torque specifications JEEP GRAND CHEROKEE 2002 WJ / 2.G Manual PDF

SPECIFICATIONS - TORQUE
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
BUCKET SEAT BACK FRAME RECLINER BOLTS TO SEAT CUSHION
FRAME28 20 Ð
BUCKET SEAT RECLINER TO SEAT BACK FRAME BOLTS 28 20 Ð
BUCKET SEAT TRACK ADJUSTER NUTS TO SEAT CUSHION FRAME 28 20 Ð
FRONT BUCKET SEAT TO FLOOR PAN BOLTS 40 30 Ð
FRONT BUCKET SEAT TO FLOOR PAN FRONT BOLTS 40 30 Ð
FRONT DOOR HINGE BOLTS 35 26 Ð
FRONT DOOR LATCH TO DOOR SCREWS 10 Ð 89
FRONT DOOR STRIKER TO B-PILLAR 28 20 Ð
HOOD LATCH TO RADIATOR CROSSMEMBER 11 8 Ð
LIFT GATE LATCH STRIKER TO D-PILLAR NUTS 10 Ð 89
REAR DOOR LATCH TO DOOR SCREWS 10 Ð 89
REAR DOOR STRIKER TO C-PILLAR SCREWS 28 20 Ð
REAR SEAT BACK LATCH/HINGE TO SEAT BACK FRAME 28 20 Ð
REAR SEAT BACK LEFT SIDE SUPPORT BRACKET TO CENTER PIVOT
BRACKET28 20 Ð
REAR SEAT BACK RIGHT SIDE SUPPORT BRACKET 28 20 Ð
REAR SEAT CUSHION LATCH BASE PANEL SCREWS 8 Ð 75
REAR SEAT CUSHION TO FLOOR PAN BOLTS 11 8 Ð
SUNROOF MODULE TO ROOF PANEL NUTS 11 8 Ð
SPECIAL TOOLS
BODY
Remover, Moldings C-4829
23 - 4 BODYWJ
BODY (Continued)

HEATING & AIR CONDITIONING
TABLE OF CONTENTS
page page
HEATING & AIR CONDITIONING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM
REQUIREMENTS.......................1
DESCRIPTION - HEATER AND AIR
CONDITIONER........................1
DESCRIPTION - REFRIGERANT SYSTEM
SERVICE PORT........................1
OPERATION
OPERATION - HEATER AND AIR
CONDITIONER........................2
OPERATION - REFRIGERANT SYSTEM
SERVICE PORT........................2DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
PERFORMANCE.......................2
DIAGNOSIS AND TESTING - HEATER
PERFORMANCE.......................6
STANDARD PROCEDURE - DIODE
REPLACEMENT.......................6
SPECIFICATIONS
A/C APPLICATION TABLE................7
TORQUE SPECIFICATIONS..............8
CONTROLS.............................9
DISTRIBUTION..........................36
PLUMBING.............................51
HEATING & AIR
CONDITIONING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM
REQUIREMENTS
To maintain the performance level of the heating-
air conditioning system, the engine cooling system
must be properly maintained. The use of a bug
screen is not recommended. Any obstructions in front
of the radiator or condenser will reduce the perfor-
mance of the air conditioning and engine cooling sys-
tems.
The engine cooling system includes the heater core
and the heater hoses. Refer to Cooling for more infor-
mation before opening, or attempting any service to
the engine cooling system.
DESCRIPTION - HEATER AND AIR
CONDITIONER
A manual temperature control type heating-air
conditioning system is standard factory-installed
equipment on this model. An electronically controlled
Automatic Zone Control (AZC) type heating-air con-
ditioning system is an available factory-installed
option.
All vehicles are equipped with a common HVAC
housing assembly (Fig. 1). The system combines air
conditioning, heating, and ventilating capabilities in
a single unit housing mounted under the instrument
panel.DESCRIPTION - REFRIGERANT SYSTEM
SERVICE PORT
The two refrigerant system service ports are used
to charge, recover/recycle, evacuate, and test the air
conditioning refrigerant system. Unique service port
coupler sizes are used on the R-134a system to
ensure that the refrigerant system is not accidentally
contaminated by the use of the wrong refrigerant
(R-12), or refrigerant system service equipment.
Fig. 1 Blend-Air HVAC System - (typical)
1 - Blend Door
2 - Expansion Valve
3 - Evaporator Core
4 - Blower Assembly
5 - Recirculation Door
6 - Evaporator Probe
7 - Heater Core
8 - Heat/Defrost Door
9 - Panel/Defrost Door
WJHEATING & AIR CONDITIONING 24 - 1

TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
A/C COMPRESSOR
SHAFT BOLT13 9.6 115
A/C COMPRESOR LINE
MANIFOLD FASTENERS
4.0L/4.7L25.4 18.75 225
A/C COMPRESOR LINE
MANIFOLD FASTENERS
2.7L DIESEL22 16.2 195
A/C COMPRESSOR TO
ENGINE BLOCK BOLTS -
4.0L/4.7L45-65 33-48 398-575
A/C COMPRESSOR TO
ENGINE BLOCK BOLTS -
2.7L DIESEL30 22 266
A/C COMPRESSOR REAR
BRACE BOLTS - 4.0L40-55 30-41 354-487
A/C COMPRESSOR REAR
BRACE BOLTS - 4.7L35-45 26-33 310-398
A/C CONDENSER TO
REFRIG. LINE
FASTENERS28 21 248
A/C EVAPORATOR LINE to
TXV FASTENERS28 21 247
ACCUMULATOR
RETAINING BAND
(4.0L/4.7L)12 9.0 106
ACCUMULATOR
RETAINING BAND (3.1L
DIESEL)5 3.7 44
BLOWER MOTOR
SCREWS2.2 1.7 20
DOOR ACTUATOR
SCREWS2.2 1.7 20
HVAC HOUSING SCREWS 2.2 1.7 20
HVAC HOUSING TO DASH
PANEL NUTS (ENGINE
COMP. SIDE)75 62
HVAC HOUSING TO DASH
PANEL NUTS
(PASSENGER COMP.
SIDE)4.5 3.3 40
EXPANSION VALVE TO
HVAC FASTENERS20 15 177
SUCTION LINE TO
ACCUMULATOR FITTING28 20.7 248
24 - 8 HEATING & AIR CONDITIONINGWJ
HEATING & AIR CONDITIONING (Continued)

tive system and seal the evaporative system so the
leak detection test can be run.
The primary components within the assembly are:
A three port solenoid that activates both of the func-
tions listed above; a pump which contains a switch,
two check valves and a spring/diaphragm, a canister
vent valve (CVV) seal which contains a spring loaded
vent seal valve.
Immediately after a cold start, between predeter-
mined temperature thresholds limits, the three port
solenoid is briefly energized. This initializes the
pump by drawing air into the pump cavity and also
closes the vent seal. During non test conditions the
vent seal is held open by the pump diaphragm
assembly which pushes it open at the full travel posi-
tion. The vent seal will remain closed while the
pump is cycling due to the reed switch triggering of
the three port solenoid that prevents the diaphragm
assembly from reaching full travel. After the brief
initialization period, the solenoid is de-energized
allowing atmospheric pressure to enter the pump
cavity, thus permitting the spring to drive the dia-
phragm which forces air out of the pump cavity and
into the vent system. When the solenoid is energized
and de energized, the cycle is repeated creating flow
in typical diaphragm pump fashion. The pump is con-
trolled in 2 modes:
Pump Mode:The pump is cycled at a fixed rate to
achieve a rapid pressure build in order to shorten the
overall test length.
Test Mode:The solenoid is energized with a fixed
duration pulse. Subsequent fixed pulses occur when
the diaphragm reaches the Switch closure point.
The spring in the pump is set so that the system
will achieve an equalized pressure of about 7.5º
water. The cycle rate of pump strokes is quite rapid
as the system begins to pump up to this pressure. As
the pressure increases, the cycle rate starts to drop
off. If there is no leak in the system, the pump would
eventually stop pumping at the equalized pressure. If
there is a leak, it will continue to pump at a rate rep-
resentative of the flow characteristic of the size of the
leak. From this information we can determine if the
leak is larger than the required detection limit (cur-
rently set at .040º orifice by CARB). If a leak is
revealed during the leak test portion of the test, the
test is terminated at the end of the test mode and no
further system checks will be performed.
After passing the leak detection phase of the test,
system pressure is maintained by turning on the
LDP's solenoid until the purge system is activated.
Purge activation in effect creates a leak. The cycle
rate is again interrogated and when it increases due
to the flow through the purge system, the leak check
portion of the diagnostic is complete.The canister vent valve will unseal the system
after completion of the test sequence as the pump
diaphragm assembly moves to the full travel position.
Evaporative system functionality will be verified by
using the stricter evap purge flow monitor. At an
appropriate warm idle the LDP will be energized to
seal the canister vent. The purge flow will be clocked
up from some small value in an attempt to see a
shift in the 02 control system. If fuel vapor, indicated
by a shift in the 02 control, is present the test is
passed. If not, it is assumed that the purge system is
not functioning in some respect. The LDP is again
turned off and the test is ended.
MISFIRE MONITOR
Excessive engine misfire results in increased cata-
lyst temperature and causes an increase in HC emis-
sions. Severe misfires could cause catalyst damage.
To prevent catalytic convertor damage, the PCM
monitors engine misfire.
The Powertrain Control Module (PCM) monitors
for misfire during most engine operating conditions
(positive torque) by looking at changes in the crank-
shaft speed. If a misfire occurs the speed of the
crankshaft will vary more than normal.
FUEL SYSTEM MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the Air Fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio of 14.7 to 1. This is done by making
short term corrections in the fuel injector pulse width
based on the O2S sensor output. The programmed
memory acts as a self calibration tool that the engine
controller uses to compensate for variations in engine
specifications, sensor tolerances and engine fatigue
over the life span of the engine. By monitoring the
actual fuel-air ratio with the O2S sensor (short term)
and multiplying that with the program long-term
(adaptive) memory and comparing that to the limit,
it can be determined whether it will pass an emis-
sions test. If a malfunction occurs such that the PCM
cannot maintain the optimum A/F ratio, then the
MIL will be illuminated.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. This can increase vehicle emissions
25 - 18 EMISSIONS CONTROLWJ
EMISSIONS CONTROL (Continued)

EVAPORATIVE EMISSIONS
TABLE OF CONTENTS
page page
EVAPORATIVE EMISSIONS
DESCRIPTION
DESCRIPTION - EVAPORATION CONTROL
SYSTEM............................24
DESCRIPTION - CCV SYSTEM...........25
DESCRIPTION - PCV SYSTEM...........25
OPERATION
OPERATION - 4.0L CCV SYSTEM.........26
OPERATION - 4.7L PCV SYSTEM.........26
SPECIFICATIONS
TORQUE - EVAPORATION SYSTEM.......27
CCV HOSE
DIAGNOSIS AND TESTING - CCV SYSTEM -
4.0L................................28
REMOVAL - FIXED ORIFICE FITTING........28
INSTALLATION - FIXED ORIFICE FITTING....29
EVAP/PURGE SOLENOID
DESCRIPTION.........................29
OPERATION...........................29
REMOVAL.............................29
INSTALLATION.........................29
FUEL FILLER CAP
DESCRIPTION.........................29
OPERATION...........................29REMOVAL.............................29
LEAK DETECTION PUMP
DESCRIPTION.........................30
OPERATION...........................31
DIAGNOSIS AND TESTING - ENABLING
CONDITIONS TO RUN EVAP LEAK
DETECTION TEST.....................32
REMOVAL.............................35
INSTALLATION.........................35
ORVR
DESCRIPTION.........................37
OPERATION...........................37
P C V VA LV E
DIAGNOSIS AND TESTING - PCV VALVE/PCV
SYSTEM - 4.7L.......................37
REMOVAL - PCV VALVE - 4.7L.............39
INSTALLATION - PCV VALVE - 4.7L.........39
VACUUM LINES
DESCRIPTION.........................39
VAPOR CANISTER
DESCRIPTION.........................39
OPERATION...........................39
REMOVAL.............................40
INSTALLATION.........................40
EVAPORATIVE EMISSIONS
DESCRIPTION
DESCRIPTION - EVAPORATION CONTROL
SYSTEM
The evaporation control system prevents the emis-
sion of fuel tank vapors into the atmosphere. When
fuel evaporates in the fuel tank, the vapors pass
through the control valve, through the fuel manage-
ment valve, and through vent hoses and tubes to a
charcoal filled evaporative canister. The canister tem-
porarily holds the vapors. The Powertrain Control
Module (PCM) allows intake manifold vacuum todraw vapors into the combustion chambers during
certain operating conditions.
Gas powered engines use a duty cycle purge sys-
tem. The PCM controls vapor flow by operating the
duty cycle EVAP purge solenoid. Refer to Duty Cycle
EVAP Canister Purge Solenoid.
When equipped with certain emissions packages, a
Leak Detection Pump (LDP) will be used as part of
the evaporative system for OBD II requirements.
Also refer to Leak Detection Pump.
Vehicles powered with gasoline engines are also
equipped with ORVR (On-Board Refueling Vapor
Recovery). Refer to ORVR for additional information.
25 - 24 EVAPORATIVE EMISSIONSWJ

During periods of high manifold vacuum, such as
idle or cruising speeds, vacuum is sufficient to com-
pletely compress spring. It will then pull the plunger
to the top of the valve (Fig. 6). In this position there
is minimal vapor flow through the valve.
During periods of moderate manifold vacuum, the
plunger is only pulled part way back from inlet. This
results in maximum vapor flow through the valve
(Fig. 7).
SPECIFICATIONS
TORQUE - EVAPORATION SYSTEM
DESCRIPTION N-m Ft. Lbs. In. Lbs.
Crankcase Breathers - 3.7L /
4.7L12 - 106
EVAP Canister Mounting 11 - 100
EVAP Canister Purge
Solenoid Mounting Nuts9- 80
LDP Pump-to-Support Bracket 2 - 20
LDP Pump Support
Bracket-to-Frame28 - 250
Fig. 5 Engine Off or Engine Pop-BackÐNo Vapor
FlowFig. 6 High Intake Manifold VacuumÐMinimal Vapor
Flow
Fig. 7 Moderate Intake Manifold VacuumÐMaximum
Vapor Flow
WJEVAPORATIVE EMISSIONS 25 - 27
EVAPORATIVE EMISSIONS (Continued)

Check the vapor/vacuum lines at the LDP, LDP
filter and EVAP canister purge solenoid for
damage or leaks. If a leak is present, a Diagnos-
tic Trouble Code (DTC) may be set.
(2) Connect electrical connector to LDP.
(3) While raising front section of support bracket,
connect LDP wiring clip (Fig. 20).
(4) Install 3 LDP mounting bolts (Fig. 19). Refer to
Torque Specifications.
(5) Join front and rear sections of two-piece sup-
port bracket by installing 3 bolts on bottom of sup-
port bracket (Fig. 17). Do not tighten bolts at this
time.
(6) Install support bracket brace bolt (Fig. 17). Do
not tighten bolt at this time.
(7) Tighten 2 support bracket nuts at frame rail
(Fig. 19). Refer to Torque Specifications.
(8) Tighten 3 support bracket bolts and brace bolt.
Refer to Torque Specifications.
(9) Position stone shield behind left/rear wheel
(Fig. 18). Install new plastic rivets.
ORVR
DESCRIPTION
The ORVR (On-Board Refueling Vapor Recovery)
system consists of a unique fuel tank, flow manage-
ment valve, fluid control valve, one-way check valve
and vapor canister. Certain ORVR components can be
found in (Fig. 1).
OPERATION
The ORVR (On-Board Refueling Vapor Recovery)
system is used to remove excess fuel tank vapors.
This is done while the vehicle is being refueled. Cer-
tain ORVR components can be found in (Fig. 1).
Fuel flowing into the fuel filler tube (approx. 1º
I.D.) creates an aspiration effect drawing air into the
fuel fill tube. During refueling, the fuel tank is
vented to the EVAP canister to capture escaping
vapors. With air flowing into the filler tube, there are
no fuel vapors escaping to the atmosphere. Once the
refueling vapors are captured by the EVAP canister,
the vehicle's computer controlled purge system draws
vapor out of the canister for the engine to burn. The
vapor flow is metered by the purge solenoid so that
there is no, or minimal impact on driveability or
tailpipe emissions.As fuel starts to flow through the fuel fill tube, it
opens the normally closed check valve and enters the
fuel tank. Vapor or air is expelled from the tank
through the control valve and on to the vapor canis-
ter. Vapor is absorbed in the EVAP canister until
vapor flow in the lines stops. This stoppage occurs
following fuel shut-off, or by having the fuel level in
the tank rise high enough to close the control valve.
This control valve contains a float that rises to seal
the large diameter vent path to the EVAP canister.
At this point in the refueling process, fuel tank pres-
sure increases, the check valve closes (preventing liq-
uid fuel from spiting back at the operator), and fuel
then rises up the fuel filler tube to shut off the dis-
pensing nozzle.
PCV VALVE
DIAGNOSIS AND TESTING - PCV VALVE/PCV
SYSTEM - 4.7L
(1) Disconnect PCV line/hose (Fig. 21) by discon-
necting rubber connecting hose at PCV valve fitting.
(2) Remove PCV valve at oil filler tube by rotating
PCV valve downward until locating tabs have been
freed at cam lock (Fig. 21). After tabs have cleared,
pull valve straight out from filler tube.To prevent
damage to PCV valve locating tabs, valve must
be pointed downward for removal. Do not force
valve from oil filler tube.
(3) After valve is removed, check condition of valve
o-ring (Fig. 21). Also, PCV valve should rattle when
shaken.
(4) Reconnect PCV valve to its connecting line/
hose.
(5) Start engine and bring to idle speed.
(6) If valve is not plugged, a hissing noise will be
heard as air passes through valve. Also, a strong vac-
uum should be felt with a finger placed at valve
inlet.
(7) If vacuum is not felt at valve inlet, check line/
hose for kinks or for obstruction. If necessary, clean
out intake manifold fitting at rear of manifold. Do
this by turning a 1/4 inch drill (by hand) through the
fitting to dislodge any solid particles. Blow out the
fitting with shop air. If necessary, use a smaller drill
to avoid removing any metal from the fitting.
WJEVAPORATIVE EMISSIONS 25 - 37
LEAK DETECTION PUMP (Continued)

REMOVAL
The EVAP canister is located behind the left-rear
wheel (Fig. 24). It is attached to a two-piece support
bracket (Fig. 25).
(1) Remove rear bumper facia. Refer to Rear Facia
Removal / Installation in Frame & Bumpers section.
(2) Remove 1 support bracket brace bolt (Fig. 25).
(3) Loosen, but do not remove 2 support bracket
nuts (Fig. 26).
(4) Remove upper/rear support bracket mounting
bolt (Fig. 27).
(5) Carefully lower support bracket assembly to
gain access to vapor / vacuum lines. To prevent dam-
age to lines, suspend bracket assembly with rope or
string.
(6) Disconnect necessary vacuum / vapor lines at
EVAP canister.
(7) Remove EVAP canister mounting bolt (Fig. 28).
(8) Lift canister from support bracket (2 pins are
used to align canister into support bracket)
INSTALLATION
The EVAP canister is located behind the left-rear
wheel (Fig. 24). It is attached to a two-piece support
bracket (Fig. 25).
(1) Position canister to support bracket. Guide 2
alignment pins into support bracket.
(2) Install EVAP canister mounting bolt (Fig. 28).
Refer to Torque Specifications.
(3) Carefully install vapor / vacuum lines to canis-
ter.The vapor/vacuum lines and hoses must be
firmly connected. Check the vapor/vacuum
lines at the LDP, LDP filter and EVAP canister
purge solenoid for damage or leaks. If a leak is
present, a Diagnostic Trouble Code (DTC) may
be set.
Fig. 24 LOCATION, LDP / EVAP CANISTER
1 - LEAK DETECTION PUMP
2 - EVAP CANISTER
Fig. 25 TWO-PIECE SUPPORT BRACKET
1 - TWO-PIECE SUPPORT BRACKET (FRONT)
2 - SUPPORT BRACKET BRACE
3 - TWO-PIECE SUPPORT BRACKET (REAR)
4 - SUPPORT BRACKET ATTACHING BOLTS (3)
5 - SUPPORT BRACKET BRACE BOLT
25 - 40 EVAPORATIVE EMISSIONSWJ
VAPOR CANISTER (Continued)

(4) Carefully raise support bracket assembly to
frame rail. Install 1 support bracket brace bolt (Fig.
25) and 2 support bracket nuts (Fig. 26).
(5) Install upper/rear support bracket mounting
bolt (Fig. 27). Refer to Torque Specifications.
(6) Install rear bumper facia. Refer to Rear Facia
Removal / Installation in Frame & Bumpers section.
Fig. 27 SUPPORT BRACKET BOLT
1 - EVAP CANISTER
2 - UPPER / REAR SUPPORT BRACKET BOLT
3 - SLOTTED HOLE
4 - ALIGNMENT PINS (2)
5 - TWO-PIECE SUPPORT BRACKET
Fig. 28 EVAP CANISTER REMOVE / INSTALL
1 - EVAP CANISTER MOUNTING BOLT
2 - SLOTTED HOLE
3 - EVAP CANISTER (LOWERED)
Fig. 26 SUPPORT BRACKET NUTS
1 - SUPPORT BRACKET NUTS (2)
2 - SUPPORT BRACKET (FRONT)
3 - SUPPORT BRACKET BRACE BOLT
4 - LDP MOUNTING BOLTS (3)
WJEVAPORATIVE EMISSIONS 25 - 41
VAPOR CANISTER (Continued)