginning diagnosis for wind noise or water
leaks, verify that the problem was not caused by
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