Actuator JEEP GRAND CHEROKEE 2003 WJ / 2.G Workshop Manual

INSTALLATION
INSTALLATION - FRONT DISC BRAKE ROTOR
NOTE: If a new rotor is installed it must be match
mounted to the hub/bearing.
(1) Install rotor on hub studs in its original loca-
tion.
(2) Install the caliper anchor assembly on the
knuckle. Install anchor bolts and tighten to 90-115
N´m (66-85 ft. lbs.).
(3) Install wheel and tire assembly.
(4) Remove support and lower the vehicle.
(5) Pump brake pedal to seat caliper pistons and
brake shoes. Do not move vehicle until firm brake
pedal is obtained.
INSTALLATION - REAR DISC BRAKE ROTOR
(1) Install rotor on axle studs.
(2) Install the caliper anchor assembly.
(3) Install anchor bolts and tighten to 90-115 N´m
(66-85 ft. lbs.).
(4) Install wheel and tire assembly.
(5) Remove support and lower the vehicle.
(6) Pump brake pedal until caliper pistons and
brake shoes are seated.
PARKING BRAKE
OPERATION
The parking brakes operated by a automatic ten-
sioner mechanism built into the hand lever and cable
system. The front cable is connected to the hand
lever and the equalizer. The rear cables attached to
the equalizer and the parking brake shoe actuator.
A set of drum type brake shoes are used for park-
ing brakes. The shoes are mounted to the rear disc
brake adaptor. The parking brake drum is integrated
into the rear disc brake rotor.
Parking brake cable adjustment is controlled by an
automatic tensioner mechanism. The only adjust-
ment if necessary is to the park brake shoes if the
linings are worn.
DIAGNOSIS AND TESTING - PARKING BRAKE
NOTE: Parking brake adjustment is controlled by an
automatic cable tensioner and does not require
adjustment. The only adjustment that may be nec-
essary would be to the park brake shoes if they are
worn.
The parking brake switch is in circuit with the red
warning lamp in the dash. The switch will cause the
lamp to illuminate only when the parking brakes are
applied. If the lamp remains on after parking brake
release, the switch or wires are faulty.
If the red lamp comes on a fault has occurred in
the front or rear brake hydraulic system.
If the red warning lamp and yellow warning lamp
come on, the electronic brake distribution may be at
fault.
In most cases, the actual cause of an improperly
functioning parking brake (too loose/too tight/won't
hold), can be traced to a parking brake component.
NOTE: The leading cause of improper parking brake
operation, is excessive clearance between the park-
ing brake shoes and the shoe braking surface.
Excessive clearance is a result of lining and/or
drum wear, drum surface machined oversize.
Excessive parking brake lever travel (sometimes
described as a loose lever or too loose condition), is
the result of worn brake shoes, improper brake shoe
adjustment, or improperly assembled brake parts.
A too loose condition can also be caused by inoper-
ative or improperly assembled parking brake shoe
parts.
A condition where the parking brakes do not hold,
will most probably be due to a wheel brake compo-
nent.
Items to look for when diagnosing a parking brake
problem, are:
²Brake shoe wear
²Drum surface (in rear rotor) machined oversize
²Front cable not secured to lever
²Rear cable not attached to actuator
²Rear cable seized
²Parking brake lever not seated
²Parking brake lever bind
5 - 34 BRAKES - BASEWJ
ROTORS (Continued)

(7) Raise and support the vehicle.
(8) Remove the wheel and tire assemblies.
(9) Remove the brake calipers, caliper anchors and
rotors.
(10) Remove the ABS sensor wiring harness (Fig.
74)from the rear brake cables.
(11) Remove the cable retainer bolts (Fig. 74) from
the rear spring pads.
(12) Pull the cables out of the upper suspension
arm brackets.
(13) Push the cable in and lift up the end of cable
with a small screw driver to disengage the cable from
the parking brake actuator (Fig. 75).
(14) Remove the cable from the vehicle.
INSTALLATION
INSTALLATION - FRONT PARKING BRAKE
CABLE
(1) Install thecable into the parking brake lever
bracket and equalizer bracket.
(2) Install the front cable to the floor pan and
install retainer nuts.
(3) Engage the front cable ends to the parking
brake lever and equalizer.
(4) Install the front carpet, (Refer to 23 - BODY/
INTERIOR/CARPETS AND FLOOR MATS -
INSTALLATION).
(5) Pull on the lever to release the lock out spring.
(6) Install the center console, (Refer to 23 - BODY/
INTERIOR/FLOOR CONSOLE - INSTALLATION).
(7) Fold down the rear carpet cover and rear seat.
INSTALLATION - REAR PARKING BRAKE
CABLES
(1) Install the cables through the caliper anchor
mount. Then push the end of cable strand in to
engage the cable end to the parking brake actuator.
(2) Feed the other end of the cables through the
body and into the equalizer bracket (Fig. 76).
Fig. 74 Left Rear Parking Brake Cable
1 - CABLE BRACKET
2 - UPPER SUSPENSION ARM
3 - PARKING BRAKE CABLE
4 - CABLE RETAINER
5 - ABS SENSOR WIRING
Fig. 75 Parking Brake
1 - CABLE END
2 - SCREW DRIVER
3 - PARKING BRAKE ACTUATOR
4 - BRAKE SHOES
Fig. 76 Equalizer Bracket
1 - EQUALIZER
2 - RIGHT REAR CABLE
3 - LEFT REAR CABLE
4 - FRONT CABLE
WJBRAKES - BASE 5 - 37
CABLES (Continued)

(8) Remove the park brake lever mounting nuts
and console bracket (Fig. 80).
(9) Lift the lever assembly off the mounting studs
and pull the front cable out of the lever bracket.
INSTALLATION
(1) Install the lever assembly on the mounting
studs while feeding the front cable into the lever
bracket.
(2) Install the console bracket (Fig. 80) and mount-
ing nuts.
(3) Engage the front cable end to the lever.
(4) Connect parking brake switch wire connector.
(5) Pull on the lever to release the lock out spring.
(6) Install center console,(Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - INSTALLATION).
(7) Fold down the rear carpet cover and rear seat.
SHOES
REMOVAL
(1) Lock out park brake lever (Fig. 81).
(2) Raise vehicle.
(3) Remove rear wheel and tire assembly.
(4) Remove caliper and anchor as an assembly.
(5) Remove rubber access plug from back of rear
disc brake splash shield.
(6) If necessary retract parking brake shoes with
brake adjuster tool (Fig. 82). Position tool at top of
star wheel and rotate wheel.
(7) Remove rotor from axle hub flange.
(8) Remove the lower shoe to shoe spring/adjuster
spring with needle nose pliers (Fig. 83).
(9) Remove the upper shoe to shoe spring/return
spring with brake pliers (Fig. 84).(10) Remove shoe hold-down clips and pins (Fig.
85). Clip is held in place by pin which fits in clip
notch. To remove clip, first push clip ends together
and slide clip until head of pin clears narrow part of
notch. Then remove clip and pin.
(11) Remove shoes and adjuster.
INSTALLATION
(1) Install shoes on splash shield with hold down
clips and pins. Be sure shoes are properly engaged in
the park brake actuator.
(2) Lubricate and install adjuster screw assembly.
Be sure notched ends of screw assembly are properly
seated on shoes and that star wheel is aligned with
access hole in shield.
Fig. 80 Parking Brake Lever Mounting
1 - MOUNTING NUT
2 - PARK BRAKE LEVER
Fig. 81 Lock Out Spring
1 - LOCK OUT SPRING
Fig. 82 Retracting Parking Brake Shoes
1 - ACCESS HOLE
2 - BRAKE ADJUSTING TOOL
3 - SPLASH SHIELD
WJBRAKES - BASE 5 - 39
LEVER (Continued)

certain conditions or inputs to provide the vehicle
operator with an audible alert to supplement a visual
indication.
The EMIC circuitry operates on battery current
received through fused B(+) fuses in the Power Dis-
tribution Center (PDC) and the Junction Block (JB)
on a non-switched fused B(+) circuit, and on battery
current received through a fused ignition switch out-
put (run-start) fuse in the JB on a fused ignition
switch output (run-start) circuit. This arrangement
allows the EMIC to provide some features regardless
of the ignition switch position, while other features
will operate only with the ignition switch in the On
or Start positions. The EMIC circuitry is grounded
through two separate ground circuits of the instru-
ment panel wire harness. These ground circuits
receive ground through take outs of the instrument
panel wire harness with eyelet terminal connectors
that are secured by a nut to a ground stud located on
the floor panel transmission tunnel beneath the cen-
ter floor console, just forward of the Airbag Control
Module (ACM).
The EMIC also has a self-diagnostic actuator test
capability, which will test each of the PCI bus mes-
sage-controlled functions of the cluster by lighting
the appropriate indicators (except the airbag indica-
tor), sweeping the gauge needles across the gauge
faces from their minimum to their maximum read-
ings, and stepping the odometer display sequentially
from all zeros through all nines. (Refer to 8 - ELEC-
TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS
AND TESTING). The self-diagnostic actuator test
can be initialized manually or using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the EMIC.
GAUGES
All gauges receive battery current through the
EMIC circuitry when the ignition switch is in the On
or Start positions. With the ignition switch in the Off
position battery current is not supplied to any
gauges, and the EMIC circuitry is programmed to
move all of the gauge needles back to the low end of
their respective scales. Therefore, the gauges do not
accurately indicate any vehicle condition unless the
ignition switch is in the On or Start positions. All of
the EMIC gauges, except the odometer, are air core
magnetic units. Two fixed electromagnetic coils are
located within each gauge. These coils are wrapped
at right angles to each other around a movable per-
manent magnet. The movable magnet is suspended
within the coils on one end of a pivot shaft, while the
gauge needle is attached to the other end of the
shaft. One of the coils has a fixed current flowingthrough it to maintain a constant magnetic field
strength. Current flow through the second coil
changes, which causes changes in its magnetic field
strength. The current flowing through the second coil
is changed by the EMIC circuitry in response to mes-
sages received over the PCI data bus. The gauge nee-
dle moves as the movable permanent magnet aligns
itself to the changing magnetic fields created around
it by the electromagnets.
The gauges are diagnosed using the EMIC self-di-
agnostic actuator test. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the PCI data bus, and
the data bus message inputs to the EMIC that con-
trol each gauge requires the use of a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
Specific operation details for each gauge may be
found elsewhere in this service information.
VACUUM-FLUORESCENT DISPLAY
The Vacuum-Fluorescent Display (VFD) module is
soldered to the EMIC circuit board. The display is
active with the ignition switch in the On or Start
positions, and inactive when the ignition switch is in
any other position. The illumination intensity of the
VFD is controlled by the EMIC circuitry based upon
electronic dimming level messages received from the
BCM over the PCI data bus, and is synchronized
with the illumination intensity of other VFDs in the
vehicle. The BCM provides dimming level messages
based upon internal programming and inputs it
receives from the control knob and control ring on
the control stalk of the left (lighting) multi-function
switch on the steering column.
The VFD has several display capabilities including
odometer and trip odometer information. An odome-
ter/trip odometer switch on the EMIC circuit board is
used to control the display modes. This switch is
actuated manually by depressing the odometer/trip
odometer switch button that extends through the
lower edge of the cluster lens, just right of the speed-
ometer. Actuating this switch momentarily with the
ignition switch in the On position will toggle the
VFD between the odometer and trip odometer modes.
The EMIC microprocessor remembers which display
mode is active when the ignition switch is turned to
the Off position, and returns the display to that
mode when the ignition switch is turned On again.
Depressing the switch button for about two seconds
while the VFD is in the trip odometer mode will
reset the trip odometer value to zero. Holding this
switch depressed while turning the ignition switch
from the Off position to the On position will initiate
the EMIC self-diagnostic actuator test. Refer to the
appropriate diagnostic information for additional
details on this VFD function.
WJINSTRUMENT CLUSTER 8J - 5
INSTRUMENT CLUSTER (Continued)

The VFD is diagnosed using the EMIC self-diag-
nostic actuator test. (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the PCI data bus and
the data bus message inputs to the EMIC that con-
trol the VFD functions requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation. Specific operation details for the odometer
and trip odometer functions of the VFD may be found
elsewhere in this service information.
INDICATORS
Indicators are located in various positions within
the EMIC and are all connected to the EMIC circuit
board. The turn signal indicators are hard wired. The
brake indicator is controlled by PCI data bus mes-
sages from the Controller Antilock Brake (CAB) as
well as by hard wired park brake switch and brake
fluid level switch inputs to the EMIC. The Malfunc-
tion Indicator Lamp (MIL) is normally controlled by
PCI data bus messages from the Powertrain Control
Module (PCM); however, if the EMIC loses PCI data
bus communication, the EMIC circuitry will automat-
ically turn the MIL on until PCI data bus communi-
cation is restored. The EMIC uses PCI data bus
messages from the Airbag Control Module (ACM), the
BCM, the PCM, the CAB, the Sentry Key Immobi-
lizer Module (SKIM), and the Transmission Control
Module (TCM) to control all of the remaining indica-
tors.
The various indicators are controlled by different
strategies; some receive fused ignition switch output
from the EMIC circuitry and have a switched ground,
others are grounded through the EMIC circuitry and
have a switched battery feed, while still others are
completely controlled by the EMIC microprocessor
based upon various hard wired and electronic mes-
sage inputs. Some indicators are illuminated at a
fixed intensity, while the illumination intensity of
others is synchronized with that of the EMIC general
illumination lamps.
The hard wired indicators are diagnosed using con-
ventional diagnostic methods. The EMIC and PCI
bus message controlled indicators are diagnosed
using the EMIC self-diagnostic actuator test. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
DIAGNOSIS AND TESTING). Proper testing of the
PCI data bus and the electronic data bus message
inputs to the EMIC that control each indicator
require the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information. Specific details of
the operation for each indicator may be found else-
where in this service information.CLUSTER ILLUMINATION
Two types of general cluster illumination are avail-
able in this model. Base versions of the EMIC have
several incandescent illumination lamps, while pre-
mium versions of the EMIC have a single electro-lu-
minescent lamp. Both types of lamps provide cluster
back lighting whenever the exterior lighting is
turned On with the control knob on the left (lighting)
multi-function switch control stalk. The illumination
intensity of these lamps is adjusted by the EMIC
microprocessor based upon electronic dimming level
messages received from the Body Control Module
(BCM) over the PCI data bus. The BCM provides
electronic dimming level messages to the EMIC
based upon internal programming and inputs it
receives when the control ring on the left (lighting)
multi-function switch control stalk is rotated (down
to dim, up to brighten) to one of six available minor
detent positions.
The incandescent illumination lamps receive bat-
tery current at all times, while the ground for these
lamps is controlled by a 12-volt Pulse Width Modu-
lated (PWM) output of the EMIC electronic circuitry.
The illumination intensity of these bulbs and of the
vacuum-fluorescent electronic display are controlled
by the instrument cluster microprocessor based upon
dimming level messages received from the Body Con-
trol Module (BCM) over the PCI data bus. The BCM
uses inputs from the headlamp and panel dimmer
switches within the left (lighting) multi-function
switch control stalk and internal programming to
decide what dimming level message is required. The
BCM then sends the proper dimming level messages
to the EMIC over the PCI data bus.
The electro-luminescent lamp unit consists of lay-
ers of phosphor, carbon, idium tin oxide, and dielec-
tric applied by a silk-screen process between two
polyester membranes and includes a short pigtail
wire and connector. The lamp pigtail wire is con-
nected to a small connector receptacle on the EMIC
circuit board through a small clearance hole in the
cluster housing rear cover. The EMIC electronic cir-
cuitry also uses a PWM strategy to control the illu-
mination intensity of this lamp; however, the EMIC
powers this lamp with an Alternating Current (AC)
rated at 80 volts rms (root mean squared) and 415
Hertz, which excites the phosphor particles causing
them to luminesce.
The BCM also has several hard wired panel lamp
driver outputs and sends the proper panel lamps
dimming level messages over the PCI data bus to
coordinate the illumination intensity of all of the
instrument panel lighting and the VFDs of other
electronic modules on the PCI data bus. Vehicles
equipped with the Auto Headlamps option have an
automatic parade mode. In this mode, the BCM uses
8J - 6 INSTRUMENT CLUSTERWJ
INSTRUMENT CLUSTER (Continued)

an input from the auto headlamp light sensor to
determine the ambient light levels. If the BCM
decides that the exterior lighting is turned on in the
daylight, it overrides the selected panel dimmer
switch signal by sending a message over the PCI
data bus to illuminate all vacuum fluorescent dis-
plays at full brightness for improved visibility in day-
time light levels. The automatic parade mode has no
effect on the incandescent bulb illumination intensity.
The hard wired cluster illumination circuits
between the left (lighting) multi-function switch and
the BCM may be diagnosed using conventional diag-
nostic tools and methods. The electro-luminescent
lamp is diagnosed using the EMIC self-diagnostic
actuator test. (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER - DIAGNOSIS AND TESTING).
However, proper testing of the EMIC and the elec-
tronic dimming level messages sent by the BCM over
the PCI data bus requires the use of a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
CHIME SERVICE
The EMIC is programmed to request chime service
from the Body Control Module (BCM) when certain
indicators are illuminated. The EMIC chime request
for illumination of the low fuel indicator is a cus-
tomer programmable feature. When the programmed
conditions are met, the EMIC generates an electronic
chime request message and sends it over the PCI
data bus to the BCM. Upon receiving the proper
chime request, the BCM activates an integral chime
tone generator to provide the audible chime tone to
the vehicle operator. (Refer to 8 - ELECTRICAL/
CHIME WARNING SYSTEM - OPERATION). Proper
testing of the PCI data bus and the electronic chime
request message outputs from the EMIC requires the
use of a DRBIIItscan tool. Refer to the appropriate
diagnostic information.
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER
If all of the instrument cluster gauges and/or indi-
cators are inoperative, refer to PRELIMINARY
DIAGNOSIS . If an individual gauge or Programma-
ble Communications Interface (PCI) data bus mes-
sage-controlled indicator is inoperative, refer to
ACTUATOR TEST . If an individual hard wired indi-
cator is inoperative, refer to the diagnosis and testing
information for that specific indicator. If the base
instrument cluster incandescent illumination lighting
is inoperative, refer to CLUSTER ILLUMINATION
DIAGNOSIS . If the premium instrument cluster
electro-luminescent illumination lighting is inopera-
tive, refer to ACTUATOR TEST . Refer to the appro-
priate wiring information. The wiring information
includes wiring diagrams, proper wire and connectorrepair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connec-
tors, splices and grounds.
NOTE: Occasionally, a condition may be encoun-
tered where the gauge pointer for the speedometer
or the tachometer becomes caught on the wrong
side of the pointer stop. To correct this condition,
the technician should use a DRBIIITscan tool and
the appropriate diagnostic information to perform
the instrument cluster self-diagnostic actuator test
procedure. When performed, the actuator test pro-
cedure will automatically return the pointer to the
correct side of the pointer stop.
PRELIMINARY DIAGNOSIS
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SIDE CURTAIN AIRBAG,
FRONT IMPACT SENSOR, SIDE IMPACT SENSOR,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: ON VEHICLES EQUIPPED WITH THE
PREMIUM INSTRUMENT CLUSTER, THE CLUSTER
CIRCUITRY PROVIDES AN ALTERNATING CURRENT
TO SUPPLY POWER TO THE ELECTRO-LUMINES-
CENT ILLUMINATION LAMP THROUGH A PIGTAIL
WIRE AND CONNECTOR THAT IS ACCESSIBLE AT
THE BACK OF THE CLUSTER HOUSING. USE
PROPER PRECAUTIONS WHEN HANDLING THIS
UNIT DURING DIAGNOSIS OR SERVICE TO AVOID
ELECTRICAL SHOCK AND POSSIBLE PERSONAL
INJURY.
(1) Check the fused B(+) fuse (Fuse 17 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 17 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit between
WJINSTRUMENT CLUSTER 8J - 7
INSTRUMENT CLUSTER (Continued)

the JB and the Power Distribution Center (PDC) as
required.
(3) Check the fused ignition switch output (run-
start) fuse (Fuse 22 - 10 ampere) in the JB. If OK, go
to Step 4. If not OK, repair the shorted circuit or
component as required and replace the faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-start) fuse (Fuse 22 - 10 ampere) in the
JB. If OK, go to Step 5. If not OK, repair the open
fused ignition switch output (run-start) circuit
between the JB and the ignition switch as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the instrument cluster. Reconnect the bat-
tery negative cable. Check for battery voltage at the
fused B(+) circuit cavity of the instrument panel wire
harness connector for the instrument cluster. If OK,
go to Step 6. If not OK, repair the open fused B(+)
circuit between the instrument cluster and the JB as
required.
(6) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-start) circuit cavity of the instrument
panel wire harness connector for the instrument clus-
ter. If OK, go to Step 7. If not OK, repair the open
fused ignition switch output (run-start) circuit
between the instrument cluster and the JB as
required.
(7) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Check for continuity between each of the ground cir-
cuit cavities of the instrument panel wire harness
connector for the instrument cluster and a good
ground. There should be continuity. If OK, refer to
the ACTUATOR TEST . If not OK, repair the open
ground circuit(s) between the instrument cluster and
ground (G200) as required.
ACTUATOR TEST
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SIDE CURTAIN AIRBAG,
FRONT IMPACT SENSOR, SIDE IMPACT SENSOR,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: ON VEHICLES EQUIPPED WITH THE
PREMIUM INSTRUMENT CLUSTER, THE CLUSTER
CIRCUITRY PROVIDES AN ALTERNATING CURRENT
TO SUPPLY POWER TO THE ELECTRO-LUMINES-
CENT ILLUMINATION LAMP THROUGH A PIGTAIL
WIRE AND CONNECTOR THAT IS ACCESSIBLE AT
THE BACK OF THE CLUSTER HOUSING. USE
PROPER PRECAUTIONS WHEN HANDLING THIS
UNIT DURING DIAGNOSIS OR SERVICE TO AVOID
ELECTRICAL SHOCK AND POSSIBLE PERSONAL
INJURY.
The instrument cluster actuator test will put the
instrument cluster into its self-diagnostic mode. In
this mode the instrument cluster can perform a self-
diagnostic test that will confirm that the instrument
cluster circuitry, the gauges, the PCI data bus mes-
sage controlled indicators, and the electro-lumines-
cent illumination lamp (if equipped) are capable of
operating as designed. During the actuator test the
instrument cluster circuitry will sweep each of the
gauge needles across the gauge faces, illuminate each
of the segments in the Vacuum-Fluorescent Display
(VFD), turn all of the PCI data bus message-con-
trolled indicators on and off again, and turn the elec-
tro-luminescent illumination lamp (if equipped) on
and off again.
Successful completion of the actuator test will con-
firm that the instrument cluster is operational. How-
ever, there may still be a problem with the PCI data
bus, the Powertrain Control Module, the Airbag Con-
trol Module (ACM), the Body Control Module (BCM),
the Controller Anti-lock Brake (CAB), the Sentry Key
Immobilizer Module (SKIM), or the inputs to one of
these electronic control modules. Use a DRBIIItscan
tool to diagnose these components. Refer to the
appropriate diagnostic information.
If an individual indicator lamp or the electro-lumi-
nescent illumination lamp do not illuminate during
the actuator test, the instrument cluster should be
removed. However, check that the incandescent lamp
bulb is not faulty, that the bulb holder is properly
installed on the instrument cluster electronic circuit
board, or that the electro-luminescent lamp pigtail
wire connector is properly connected to the instru-
ment cluster electronic circuit board before consider-
ing instrument cluster replacement. If the bulb and
bulb holder, or the electro-luminescent lamp connec-
tion check OK, replace the faulty instrument cluster
unit.
(1) Begin the test with the ignition switch in the
Off position.
(2) Depress the odometer/trip odometer switch but-
ton.
8J - 8 INSTRUMENT CLUSTERWJ
INSTRUMENT CLUSTER (Continued)

(3) While still holding the odometer/trip odometer
switch button depressed, turn the ignition switch to
the On position, but do not start the engine.
(4) Release the odometer/trip odometer switch but-
ton.
(5) The instrument cluster will automatically
begin the actuator test sequence, as follows:
(a) The cluster will turn on, then off again each
of the PCI data bus message controlled indicators
(except Airbag) to confirm the functionality of the
indicator and the cluster control circuitry:
(b) The cluster will sweep the needles for each of
the gauges from minimum to maximum and back
to minimum to confirm the functionality of the
gauge and the cluster control circuitry:
(c) Only on models with a premium version of
the cluster, the cluster will illuminate the electro-
luminescent lamp and turn it off again to confirm
the functionality of the lamp and the cluster con-
trol circuitry.
(d) The cluster will sequentially step the odome-
ter/trip odometer VFD display from all zeros
(000000) through all nines (999999) to confirm the
functionality of all VFD segments and their control
circuitry, then display the software version number,
followed by ªDONEº.
(6) The actuator test is now completed. The instru-
ment cluster will automatically exit the self-diagnos-
tic mode and return to normal operation at the
completion of the test, if the ignition switch is turned
to the Off position during the test, or if a vehicle
speed message indicating that the vehicle is moving
is received from the PCM over the PCI data bus dur-
ing the test.
(7) Go back to Step 1 to repeat the test, if
required.
CLUSTER ILLUMINATION DIAGNOSIS
On models equipped with a base version of the
instrument cluster, the EMIC has several incandes-
cent illumination lamps that are illuminated when-
ever the exterior lighting is turned On. If the
problem being diagnosed is a single inoperative illu-
mination lamp, be certain that the bulb and bulb
holder unit are properly installed in the instrument
cluster electronic circuit board. If no installation
problems are found replace the faulty bulb and bulb
holder unit. If all of the cluster illumination lamps
are inoperative, the most reliable, efficient, and accu-
rate means to diagnose the cluster illumination func-tion of the instrument cluster requires the use of a
DRBIIItscan tool. Refer to the appropriate diagnos-
tic information.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SIDE CURTAIN AIRBAG,
FRONT IMPACT SENSOR, SIDE IMPACT SENSOR,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: ON VEHICLES EQUIPPED WITH THE
PREMIUM INSTRUMENT CLUSTER, THE CLUSTER
CIRCUITRY PROVIDES AN ALTERNATING CURRENT
TO SUPPLY POWER TO THE ELECTRO-LUMINES-
CENT ILLUMINATION LAMP THROUGH A PIGTAIL
WIRE AND CONNECTOR THAT IS ACCESSIBLE AT
THE BACK OF THE CLUSTER HOUSING. USE
PROPER PRECAUTIONS WHEN HANDLING THIS
UNIT DURING DIAGNOSIS OR SERVICE TO AVOID
ELECTRICAL SHOCK AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(3) Remove the two screws that secure the upper
mounting tabs of the instrument cluster to the
underside of the instrument cluster hood formation of
the instrument panel top pad.
(4) Remove the two screws that secure the lower
mounting tabs of the instrument cluster to the
instrument panel structural duct.
WJINSTRUMENT CLUSTER 8J - 9
INSTRUMENT CLUSTER (Continued)

(2) Reconnect the instrument panel wire harness
connector for the instrument cluster to the connector
receptacle on the back of the instrument cluster
housing (Fig. 7).
(3) Position the lower mounting tabs of the instru-
ment cluster to the mounting holes on the instru-
ment panel structural duct, then tilt the top of the
instrument cluster forward until the upper mounting
tabs are positioned to the mounting holes on the
underside of the instrument cluster hood formation of
the instrument panel top pad.
(4) Install and tighten the two screws that secure
the upper mounting tabs of the instrument cluster to
the underside of the instrument cluster hood forma-
tion of the instrument panel top pad. Tighten the
screws to 2.2 N´m (20 in. lbs.).
(5) Install and tighten the two screws that secure
the lower mounting tabs of the instrument cluster to
the instrument panel structural duct. Tighten the
screws to 2.2 N´m (20 in. lbs.).
(6) Reinstall the cluster bezel onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - INSTALLATION).
(7) Reconnect the battery negative cable.
ABS INDICATOR
DESCRIPTION
An Anti-lock Brake System (ABS) indicator is stan-
dard equipment on all instrument clusters. The ABS
indicator is located on the lower left edge of the
instrument cluster, to the left of the tachometer. TheABS indicator consists of a International Control and
Display Symbol icon for ªFailure of Anti-lock Braking
Systemº imprinted on an amber lens. The lens is
located behind a cutout in the opaque layer of the
instrument cluster overlay. The dark outer layer of
the overlay prevents the indicator from being clearly
visible when it is not illuminated. The icon appears
silhouetted against an amber field through the trans-
lucent outer layer of the overlay when the indicator
is illuminated from behind by a replaceable incandes-
cent bulb and bulb holder unit located on the instru-
ment cluster electronic circuit board. The ABS
indicator lens is serviced as a unit with the instru-
ment cluster lens, hood and mask unit.
OPERATION
The ABS indicator gives an indication to the vehi-
cle operator when the ABS system is faulty or inop-
erative. This indicator is controlled by a transistor on
the instrument cluster circuit board based upon clus-
ter programming and electronic messages received by
the cluster from the Controller Anti-lock Brake
(CAB) over the Programmable Communications
Interface (PCI) data bus. The ABS indicator bulb is
completely controlled by the instrument cluster logic
circuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a bat-
tery current input on the fused ignition switch out-
put (run-start) circuit. Therefore, the indicator will
always be off when the ignition switch is in any posi-
tion except On or Start. The bulb only illuminates
when it is provided a path to ground by the instru-
ment cluster transistor. The instrument cluster will
turn on the ABS indicator for the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the CAB sends an elec-
tronic ABS lamp-on message to the cluster which will
illuminate the ABS indicator for about four seconds
as a bulb test. The entire four second bulb test is a
function of the CAB.
²ABS Indicator Lamp-On Message- Each time
the cluster receives an ABS indicator lamp-on mes-
sage from the CAB, the ABS indicator will be illumi-
nated. The indicator remains illuminated until the
cluster receives an ABS indicator lamp-off message
from the CAB, or until the ignition switch is turned
to the Off position, whichever occurs first.
²Communication Error- If the cluster receives
no ABS indicator lamp-on or lamp-off messages from
the CAB for six consecutive seconds, the ABS indica-
tor is illuminated. The indicator remains illuminated
until the cluster receives a valid lamp-on or lamp-off
message from the CAB, or until the ignition switch is
turned to the Off position, whichever occurs first.
²Actuator Test- Each time the instrument clus-
ter is put through the actuator test, the ABS indica-
Fig. 7 Instrument Cluster Remove/Install
1 - INSTRUMENT PANEL WIRE HARNESS CONNECTOR
2 - INSTRUMENT CLUSTER
WJINSTRUMENT CLUSTER 8J - 13
INSTRUMENT CLUSTER (Continued)

tor will be turned on for the duration of the test to
confirm the functionality of the bulb and the cluster
control circuitry.
²ABS Diagnostic Test- The ABS indicator is
blinked on and off based upon lamp-on and lamp-off
messages from the CAB during the performance of
the ABS diagnostic tests.
The CAB continually monitors the ABS circuits
and sensors to decide whether the system is in good
operating condition. The CAB then sends the proper
ABS indicator lamp-on or lamp-off messages to the
instrument cluster. If the ABS indicator fails to light
during the bulb test, replace the bulb with a known
good unit. If the CAB sends an ABS indicator
lamp-on message after the bulb test, it indicates that
the CAB has detected a system malfunction and/or
that the ABS system has become inoperative. The
CAB will store a Diagnostic Trouble Code (DTC) for
any malfunction it detects. Each time the ABS indi-
cator fails to illuminate due to an open or short in
the cluster ABS indicator circuit or bulb, the cluster
sends a message notifying the CAB of the condition,
then the instrument cluster and the CAB will each
store a DTC. For proper diagnosis of the anti-lock
brake system, the CAB, the PCI data bus, or the
electronic message inputs to the instrument cluster
that control the ABS indicator, a DRBIIItscan tool is
required. Refer to the appropriate diagnostic infor-
mation.
AIRBAG INDICATOR
DESCRIPTION
An airbag indicator is standard equipment on all
instrument clusters. However, the instrument cluster
is programmed to automatically enable this indicator
only on vehicles equipped with the airbag system,
which is not available in some markets. The airbag
indicator is located on the upper edge of the instru-
ment cluster, between the speedometer and the
tachometer. The airbag indicator consists of the
words ªAIR BAGº imprinted on a red lens. The lens
is located behind a cutout in the opaque layer of the
instrument cluster overlay. The dark outer layer of
the overlay prevents the indicator from being clearly
visible when it is not illuminated. The ªAIR BAGº
text appears silhouetted against a red field through
the translucent outer layer of the overlay when the
indicator is illuminated from behind by a Light Emit-
ting Diode (LED), which is soldered onto the instru-
ment cluster electronic circuit board. The airbag
indicator lens is serviced as a unit with the instru-
ment cluster lens, hood and mask unit.
OPERATION
The airbag indicator gives an indication to the
vehicle operator when the airbag system is faulty or
inoperative. The airbag indicator is controlled by a
transistor on the instrument cluster circuit board
based upon cluster programming and electronic mes-
sages received by the cluster from the Airbag Control
Module (ACM) over the Programmable Communica-
tions Interface (PCI) data bus. The airbag indicator
Light Emitting Diode (LED) is completely controlled
by the instrument cluster logic circuit, and that logic
will only allow this indicator to operate when the
instrument cluster receives a battery current input
on the fused ignition switch output (run-start) cir-
cuit. Therefore, the indicator will always be off when
the ignition switch is in any position except On or
Start. The LED only illuminates when it is switched
to ground by the instrument cluster transistor. The
instrument cluster will turn on the airbag indicator
for the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the ACM sends an elec-
tronic airbag indicator lamp-on message to the clus-
ter which will illuminate the airbag indicator for
about six seconds as a bulb test. The entire six sec-
ond bulb test is a function of the ACM.
²Airbag Indicator Lamp-On Message- Each
time the cluster receives an airbag indicator lamp-on
message from the ACM, the airbag indicator will be
illuminated. The indicator remains illuminated for
about twelve seconds or until the cluster receives an
airbag indicator lamp-off message from the ACM,
whichever is longer.
²Communication Error- If the cluster receives
no airbag indicator lamp-on or lamp-off messages for
six consecutive seconds, the airbag indicator is illu-
minated. The indicator remains illuminated until the
cluster receives a single valid airbag indicator lamp-
off message from the ACM.
²Actuator Test- Each time the cluster is put
through the actuator test, the airbag indicator will be
turned on, then off again during the bulb check por-
tion of the test to confirm the functionality of the
LED and the cluster control circuitry. The actuator
test illumination of the airbag indicator is also a
function of the ACM.
The ACM continually monitors the airbag system
circuits and sensors to decide whether the system is
in good operating condition. The ACM then sends the
proper airbag indicator lamp-on or lamp-off messages
to the instrument cluster. If the ACM sends an air-
bag indicator lamp-on message after the bulb test, it
indicates that the ACM has detected a system mal-
function. Such a malfunction could mean that the
airbags may not deploy when required, or may
deploy when not required. The ACM will store a
8J - 14 INSTRUMENT CLUSTERWJ
ABS INDICATOR (Continued)