key JEEP LIBERTY 2002 KJ / 1.G Workshop Manual

DIAGNOSIS AND TESTING - WIND NOISE
Wind noise is the result of most air leaks. Air leaks
can be caused by poor sealing, improper body compo-
nent alignment, body seam porosity, or missing plugs
in the engine compartment or door hinge pillar areas.
All body sealing points should be airtight in normal
driving conditions. Moving sealing surfaces will not
always seal airtight under all conditions. At times,
side glass or door seals will allow wind noise to be
noticed in the passenger compartment during high
cross winds. Over compensating on door or glass
adjustments to stop wind noise that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After a repair pro-
cedure has been performed, test vehicle to verify
noise has stopped before returning vehicle to use.
Wind noise can also be caused by improperly fitted
exterior moldings or body ornamentation. Loose
moldings can flutter, creating a buzzing or chattering
noise. An open cavity or protruding edge can create a
whistling or howling noise. Inspect the exterior of the
vehicle to verify that these conditions do not exist.
VISUAL INSPECTION BEFORE TESTS
Verify that floor and body plugs are in place and
body components are aligned and sealed. If compo-
nent alignment or sealing is necessary, refer to the
appropriate section of this group for proper proce-
dures.
ROAD TESTING WIND NOISE
(1) Drive the vehicle to verify the general location
of the wind noise.
(2) Apply 50 mm (2 in.) masking tape in 150 mm
(6 in.) lengths along weatherstrips, weld seams or
moldings. After each length is applied, drive the vehi-
cle. If noise goes away after a piece of tape is applied,
remove tape, locate, and repair defect.
POSSIBLE CAUSE OF WIND NOISE
²Moldings standing away from body surface can
catch wind and whistle.
²Gaps in sealed areas behind overhanging body
flanges can cause wind-rushing sounds.
²Misaligned movable components.
²Missing or improperly installed plugs in pillars.
²Weld burn through holes.
STANDARD PROCEDURE
STANDARD PROCEDURE - BODY LUBRICATION
All mechanisms and linkages should be lubricated
when necessary. This will maintain ease of operation
and provide protection against rust and excessivewear. The weatherstrip seals should be lubricated to
prolong their life as well as to improve door sealing.
All applicable exterior and interior vehicle operat-
ing mechanisms should be inspected and cleaned.
Pivot/sliding contact areas on the mechanisms should
then be lubricated.
(1) When necessary, lubricate the operating mech-
anisms with the specified lubricants.
(2) Apply silicone lubricant to a cloth and wipe it
on door seals to avoid over-spray that can soil pas-
senger's clothing.
(3) Before applying lubricant, the component
should be wiped clean. After lubrication, any excess
lubricant should be removed.
(4) The hood latch, latch release mechanism, latch
striker, and safety latch should be lubricated period-
ically.
(5) The door lock cylinders should be lubricated
twice each year (preferably autumn and spring).
²Spray a small amount of lock cylinder lubricant
directly into the lock cylinder.
²Apply a small amount to the key and insert it
into the lock cylinder.
²Rotate it to the locked position and then back to
the unlocked position several times.
²Remove the key. Wipe the lubricant from it with
a clean cloth to avoid soiling of clothing.
STANDARD PROCEDURE - HEAT STAKING
(1) Remove trim panel.
(2) Bend or move the trim panel components at
the heat staked joints. Observe the heat staked loca-
tions and/or component seams for looseness.
(3) Heat stake the components.
(a) If the heat staked or component seam loca-
tion is loose, hold the two components tightly
together and using a soldering gun with a flat tip,
melt the material securing the components
together. Do not over heat the affected area, dam-
age to the exterior of the trim panel may occur.
(b) If the heat staked material is broken or miss-
ing, use a hot glue gun to apply new material to
the area to be repaired. The panels that are being
heat staked must be held together while the apply-
ing the glue. Once the new material is in place, it
may be necessary to use a soldering gun to melt
the newly applied material. Do not over heat the
affected area, damage to the exterior of the trim
panel may occur.
(4) Allow the repaired area to cool and verify the
repair.
(5) Install trim panel.
KJBODY 23 - 3
BODY (Continued)

EXTERIOR HANDLE
REMOVAL
(1) Remove the door glass. (Refer to 23 - BODY/
DOOR - FRONT/DOOR GLASS - REMOVAL)
(2) Disconnect the lock switch electrical connector,
if equipped. (Fig. 4)
(3) Disconnect the handle rod at the handle and
the key cylinder rod at the latch.
(4) Remove the screws.
(5) Remove the nuts and remove the handle.
INSTALLATION
(1) Position the handle on the door and slide fully
toward the rear of the door.
(2) Install the nuts and tighten to 6 N´m (55 in.
lbs.).
(3) Install the screws and tighten to 6 N´m (55 in.
lbs.).
(4) Connect the handle rod at the handle and the
key cylinder rod at the latch.
(5) Connect the lock switch electrical connector, if
equipped.
(6) Install the door glass. (Refer to 23 - BODY/
DOOR - FRONT/DOOR GLASS - INSTALLATION)
GLASS RUN CHANNEL
REMOVAL
(1) Position the window into the down position.
(2) Remove the waterdam. (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - REMOVAL)(3) Remove the outer belt molding. (Refer to 23 -
BODY/WEATHERSTRIP/SEALS/FRONT DOOR
OUTER BELT MOLDING - REMOVAL)
(4) Remove the front and rear bolts. (Fig. 5)
(5) Peal the weatherstrip out of the door frame
and remove the run channel through the window
opening.
INSTALLATION
(1) Install the run channel through the window
opening and into the door frame.
(2) Install the front, rear bolts and tighten to 9
N´m (80 in. lbs.).
(3) Install the outer belt molding. (Refer to 23 -
BODY/WEATHERSTRIP/SEALS/FRONT DOOR
OUTER BELT MOLDING - INSTALLATION)
(4) Install the waterdam. (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - INSTALLATION)
HINGE
REMOVAL
(1) Remove the door. (Refer to 23 - BODY/DOOR -
FRONT/DOOR - REMOVAL)
(2) Using a grease pencil or equivalent, mark the
hinge location and remove the bolts.
INSTALLATION
(1) Install the hinges and bolts.
(2) Tighten bolts to 28 N´m (21 ft. lbs.).
(3) Install the door. (Refer to 23 - BODY/DOOR -
FRONT/DOOR - INSTALLATION)
Fig. 4 EXTERIOR HANDLE
1 - EXTERIOR HANDLE
2 - NUTS
3 - SCREWS
4 - ELECTRICAL CONNECTOR
Fig. 5 GLASS RUN CHANNEL
1 - WINDOW OPENING
2 - REAR BOLTS (2)
3 - GLASS RUN CHANNEL
4 - FRONT BOLTS (2)
KJDOOR - FRONT 23 - 123

A/C COMPRESSOR CLUTCH
DESCRIPTION - 3.7L and 2.4L
The compressor clutch assembly consists of a sta-
tionary electromagnetic coil, a rotor bearing and
rotor assembly, and a clutch plate (Fig. 1). The elec-
tromagnetic coil unit and the rotor bearing and rotor
assembly are each retained on the nose of the com-
pressor front housing with snap rings. The clutch
plate is keyed to the compressor shaft and secured
with a nut. These components provide the means to
engage and disengage the compressor from the
engine serpentine accessory drive belt.
OPERATION - 3.7L and 2.4L
When the clutch coil is energized, it magnetically
draws the clutch into contact with the rotor and
drives the compressor shaft. When the coil is not
energized, the rotor freewheels on the clutch rotor
bearing, which is part of the rotor. The compressor
clutch and coil are the only serviced parts on the
compressor.
The compressor clutch engagement is controlled by
several components: the A/C Heater mode control
switch, the A/C low pressure switch, the A/C high
pressure switch, the compressor clutch relay, and the
Powertrain Control Module (PCM). The PCM may
delay compressor clutch engagement for up to thirty
seconds. Refer to Electronic Control Modules for
more information on the PCM controls.
DIAGNOSIS AND TESTING - A/C COMPRESSOR
CLUTCH COIL
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information). The battery must
be fully-charged before performing the following
tests. Refer to Battery for more information.
(1) Connect an ammeter (0 to 10 ampere scale) in
series with the clutch coil terminal. Use a voltmeter
(0 to 20 volt scale) with clip-type leads for measuring
the voltage across the battery and the compressor
clutch coil.
(2) With the A/C Heater mode control switch in
any A/C mode, and the blower motor switch in the
lowest speed position, start the engine and run it at
normal idle.
(3) The compressor clutch coil voltage should read
within 0.2 volts of the battery voltage. If there is
voltage at the clutch coil, but the reading is not
within 0.2 volts of the battery voltage, test the clutch
coil feed circuit for excessive voltage drop and repair
as required. If there is no voltage reading at the
clutch coil, use a DRB IIItscan tool and (Refer to
Appropriate Diagnostic Information) for testing of the
compressor clutch circuit and PCM control. The fol-
lowing components must be checked and repaired as
required before you can complete testing of the clutch
coil:
²Fuses in the junction block and the Power Dis-
tribution Center (PDC)
²A/C heater mode control switch
²Compressor clutch relay
²A/C high pressure switch
²A/C low pressure switch
²Powertrain Control Module (PCM).
(4) The compressor clutch coil is acceptable if the
current draw measured at the clutch coil is 2.0 to 3.9
amperes with the electrical system voltage at 11.5 to
12.5 volts. This should only be checked with the work
area temperature at 21É C (70É F). If system voltage
is more than 12.5 volts, add electrical loads by turn-
ing on electrical accessories until the system voltage
drops below 12.5 volts.
(a) If the clutch coil current reading is four
amperes or more, the coil is shorted and should be
replaced.
(b) If the clutch coil current reading is zero, the
coil is open and should be replaced.
STANDARD PROCEDURE - A/C COMPRESSOR
CLUTCH BREAK-IN
After a new compressor clutch has been installed,
cycle the compressor clutch approximately twenty
times (five seconds on, then five seconds off). During
this procedure, set the A/C Heater control to the
Recirculation Mode, the blower motor switch in the
highest speed position, and the engine speed at 1500
Fig. 1 COMPRESSOR CLUTCH - TYPICAL
1 - CLUTCH PLATE
2 - NOT USED ON KJ
3 - ROTOR
4 - COIL
5 - CLUTCH SHIMS
6 - SNAP RING
7 - SNAP RING
24 - 12 CONTROLSKJ

DESCRIPTION - STATE DISPLAY TEST MODE
The switch inputs to the Powertrain Control Mod-
ule (PCM) have two recognized states; HIGH and
LOW. For this reason, the PCM cannot recognize the
difference between a selected switch position versus
an open circuit, a short circuit, or a defective switch.
If the State Display screen shows the change from
HIGH to LOW or LOW to HIGH, assume the entire
switch circuit to the PCM functions properly. Connect
the DRB scan tool to the data link connector and
access the state display screen. Then access either
State Display Inputs and Outputs or State Display
Sensors.
DESCRIPTION - CIRCUIT ACTUATION TEST
MODE
The Circuit Actuation Test Mode checks for proper
operation of output circuits or devices the Powertrain
Control Module (PCM) may not internally recognize.
The PCM attempts to activate these outputs and
allow an observer to verify proper operation. Most of
the tests provide an audible or visual indication of
device operation (click of relay contacts, fuel spray,
etc.). Except for intermittent conditions, if a device
functions properly during testing, assume the device,
its associated wiring, and driver circuit work cor-
rectly. Connect the DRB scan tool to the data link
connector and access the Actuators screen.
DESCRIPTION - DIAGNOSTIC TROUBLE CODES
A Diagnostic Trouble Code (DTC) indicates the
PCM has recognized an abnormal condition in the
system.Remember that DTC's are the results of a sys-
tem or circuit failure, but do not directly iden-
tify the failed component or components.
NOTE: For a list of DTC's, refer to the charts in this
section.
BULB CHECK
Each time the ignition key is turned to the ON
position, the malfunction indicator (check engine)
lamp on the instrument panel should illuminate for
approximately 2 seconds then go out. This is done for
a bulb check.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located in
the passenger compartment; at the lower edge of
instrument panel; near the steering column.
(2) Turn the ignition switch on and access the
ªRead Faultº screen.
(3) Record all the DTC's and ªfreeze frameº infor-
mation shown on the DRB scan tool.
(4) To erase DTC's, use the ªErase Trouble Codeº
data screen on the DRB scan tool.Do not erase any
DTC's until problems have been investigated
and repairs have been performed.
(M)Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G)Generator lamp illuminated
Generic Scan
Tool P-CodeDRB Scan Tool Display Brief Description of DTC
P0030 (M) 1/1 O2 Sensor Heater Circuit
MalfunctionProblem detected in oxygen sensor heater relay circuit.
P0031 (M) 1/1 O2 Sensor Heater Circuit Low Problem detected in oxygen sensor heater relay circuit.
P0032 (M) 1/1 O2 Sensor Heater Circuit High Problem detected in oxygen sensor heater relay circuit.
P0036 (M) 1/2 O2 Sensor Heater Circuit
MalfunctionProblem detected in oxygen sensor heater relay circuit.
P0037 (M) 1/2 O2 Sensor Heater Circuit Low Problem detected in oxygen sensor heater relay circuit.
P0038 (M) 1/2 O2 Sensor Heater Circuit High Problem detected in oxygen sensor heater relay circuit.
P0043 (M) 1/3 O2 Sensor Heater Circuit Low Problem detected in oxygen sensor heater relay circuit.
P0044 (M) 1/3 O2 Sensor Heater Circuit High Problem detected in oxygen sensor heater relay circuit.
P0051 (M) 2/1 O2 Sensor Heater Circuit Low Problem detected in oxygen sensor heater relay circuit.
P0052 (M) 2/1 O2 Sensor Heater Circuit High Problem detected in oxygen sensor heater relay circuit.
25 - 2 EMISSIONS CONTROLKJ
EMISSIONS CONTROL (Continued)

(M)Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G)Generator lamp illuminated
Generic Scan
Tool P-CodeDRB Scan Tool Display Brief Description of DTC
P0057 (M) 2/2 O2 Sensor Heater Circuit Low Problem detected in oxygen sensor heater relay circuit.
P0058 (M) 2/2 O2 Sensor Heater Circuit High Problem detected in oxygen sensor heater relay circuit.
P0071 (M) Amb/Bat Temp Sensor Performance
P0106 Barometric Pressure Out of Range MAP sensor input voltage out of an acceptable range
detected during reading of barometric pressure at key-on.
P0107 (M) Map Sensor Voltage Too Low MAP sensor input below minimum acceptable voltage.
P0108 (M) Map Sensor Voltage Too High MAP sensor input above maximum acceptable voltage.
PO111 (M) Intake Air Temp Sensor Performance
P0112 (M) Intake Air Temp Sensor Voltage Low Intake air (charge) temperature sensor input below the
minimum acceptable voltage.
P0113 (M) Intake Air Temp Sensor Voltage High Intake air (charge) temperature sensor input above the
maximum acceptable voltage.
P0116 Coolant Temp Sensor Performance A rationatilty error has been detected in the coolant temp
sensor.
P0117 (M) ECT Sensor Voltage Too Low Engine coolant temperature sensor input below the
minimum acceptable voltage.
P0118 (M) ECT Sensor Voltage Too High Engine coolant temperature sensor input above the
maximum acceptable voltage.
P0121 (M) TPS Voltage Does Not Agree With
MAPTPS signal does not correlate to MAP sensor signal.
P0121 (M) Accelerator Position Sensor (APPS)
Signal Voltage Too LowAPPS voltage input below the minimum acceptable
voltage.
P0122 (M) Throttle Position Sensor Voltage Low Throttle position sensor input below the acceptable
voltage range.
P0122 (M) Accelerator Position Sensor (APPS)
Signal Voltage Too LowAPPS voltage input below the minimum acceptable
voltage.
P0123 (M) Throttle Position Sensor Voltage
HighThrottle position sensor input above the maximum
acceptable voltage.
P0123 (M) Accelerator Position Sensor (APPS)
Signal Voltage Too HighAPPS voltage input above the maximum acceptable
voltage.
P0125 (M) Closed Loop Temp Not Reached Time to enter Closed Loop Operation (Fuel Control) is
excessive.
P0125 (M) Engine is Cold Too Long Engine does not reach operating temperature.
P0130 (M) 1/1 O2 Sensor Heater Circuit
MalfunctionOxygen sensor heater element malfunction.
P0131 (M) 1/1 O2 Sensor Shorted To Ground Oxygen sensor input voltage maintained below normal
operating range.
P0132 (M) 1/1 O2 Sensor Shorted To Voltage Oxygen sensor input voltage maintained above normal
operating range.
P0133 (M) 1/1 O2 Sensor Slow Response Oxygen sensor response slower than minimum required
switching frequency.
P0134 (M) 1/1 O2 Sensor Stays at Center Neither rich or lean condition is detected from the oxygen
sensor input.
KJEMISSIONS CONTROL 25 - 3
EMISSIONS CONTROL (Continued)

(M)Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G)Generator lamp illuminated
Generic Scan
Tool P-CodeDRB Scan Tool Display Brief Description of DTC
P0172 (M) 1/1 Fuel System Rich A rich air/fuel mixture has been indicated by an
abnormally lean correction factor.
P0174 (M) 2/1 Fuel System Lean A lean air/fuel mixture has been indicated by an
abnormally rich correction factor.
P0175 (M) 2/1 Fuel System Rich A rich air/fuel mixture has been indicated by an
abnormally lean correction factor.
P0176 Loss of Flex Fuel Calibration Signal No calibration voltage present from flex fuel sensor.
P0177 Water In Fuel Excess water found in fuel by water-in-fuel sensor.
P0178 Flex Fuel Sensor Volts Too Low Flex fuel sensor input below minimum acceptable voltage.
P0178 Water In Fuel Sensor Voltage Too
LowLoss of water-in-fuel circuit or sensor.
P0179 Flex Fuel Sensor Volts Too High Flex fuel sensor input above maximum acceptable
voltage.
P0181 Fuel Injection Pump Failure Low power, engine derated, or engine stops.
P0182 (M) CNG Temp Sensor Voltage Too Low Compressed natural gas temperature sensor voltage
below acceptable voltage.
P0183 (M) CNG Temp Sensor Voltage Too High Compressed natural gas temperature sensor voltage
above acceptable voltage.
P0201 (M) Injector #1 Control Circuit An open or shorted condition detected in control circuit for
injector #1 or the INJ 1 injector bank.
P0202 (M) Injector #2 Control Circuit An open or shorted condition detected in control circuit for
injector #2 or the INJ 2 injector bank.
P0203 (M) Injector #3 Control Circuit An open or shorted condition detected in control circuit for
injector #3 or the INJ 3 injector bank.
P0204 (M) Injector #4 Control Circuit Injector #4 or INJ 4 injector bank output driver stage does
not respond properly to the control signal.
P0205 (M) Injector #5 Control Circuit Injector #5 output driver stage does not respond properly
to the control signal.
P0206 (M) Injector #6 Control Circuit Injector #6 output driver stage does not respond properly
to the control signal.
P0207 (M) Injector #7 Control Circuit Injector #7 output driver stage does not respond properly
to the control signal.
P0208 (M) Injector #8 Control Circuit Injector #8 output driver stage does not respond properly
to the control signal.
P0209 (M) Injector #9 Control Circuit Injector #9 output driver stage does not respond properly
to the control signal.
P0210 (M) Injector #10 Control Circuit Injector #10 output driver stage does not respond properly
to the control signal.
P0215 Fuel Injection Pump Control Circuit Failure in fuel pump relay control circuit.
P0216 (M) Fuel Injection Pump Timing Failure High fuel supply restriction, low fuel pressure or possible
wrong or incorrectly installed pump keyway.
P0217 Decreased Engine Performance Due
To Engine Overheat ConditionEngine overheating. ECM will derate engine performance.
KJEMISSIONS CONTROL 25 - 5
EMISSIONS CONTROL (Continued)

(M)Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G)Generator lamp illuminated
Generic Scan
Tool P-CodeDRB Scan Tool Display Brief Description of DTC
P1498 High Speed Rad Fan Ground CTRL
Rly CircuitAn open or shorted condition detected in the control
circuit of the #3 high speed radiator fan control relay.
P1499 Hydraulic cooling fan solenoid circuit An open or shorted condition detected in the cooling fan
control solenoid circuit.
P1594 (G) Charging System Voltage Too High Battery voltage sense input above target charging voltage
during engine operation.
P1594 Charging System Voltage Too High Battery voltage sense input above target charging voltage
during engine operation.
P1595 Speed Control Solenoid Circuits An open or shorted condition detected in either of the
speed control vacuum or vent solenoid control circuits.
P1595 Speed Control Solenoid Circuits An open or shorted condition detected in the speed
control vacuum or vent solenoid circuits.
P1596 Speed Control Switch Always High Speed control switch input above maximum acceptable
voltage.
P1597 Speed Control Switch Always Low Speed control switch input below minimum acceptable
voltage.
P1597 Speed Control Switch Always Low Speed control switch input below the minimum acceptable
voltage.
P1598 A/C Pressure Sensor Volts Too High A/C pressure sensor input above maximum acceptable
voltage.
P1598 A/C Sensor Input Hi Problem detected in air conditioning electrical circuit.
P1599 A/C Pressure Sensor Volts Too Low A/C pressure sensor input below minimum acceptable
voltage.
P1599 A/C Sensor Input Lo Problem detected in air conditioning electrical circuit.
P1602 PCM not programmed
P1680 Clutch Released Switch Circuit Problem detected in clutch switch electrical circuit.
P1681 No I/P Cluster CCD/J1850
Messages ReceivedNo CCD/J1850 messages received from the cluster
control module.
P1682 (G) Charging System Voltage Too Low Battery voltage sense input below target charging voltage
during engine operation and no significant change in
voltage detected during active test of generator output
circuit.
P1682 Charging System Voltage Too Low Charging system output voltage low.
P1683 SPD CTRL PWR Relay; or S/C 12v
Driver CKTAn open or shorted condition detected in the speed
control servo power control circuit.
P1683 Spd ctrl pwr rly, or s/c 12v driver
circuitAn open or shorted condition detected in the speed
control servo power control circuit.
P1684 Batt Loss (disconnected) in last 50
StartsThe battery has been disconnected within the last 50
starts
P1685 SKIM Invalid Key - (Wrong or Invalid
Key MSG Received From SKIM)The engine controler has received an invalid key from the
SKIM.
P1686 No SKIM BUS Messages Received No CCD/J1850 messages received from the Smart Key
Immobilizer Module (SKIM).
25 - 14 EMISSIONS CONTROLKJ
EMISSIONS CONTROL (Continued)

OPERATION - TASK MANAGER
The Task Manager determines which tests happen
when and which functions occur when. Many of the
diagnostic steps required by OBD II must be per-
formed under specific operating conditions. The Task
Manager software organizes and prioritizes the diag-
nostic procedures. The job of the Task Manager is to
determine if conditions are appropriate for tests to be
run, monitor the parameters for a trip for each test,
and record the results of the test. Following are the
responsibilities of the Task Manager software:
²Test Sequence
²MIL Illumination
²Diagnostic Trouble Codes (DTCs)
²Trip Indicator
²Freeze Frame Data Storage
²Similar Conditions Window
Test Sequence
In many instances, emissions systems must fail
diagnostic tests more than once before the PCM illu-
minates the MIL. These tests are know as 'two trip
monitors.' Other tests that turn the MIL lamp on
after a single failure are known as 'one trip moni-
tors.' A trip is defined as 'start the vehicle and oper-
ate it to meet the criteria necessary to run the given
monitor.'
Many of the diagnostic tests must be performed
under certain operating conditions. However, there
are times when tests cannot be run because another
test is in progress (conflict), another test has failed
(pending) or the Task Manager has set a fault that
may cause a failure of the test (suspend).
²Pending
Under some situations the Task Manager will not
run a monitor if the MIL is illuminated and a fault is
stored from another monitor. In these situations, the
Task Manager postpones monitorspendingresolu-
tion of the original fault. The Task Manager does not
run the test until the problem is remedied.
For example, when the MIL is illuminated for an
Oxygen Sensor fault, the Task Manager does not run
the Catalyst Monitor until the Oxygen Sensor fault is
remedied. Since the Catalyst Monitor is based on sig-
nals from the Oxygen Sensor, running the test would
produce inaccurate results.
²Conflict
There are situations when the Task Manager does
not run a test if another monitor is in progress. In
these situations, the effects of another monitor run-
ning could result in an erroneous failure. If thiscon-
flictis present, the monitor is not run until the
conflicting condition passes. Most likely the monitor
will run later after the conflicting monitor has
passed.For example, if the Fuel System Monitor is in
progress, the Task Manager does not run the EGR
Monitor. Since both tests monitor changes in air/fuel
ratio and adaptive fuel compensation, the monitors
will conflict with each other.
²Suspend
Occasionally the Task Manager may not allow a two
trip fault to mature. The Task Manager willsus-
pendthe maturing of a fault if a condition exists
that may induce an erroneous failure. This prevents
illuminating the MIL for the wrong fault and allows
more precis diagnosis.
For example, if the PCM is storing a one trip fault
for the Oxygen Sensor and the EGR monitor, the
Task Manager may still run the EGR Monitor but
will suspend the results until the Oxygen Sensor
Monitor either passes or fails. At that point the Task
Manager can determine if the EGR system is actu-
ally failing or if an Oxygen Sensor is failing.MIL Illumination
The PCM Task Manager carries out the illumina-
tion of the MIL. The Task Manager triggers MIL illu-
mination upon test failure, depending on monitor
failure criteria.
The Task Manager Screen shows both a Requested
MIL state and an Actual MIL state. When the MIL is
illuminated upon completion of a test for a third trip,
the Requested MIL state changes to OFF. However,
the MIL remains illuminated until the next key
cycle. (On some vehicles, the MIL will actually turn
OFF during the third key cycle) During the key cycle
for the third good trip, the Requested MIL state is
OFF, while the Actual MIL state is ON. After the
next key cycle, the MIL is not illuminated and both
MIL states read OFF.
Diagnostic Trouble Codes (DTCs)
With OBD II, different DTC faults have different
priorities according to regulations. As a result, the
priorities determine MIL illumination and DTC era-
sure. DTCs are entered according to individual prior-
ity. DTCs with a higher priority overwrite lower
priority DTCs.
Priorities
²Priority 0 ÐNon-emissions related trouble codes
²Priority 1 Ð One trip failure of a two trip fault
for non-fuel system and non-misfire.
²Priority 2 Ð One trip failure of a two trip fault
for fuel system (rich/lean) or misfire.
²Priority3ÐTwotrip failure for a non-fuel sys-
tem and non-misfire or matured one trip comprehen-
sive component fault.
KJEMISSIONS CONTROL 25 - 21
EMISSIONS CONTROL (Continued)

²Priority4ÐTwotrip failure or matured fault
for fuel system (rich/lean) and misfire or one trip cat-
alyst damaging misfire.
Non-emissions related failures have no priority.
One trip failures of two trip faults have low priority.
Two trip failures or matured faults have higher pri-
ority. One and two trip failures of fuel system and
misfire monitor take precedence over non-fuel system
and non-misfire failures.
DTC Self Erasure
With one trip components or systems, the MIL is
illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure
in two consecutive trips for MIL illumination. Upon
failure of the first test, the Task Manager enters a
maturing code. If the component fails the test for a
second time the code matures and a DTC is set.
After three good trips the MIL is extinguished and
the Task Manager automatically switches the trip
counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
component does not fail again.
For misfire and fuel system monitors, the compo-
nent must pass the test under a Similar Conditions
Window in order to record a good trip. A Similar Con-
ditions Window is when engine RPM is within  375
RPM and load is within  10% of when the fault
occurred.
NOTE: It is important to understand that a compo-
nent does not have to fail under a similar window of
operation to mature. It must pass the test under a
Similar Conditions Window when it failed to record
a Good Trip for DTC erasure for misfire and fuel
system monitors.
DTCs can be erased anytime with a DRB III. Eras-
ing the DTC with the DRB III erases all OBD II
information. The DRB III automatically displays a
warning that erasing the DTC will also erase all
OBD II monitor data. This includes all counter infor-
mation for warm-up cycles, trips and Freeze Frame.
Trip Indicator
TheTripis essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
set of vehicle operating conditions that must be met
for a specific monitor to run. All trips begin with a
key cycle.
Good Trip
The Good Trip counters are as follows:
²Specific Good Trip
²Fuel System Good Trip
²Misfire Good Trip
²Alternate Good Trip (appears as a Global Good
Trip on DRB III)²Comprehensive Components
²Major Monitor
²Warm-Up Cycles
Specific Good Trip
The term Good Trip has different meanings
depending on the circumstances:
²If the MIL is OFF, a trip is defined as when the
Oxygen Sensor Monitor and the Catalyst Monitor
have been completed in the same drive cycle.
²If the MIL is ON and a DTC was set by the Fuel
Monitor or Misfire Monitor (both continuous moni-
tors), the vehicle must be operated in the Similar
Condition Window for a specified amount of time.
²If the MIL is ON and a DTC was set by a Task
Manager commanded once-per-trip monitor (such as
the Oxygen Sensor Monitor, Catalyst Monitor, Purge
Flow Monitor, Leak Detection Pump Monitor, EGR
Monitor or Oxygen Sensor Heater Monitor), a good
trip is when the monitor is passed on the next start-
up.
²If the MIL is ON and any other emissions DTC
was set (not an OBD II monitor), a good trip occurs
when the Oxygen Sensor Monitor and Catalyst Mon-
itor have been completed, or two minutes of engine
run time if the Oxygen Sensor Monitor and Catalyst
Monitor have been stopped from running.
Fuel System Good Trip
To count a good trip (three required) and turn off
the MIL, the following conditions must occur:
²Engine in closed loop
²Operating in Similar Conditions Window
²Short Term multiplied by Long Term less than
threshold
²Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will
count a good trip (three required) and turn off the
MIL.
Misfire Good Trip
If the following conditions are met the PCM will
count one good trip (three required) in order to turn
off the MIL:
²Operating in Similar Condition Window
²1000 engine revolutions with no misfire
Warm-Up Cycles
Once the MIL has been extinguished by the Good
Trip Counter, the PCM automatically switches to a
Warm-Up Cycle Counter that can be viewed on the
DRB III. Warm-Up Cycles are used to erase DTCs
and Freeze Frames. Forty Warm-Up cycles must
occur in order for the PCM to self-erase a DTC and
Freeze Frame. A Warm-Up Cycle is defined as fol-
lows:
²Engine coolant temperature must start below
and rise above 160É F
²Engine coolant temperature must rise by 40É F
²No further faults occur
25 - 22 EMISSIONS CONTROLKJ
EMISSIONS CONTROL (Continued)

ENGINE - DESCRIPTION, COOLING
SYSTEM 3.7L.........................7-1
ENGINE - DESCRIPTION, COOLING
SYSTEM ROUTING 3.7L.................7-2
ENGINE - INSTALLATION, 3.7L . . . 7-17,7-18,7-22
ENGINE - REMOVAL, 3.7L...........7-17,7-21
ENGINE - STANDARD PROCEDURE,
DRAINING COOLING SYSTEM 3.7L........7-12
ENGINE - STANDARD PROCEDURE,
REFILLING COOLING SYSTEM 3.7L.......7-12
ENGINE BLOCK - CLEANING.............9-39
ENGINE BLOCK - DESCRIPTION..........9-39
ENGINE BLOCK - INSPECTION...........9-40
ENGINE COOLANT - DESCRIPTION.........0-3
ENGINE COOLANT TEMPERATURE
SENSOR - DESCRIPTION...............7-19
ENGINE COOLANT TEMPERATURE
SENSOR - INSTALLATION...............7-21
ENGINE COOLANT TEMPERATURE
SENSOR - OPERATION.................7-20
ENGINE COOLANT TEMPERATURE
SENSOR - REMOVAL...................7-20
ENGINE COOLANT THERMOSTAT -
OPERATION..........................7-21
ENGINE CORE AND OIL GALLERY PLUGS
- STANDARD PROCEDURE..............9-10
ENGINE CRADLE CROSSMEMBER -
INSTALLATION........................13-6
ENGINE CRADLE CROSSMEMBER -
REMOVAL...........................13-6
ENGINE DIAGNOSIS - INTRODUCTION -
DIAGNOSIS AND TESTING.................9-4
ENGINE DIAGNOSIS - LUBRICATION -
DIAGNOSIS AND TESTING...............9-7
ENGINE DIAGNOSIS - MECHANICAL -
DIAGNOSIS AND TESTING...............9-6
ENGINE DIAGNOSIS - PERFORMANCE -
DIAGNOSIS AND TESTING...............9-4
ENGINE FIRING ORDER, 2.4L 4-
CYLINDER...........................8I-2
ENGINE FIRING ORDER, 3.7L V-6.........8I-2
ENGINE GASKET SURFACE
PREPARATION - STANDARD
PROCEDURE..........................9-9
ENGINE OIL - STANDARD PROCEDURE....9-61
ENGINE OIL LEAK - DIAGNOSIS AND
TESTING............................9-60
ENGINE OIL PRESSURE - DIAGNOSIS
AND TESTING........................9-60
ENGINE, SPECIAL TOOLS - 3.7L..........9-15
ENGINE, SPECIFICATIONS - 3.7L.........9-12
ENGINE TEMPERATURE GAUGE -
DESCRIPTION.......................8J-18
ENGINE TEMPERATURE GAUGE -
OPERATION.........................8J-18
ENGINES - GENERATOR RATINGS, GAS . . . 8F-23
ENTRY MODULE - DESCRIPTION,
REMOTE KEYLESS....................8N-7
ENTRY MODULE - DIAGNOSIS AND
TESTING, REMOTE KEYLESS............8N-7
ENTRY MODULE - INSTALLATION,
REMOTE KEYLESS....................8N-7
ENTRY MODULE - OPERATION, REMOTE
KEYLESS............................8N-7
ENTRY MODULE - REMOVAL, REMOTE
KEYLESS............................8N-7
ENTRY TRANSMITTER - DIAGNOSIS AND
TESTING, REMOTE KEYLESS............8N-8
ENTRY TRANSMITTER -
SPECIFICATIONS, REMOTE KEYLESS......8N-9
EQUIPMENT - STANDARD PROCEDURE,
REFRIGERANT SYSTEM SERVICE........24-40
ERASING TRANSMITTER CODES -
STANDARD PROCEDURE...............8M-8
EVACUATE - STANDARD PROCEDURE,
REFRIGERANT SYSTEM...............24-41
EVAPORATION CONTROL SYSTEM -
DESCRIPTION.......................25-24
EVAPORATOR - DESCRIPTION, A/C.......24-49
EVAPORATOR - INSTALLATION, A/C......24-49
EVAPORATOR - OPERATION, A/C........24-49
EVAPORATOR - REMOVAL, A/C..........24-49
EVAP/PURGE SOLENOID - DESCRIPTION . . 25-27
EVAP/PURGE SOLENOID - INSTALLATION
. 25-27
EVAP/PURGE SOLENOID - OPERATION
....25-27
EVAP/PURGE SOLENOID - REMOVAL
.....25-27
EXCEPT DIESEL - TORQUE
.............8F-23
EXHAUST MANIFOLD - DESCRIPTION
.....9-69EXHAUST MANIFOLD - INSTALLATION.....9-70
EXHAUST MANIFOLD - REMOVAL.........9-69
EXHAUST SYSTEM - DESCRIPTION.......11-1
EXHAUST SYSTEM - DIAGNOSIS AND
TESTING............................11-2
EXTENSION HOUSING BUSHING -
NV3550 - INSTALLATION...............21-74
EXTENSION HOUSING BUSHING -
NV3550 - REMOVAL..................21-73
EXTENSION HOUSING SEAL - NV1500 -
INSTALLATION.......................21-32
EXTENSION HOUSING SEAL - NV1500 -
REMOVAL..........................21-32
EXTENSION HOUSING SEAL - NV3550 -
INSTALLATION.......................21-74
EXTENSION HOUSING SEAL - NV3550 -
REMOVAL..........................21-74
EXTERIOR - DESCRIPTION, LAMPS/
LIGHTING...........................8L-2
EXTERIOR - DIAGNOSIS AND TESTING,
LAMPS/LIGHTING.....................8L-7
EXTERIOR - OPERATION, LAMPS/
LIGHTING...........................8L-5
EXTERIOR - SPECIFICATIONS,
LAMPS/LIGHTING....................8L-15
EXTERIOR HANDLE - INSTALLATION....23-123,
23-130,23-136
EXTERIOR HANDLE - REMOVAL . 23-123,23-130,
23-136
EXTERIOR NAME PLATES -
INSTALLATION......................23-141
EXTERIOR NAME PLATES - REMOVAL . . . 23-140
FAN - ELECTRIC - DESCRIPTION,
RADIATOR...........................7-26
FAN - ELECTRIC - INSTALLATION,
RADIATOR...........................7-27
FAN - ELECTRIC - OPERATION,
RADIATOR...........................7-26
FAN - ELECTRIC - REMOVAL, RADIATOR . . . 7-26
FAN - VISCOUS - CLEANING, RADIATOR . . . 7-29
FAN - VISCOUS - DESCRIPTION,
RADIATOR...........................7-27
FAN - VISCOUS - INSPECTION,
RADIATOR...........................7-29
FAN - VISCOUS - INSTALLATION,
RADIATOR...........................7-29
FAN - VISCOUS - OPERATION,
RADIATOR...........................7-27
FAN - VISCOUS - REMOVAL, RADIATOR....7-28
FAN DRIVE - DIAGNOSIS AND TESTING,
VISCOUS............................7-28
FASCIA - INSTALLATION, FRONT.........13-2
FASCIA - INSTALLATION, REAR..........13-2
FASCIA - REMOVAL, FRONT.............13-1
FASCIA - REMOVAL, REAR..............13-2
FASCIA SUPPORT - INSTALLATION,
REAR...............................13-3
FASCIA SUPPORT - REMOVAL, REAR......13-3
FASTENER IDENTIFICATION -
DESCRIPTION......................Intro.-1
FENDER - INSTALLATION, FRONT.......23-141
FENDER - REMOVAL, FRONT..........23-141
FILL - STANDARD PROCEDURE, FLUID
DRAIN......................21-208,21-246
FILL - STANDARD PROCEDURE,
TRANSMISSION.....................21-128
FILL DOOR/HOUSING - INSTALLATION,
FUEL.............................23-141
FILL DOOR/HOUSING - REMOVAL, FUEL . 23-141
FILL/CHECK LOCATIONS - DESCRIPTION,
FLUID...............................0-4
FILLER CAP - DESCRIPTION, FUEL.......25-27
FILLER CAP - OPERATION, FUEL........25-27
FILTER - DESCRIPTION, FUEL............14-7
FILTER - INSTALLATION, FUEL...........14-8
FILTER - INSTALLATION, INLET..........14-28
FILTER - INSTALLATION, OIL............9-63
FILTER - REMOVAL, FUEL...............14-7
FILTER - REMOVAL, INLET.............14-28
FILTER - REMOVAL, OIL
................9-63
FILTER REPLACEMENT - STANDARD
PROCEDURE, FLUID
.................21-126
FINESSE SANDING/BUFFING &
POLISHING - DESCRIPTION
...........23-163
FINISH - DESCRIPTION, BASE
COAT/CLEAR COAT
..................23-162
FIRING ORDER, 2.4L 4-CYLINDER -
ENGINE
..............................8I-2FIRING ORDER, 3.7L V-6 - ENGINE........8I-2
FITTING - CONNECTING ROD BEARING....9-49
FITTING - DESCRIPTION, QUICK
CONNECT...........................14-10
FITTING - MAIN BEARING...............9-45
FITTING - STANDARD PROCEDURE,
CONNECTING ROD BEARING............9-40
FITTING - STANDARD PROCEDURE,
PISTON.............................9-50
FITTING - STANDARD PROCEDURE,
PISTON RING........................9-52
FITTINGS - STANDARD PROCEDURE,
QUICK-CONNECT.....................14-10
FLARE MOLDINGS - INSTALLATION,
FRONT WHEEL OPENING.............23-145
FLARE MOLDINGS - INSTALLATION,
REAR WHEEL OPENING..............23-145
FLARE MOLDINGS - REMOVAL, FRONT
WHEEL OPENING...................23-145
FLARE MOLDINGS - REMOVAL, REAR
WHEEL OPENING...................23-145
FLARING - STANDARD PROCEDURE,
DOUBLE INVERTED.....................5-8
FLARING - STANDARD PROCEDURE, ISO....5-8
FLASHER - DESCRIPTION, COMBINATION . 8L-19
FLASHER - OPERATION, COMBINATION . . . 8L-19
FLEX PLATE - INSTALLATION............9-49
FLEX PLATE - REMOVAL................9-49
FLIP-UP GLASS - INSTALLATION.......23-136
FLIP-UP GLASS - REMOVAL...........23-136
FLIP-UP GLASS AJAR SWITCH -
DESCRIPTION.......................8L-77
FLIP-UP GLASS AJAR SWITCH -
OPERATION.........................8L-77
FLIP-UP GLASS LATCH - INSTALLATION . 23-136
FLIP-UP GLASS LATCH - REMOVAL.....23-136
FLIP-UP GLASS RELEASE SWITCH -
DIAGNOSIS AND TESTING..............8N-5
FLIP-UP GLASS SUPPORT CYLINDER -
INSTALLATION......................23-139
FLIP-UP GLASS SUPPORT CYLINDER -
REMOVAL.........................23-139
FLOOR - DEFROST DOO - INSTALLATION . . 24-37
FLOOR - DEFROST DOOR - REMOVAL....24-36
FLOOR - DEFROST DOOR ACTUATOR -
INSTALLATION.......................24-25
FLOOR - DEFROST DOOR ACTUATOR -
REMOVAL..........................24-24
FLOOR CONSOLE - INSTALLATION......23-158
FLOOR CONSOLE - REMOVAL..........23-158
FLOOR CONSOLE DUCT - INSTALLATION . . 24-31
FLOOR CONSOLE DUCT - REMOVAL.....24-31
FLOOR CONSOLE LID LATCH -
INSTALLATION......................23-158
FLOOR CONSOLE LID LATCH - REMOVAL . 23-158
FLOOR DUCT - INSTALLATION..........24-32
FLOOR DUCT - REMOVAL..............24-32
FLOOR MATS - INSTALLATION, CARPETS . 23-158
FLOOR MATS - REMOVAL, CARPETS....23-158
FLOOR SHIFT BOOT - INSTALLATION,
4WD .............................23-156
FLOOR SHIFT BOOT - REMOVAL, 4WD . . . 23-156
FLOW AND PRESSURE - DIAGNOSIS
AND TESTING, POWER STEERING........19-3
FLOW MANAGEMENT VALVE -
DESCRIPTION........................14-6
FLOW MANAGEMENT VALVE -
INSTALLATION........................14-7
FLOW MANAGEMENT VALVE -
OPERATION..........................14-6
FLOW MANAGEMENT VALVE - REMOVAL . . . 14-6
FLUID - DESCRIPTION, AUTOMATIC
TRANSMISSION.......................0-2
FLUID - DIAGNOSIS AND TESTING,
CAUSES OF BURNT..................21-125
FLUID - OPERATION, AUTOMATIC
TRANSMISSION.......................0-4
FLUID AND FILTER REPLACEMENT -
STANDARD PROCEDURE..............21-126
FLUID CAPACITIES - SPECIFICATIONS......0-4
FLUID CONTAMINATION - DIAGNOSIS
AND TESTING......................21-125
FLUID CONTAMINATION - DIAGNOSIS
AND TESTING, BRAKE
..................5-26
FLUID COOLER - DESCRIPTION
.........19-20
FLUID COOLER - INSTALLATION
.........19-20
FLUID COOLER - OPERATION
...........19-20
FLUID COOLER - REMOVAL
............19-20
KJINDEX 9
Description Group-Page Description Group-Page Description Group-Page