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

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)

TIRES/WHEELS
TABLE OF CONTENTS
page page
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND
WHEEL RUNOUT......................1
STANDARD PROCEDURE
STANDARD PROCEDURE - TIRE AND
WHEEL BALANCE......................2
STANDARD PROCEDURE - MATCH
MOUNTING...........................4
STANDARD PROCEDURE - TIRE ROTATION . 5
STANDARD PROCEDURE - WHEEL
INSTALLATION........................5
TIRES
DESCRIPTION
DESCRIPTION - TIRES..................6
DESCRIPTION - RADIAL±PLY TIRES.......6
DESCRIPTION - TIRE INFLATION
PRESSURES..........................6
DESCRIPTION - TIRE PRESSURE FOR
HIGH SPEED..........................7
DESCRIPTION - REPLACEMENT TIRES.....7
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRESSURE
GAUGES.............................8
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS..........................8
DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS...........................8
DIAGNOSIS AND TESTING - TIRE NOISE
OR VIBRATION........................8STANDARD PROCEDURE - REPAIRING
LEAKS...............................8
CLEANING.............................9
SPECIFICATIONS
TIRES...............................9
SPECIFICATIONS -.....................9
SPARE TIRE
DESCRIPTION - SPARE / TEMPORARY TIRE . . 10
WHEELS
DESCRIPTION.........................10
DIAGNOSIS AND TESTING - WHEEL
INSPECTION.........................10
STANDARD PROCEDURE - WHEEL
REPLACEMENT.......................10
SPECIFICATIONS
TORQUE CHART......................11
STUDS
REMOVAL.............................11
INSTALLATION.........................11
TIRE PRESSURE MONITORING
DESCRIPTION.........................12
OPERATION...........................12
DIAGNOSIS AND TESTING - TIRE PRESSURE
MONITORING SYSTEM.................12
SENSOR
REMOVAL - TIRE PRESSURE SENSOR/
TRANSMITTER.......................12
INSTALLATION - TIRE PRESSURE SENSOR/
TRANSMITTER.......................13
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND WHEEL
RUNOUT
Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 1).
Lateral runout is thewobbleof the tire or wheel.
Radial runout of more than 1.5 mm (.060 inch)
measured at the center line of the tread may cause
the vehicle to shake.
Lateral runout of more than 2.0 mm (.080 inch)
measured near the shoulder of the tire may cause the
vehicle to shake.
Sometimes radial runout can be reduced. Relocate
the wheel and tire assembly on the mounting studs
(See Method 1). If this does not reduce runout to an
acceptable level, the tire can be rotated on the wheel.
(See Method 2).
METHOD 1 (RELOCATE WHEEL ON HUB)
(1) Drive vehicle a short distance to eliminate tire
flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
or replace if necessary.
(3) Check the wheel mounting surface.
(4) Relocate wheel on the mounting, two studs
over from the original position.
(5) Tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
(6) Check radial runout. If still excessive, mark
tire sidewall, wheel, and stud at point of maximum
runout and proceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
NOTE: Rotating the tire on wheel is particularly
effective when there is runout in both tire and
wheel.
WJTIRES/WHEELS 22 - 1

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)

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRESSURE
GAUGES
A quality air pressure gauge is recommended to
check tire pressure. After checking the air pressure,
replace valve cap finger tight.
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS
Tread wear indicators are molded into the bottom
of the tread grooves. When tread depth is 1.6 mm
(1/16 in.), the tread wear indicators will appear as a
13 mm (1/2 in.) band (Fig. 15).
Tire replacement is necessary when indicators
appear in two or more grooves or if localized balding
occurs.
DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS
Under inflation will cause wear on the shoulders of
tire. Over inflation will cause wear at the center of
tire.
Excessive camber causes the tire to run at an
angle to the road. One side of tread is then worn
more than the other (Fig. 16).
Excessive toe-in or toe-out causes wear on the
tread edges and a feathered effect across the tread
(Fig. 16).
DIAGNOSIS AND TESTING - TIRE NOISE OR
VIBRATION
Radial-ply tires are sensitive to force impulses
caused by improper mounting, vibration, wheel
defects, or possibly tire imbalance.
To find out if tires are causing the noise or vibra-
tion, drive the vehicle over a smooth road at varying
speeds. Note the noise level during acceleration and
deceleration. The engine, differential and exhaust
noises will change as speed varies, while the tire
noise will usually remain constant.
STANDARD PROCEDURE - REPAIRING LEAKS
For proper repairing, a radial tire must be removed
from the wheel. Repairs should only be made if the
defect, or puncture, is in the tread area (Fig. 17). The
tire should be replaced if the puncture is located in
the sidewall.
Deflate tire completely before removing the tire
from the wheel. Use lubrication such as a mild soap
solution when dismounting or mounting tire. Use
tools free of burrs or sharp edges which could dam-
age the tire or wheel rim.
Before mounting tire on wheel, make sure all rust
is removed from the rim bead and repaint if neces-
sary.
Install wheel on vehicle, and tighten to proper
torque specification (Refer to 22 - TIRES/WHEELS/
WHEELS - SPECIFICATIONS).
Fig. 15 Tread Wear Indicators
1 - TREAD ACCEPTABLE
2 - TREAD UNACCEPTABLE
3 - WEAR INDICATOR
22 - 8 TIRES/WHEELSWJ

SPARE TIRE
DESCRIPTION - SPARE / TEMPORARY TIRE
The temporary spare tire is designed for emer-
gency use only. The original tire should be repaired
or replaced at the first opportunity, then reinstalled.
Do not exceed speeds of 50 M.P.H. when using the
temporary spare tire. Refer to Owner's Manual for
complete details.
WHEELS
DESCRIPTION
The rim size is on the vehicle safety certification
label located on the drivers door shut face. The size
of the rim is determined by the drivetrain package.
Original equipment wheels/rims are designed for
operation up to the specified maximum vehicle capac-
ity.
All models use stamped steel, cast aluminum or
forged aluminum wheels. Every wheel has raised sec-
tions between the rim flanges and rim drop well
called safety humps (Fig. 18) .
Initial inflation of the tire forces the bead over
these raised sections. In case of rapid loss of air pres-
sure, the raised sections help hold the tire on the
wheel.
The wheel studs and nuts are designed for specific
applications. All aluminum and some steel wheels
have wheel stud nuts with an enlarged nose. This
enlarged nose is necessary to ensure proper retentionof the wheels. Do not use replacement studs or nuts
with a different design or lesser quality.
DIAGNOSIS AND TESTING - WHEEL
INSPECTION
Inspect wheels for:
²Excessive run out
²Dents or cracks
²Damaged wheel lug nut holes
²Air Leaks from any area or surface of the rim
NOTE: Do not attempt to repair a wheel by hammer-
ing, heating or welding.
If a wheel is damaged an original equipment
replacement wheel should be used. When obtaining
replacement wheels, they should be equivalent in
load carrying capacity. The diameter, width, offset,
pilot hole and bolt circle of the wheel should be the
same as the original wheel.
WARNING: FAILURE TO USE EQUIVALENT
REPLACEMENT WHEELS MAY ADVERSELY
AFFECT THE SAFETY AND HANDLING OF THE
VEHICLE. USED WHEELS ARE NOT RECOM-
MENDED. THE SERVICE HISTORY OF THE WHEEL
MAY HAVE INCLUDED SEVERE TREATMENT OR
VERY HIGH MILEAGE. THE RIM COULD FAIL WITH-
OUT WARNING.
STANDARD PROCEDURE - WHEEL
REPLACEMENT
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.Never
use oil or grease on studs or nuts.
Wheels must be replaced if they have:
²Excessive runout
Fig. 18 Safety Rim
1 - FLANGE
2 - RIDGE
3 - WELL
22 - 10 TIRES/WHEELSWJ

TIRE PRESSURE MONITORING
DESCRIPTION
The EVIC will monitor the tire pressure signals
from the five tire sensors and determine if any tire
has gone below the low pressure threshold or raised
above the high pressure threshold. Refer to the table
below.
LOW TIRE PRESSURE THRESHOLDS
SYSTEM STATUS
INDICATORTIRE PRESSURE
ON 179 kPa (26 PSI)
OFF 214 kPa (31 PSI)
HIGH TIRE PRESSURE THRESHOLDS
SYSTEM STATUS
INDICATORTIRE PRESSURE
ON 310 kPa (45 PSI)
OFF 276 kPa (40 PSI)
The Remote Tire Pressure Monitors (RTPM) are
not internally serviceable. For a Sensor Failure or
Low Battery fault, the RTPM must be replaced.
OPERATION
If equipped with the Tire Pressure Monitoring Sys-
tem, each of the vehicle's five wheels will have a
valve stem with a pressure sensor and radio trans-
mitter built in. Signals from the tire pressure sensors
are received and interpreted by the Electronic Vehi-
cle Information Center (EVIC). A sensor in a
mounted wheel will broadcast its detected pressure
once per minute when the vehicle is moving faster
than 40 km/h (25 mph). The spare tire sensor will
broadcast once every hour. Each sensor's broadcast is
uniquely coded so that the EVIC can determine loca-
tion. The individual tire pressures can be displayed
graphically on the EVIC
DIAGNOSIS AND TESTING - TIRE PRESSURE
MONITORING SYSTEM
All Tire Pressure Monitoring System Faults are
specific to one location. If a9BATTERY LOW9or
9SENSOR FAILURE9fault is detected, the location
will be displayed. The appropriate sensor/transmitter
can then be replaced. If a single sensor/transmitter
cannot be detected by the EVIC, replace that sensor
transmitter. If none of the sensors/transmitters can
be detected, refer to symptoms in the EVIC section.
For additional system description and diagnosis,
refer to Tire Pressure Monitoring in the Body Diag-
nostic manual.
SENSOR
REMOVAL - TIRE PRESSURE SENSOR/
TRANSMITTER
(1) Remove the tire/wheel from the vehicle.
CAUTION: When removing the stick on balancing
weights from the wheel, do not use an abrasive
cleaner or a cleaner which will damage the protec-
tive finish on the wheel.
(2) Remove the balancing weights from the wheel.
NOTE: The cap used on this valve stem contains an
O-ring seal to prevent contamination and moisture
from entering the valve stem. Retain this valve stem
cap for re-use. Do not substitute a regular valve
stem cap in its place.
(3) Remove the cap from the valve stem.
NOTE: The valve stem used on this vehicle is made
of aluminum and the core is nickel plated brass.
The original valve stem core must be reinstalled
and not substituted for a valve stem core made of a
different material. This is required to prevent corro-
sion in the valve stem caused by the different met-
als.
(4) Using the appropriate tool, remove the core
from the valve stem (Fig. 20).
(5) Let the tire fully deflate.
Fig. 20 REMOVING VALVE STEM CORE - TYPICAL
1 - WHEEL
2 - VALVE STEM
3 - TIRE
4 - VALVE STEM CORE TOOL
22 - 12 TIRES/WHEELSWJ

BODY
TABLE OF CONTENTS
page page
BODY
DIAGNOSIS AND TESTING
WATER LEAKS........................1
WIND NOISE..........................2
STANDARD PROCEDURE
STANDARD PROCEDURE - BODY
LUBRICATION.........................2
STANDARD PROCEDURE - DRILLING AND
WELDING............................3
SPECIFICATIONS
BODY LUBRICANTS....................3
SPECIFICATIONS - TORQUE.............4
SPECIAL TOOLS
BODY...............................4DECKLID/HATCH/LIFTGATE/TAILGATE........5
DOOR - FRONT.........................11
DOORS - REAR.........................19
EXTERIOR.............................25
HOOD.................................33
INSTRUMENT PANEL SYSTEM.............36
INTERIOR..............................69
PAINT.................................81
SEATS................................83
STATIONARY GLASS.....................93
SUNROOF.............................96
WEATHERSTRIP/SEALS..................105
BODY STRUCTURE.....................112
BODY
DIAGNOSIS AND TESTING
WATER LEAKS
Water leaks can be caused by poor sealing,
improper body component alignment, body seam
porosity, missing plugs, or blocked drain holes. Cen-
trifugal and gravitational force can cause water to
drip from a location away from the actual leak point,
making leak detection difficult. All body sealing
points should be water tight in normal wet-driving
conditions. Water flowing downward from the front of
the vehicle should not enter the passenger or luggage
compartment. Moving sealing surfaces will not
always seal water tight under all conditions. At
times, side glass or door seals will allow water to
enter the passenger compartment during high pres-
sure washing or hard driving rain (severe) condi-
tions. Overcompensating on door or glass
adjustments to stop a water leak that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After completing
a repair, water test vehicle to verify leak has stopped
before returning vehicle to use.
VISUAL INSPECTION BEFORE WATER LEAK TESTS
Verify that floor and body plugs are in place, body
drains are clear, and body components are properly
aligned and sealed. If component alignment or seal-
ing is necessary, refer to the appropriate section of
this group for proper procedures.
WATER LEAK TESTS
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS
OR TOOLS IN WATER TEST AREA. PERSONAL
INJURY CAN RESULT.
When the conditions causing a water leak have
been determined, simulate the conditions as closely
as possible.
²If a leak occurs with the vehicle parked in a
steady light rain, flood the leak area with an open-
ended garden hose.
²If a leak occurs while driving at highway speeds
in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the
spray in a direction comparable to actual conditions.
²If a leak occurs when the vehicle is parked on an
incline, hoist the end or side of the vehicle to simu-
late this condition. This method can be used when
the leak occurs when the vehicle accelerates, stops or
turns. If the leak occurs on acceleration, hoist the
front of the vehicle. If the leak occurs when braking,
hoist the back of the vehicle. If the leak occurs on left
turns, hoist the left side of the vehicle. If the leak
occurs on right turns, hoist the right side of the vehi-
cle. For hoisting recommendations refer to Group 0,
Lubrication and Maintenance, General Information
section.
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water
test and watch for water tracks or droplets forming
on the inside of the vehicle. If necessary, remove inte-
rior trim covers or panels to gain visual access to the
WJBODY 23 - 1

INSTRUMENT PANEL SYSTEM
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 ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the trim from the right and left A-pil-
lars. (Refer to 23 - BODY/INTERIOR/A-PILLAR
TRIM - REMOVAL).(3) Remove the top cover from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL TOP COVER - REMOVAL).
(4) Remove the four nuts that secure the instru-
ment panel to the studs on the dash panel near the
windshield fence line (Fig. 1).
(5) Remove the scuff plates from the right and left
front door sills. (Refer to 23 - BODY/INTERIOR/
DOOR SILL SCUFF PLATE - REMOVAL).
(6) Remove the trim panels from the right and left
inner cowl sides. (Refer to 23 - BODY/INTERIOR/
COWL TRIM - REMOVAL).
(7) Remove the console from the floor panel trans-
mission tunnel. (Refer to 23 - BODY/INTERIOR/
FLOOR CONSOLE - REMOVAL).
(8) Remove the fuse cover from the Junction Block
(JB). (Refer to 8 - ELECTRICAL/POWER DISTRIBU-
TION/FUSE COVER - REMOVAL).
(9) Remove the cluster bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(10) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL).
(11) Remove the steering column bracket from the
instrument panel steering column support bracket.
(Refer to 23 - BODY/INSTRUMENT PANEL/IP
STEERING COLUMN BRACKET - REMOVAL).
Fig. 1 Instrument Panel to Dash Panel Mounting
1 - STUD (4)
2 - NUT (4)3 - INSTRUMENT PANEL
4 - DASH PANEL
WJINSTRUMENT PANEL SYSTEM 23 - 37

INSTALLATION
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) Prior to installing the instrument panel into
the vehicle, loosen the three nuts that secure the
instrument panel intermediate bracket and the accel-
erator pedal assembly to the studs on the dash panel
(Fig. 8).
(2) With the aid of an assistant, load the instru-
ment panel assembly through the driver side front
door of the vehicle and hang it on the studs on the
dash panel near the windshield fence line (Fig. 1).
(3) Be certain that the molded plastic hook forma-
tions on the instrument panel structural duct are
inserted into and seated in the guide holes at each
cowl side inner panel.
(4) Loosely install the two screws that secure each
end of the instrument panel to the cowl side inner
panels.
(5) Install and tighten the two screws that secure
the passenger side instrument panel structural duct
to the heater and air conditioner housing (Fig. 13).
Tighten the screws to 11.8 N´m (105 in. lbs.).
(6) Install and tighten the one screw that secures
the instrument panel steering column support
bracket to the driver side end of the heater and air
conditioner housing (Fig. 7). Tighten the screw to
11.8 N´m (105 in. lbs.).
(7) Tighten the two screws that secure each end of
the instrument panel to the cowl side inner panels
(Fig. 10) and (Fig. 14). Tighten the screws to 11.8
N´m (105 in. lbs.).
(8) Install and tighten the one screw that secures
the instrument panel steering column support
bracket to the intermediate bracket on the driver
side dash panel (Fig. 8). Tighten the screw to 11.3
N´m (100 in. lbs.).
(9) Tighten the three nuts that secure the instru-
ment panel intermediate bracket and the accelerator
pedal assembly to the studs on the dash panel.
Tighten the nuts to 11.3 N´m (100 in. lbs.).(10) Install and tighten the four nuts that secure
the instrument panel to the studs on the dash panel
near the windshield fence line. Tighten the nuts to
11.8 N´m (105 in. lbs.).
(11) Install and tighten the nut that secures the
instrument panel steering column support bracket to
the stud on the driver side cowl plenum panel (Fig.
9). Tighten the nut to 28.2 N´m (250 in. lbs.).
(12) Reinstall the instrument panel to center floor
tunnel bracket onto the instrument panel and the
floor panel transmission tunnel. (Refer to 23 - BODY/
INSTRUMENT PANEL/IP CENTER FLOOR TUN-
NEL BRACKET - INSTALLATION).
(13) Reconnect the two instrument panel wire har-
ness connectors to the two heater and air conditioner
housing connectors located near the blower motor on
the passenger side end of the housing (Fig. 12).
(14) Reconnect the two halves of the radio antenna
coaxial cable connector near the right cowl side inner
panel under the end of the instrument panel.
(15) Reconnect the instrument panel wire harness
connector to the lower cavity of the inline connector
on the passenger side cowl side inner panel and
tighten the connector screw (Fig. 11). Tighten the
screw to 4 N´m (36 in. lbs.).
(16) Reinstall the lower right center bezel onto the
instrument panel. (Refer to 23 - BODY/INSTRU-
MENT PANEL/IP LOWER RIGHT CENTER BEZEL
- INSTALLATION).
(17) Reinstall the end cap onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL END CAP - INSTALLA-
TION).
(18) If the vehicle is equipped with the manual
heating and air conditioning system, reconnect the
vacuum harness connector located near the driver
side of the floor panel transmission tunnel behind
the driver side floor duct.
(19) Position the driver side floor duct to the
heater and air conditioner housing near the driver
side of the floor panel transmission tunnel (Fig. 7).
(20) Install and tighten the one screw that secures
the driver side floor duct to the heater and air con-
ditioner housing near the driver side of the floor
panel transmission tunnel. Tighten the screw to 2.2
N´m (20 in. lbs.).
(21) Route the instrument panel wire harness to
the floor panel transmission tunnel and engage the
retainers that secure the harness to the mounting
brackets on the tunnel (Fig. 6).
(22) Install the instrument panel wire harness
ground eyelets to the studs on the floor panel trans-
mission tunnel in front of and behind the airbag con-
trol module and secure the eyelets with nuts. Tighten
the nuts to 7.3 N´m (65 in. lbs.).
WJINSTRUMENT PANEL SYSTEM 23 - 43
INSTRUMENT PANEL SYSTEM (Continued)

CLUSTER BEZEL
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 ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Place the tilt steering wheel in its fully lowered
position.
(3) Using a trim stick or another suitable wide
flat-bladed tool, gently pry each of the four corners of
the cluster bezel away from the instrument panel far
enough to disengage the four snap clips from their
receptacles (Fig. 15).(4) Being certain not to scratch the instrument
cluster lens with the two snap clips on the lower
edge of the cluster bezel, roll the top of the cluster
bezel rearward over the top of the steering column.
(5) If the vehicle is so equipped, reach behind the
cluster bezel to access and disconnect the instrument
panel wire harness connector for the headlamp level-
ing switch from the switch connector receptacle.
(6) Remove the cluster bezel from the instrument
panel.
INSTALLATION
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) Position the cluster bezel onto the instrument
panel (Fig. 15).
(2) If the vehicle is so equipped, reach behind the
cluster bezel to access and reconnect the instrument
panel wire harness connector for the headlamp level-
ing switch to the switch connector receptacle.
(3) Being certain not to scratch the instrument
cluster lens with the two snap clips on the lower
edge of the cluster bezel, slide the lower edge of the
cluster bezel forward and down over the top of the
steering column to position it onto the instrument
panel.
(4) Align the two snap clips on the lower edge of
the cluster bezel with their receptacles in the instru-
ment panel.
(5) Press firmly on the cluster bezel over each of
the lower snap clip locations until each of the snap
clips is fully engaged in its receptacle.
(6) Align the two receptacles on the upper edge of
the cluster bezel with the snap clips on the instru-
ment panel.
(7) Press firmly on the cluster bezel over each of
the upper snap clip locations until each of the snap
clips is fully engaged in its receptacle.
(8) Reconnect the battery negative cable.
Fig. 15 Cluster Bezel Remove/Install
1 - INSTRUMENT CLUSTER
2 - INSTRUMENT PANEL CLUSTER BEZEL
3 - STEERING COLUMN OPENING COVER
WJINSTRUMENT PANEL SYSTEM 23 - 45