intake JEEP GRAND CHEROKEE 2002 WJ / 2.G User Guide

²The PCM operates the A/C compressor clutch
through the clutch relay. This happens if A/C has
been selected by the vehicle operator and requested
by the A/C thermostat.
CRUISE MODE
When the engine is at operating temperature, this
is a Closed Loop mode. At cruising speed, the PCM
receives inputs from:
²Air conditioning select signal (if equipped)
²Air conditioning request signal (if equipped)
²Battery voltage
²Engine coolant temperature sensor
²Crankshaft position sensor
²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Camshaft position sensor signal
²Park/neutral switch (gear indicator signalÐauto.
trans. only)
²Oxygen (O2S) sensors
Based on these inputs, the following occurs:
²Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then adjust
the injector pulse width by turning the ground circuit
to each individual injector on and off.
²The PCM monitors the O2S sensor input and
adjusts air-fuel ratio. It also adjusts engine idle
speed through the idle air control (IAC) motor.
²The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
²The PCM operates the A/C compressor clutch
through the clutch relay. This happens if A/C has
been selected by the vehicle operator and requested
by the A/C thermostat.
ACCELERATION MODE
This is an Open Loop mode. The PCM recognizes
an abrupt increase in throttle position or MAP pres-
sure as a demand for increased engine output and
vehicle acceleration. The PCM increases injector
pulse width in response to increased throttle opening.
DECELERATION MODE
When the engine is at operating temperature, this
is an Open Loop mode. During hard deceleration, the
PCM receives the following inputs.
²Air conditioning select signal (if equipped)
²Air conditioning request signal (if equipped)
²Battery voltage
²Engine coolant temperature sensor
²Crankshaft position sensor
²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Camshaft position sensor signal²Park/neutral switch (gear indicator signalÐauto.
trans. only)
²Vehicle speed
If the vehicle is under hard deceleration with the
proper rpm and closed throttle conditions, the PCM
will ignore the oxygen sensor input signal. The PCM
will enter a fuel cut-off strategy in which it will not
supply a ground to the injectors. If a hard decelera-
tion does not exist, the PCM will determine the
proper injector pulse width and continue injection.
Based on the above inputs, the PCM will adjust
engine idle speed through the idle air control (IAC)
motor.
The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
WIDE OPEN THROTTLE MODE
This is an Open Loop mode. During wide open
throttle operation, the PCM receives the following
inputs.
²Battery voltage
²Crankshaft position sensor
²Engine coolant temperature sensor
²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Camshaft position sensor signal
During wide open throttle conditions, the following
occurs:
²Voltage is applied to the fuel injectors with the
ASD relay via the PCM. The PCM will then control
the injection sequence and injector pulse width by
turning the ground circuit to each individual injector
on and off. The PCM ignores the oxygen sensor input
signal and provides a predetermined amount of addi-
tional fuel. This is done by adjusting injector pulse
width.
²The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
IGNITION SWITCH OFF MODE
When ignition switch is turned to OFF position,
the PCM stops operating the injectors, ignition coil,
ASD relay and fuel pump relay.
DESCRIPTION - 5 VOLT SUPPLIES
Two different Powertrain Control Module (PCM)
five volt supply circuits are used; primary and sec-
ondary.
DESCRIPTION - IGNITION CIRCUIT SENSE
This circuit ties the ignition switch to the Power-
train Control Module (PCM).
8E - 14 ELECTRONIC CONTROL MODULESWJ
POWERTRAIN CONTROL MODULE (Continued)

DESCRIPTION - POWER GROUNDS
The Powertrain Control Module (PCM) has 2 main
grounds. Both of these grounds are referred to as
power grounds. All of the high-current, noisy, electri-
cal devices are connected to these grounds as well as
all of the sensor returns. The sensor return comes
into the sensor return circuit, passes through noise
suppression, and is then connected to the power
ground.
The power ground is used to control ground cir-
cuits for the following PCM loads:
²Generator field winding
²Fuel injectors
²Ignition coil(s)
²Certain relays/solenoids
²Certain sensors
DESCRIPTION - SENSOR RETURN
The Sensor Return circuits are internal to the Pow-
ertrain Control Module (PCM).
Sensor Return provides a low±noise ground refer-
ence for all engine control system sensors. Refer to
Power Grounds for more information.
OPERATION
OPERATION - PCM
(1) Also refer to Modes of Operation.
The PCM operates the fuel system. The PCM is a
pre-programmed, triple microprocessor digital com-
puter. It regulates ignition timing, air-fuel ratio,
emission control devices, charging system, certain
transmission features, speed control, air conditioning
compressor clutch engagement and idle speed. The
PCM can adapt its programming to meet changing
operating conditions.
The PCM receives input signals from various
switches and sensors. Based on these inputs, the
PCM regulates various engine and vehicle operations
through different system components. These compo-
nents are referred to as Powertrain Control Module
(PCM) Outputs. The sensors and switches that pro-
vide inputs to the PCM are considered Powertrain
Control Module (PCM) Inputs.
The PCM adjusts ignition timing based upon
inputs it receives from sensors that react to: engine
rpm, manifold absolute pressure, engine coolant tem-
perature, throttle position, transmission gear selec-
tion (automatic transmission), vehicle speed and the
brake switch.
The PCM adjusts idle speed based on inputs it
receives from sensors that react to: throttle position,
vehicle speed, transmission gear selection, engine
coolant temperature and from inputs it receives from
the air conditioning clutch switch and brake switch.Based on inputs that it receives, the PCM adjusts
ignition coil dwell. The PCM also adjusts the gener-
ator charge rate through control of the generator
field and provides speed control operation.
NOTE: PCM Inputs:
²A/C request
²Auto shutdown (ASD) sense
²Battery temperature
²Battery voltage
²Brake switch
²J1850 bus circuits
²Camshaft position sensor signal
²Crankshaft position sensor
²Data link connections for DRB scan tool
²Engine coolant temperature sensor
²Five volts (primary)
²Five volts (secondary)
²Fuel level
²Generator (battery voltage) output
²Ignition circuit sense (ignition switch in on/off/
crank/run position)
²Intake manifold air temperature sensor
²Leak detection pump (switch) sense (if equipped)
²Manifold absolute pressure (MAP) sensor
²Oil pressure
²Overdrive/override switch
²Oxygen sensors
²Park/neutral switch (auto. trans. only)
²Power ground
²Sensor return
²Signal ground
²Speed control multiplexed single wire input
²Throttle position sensor
²Transmission governor pressure sensor
²Transmission temperature sensor
²Vehicle speed (from ABS module)
NOTE: PCM Outputs:
²A/C clutch relay
²Auto shutdown (ASD) relay
²J1850 (+/-) circuits for: speedometer, voltmeter,
fuel gauge, oil pressure gauge/lamp, engine temp.
gauge and speed control warn. lamp
²Data link connection for DRBIIItscan tool
²EGR valve control solenoid (if equipped)
²EVAP canister purge solenoid
²Fuel injectors
²Fuel pump relay
²Generator field driver (-)
²Generator field driver (+)
²Generator lamp (if equipped)
²Idle air control (IAC) motor
²Ignition coil
²Leak detection pump
WJELECTRONIC CONTROL MODULES 8E - 15
POWERTRAIN CONTROL MODULE (Continued)

(4) Loosen the battery positive cable terminal
clamp pinch-bolt hex nut.
(5) Disconnect the battery positive cable terminal
clamp from the battery positive terminal post. If nec-
essary, use a battery terminal puller to remove the
terminal clamp from the battery post.
(6) Unlatch and open the cover on the Power Dis-
tribution Center (PDC).
(7) Remove the two nuts that secure the battery
positive cable and generator output cable eyelet ter-
minal to the B(+) terminal studs in the PDC.
(8) Remove the battery positive cable and genera-
tor output cable eyelet terminal from the B(+) termi-
nal studs in the PDC.
(9) Disconnect the battery wire harness connector
from the right headlamp and dash wire harness con-
nector located near the front of the battery.
(10) Remove the screw that secures the battery
negative cable eyelet terminal to the inner fender
shield near the front of the battery.
(11) On models with the 4.7L engine, remove the
nut that secures the battery harness clip to the stud
on the right side of the intake manifold and remove
the clip from the stud.
(12) Unlatch and remove the cover from the gener-
ator output terminal stud housing on the back of the
generator.
(13) Remove the nut that secures the generator
output cable eyelet terminal to the generator output
terminal stud.
(14) Remove the generator output cable eyelet ter-
minal from the generator output terminal stud.
(15) Disconnect the battery wire harness connector
from the generator field terminal connector recepta-
cle on the back of the generator.(16) Remove the screw that secures the battery
negative cable ground eyelet terminal to the right
side of the engine block.
(17) Remove the nut that secures the battery pos-
itive cable eyelet terminal to the B(+) terminal stud
on the starter solenoid.
(18) Remove the battery positive cable eyelet ter-
minal from the B(+) terminal stud on the starter
solenoid.
(19) Disconnect the battery wire harness connector
from the connector receptacle on the starter solenoid.
(20) Remove the battery wire harness from the
engine compartment.
INSTALLATION
Both the battery negative cable and the battery
positive cable are serviced in the battery wire har-
ness. If either battery cable is damaged or faulty, the
battery wire harness unit must be replaced.
(1) Clean and inspect the battery cable terminal
clamps and the battery terminal posts.
(2) Position the battery wire harness into the
engine compartment (Fig. 23) or (Fig. 24).
(3) Reconnect the battery wire harness connector
to the connector receptacle on the starter solenoid.
(4) Install the battery positive cable eyelet termi-
nal onto the B(+) terminal stud on the starter sole-
noid.Fig. 22 TEST GROUND CIRCUIT RESISTANCE -
TYPICAL
1 - VOLTMETER
2 - BATTERY
3 - ENGINE GROUND
Fig. 23 Battery Cables - 4.0L Engine
1 - BATTERY POSITIVE CABLE
2 - BATTERY NEGATIVE CABLE
3 - CLIPS
8F - 20 BATTERY SYSTEMWJ
BATTERY CABLE (Continued)

(5) Install and tighten the nut that secures the
battery positive cable eyelet terminal to the B(+) ter-
minal stud on the starter solenoid. Tighten the nut to
11.3 N´m (100 in. lbs.).
(6) Install and tighten the screw that secures the
battery negative cable ground eyelet terminal to the
right side of the engine block. Tighten the screw to
10.2 N´m (90 in. lbs.) for 4.0L engines, or 13.0 N´m
(115 in. lbs.) for 4.7L engines.
(7) Reconnect the battery wire harness connector
to the generator field terminal connector receptacle
on the back of the generator.
(8) Install the generator output cable eyelet termi-
nal onto the generator output terminal stud.
(9) Install and tighten the nut that secures the
generator output cable eyelet terminal to the genera-
tor output terminal stud. Tighten the nut to 10.7
N´m (95 in. lbs.).
(10) Position the cover for the generator output
terminal stud housing onto the back of the generator
and snap it into place.
(11) On models with the 4.7L engine, install the
battery harness clip onto the stud on the right side of
the intake manifold, then install and tighten the nut
that secures the clip to the stud. Tighten the nut to
11.3 N´m (100 in. lbs.).
(12) Install and tighten the screw that secures the
battery negative cable eyelet terminal to the inner
fender shield near the front of the battery. Tighten
the screw to 28.2 N´m (250 in. lbs.).(13) Reconnect the battery wire harness connector
to the right headlamp and dash wire harness connec-
tor located near the front of the battery.
(14) Install the battery positive cable and genera-
tor output cable eyelet terminal onto the PDC B(+)
terminal studs.
(15) Install and tighten the two nuts that secure
the battery positive cable and generator output cable
eyelet terminal to the PDC B(+) terminal studs.
Tighten the nuts to 11.3 N´m (100 in. lbs.).
(16) Close and latch the PDC cover.
(17) Reconnect the battery positive cable terminal
clamp to the battery positive terminal post. Tighten
the terminal clamp pinch-bolt hex nut to 6.8 N´m (60
in. lbs.).
(18) Reconnect the battery negative cable terminal
clamp to the battery negative terminal post. Tighten
the terminal clamp pinch-bolt hex nut to 6.8 N´m (60
in. lbs.).
(19) Apply a thin coating of petroleum jelly or
chassis grease to the exposed surfaces of the battery
cable terminal clamps and the battery terminal
posts.BATTERY TRAY
DESCRIPTION
The battery is mounted in a molded plastic battery
tray and support unit (Fig. 25) located in the right
front corner of the engine compartment. The battery
tray and support unit is secured at the rear with a
nut to a stud on the front wheelhouse inner panel, at
the outboard side with a screw to the side cowl rein-
forcement panel, and at the front with a screw
through a U-nut on a bracket of the radiator support.
The battery tray and support unit also includes
three upright stanchions that are molded into the
outboard side of the unit. These stanchions support
the Power Distribution Center (PDC). Refer to
Power Distribution Centerin the Power Distribu-
tion section of this service manual for more informa-
tion on the PDC.
A hole in the bottom of the battery tray is fitted
with a battery temperature sensor. Refer toBattery
Temperature Sensorin the Charging section of
this service manual for more information on the bat-
tery temperature sensor. Refer toBattery Hold
Downin this section of the service manual for more
information on the battery hold down hardware.
Fig. 24 Battery Cables - 4.7L Engine
1 - BATTERY POSITIVE CABLE
2 - BATTERY NEGATIVE CABLE
3 - CLIPS
WJBATTERY SYSTEM 8F - 21
BATTERY CABLE (Continued)

OPERATION
Battery voltage is supplied to the 8 ignition coils
from the ASD relay. The Powertrain Control Module
(PCM) opens and closes each ignition coil ground cir-
cuit at a determined time for ignition coil operation.
Base ignition timing is not adjustable.By con-
trolling the coil ground circuit, the PCM is able to set
the base timing and adjust the ignition timing
advance. This is done to meet changing engine oper-
ating conditions.
The ignition coil is not oil filled. The windings are
embedded in an epoxy compound. This provides heat
and vibration resistance that allows the ignition coil
to be mounted on the engine.
Because of coil design, spark plug cables (second-
ary cables) are not used.
REMOVAL
An individual ignition coil is used for each spark
plug (Fig. 18). The coil fits into machined holes in the
cylinder head. A mounting stud/nut secures each coil
to the top of the intake manifold (Fig. 19). The bot-
tom of the coil is equipped with a rubber boot to seal
the spark plug to the coil. Inside each rubber boot is
a spring. The spring is used for a mechanical contact
between the coil and the top of the spark plug. These
rubber boots and springs are a permanent part of the
coil and are not serviced separately. An o-ring (Fig.
18) is used to seal the coil at the opening into the cyl-
inder head.
(1) Depending on which coil is being removed, the
throttle body air intake tube or intake box may need
to be removed to gain access to coil.
(2) Disconnect electrical connector (Fig. 19) from
coil by pushing downward on release lock on top of
connector and pull connector from coil.
(3) Clean area at base of coil with compressed air
before removal.
(4) Remove coil mounting nut from mounting stud
(Fig. 19).
(5) Carefully pull up coil from cylinder head open-
ing with a slight twisting action.
(6) Remove coil from vehicle.
INSTALLATION
(1) Using compressed air, blow out any dirt or con-
taminants from around top of spark plug.
(2) Check condition of coil o-ring and replace as
necessary. To aid in coil installation, apply silicone to
coil o-ring.
(3) Position ignition coil into cylinder head opening
and push onto spark plug. Do this while guiding coil
base over mounting stud.
(4) Install mounting stud nut and tighten to 8 N´m
(70 in. lbs.) torque.(5) Connect electrical connector to coil by snapping
into position.
(6) If necessary, install throttle body air tube or
box.
Fig. 18 Ignition CoilÐ4.7L V±8
1 - O-RING
2 - IGNITION COIL
3 - ELECTRICAL CONNECTOR
Fig. 19 Ignition Coil
1 - IGNITION COIL
2 - COIL ELECTRICAL CONNECTOR
3 - COIL MOUNTING STUD/NUT
8I - 12 IGNITION CONTROLWJ
IGNITION COIL (Continued)

IGNITION COIL CAPACITOR
DESCRIPTION
Two coil capacitors are used. One of them is
located near the center of, and on the left side of the
intake manifold (Fig. 20). The other capacitor is
located near the center of, and on the right side of
the intake manifold.
OPERATION
The 2 coil capacitors are used to prevent high-volt-
age spikes from interfering with the operation of cer-
tain powertrain sensors. They are also used to help
prevent radio interference.
REMOVAL
Two coil capacitors are used. One of them is
located near the center of, and on the left side of the
intake manifold (Fig. 21). The other capacitor is
located near the center of, and on the right side of
the intake manifold.
(1) Disconnect electrical connector at coil capacitor
(Fig. 21).
(2) Remove mounting nut.
(3) Remove capacitor from mounting stud.
INSTALLATION
(1) Position capacitor to manifold mounting stud.(2) Install nut and tighten to 8 N´m (70 in. lbs.)
torque.
(3) Connect electrical connector to capacitor (Fig.
21).
KNOCK SENSOR
DESCRIPTION
4.7L High-Output Engine
The 2 knock sensors are bolted into the cylinder
block under the intake manifold.
OPERATION
4.7L High-Output Engine
Two knock sensors are used on the 4.7L V-8 engine
if equipped with the high-output package; one for
each cylinder bank. When the knock sensor detects a
knock in one of the cylinders on the corresponding
bank, it sends an input signal to the Powertrain Con-
trol Module (PCM). In response, the PCM retards
ignition timing for all cylinders by a scheduled
amount.
Knock sensors contain a piezoelectric material
which constantly vibrates and sends an input voltage
(signal) to the PCM while the engine operates. As the
intensity of the crystal's vibration increases, the
knock sensor output voltage also increases.
Fig. 20 Coil Capacitor (Left Side Shown)
1 - ELECTRICAL CONNECTOR
2 - COIL CAPACITOR
3 - MOUNTING NUT
Fig. 21 Coil Capacitor (Left Side Shown)
1 - ELECTRICAL CONNECTOR
2 - COIL CAPACITOR
3 - MOUNTING NUT
WJIGNITION CONTROL 8I - 13

The voltage signal produced by the knock sensor
increases with the amplitude of vibration. The PCM
receives the knock sensor voltage signal as an input.
If the signal rises above a predetermined level, the
PCM will store that value in memory and retard
ignition timing to reduce engine knock. If the knock
sensor voltage exceeds a preset value, the PCM
retards ignition timing for all cylinders. It is not a
selective cylinder retard.
The PCM ignores knock sensor input during engine
idle conditions. Once the engine speed exceeds a
specified value, knock retard is allowed.
Knock retard uses its own short term and long
term memory program.
Long term memory stores previous detonation
information in its battery-backed RAM. The maxi-
mum authority that long term memory has over tim-
ing retard can be calibrated.
Short term memory is allowed to retard timing up
to a preset amount under all operating conditions (as
long as rpm is above the minimum rpm) except at
Wide Open Throttle (WOT). The PCM, using short
term memory, can respond quickly to retard timing
when engine knock is detected. Short term memory
is lost any time the ignition key is turned off.
NOTE: Over or under tightening the sensor mount-
ing bolts will affect knock sensor performance, pos-
sibly causing improper spark control. Always use
the specified torque when installing the knock sen-
sors.
REMOVAL
4.7L High-Output Engine Only
The 2 knock sensors are bolted into the cylinder
block under the intake manifold (Fig. 22).
NOTE: The left sensor is identified by an identifica-
tion tag (LEFT). It is also identified by a larger bolt
head. The Powertrain Control Module (PCM) must
have and know the correct sensor left/right posi-
tions. Do not mix the sensor locations.
(1) Disconnect knock sensor dual pigtail harness
connector from engine wiring harness connector. This
connection is made near the right/rear of intake man-
ifold (Fig. 23).
(2) Remove intake manifold. Refer to Engine sec-
tion.
(3) Remove sensor mounting bolts (Fig. 22). Note
foam strip on bolt threads. This foam is used only to
retain the bolts to sensors for plant assembly. It is
not used as a sealant. Do not apply any adhesive,
sealant or thread locking compound to these bolts.
(4) Remove sensors from engine.
Fig. 22 KNOCK SENSOR LOCATION - 4.7L H.O.
1 - KNOCK SENSORS (2)
2 - MOUNTING BOLTS
3 - INTAKE MANIFOLD (CUTAWAY)
4 - PIGTAIL CONNECTOR
Fig. 23 KNOCK SENSOR ELEC. CONNECTOR - 4.7L
H.O.
1 - KNOCK SENSOR PIGTAIL HARNESS CONNECTOR
2 - ENGINE WIRING HARNESS
8I - 14 IGNITION CONTROLWJ
KNOCK SENSOR (Continued)

INSTALLATION
4.7L High-Output Engine Only
NOTE: The left sensor is identified by an identifica-
tion tag (LEFT). It is also identified by a larger bolt
head. The Powertrain Control Module (PCM) must
have and know the correct sensor left/right posi-
tions. Do not mix the sensor locations.
(1) Thoroughly clean knock sensor mounting holes.
(2) Install sensors (Fig. 22) into cylinder block.
NOTE: Over or under tightening the sensor mount-
ing bolts will affect knock sensor performance, pos-
sibly causing improper spark control. Always use
the specified torque when installing the knock sen-
sors. The torque for the knock senor bolt is rela-
tively light for an 8mm bolt.
NOTE: Note foam strip on bolt threads. This foam is
used only to retain the bolts to sensors for plant
assembly. It is not used as a sealant. Do not apply
any adhesive, sealant or thread locking compound
to these bolts.
(3) Install and tighten mounting bolts.Bolt
torque is critical.Refer to torque specification.
(4) Install intake manifold. Refer to Engine sec-
tion.
(5) Connect knock sensor pigtail wiring harness to
engine wiring harness near right / rear of intake
manifold (Fig. 23).
SPARK PLUG
DESCRIPTION
Both the 4.0L 6-cylinder and the 4.7L V-8 engine
use resistor type spark plugs. Standard 4.7L V-8
engines are equipped with ªfired in suppressor sealº
type spark plugs using a copper core ground elec-
trode. High-Output (H.O.) 4.7L V-8 engines are
equipped with unique plugs using a platinum rivet
located on the tip of the center electrode.
Because of the use of an aluminum cylinder head
on the 4.7L engine, spark plug torque is very critical.
To prevent possible pre-ignition and/or mechanical
engine damage, the correct type/heat range/number
spark plug must be used.Do not substitute any
other spark plug on the 4.7L H.O. engine. Seri-
ous engine damage may occur.
Plugs on both engines have resistance values rang-
ing from 6,000 to 20,000 ohms (when checked with at
least a 1000 volt spark plug tester).Do not use an
ohmmeter to check the resistance values of thespark plugs. Inaccurate readings will result.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken por-
celain insulators. Keep plugs arranged in the order
in which they were removed from the engine. A sin-
gle plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
Group O, Lubrication and Maintenance.
EXCEPT 4.7L H.O. ENGINE :Spark plugs that
have low mileage may be cleaned and reused if not
otherwise defective, carbon or oil fouled. Also refer to
Spark Plug Conditions.4.7L H.O. ENGINE :Never
clean spark plugs on the 4.7L H.O. engine. Damage
to the platinum rivet will result.
CAUTION: EXCEPT 4.7L H.O. ENGINE : Never use a
motorized wire wheel brush to clean the spark
plugs. Metallic deposits will remain on the spark
plug insulator and will cause plug misfire.
H.O. Gap Adjustment:If equipped with the 4.7L
H.O. engine, do not use a wire-type gapping tool as
damage to the platinum rivet on the center electrode
may occur. Use a tapered-type gauge (Fig. 24).
DIAGNOSIS AND TESTING - SPARK PLUG
CONDITIONS
NORMAL OPERATING
The few deposits present on the spark plug will
probably be light tan or slightly gray in color. This is
evident with most grades of commercial gasoline
Fig. 24 PLUG GAP - 4.7L H.O.
1 - TAPER GAUGE
WJIGNITION CONTROL 8I - 15
KNOCK SENSOR (Continued)

(4) Install airbag module. Refer to Group 8M, Pas-
sive Restraint Systems.
(5) Connect negative battery cable.
VACUUM RESERVOIR
DESCRIPTION
The vacuum reservoir is a plastic storage tank con-
nected to an engine vacuum source by vacuum lines.
OPERATION
The vacuum reservoir is used to supply the vac-
uum needed to maintain proper speed control opera-
tion when engine vacuum drops, such as in climbing
a grade while driving. A one-way check valve is used
in the vacuum line between the reservoir and the
vacuum source. This check valve is used to trap
engine vacuum in the reservoir. On certain vehicle
applications, this reservoir is shared with the heat-
ing/air-conditioning system. The vacuum reservoir
cannot be repaired and must be replaced if faulty.
DIAGNOSIS AND TESTING - VACUUM
RESERVOIR
(1) Disconnect vacuum hose at speed control servo
and install a vacuum gauge into the disconnected
hose.
(2) Start engine and observe gauge at idle. Vac-
uum gauge should read at least ten inches of mer-
cury.
(3) If vacuum is less than ten inches of mercury,
determine source of leak. Check vacuum line to
engine for leaks. Also check actual engine intake
manifold vacuum. If manifold vacuum does not meet
this requirement, check for poor engine performance
and repair as necessary.
(4) If vacuum line to engine is not leaking, check
for leak at vacuum reservoir. To locate and gain
access to reservoir, refer to Vacuum Reservoir Remov-
al/Installation in this group. Disconnect vacuum line
at reservoir and connect a hand-operated vacuum
pump to reservoir fitting. Apply vacuum. Reservoir
vacuum should not bleed off. If vacuum is being lost,
replace reservoir.
(5) Verify operation of one-way check valve and
check it for leaks.
(a) Locate one-way check valve. The valve is
located in vacuum line between vacuum reservoir
and engine vacuum source. Disconnect vacuum
hoses (lines) at each end of valve.
(b) Connect a hand-operated vacuum pump to
reservoir end of check valve. Apply vacuum. Vac-
uum should not bleed off. If vacuum is being lost,
replace one-way check valve.
(c) Connect a hand-operated vacuum pump to
vacuum source end of check valve. Apply vacuum.
Vacuum should flow through valve. If vacuum is
not flowing, replace one-way check valve. Seal the
fitting at opposite end of valve with a finger and
apply vacuum. If vacuum will not hold, diaphragm
within check valve has ruptured. Replace valve.
REMOVAL
The vacuum reservoir is located in the right/front
corner of the vehicle behind the front bumper fascia
(Fig. 8).
(1) Remove front bumper and grill assembly.
(2) Remove 1 support bolt near front of reservoir
(Fig. 8).
(3) Remove 2 reservoir mounting bolts.
(4) Remove reservoir from vehicle to gain access to
vacuum hose (Fig. 9). Disconnect vacuum hose from
reservoir fitting at rear of reservoir.
Fig. 7 Speed Control Switches
1 - MOUNTING SCREW
2 - SPEED CONTROL SWITCHES
8P - 8 SPEED CONTROLWJ
SWITCH (Continued)

WASHER RESERVOIR
DESCRIPTION
A single washer fluid reservoir is used for both the
front and rear washer systems (Fig. 22). The molded
plastic washer fluid reservoir is concealed between
the left front inner and outer fender panels, behind
the inner fender liner in front of the left front wheel.
The only visible component of the washer reservoir is
the filler neck and cap unit, which extends through a
hole in the left front wheel house extension panel
into the engine compartment. A bright yellow plastic
filler cap with a rubber seal and an International
Control and Display Symbol icon for ªWindshield
Washerº and the text ªWasher Fluid Onlyº molded
into it snaps over the open end of the filler neck. The
cap hinges on and is secured to a molded-in hook for-
mation on the rear of the reservoir filler neck.There are separate, dedicated holes on the out-
board side of the reservoir provided for the mounting
of the front and rear washer/pump motor units, and
another dedicated hole on the front of the reservoir
for the washer fluid level switch. The inboard side of
the washer reservoir has an integral flange that is
secured to the inside of the left front fender wheel
house by two screws, while an integral molded tab
engages a slot in the left front fender inner shield to
support the outboard side of the reservoir. Another
screw secures the reservoir filler neck to the left
front fender inner shield near the front of the engine
compartment. The left front fender wheel house
inner liner must be removed to access the washer
reservoir for service.
The washer reservoir cannot be repaired and, if
faulty or damaged, it must be replaced. The washer
reservoir, the grommet seals for the washer pump/
motor units and the washer fluid level switch, and
the filler cap are each available for service replace-
ment.
OPERATION
The washer fluid reservoir provides a secure,
on-vehicle storage location for a large reserve of
washer fluid for operation of the front and rear
washer systems. The washer reservoir filler neck pro-
vides a clearly marked and readily accessible point
from which to add washer fluid to the reservoir. The
front and rear washer/pump motor units are located
in a sump area near the front of the reservoir to be
certain that washer fluid will be available to the
pumps as the fluid level in the reservoir becomes
depleted. The front washer pump/motor unit is
mounted in the lowest position in the sump so that
the front washers will operate even after the rear
washer system will no longer operate. The washer
fluid level switch is mounted just above the sump
area of the reservoir so that there will be adequate
warning to the vehicle operator that the washer fluid
level is low, before the washer system will no longer
operate.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the air cleaner housing from the top of
the left front fender wheel house. (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
HOUSING - REMOVAL).
Fig. 22 Washer Reservoir
1 - LEFT FENDER INNER SHIELD
2 - SCREW (2)
3 - WASHER PUMP WIRE HARNESS CONNECTORS
4 - WASHER FLUID LEVEL SWITCH WIRE HARNESS
CONNECTOR
5 - WASHER RESERVOIR
WJFRONT WIPERS/WASHERS 8R - 27