left turn signal JEEP GRAND CHEROKEE 2003 WJ / 2.G Workshop Manual

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)

EMIC also uses several hard wired inputs in order to
perform its many functions. The EMIC module incor-
porates a blue-green digital Vacuum Fluorescent Dis-
play (VFD) for displaying odometer and trip
odometer information.
The EMIC houses six analog gauges and has pro-
visions for up to twenty indicators (Fig. 2). The
EMIC includes the following analog gauges:
²Coolant Temperature Gauge
²Fuel Gauge
²Oil Pressure Gauge
²Speedometer
²Tachometer
²Voltage Gauge
Some of the EMIC indicators are automatically
configured when the EMIC is connected to the vehi-
cle electrical system for compatibility with certain
optional equipment or equipment required for regula-
tory purposes in certain markets. While each EMIC
may have provisions for indicators to support every
available option, the configurable indicators will not
be functional in a vehicle that does not have the
equipment that an indicator supports. The EMIC
includes provisions for the following indicators (Fig.
2):
²Airbag Indicator (with Airbags only)
²Antilock Brake System (ABS) Indicator
²Brake Indicator
²Check Gauges Indicator
²Coolant Low Indicator (with Diesel Engine
only)
²Cruise Indicator
²Four-Wheel Drive Part Time Indicator
(with Selec-Trac NVG-242 Transfer Case only)
²Front Fog Lamp Indicator (with Front Fog
Lamps only)
²High Beam Indicator
²Low Fuel Indicator
²Malfunction Indicator Lamp (MIL)
²Overdrive-Off Indicator (except Diesel
Engine)
²Rear Fog Lamp Indicator (with Rear Fog
Lamps only)
²Seatbelt Indicator
²Sentry Key Immobilizer System (SKIS)
Indicator
²Transmission Overtemp Indicator (except
Diesel Engine)²Turn Signal (Right and Left) Indicators
²Wait-To-Start Indicator (with Diesel Engine
only)
²Water-In-Fuel Indicator (with Diesel Engine
only)
Many indicators in the EMIC are illuminated by a
dedicated Light Emitting Diode (LED) that is sol-
dered onto the EMIC electronic circuit board. The
LEDs are not available for service replacement and,
if damaged or faulty, the entire EMIC must be
replaced. Base cluster illumination is accomplished
by dimmable incandescent back lighting, which illu-
minates the gauges for visibility when the exterior
lighting is turned on. Premium cluster illumination
is accomplished by a dimmable electro-luminescent
lamp that is serviced only as a unit with the EMIC.
Each of the incandescent bulbs is secured by an inte-
gral bulb holder to the electronic circuit board from
the back of the cluster housing. The incandescent
bulb/bulb holder units are available for service
replacement.
Hard wired circuitry connects the EMIC to the
electrical system of the vehicle. These hard wired cir-
cuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be con-
nected to each other, to the vehicle electrical system
and to the EMIC through the use of a combination of
soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
The EMIC modules for this model are serviced only
as complete units. The EMIC module cannot be
adjusted or repaired. If a gauge, an LED indicator,
the VFD, the electronic circuit board, the circuit
board hardware, the cluster overlay, the electro-lumi-
nescent lamp (premium model only) or the EMIC
housing are damaged or faulty, the entire EMIC mod-
ule must be replaced. The cluster lens, hood and
mask unit and the individual incandescent lamp
bulbs with holders are available for service replace-
ment.
WJINSTRUMENT CLUSTER 8J - 3
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)

instrument cluster logic circuit, and that logic will
only allow this indicator to operate when the instru-
ment cluster receives a battery current input on the
fused ignition switch output (run-start) circuit.
Therefore, the indicator will always be off when the
ignition switch is in any position except On or Start.
The bulb only illuminates when it is provided a path
to ground by the instrument cluster transistor. The
instrument cluster will turn on the MIL for the fol-
lowing reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the MIL is illuminated for
about three seconds as a bulb test.
²MIL Lamp-On Message- Each time the clus-
ter receives a MIL lamp-on message from the PCM,
the indicator will be illuminated. The indicator can
be flashed on and off, or illuminated solid, as dic-
tated by the PCM message. For some DTC's, if a
problem does not recur, the PCM will send a MIL
lamp-off message automatically. Other DTC's may
require that a fault be repaired and the PCM be
reset before a MIL lamp-off message will be sent. For
more information on the PCM and the DTC set and
reset parameters, (Refer to 25 - EMISSIONS CON-
TROL - OPERATION).
²Communication Error- If the cluster receives
no MIL lamp-on or lamp-off messages from the PCM
for twenty consecutive seconds, the MIL is illumi-
nated by the instrument cluster. The indicator
remains controlled and illuminated by the cluster
until a valid MIL lamp-on or lamp-off message is
received from the PCM.
²Actuator Test- Each time the cluster is put
through the actuator test, the MIL will be turned on
for the duration of the test to confirm the functional-
ity of the bulb and the cluster control circuitry.
The PCM continually monitors each of the many
fuel and emissions system circuits and sensors to
decide whether the system is in good operating con-
dition. The PCM then sends the proper MIL lamp-on
or lamp-off messages to the instrument cluster. If the
MIL fails to light during the bulb test, replace the
bulb with a known good unit. For further diagnosis of
the MIL or the instrument cluster circuitry that con-
trols the indicator, (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND
TESTING). If the instrument cluster turns on the
MIL after the bulb test, it may indicate that a mal-
function has occurred and that the fuel and emis-
sions system may require service. For proper
diagnosis of the fuel and emissions systems, the
PCM, the PCI data bus, or the electronic message
inputs to the instrument cluster that control the
MIL, a DRBIIItscan tool is required. Refer to the
appropriate diagnostic information.ODOMETER
DESCRIPTION
An odometer and trip odometer are standard
equipment in all instrument clusters. The odometer
and trip odometer information are displayed in a
common electronic, blue-green Vacuum-Fluorescent
Display (VFD), which is located in the lower edge of
the speedometer dial face in the instrument cluster
and, when illuminated, is visible through a small
window cutout in the gauge overlay. However, the
odometer and trip odometer information are not dis-
played simultaneously. The trip odometer reset
switch on the instrument cluster electronic circuit
board toggles the display between odometer and trip
odometer modes by depressing the odometer/trip
odometer switch button that extends through the
lower edge of the cluster lens to the right of the
speedometer.
All odometer and trip odometer distance informa-
tion is stored in the instrument cluster memory. This
distance information can be increased when the
proper inputs are provided to the instrument cluster,
but the distance information cannot be decreased.
The odometer can display values up to 999,999 kilo-
meters (999,999 miles). The odometer will not roll
over, but will latch at the maximum value. The trip
odometer can display values up to 999.9 kilometers
(999.9 miles) before it rolls over to zero. The odome-
ter display does not have a decimal point and will
not show values less than a full unit (kilometer or
mile), the trip odometer display does have a decimal
point and will show tenths of a unit (kilometer or
mile).
The unit of measure for the odometer and trip
odometer display is not shown in the VFD. The unit
of measure for the odometer/trip odometer is selected
at the time that the instrument cluster is manufac-
tured, and cannot be changed. If the instrument clus-
ter has a kilometers-per-hour primary speedometer
scale, the odometer/trip odometer registers kilome-
ters; and, if the cluster features a miles-per-hour pri-
mary speedometer scale, the odometer/trip odometer
registers miles.
During daylight hours (exterior lamps Off) the
VFD is illuminated at full brightness for clear visibil-
ity. At night (exterior lamps are On) the instrument
cluster converts an electronic dimming level message
received from the Body Control Module (BCM) over
the Programmable Communications Interface (PCI)
data bus to a digital dimming level signal for control-
ling the lighting level of the VFD. However, a
ªParadeº mode position of the panel lamps dimmer
control ring on the control stalk of the left (lighting)
multi-function switch allows the VFD to be illumi-
8J - 24 INSTRUMENT CLUSTERWJ
MALFUNCTION INDICATOR LAMP (MIL) (Continued)

switch is turned to the Off position, whichever occurs
first.
²Actuator Test- Each time the cluster is put
through the actuator test, the transmission over-tem-
perature indicator will be turned on for the duration
of the test to confirm the functionality of the bulb
and the cluster control circuitry.
The PCM or TCM continually monitors the trans-
mission temperature sensor to determine the trans-
mission operating condition. The PCM or TCM then
sends the proper trans over-temp indicator lamp-on
or lamp-off messages to the instrument cluster. If the
transmission over-temperature indicator fails to light
during the bulb test, replace the bulb with a known
good unit. If the instrument cluster turns on the
transmission over-temperature indicator due to a
high transmission oil temperature condition, it may
indicate that the transmission or the transmission
cooling system are being overloaded or that they
require service. For further diagnosis of the trans-
mission over-temperature indicator or the instrument
cluster circuitry that controls the indicator, (Refer to
8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAG-
NOSIS AND TESTING). For proper diagnosis of the
transmission temperature sensor, the PCM, the
TCM, the PCI data bus, or the electronic message
inputs to the instrument cluster that control the
transmission over-temperature indicator, a DRBIIIt
scan tool is required. Refer to the appropriate diag-
nostic information.
TURN SIGNAL INDICATOR
DESCRIPTION
Two turn signal indicators, one right and one left,
are standard equipment on all instrument clusters.
The turn signal indicators are located near the upper
edge of the instrument cluster, the left one is left of
the tachometer, and the right one is right of the
speedometer. Each turn signal indicator consists of
an International Control and Display Symbol icon for
ªTurn Warningº imprinted on a green lens. Each lens
is located behind a dedicated cutout in the opaque
layer of the instrument cluster overlay. The dark
outer layer of the overlay prevents these icons from
being clearly visible when they are not illuminated.
The icons appear silhouetted against a green field
through the translucent outer layer of the overlay
when the indicator is illuminated from behind by a
replaceable incandescent bulb and bulb holder unit
located on the instrument cluster electronic circuit
board. The turn signal indicator lenses are serviced
as a unit with the instrument cluster lens, hood and
mask unit.
OPERATION
The turn signal indicators give an indication to the
vehicle operator that the turn signal (left or right
indicator flashing) or hazard warning (both left and
right indicators flashing) have been selected and are
operating. These indicators are controlled by two
individual hard wired inputs from the combination
flasher circuitry to the instrument cluster electronic
circuit board. Each turn signal indicator bulb is
grounded on the instrument cluster electronic circuit
board at all times; therefore, these indicators remain
functional regardless of the ignition switch position.
Each indicator bulb will only illuminate when it is
provided with battery current by the combination
flasher in the Junction Block (JB).
The turn signal indicators are connected in parallel
with the other turn signal circuits. This arrangement
allows the turn signal indicators to remain func-
tional, regardless of the condition of the other cir-
cuits in the turn signal and hazard warning systems.
The combination flasher outputs to the instrument
cluster turn signal indicator inputs can be diagnosed
using conventional diagnostic tools and methods. For
more information on the turn signal and hazard
warning system, (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING - EXTERIOR - OPERATION - TURN
SIGNAL & HAZARD WARNING SYSTEM).
DIAGNOSIS AND TESTING - TURN SIGNAL
INDICATOR
The diagnosis found here addresses an inoperative
turn signal indicator condition. If the problem being
diagnosed is related to inoperative turn signal or
hazard warning lamps, be certain to repair the turn
signal and hazard warning system before attempting
to diagnose or repair the turn signal indicators.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR - DIAGNOSIS AND TESTING - TURN
SIGNAL & HAZARD WARNING SYSTEM). If no
turn signal and hazard warning system problem is
found, the following procedure will help locate an
open in the turn signal indicator circuit. Refer to the
appropriate wiring information. The wiring informa-
tion includes wiring diagrams, proper wire and con-
nector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
WJINSTRUMENT CLUSTER 8J - 33
TRANS TEMP INDICATOR (Continued)

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.
(1) Disconnect and isolate the battery negative
cable. Remove the instrument cluster from the
instrument panel and disconnect the instrument
panel wire harness for the instrument cluster from
the cluster connector receptacle.
(2) Reconnect the battery negative cable. Activate
the hazard warning system by moving the hazard
warning switch button to the On position. Check for
battery voltage at the inoperative (right or left) turn
signal circuit cavity of the instrument panel wire
harness connector for the instrument cluster. There
should be a switching (on and off) battery voltage sig-
nal present. If OK, replace the faulty (right or left)
turn signal indicator bulb. If not OK, repair the open
(right or left) turn signal circuit between the instru-
ment cluster and the combination flasher in the
Junction Block (JB) as required.
VOLTAGE GAUGE
DESCRIPTION
A voltage gauge is standard equipment on all
instrument clusters. The voltage gauge is located in
the upper left corner of the instrument cluster, to the
left of the tachometer. The voltage gauge consists of a
movable gauge needle or pointer controlled by the
instrument cluster circuitry and a fixed 90 degree
scale on the gauge dial face that reads left-to-right
from 9 volts to 19 volts. An International Control and
Display Symbol icon for ªBattery Charging Condi-
tionº is located on the gauge dial face.
The voltage gauge graphics are either white, gray
and orange against a black gauge dial face (base
cluster) or black, gray and red against a taupe gauge
dial face (premium cluster), making them clearly vis-
ible within the instrument cluster in daylight. When
illuminated from behind by the panel lamps dimmer
controlled cluster illumination lighting with the exte-rior lamps turned On, the base cluster white gauge
graphics appear blue-green and the orange graphics
still appear orange, while the premium cluster taupe
gauge dial face appears blue-green with the black
graphics silhouetted against the illuminated back-
ground and the red graphics still appear red. The
gray gauge graphics for both versions of the cluster
are not illuminated. The orange gauge needle in the
base cluster gauge is internally illuminated, while
the black gauge needle in the premium cluster gauge
is not.
Base cluster gauge illumination is provided by
replaceable incandescent bulb and bulb holder units
located on the instrument cluster electronic circuit
board. Premium cluster gauge illumination is pro-
vided by an integral electro-luminescent lamp that is
serviced as a unit with the instrument cluster. The
voltage gauge is serviced as a unit with the instru-
ment cluster.
OPERATION
The voltage gauge gives an indication to the vehi-
cle operator of the electrical system voltage. This
gauge is controlled by the instrument cluster circuit
board based upon cluster programming and elec-
tronic messages received by the cluster from the
Powertrain Control Module (PCM) over the Program-
mable Communications Interface (PCI) data bus. The
voltage gauge is an air core magnetic unit that
receives battery current on the instrument cluster
electronic circuit board through the fused ignition
switch output (run-start) circuit whenever the igni-
tion switch is in the On or Start positions. The clus-
ter is programmed to move the gauge needle back to
the low end of the scale after the ignition switch is
turned to the Off position. The instrument cluster
circuitry controls the gauge needle position and pro-
vides the following features:
²System Voltage Message- Each time the clus-
ter receives a message from the PCM indicating the
system voltage, the cluster moves the gauge needle to
the relative voltage level position on the gauge scale.
²System Voltage Low Message- Each time the
cluster receives a message from the PCM indicating
the system voltage is low (system voltage is about
eleven volts or lower), the gauge needle is moved to
the relative voltage position in the red zone of the
gauge scale and the check gauges indicator is illumi-
nated. The gauge needle remains in the red zone and
the check gauges indicator remains illuminated until
the cluster receives a message from the PCM indicat-
ing there is no low system voltage condition (system
voltage is above about eleven volts, but lower than
about sixteen volts).
²System Voltage High Message- Each time
the cluster receives a message from the PCM indicat-
8J - 34 INSTRUMENT CLUSTERWJ
TURN SIGNAL INDICATOR (Continued)

LICENSE PLATE LAMP UNIT
REMOVAL.............................18
INSTALLATION.........................19
LEFT MULTI-FUNCTION SWITCH
DESCRIPTION.........................19
OPERATION...........................19
DIAGNOSIS AND TESTING - LEFT MULTI -
FUNCTION SWITCH...................20
REMOVAL
REMOVAL - LEFT MULTI-FUNCTION
SWITCH............................22
REMOVAL - MULTI-FUNCTION SWITCH
MOUNTING HOUSING..................22
INSTALLATION
INSTALLATION - LEFT MULTI-FUNCTION
SWITCH............................23
INSTALLATION - MULTI-FUNCTION SWITCH
MOUNTING HOUSING..................24
PARK/TURN SIGNAL LAMP
REMOVAL - BULBS.....................25INSTALLATION - BULBS..................25
TAIL LAMP
DESCRIPTION.........................25
OPERATION...........................25
REMOVAL
REMOVAL - BULBS....................25
REMOVAL - LAMP.....................25
INSTALLATION
INSTALLATION - BULBS................26
INSTALLATION - LAMP.................26
TURN SIGNAL CANCEL CAM
DESCRIPTION.........................26
OPERATION...........................26
UNDERHOOD LAMP
REMOVAL
REMOVAL - BULB.....................27
REMOVAL - LAMP.....................27
INSTALLATION
INSTALLATION - BULB.................27
INSTALLATION - LAMP.................27
LAMPS/LIGHTING - EXTERIOR
DESCRIPTION - TURN SIGNAL & HAZARD
WARNING SYSTEM
The turn signal and hazard warning system
includes the following major components, which are
described in further detail elsewhere in this service
information:
²Combination Flasher
²Front Side Marker Lamps
²Hazard Warning Switch
²Turn Signal Cancel Cam
²Turn Signal Indicators
²Turn Signal Lamps
²Turn Signal Switch
The turn signal and hazard warning systems also
provide the following features:
²Flash Lights with Lock- This customer pro-
grammable feature flashes the hazard warning lamps
to provide optical verification that the Remote Key-
less Entry (RKE) System has received a valid Lock or
Unlock request from an RKE transmitter. (Refer to 8
- ELECTRICAL/POWER LOCKS - DESCRIPTION -
REMOTE KEYLESS ENTRY SYSTEM).
²Panic Mode Optical Alert- This feature
flashes the hazard warning lamps to provide an opti-
cal alert when the Remote Keyless Entry (RKE) Sys-
tem panic mode is activated by depressing the Panic
button on an RKE transmitter. (Refer to 8 - ELEC-
TRICAL/POWER LOCKS - DESCRIPTION -
REMOTE KEYLESS ENTRY SYSTEM).
²Turn Signal On Warning- This feature pro-
vides the vehicle operator with both visual and audi-
ble reminders when a turn signal has been left
turned on for an extended period. (Refer to 8 - ELEC-TRICAL/OVERHEAD CONSOLE/ELECTRONIC
VEHICLE INFO CENTER - DESCRIPTION).
²Vehicle Theft Security System (VTSS) Opti-
cal Alarm- This feature flashes the hazard warning
lamps to provide an optical alarm when the VTSS is
armed and activated by an unauthorized entry into
the vehicle. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY - DESCRIPTION - VEHICLE
THEFT SECURITY SYSTEM).
OPERATION - TURN SIGNAL & HAZARD
WARNING SYSTEM
The turn signal system operates on battery current
received on a fused ignition switch output (run) cir-
cuit so that the turn signals will only operate with
the ignition switch in the On position. The hazard
warning system operates on non-switched battery
current received on a fused B(+) circuit so that the
hazard warning remains operational regardless of
the ignition switch position. When the turn signal
system is activated, the circuitry of the turn signal
switch and the combination flasher will cause the
selected (right or left) turn signal indicator, front
park/turn signal lamp, front side marker lamp and
rear tail/stop/turn signal lamp to flash on and off.
When the hazard warning system is activated, the
circuitry of the hazard warning switch and the com-
bination flasher will cause both the right side and
the left side turn signal indicators, front park/turn
signal lamps, front side marker lamps and rear tail/
stop/turn signal lamps to flash on and off.
The Body Control Module (BCM) can also activate
the hazard warning system lamps by energizing the
combination flasher through a single hard wired con-
nection to the hazard warning switch sense circuit.
The BCM grounds the circuit to energize and de-en-
8L - 2 LAMPS/LIGHTING - EXTERIORWJ

ergize the combination flasher in response to mes-
sage inputs received over the Programmable
Communications Interface (PCI) data bus network.
The BCM can energize the combination flasher when
the VTSS is requested.
Vehicles equipped with the optional Electronic
Vehicle Information Center (EVIC) use turn signal
status messages received from the Electro-Mechani-
cal Instrument Cluster (EMIC) and distance mes-
sages received from the Powertrain Control Module
(PCM) over the PCI data bus to determine when the
Turn Signal On warning should be activated. The
EMIC receives hard wired inputs from the combina-
tion flasher to operate the turn signal indicators,
then sends the proper turn signal status message to
the EVIC. If a turn signal is left on for more than
about 1.6 kilometers (1 mile) of driving distance, the
EVIC will display a visual ªTurn Signal Onº message
and will send a request to the BCM over the PCI
data bus to notify the vehicle operator.
During both the turn signal and the hazard warn-
ing operation, if the exterior lamps are turned Off,
the front park/turn signal lamps and the front side
marker lamps will flash in unison. If the exterior
lamps are turned On, the front park/turn signal
lamps and the front side marker lamps will flash
alternately. Refer to the owner's manual.
DIAGNOSIS AND TESTING - TURN SIGNAL &
HAZARD WARNING SYSTEMS
When diagnosing the turn signal and hazard warn-
ing circuits, remember that high generator output
can burn out bulbs rapidly and repeatedly. If this is a
concern on the vehicle being diagnosed, test the
charging system as required.
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) Turn the ignition switch to the On position.
Actuate the turn signal switch or the hazard warning
switch. Observe the turn signal indicator lamp(s) in
the instrument cluster. If the flash rate is very high,
check for a turn signal bulb that is not lit or is verydimly lit. Repair the circuits to that lamp or replace
the faulty bulb, as required. If the turn signal indi-
cator(s) fail to light, go to Step 2.
(2) Turn the ignition switch to the Off position.
Check the ignition run fuse and the flasher fuse in
the Junction Block (JB). If OK, go to Step 3. If not
OK, repair the shorted circuit or component as
required and replace the faulty fuse(s).
(3) Check for battery voltage at the flasher fuse in
the JB. If OK, go to Step 4. If not OK, repair the
open fused B(+) circuit between the JB and the
Power Distribution Center (PDC).
(4) Turn the ignition switch to the On position.
Check for battery voltage at the ignition run fuse in
the JB. If OK, go to Step 5. If not OK, repair the
open fused ignition switch output (run) circuit
between the JB and the ignition switch.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the combination flasher from the JB and
replace it with a known good unit. Reconnect the bat-
tery negative cable. Test the operation of the turn
signal and hazard warning systems. If OK, discard
the faulty combination flasher. If not OK, remove the
test flasher and go to Step 6.
(6) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run) circuit cavity in the JB for the combina-
tion flasher. If OK, go to Step 7. If not OK, repair the
open fused ignition switch output (run) circuit
between the combination flasher and the ignition run
fuse in the JB.
(7) Turn the ignition switch to the Off position.
Check for battery voltage at the B(+) circuit of the JB
for the combination flasher. If OK, go to Step 8. If
not OK, repair the open B(+) circuit between the
combination flasher and the flasher fuse in the JB.
(8) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector for the turn signal and hazard warning
switches from the multi-function switch connector.
Check for continuity between the ground circuit of
the instrument panel wire harness connector for the
left multi-function switch and a good ground. There
should be continuity. If OK, go to Step 9. If not OK,
repair the open ground circuit.
(9) Check for continuity between the hazard switch
sense circuit of the instrument panel wire harness
connector for the multi-function switch and a good
ground. There should be no continuity. If OK, go to
Step 10. If not OK, repair the shorted hazard switch
sense circuit between the multi-function switch and
the combination flasher.
(10) Check for continuity between the hazard
switch sense circuit of the JB for the combination
flasher and the instrument panel wire harness con-
WJLAMPS/LIGHTING - EXTERIOR 8L - 3
LAMPS/LIGHTING - EXTERIOR (Continued)

nector for the multi-function switch. There should be
continuity. If OK, go to Step 11. If not OK, repair the
open hazard switch sense circuit between the multi-
function switch and the combination flasher.
(11) Check for continuity between the turn switch
sense circuit of the instrument panel wire harness
connector for the multi-function switch and a good
ground. There should be no continuity. If OK, go to
Step 12. If not OK, repair the shorted left turn
switch sense circuit between the multi-function
switch and the combination flasher.
(12) Check for continuity between the left turn
switch sense circuit of the JB for the combination
flasher and the instrument panel wire harness con-
nector for the multi-function switch. There should be
continuity. If OK, go to Step 13. If not OK, repair the
open left turn switch sense circuit between the multi-
function switch and the combination flasher.
(13) Check for continuity between the right turn
switch sense circuit of the instrument panel wire
harness connector for the left multi-function switch
and a good ground. There should be no continuity. If
OK, go to Step 14. If not OK, repair the shorted right
turn switch sense circuit between the left multi-func-
tion switch and the combination flasher.
(14) Check for continuity between the right turn
switch sense circuit of the JB for the combination
flasher and the instrument panel wire harness con-
nector for the multi-function switch. There should be
continuity. If OK, test the left multi-function switch.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/LEFT MULTI-FUNCTION SWITCH -
DIAGNOSIS AND TESTING). If not OK, repair the
open right turn switch sense circuit between the
multi-function switch and the combination flasher as
required.
SPECIFICATIONS
EXTERIOR LAMPS
CAUTION: Do not use bulbs other than the bulbs
listed in the Bulb Application Table. Damage to
lamp can result. Do not touch halogen bulbs with
fingers or other oily surfaces. Bulb life will be
reduced.
LAMP BULB TYPE
BACK-UP 3157
CENTER HIGH
MOUNTED STOP LAMP921
FOG LAMP 9005
FRONT SIDE MARKER 194/194NA
LAMP BULB TYPE
FRONT TURN SIGNAL 3157/3157NA
HIGH BEAM 9005XS
LOW BEAM 9006XS
LICENSE PLATE 168
TAIL/BRAKE 3157
REAR TURN SIGNAL 3157
UNDERHOOD LAMP 561
AUTO HEADLAMP SENSOR
DIAGNOSIS AND TESTING - AUTO HEADLAMP
SENSOR (AHL)
The auto headlamp sensor needs real sunlight to
properly register the light level. When auto head-
lamps are enabled indoors, the headlamps may be
turned on. The sensor is located in the center of the
defroster grille at the base of the windshield. There
are no faults set in the Body Control Module (BCM)
for a inoperative or missing AHL Sensor. Symptom of
a missing sensor or unconnected sensor would be
that the Headlamps and Parklamps turn on when
the vehicle is started and there is a high level of
ambient light present (ie. daytime). Auto headlamps
should not function in the presence of daylight.
REMOVAL
(1) Remove the instrument panel top cover. (Refer
to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL TOP COVER - REMOVAL) for service proce-
dures.
(2) Remove the screw attaching auto headlamp
sensor to instrument panel (Fig. 1).
(3) Disengage the harness connector from auto
headlamp sensor.
(4) Separate the auto headlamp sensor from
instrument panel.
INSTALLATION
(1) Position the auto headlamp sensor on instru-
ment panel.
(2) Engage the harness connector to auto head-
lamp sensor.
(3) Install the screw attaching auto headlamp sen-
sor to instrument panel.
(4) Install the instrument panel top cover. (Refer
to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL TOP COVER - INSTALLATION) for service
procedures.
8L - 4 LAMPS/LIGHTING - EXTERIORWJ
LAMPS/LIGHTING - EXTERIOR (Continued)