main power fuse JEEP LIBERTY 2002 KJ / 1.G User Guide

three consecutive messages from the PCM indicating
that the engine oil pressure is about 4 kPa or lower
(about 0.6 psi or lower), the low oil pressure indicator
is illuminated. The indicator remains illuminated
until the cluster receives a single message from the
PCM indicating that the engine oil pressure is about
76 kPa or higher (about 11 psi or higher), or until the
ignition switch is turned to the Off position, which-
ever occurs first. Once the cluster monitors and
engine speed of greater than 450 rpm, the cluster
logic will ignore engine speed in determining low oil
pressure indicator operation for the remainder of the
current ignition cycle.
²Actuator Test- Each time the cluster is put
through the actuator test, the low oil pressure indi-
cator will be turned on, then off again during the
bulb check portion of the test to confirm the function-
ality of the LED and the cluster control circuitry.
The PCM continually monitors the engine oil pres-
sure sensor to determine the engine oil pressure. The
PCM then sends the proper engine oil pressure mes-
sages to the instrument cluster. For further diagnosis
of the low oil pressure indicator or the instrument
cluster circuitry that controls the LED, (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). If the instrument cluster turns
on the indicator after the bulb test, it may indicate
that the engine or the engine oiling system requires
service. For proper diagnosis of the engine oil pres-
sure sensor, the PCM, the PCI data bus, or the elec-
tronic message inputs to the instrument cluster that
control the low oil pressure indicator, a DRBIIItscan
tool is required. Refer to the appropriate diagnostic
information.
MALFUNCTION INDICATOR
LAMP (MIL)
DESCRIPTION
A Malfunction Indicator Lamp (MIL) is standard
equipment on all instrument clusters. The MIL is
located above the coolant temperature gauge and to
the right of the speedometer in the instrument clus-
ter. The MIL consists of a stencil-like cutout of the
International Control and Display Symbol icon for
ªEngineº in the opaque layer of the instrument clus-
ter overlay. The dark outer layer of the overlay pre-
vents the indicator from being clearly visible when it
is not illuminated. An amber Light Emitting Diode
(LED) behind the cutout in the opaque layer of the
overlay causes the icon to appear in amber through
the translucent outer layer of the overlay when it is
illuminated from behind by the LED, which is sol-
dered onto the instrument cluster electronic circuitboard. The MIL is serviced as a unit with the instru-
ment cluster.
OPERATION
The Malfunction Indicator Lamp (MIL) gives an
indication to the vehicle operator when the Power-
train Control Module (PCM) has recorded a Diagnos-
tic Trouble Code (DTC) for an On-Board Diagnostics
II (OBDII) emissions-related circuit or component
malfunction. This indicator is controlled by a transis-
tor on the instrument cluster electronic circuit board
based upon cluster programming and electronic mes-
sages received by the cluster from the PCM over the
Programmable Communications Interface (PCI) data
bus. The MIL Light Emitting Diode (LED) is com-
pletely controlled by the instrument cluster logic cir-
cuit, 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 LED will
always be off when the ignition switch is in any posi-
tion except On or Start. The LED only illuminates
when it is provided a path to ground by the instru-
ment cluster transistor. The instrument cluster will
turn on the MIL for the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the MIL is illuminated for
about seven seconds as a bulb test.
²PCM Lamp-On Message- Each time the clus-
ter receives a malfunction indicator lamp-on message
from the PCM, the indicator will be illuminated. The
indicator can be flashed on and off, or illuminated
solid, as dictated by the PCM message. For some
DTC's, if a problem does not recur, the PCM will
send a lamp-off message automatically. Other DTC's
may require that a fault be repaired and the PCM be
reset before a 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 malfunction indicator lamp-on or lamp-off mes-
sage from the PCM for twenty consecutive seconds,
the MIL is illuminated by the instrument cluster.
The indicator remains controlled and illuminated by
the cluster until a valid malfunction indicator
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,
then off again during the bulb check portion of the
test to confirm the functionality of the LED 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-
8J - 24 INSTRUMENT CLUSTERKJ
LOW OIL PRESSURE INDICATOR (Continued)

indicator lights when the transfer case is engaged in
the4X4Part Time position. This indicator is con-
trolled by a transistor on the instrument cluster elec-
tronic circuit board based upon the cluster
programming and electronic messages received by
the cluster from the Powertrain Control Module
(PCM) over the Programmable Communications
Interface (PCI) data bus. The instrument cluster
must be configured for the type of transfer case in
the vehicle using a DRBIIItscan tool in order to pro-
vide proper operation of the part time indicator. The
part time 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 bat-
tery current input on the fused ignition switch out-
put (run-start) circuit. Therefore, the LED will
always be off when the ignition switch is in any posi-
tion except On or Start. The LED only illuminates
when it is provided a path to ground by the instru-
ment cluster transistor. The instrument cluster will
turn on the part time indicator for the following rea-
sons:
²Part Time Lamp-On Message- Each time the
cluster receives a part time lamp-on message from
the PCM indicating that a four-wheel drive part time
position of the transfer case has been selected, the
part time indicator will be illuminated. The indicator
remains illuminated until the cluster receives a part
time lamp-off message from the PCM or until the
ignition switch is turned to the Off position, which-
ever occurs first.
²Actuator Test- Each time the cluster is put
through the actuator test, the part time indicator will
be turned on, then off again during the bulb check
portion of the test to confirm the functionality of the
LED and the cluster control circuitry.
The PCM continually monitors the transfer case
switch to determine the driveline operating mode.
The PCM then sends the proper part time lamp-on
and lamp-off messages to the instrument cluster. For
further diagnosis of the part time indicator or the
instrument cluster circuitry that controls the indica-
tor, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). For
proper diagnosis of the transfer case switch, the
PCM, the PCI data bus, or the electronic message
inputs to the instrument cluster that control the part
time indicator, a DRBIIItscan tool is required. Refer
to the appropriate diagnostic information.
OPERATION - FULL TIME INDICATOR
The full time indicator gives an indication to the
vehicle operator that a four-wheel drive full time
operating mode of the transfer case is selected. On
vehicles equipped with the optional Selec-Trac four-wheel drive system, the full time indicator lights
when the transfer case is engaged in the4X4Full
Time position. This indicator is controlled by a tran-
sistor on the instrument cluster electronic circuit
board based upon the 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
instrument cluster must be configured for the type of
transfer case in the vehicle using a DRBIIItscan
tool in order to provide proper operation of the full
time indicator. The full time indicator Light Emitting
Diode (LED) is completely controlled by the instru-
ment 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) circuit. Therefore,
the LED will always be off when the ignition switch
is in any position except On or Start. The LED only
illuminates when it is provided a path to ground by
the instrument cluster transistor. The instrument
cluster will turn on the full time indicator for the fol-
lowing reasons:
²Full Time Lamp-On Message- Each time the
cluster receives a full time lamp-on message from the
PCM indicating that a four-wheel drive full time
position of the transfer case has been selected, the
full time indicator will be illuminated. The indicator
remains illuminated until the cluster receives a full
time lamp-off message from the PCM or until the
ignition switch is turned to the Off position, which-
ever occurs first.
²Actuator Test- Each time the cluster is put
through the actuator test, the full time indicator will
be turned on, then off again during the bulb check
portion of the test to confirm the functionality of the
LED and the cluster control circuitry.
The PCM continually monitors the transfer case
switch to determine the driveline operating mode.
The PCM then sends the proper full time lamp-on
and lamp-off messages to the instrument cluster. For
further diagnosis of the full time indicator or the
instrument cluster circuitry that controls the indica-
tor, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). For
proper diagnosis of the transfer case switch, the
PCM, the PCI data bus, or the electronic message
inputs to the instrument cluster that control the full
time indicator, a DRBIIItscan tool is required. Refer
to the appropriate diagnostic information.
OPERATION - FOUR LOW MODE INDICATOR
The four low mode indicator gives an indication to
the vehicle operator that a four-wheel drive low oper-
ating mode of the transfer case is selected. On vehi-
cles equipped with the standard Command-Trac four-
8J - 30 INSTRUMENT CLUSTERKJ
SHIFT INDICATOR (TRANSFER CASE) (Continued)

wheel drive system, the four low mode indicator
lights when the transfer case is engaged in the 4L
position. On vehicles equipped with the optional
Selec-Trac four-wheel drive system, the four low
mode indicator lights when the transfer case is
engaged in the 4 Lo position. This indicator is con-
trolled by a transistor on the instrument cluster elec-
tronic circuit board based upon the cluster
programming and electronic messages received by
the cluster from the Powertrain Control Module
(PCM) over the Programmable Communications
Interface (PCI) data bus. The instrument cluster
must be configured for the type of transfer case in
the vehicle using a DRBIIItscan tool in order to pro-
vide proper operation of the four low mode indicator.
The four low mode 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) circuit. Therefore, the LED
will always be off when the ignition switch is in any
position except On or Start. The LED only illumi-
nates when it is provided a path to ground by the
instrument cluster transistor. The instrument cluster
will turn on the four low mode indicator for the fol-
lowing reasons:
²Four Low Mode Lamp-On Message- Each
time the cluster receives a four low mode lamp-on
message from the PCM indicating that a four-wheel
drive low position of the transfer case has been
selected, the four low mode indicator will be illumi-
nated. The indicator remains illuminated until the
cluster receives a four low mode lamp-off message
from the PCM or until the ignition switch is turned
to the Off position, whichever occurs first.
²Actuator Test- Each time the cluster is put
through the actuator test, the four low mode indica-
tor will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of the LED and the cluster control circuitry.
The PCM continually monitors the transfer case
switch to determine the driveline operating mode.
The PCM then sends the proper four low mode
lamp-on and lamp-off messages to the instrument
cluster. For further diagnosis of the four low mode
indicator or the instrument cluster circuitry that con-
trols the indicator, (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND
TESTING). For proper diagnosis of the transfer case
switch, the PCM, the PCI data bus, or the electronic
message inputs to the instrument cluster that control
the four low mode indicator, a DRBIIItscan tool is
required. Refer to the appropriate diagnostic infor-
mation.SKIS INDICATOR
DESCRIPTION
A Sentry Key Immobilizer System (SKIS) indicator
is standard equipment on all instrument clusters, but
is only operational on vehicles equipped with the
optional SKIS. The SKIS indicator is located above
the fuel gauge and to the left of the tachometer in
the instrument cluster. The SKIS indicator consists
of a stencil-like cutout of a graphical representation
or icon of a key that is circled and crossed-out 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.
An amber Light Emitting Diode (LED) behind the
cutout in the opaque layer of the overlay causes the
indicator to appear in amber through the translucent
outer layer of the overlay when it is illuminated from
behind by the LED, which is soldered onto the
instrument cluster electronic circuit board. The SKIS
indicator is serviced as a unit with the instrument
cluster.
OPERATION
The Sentry Key Immobilizer System (SKIS) indica-
tor gives an indication to the vehicle operator of the
status of the SKIS. This indicator is controlled by a
transistor on the instrument cluster electronic circuit
board based upon the cluster programming and elec-
tronic messages received by the cluster from the Sen-
try Key Immobilizer Module (SKIM) over the
Programmable Communications Interface (PCI) data
bus. The SKIS indicator Light Emitting Diode (LED)
is completely controlled by the instrument cluster
logic circuit, and that logic will only allow this indi-
cator to operate when the instrument cluster receives
a battery current input on the fused ignition switch
output (run-start) circuit. Therefore, the LED will
always be off when the ignition switch is in any posi-
tion except On or Start. The LED only illuminates
when it is switched to ground by the instrument clus-
ter transistor. The instrument cluster will turn on
the SKIS indicator for the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position, the SKIM tells the cluster
to illuminate the SKIS indicator for about three sec-
onds as a bulb test.
²SKIS Lamp-On Message- Each time the clus-
ter receives a SKIS lamp-on message from the SKIM,
the SKIS indicator will be illuminated. The indicator
can be flashed on and off, or illuminated solid, as dic-
tated by the SKIM message. For more information on
the SKIS and the SKIS indicator control parameters,
(Refer to 8 - ELECTRICAL/VEHICLE THEFT SECU-
RITY - OPERATION). The indicator remains illumi-
nated until the cluster receives a SKIS lamp-off
KJINSTRUMENT CLUSTER 8J - 31
SHIFT INDICATOR (TRANSFER CASE) (Continued)

message from the SKIM or until the ignition switch
is turned to the Off position, whichever occurs first.
²Communication Error- If the cluster receives
no SKIS lamp-on or lamp-off messages from the
SKIM for twenty consecutive seconds, the SKIS indi-
cator is illuminated by the instrument cluster. The
indicator remains controlled and illuminated by the
cluster until a valid SKIS lamp-on or lamp-off mes-
sage is received from the SKIM.
²Actuator Test- Each time the cluster is put
through the actuator test, the SKIS 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 SKIM performs a self-test each time the igni-
tion switch is turned to the On position to decide
whether the system is in good operating condition
and whether a valid key is present in the ignition
lock cylinder. The SKIM then sends the proper SKIS
lamp-on or lamp-off messages to the instrument clus-
ter. For further diagnosis of the SKIS indicator or the
instrument cluster circuitry that controls the indica-
tor, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). If the
instrument cluster flashes the SKIS indicator upon
ignition On, or turns on the SKIS indicator solid
after the bulb test, it indicates that a SKIS malfunc-
tion has occurred or that the SKIS is inoperative. For
proper diagnosis of the SKIS, the PCI data bus, or
the electronic message inputs to the instrument clus-
ter that control the SKIS indicator, a DRBIIItscan
tool is required. Refer to the appropriate diagnostic
information.
SPEEDOMETER
DESCRIPTION
A speedometer is standard equipment on all instru-
ment clusters. The speedometer is located to the
right of the tachometer in the instrument cluster.
The speedometer consists of a movable gauge needle
or pointer controlled by the instrument cluster cir-
cuitry, and a fixed 255 degree primary scale on the
gauge dial face that reads left-to-right either from 0
to 120 mph, or from 0 to 240 km/h, depending upon
the market for which the vehicle is manufactured.
Most models also have a smaller secondary inner
scale on the gauge dial face that provides the equiv-
alent opposite measurement units from the primary
scale. Text appearing on the cluster overlay just
below the hub of the speedometer needle abbreviates
the unit of measure for the primary scale first (i.e.:
MPH or km/h), followed by the unit of measure for
the secondary scale (i.e.: MPH or km/h). The speed-
ometer graphics are dark blue (primary scale) andlight blue (secondary scale) against a beige field,
making them clearly visible within the instrument
cluster in daylight. When illuminated from behind by
the panel lamps dimmer controlled cluster illumina-
tion lighting with the exterior lamps turned On, both
the dark blue and light blue graphics retain their
blue colors. The orange gauge needle is internally
illuminated. Gauge illumination is provided by
replaceable incandescent bulb and bulb holder units
located on the instrument cluster electronic circuit
board. The speedometer is serviced as a unit with the
instrument cluster.
OPERATION
The speedometer gives an indication to the vehicle
operator of the vehicle road speed. This gauge is con-
trolled by the instrument cluster electronic 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
speedometer 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:
²Vehicle Speed Message- Each time the clus-
ter receives a vehicle speed message from the PCM it
will calculate the correct vehicle speed reading and
position the gauge needle at that speed position on
the gauge scale. The cluster will receive a new vehi-
cle speed message and reposition the gauge pointer
accordingly about every 86 milliseconds. The gauge
needle will continue to be positioned at the actual
vehicle speed position on the gauge scale until the
ignition switch is turned to the Off position.
²Communication Error- If the cluster fails to
receive a speedometer message, it will hold the gauge
needle at the last indication for about six seconds, or
until the ignition switch is turned to the Off position,
whichever occurs first. If a new speed message is not
received after about six seconds, the gauge needle
will return to the far left (low) end of the scale.
²Actuator Test- Each time the cluster is put
through the actuator test, the gauge needle will be
swept to several calibration points on the gauge scale
in sequence in order to confirm the functionality of
the gauge and the cluster control circuitry.
The PCM continually monitors the vehicle speed
information received from the Body Control Module
(BCM) to determine the vehicle road speed, then
8J - 32 INSTRUMENT CLUSTERKJ
SKIS INDICATOR (Continued)

ible when it is not illuminated. An amber Light
Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the ªTRANS
TEMPº text to appear in amber through the translu-
cent outer layer of the overlay when the indicator is
illuminated from behind by the LED, which is sol-
dered onto the instrument cluster electronic circuit
board. The transmission over-temperature indicator
is serviced as a unit with the instrument cluster.
OPERATION
The transmission over-temperature indicator gives
an indication to the vehicle operator when the trans-
mission fluid temperature is excessive, which may
lead to accelerated transmission component wear or
failure. This indicator is controlled by a transistor on
the instrument cluster electronic circuit board based
upon the cluster programming and electronic mes-
sages received by the cluster from the Powertrain
Control Module (PCM) over the Programmable Com-
munications Interface (PCI) data bus. The transmis-
sion over-temperature 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) circuit. Therefore, the LED
will always be off when the ignition switch is in any
position except On or Start. The LED only illumi-
nates when it is provided a path to ground by the
instrument cluster transistor. The instrument cluster
will turn on the transmission over-temperature indi-
cator for the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the transmission over-tem-
perature indicator is illuminated for about three sec-
onds as a bulb test.
²Trans Over-Temp Lamp-On Message- Each
time the cluster receives a trans over-temp lamp-on
message from the PCM indicating that the transmis-
sion fluid temperature is 135É C (275É F) or higher,
the indicator will be illuminated. The indicator
remains illuminated until the cluster receives a trans
over-temp lamp-off message from the PCM, or until
the ignition switch is turned to the Off position,
whichever occurs first.
²Actuator Test- Each time the cluster is put
through the actuator test, the trans over-temp indi-
cator will be turned on, then off again during the
bulb check portion of the test to confirm the function-
ality of the LED and the cluster control circuitry.
The PCM continually monitors the transmission
temperature sensor to determine the transmission
operating condition. The PCM then sends the proper
trans over-temp lamp-on and lamp-off messages to
the instrument cluster. If the instrument clusterturns on the transmission over-temperature indicator
due to a high transmission oil temperature condition,
it may indicate that the transmission and/or the
transmission cooling system are being overloaded or
that they require service. For further diagnosis of the
transmission over-temperature indicator or the
instrument cluster circuitry that controls the indica-
tor, (Refer to 8 - ELECTRICAL/INSTRUMENT
CLUSTER - DIAGNOSIS AND TESTING). For
proper diagnosis of the transmission temperature
sensor, the PCM, the PCI data bus, or the electronic
message inputs to the instrument cluster that control
the transmission over-temperature indicator, a
DRBIIItscan tool is required. Refer to the appropri-
ate diagnostic 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, between the speedom-
eter and the tachometer. Each turn signal indicator
consists of a stencil-like cutout of the International
Control and Display Symbol icon for ªTurn Warningº
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. A green Light-Emitting Diode (LED)
behind each cutout in the opaque layer of the cluster
overlay causes the indicator to appear in green
through the translucent outer layer of the overlay
when it is illuminated from behind by the LED,
which is soldered onto the instrument cluster elec-
tronic circuit board. The turn signal indicators are
serviced as a unit with the instrument cluster.
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 within the hazard switch to the
instrument cluster electronic circuit board. Each turn
signal indicator Light Emitting Diode (LED) is
grounded on the instrument cluster electronic circuit
board at all times; therefore, these indicators remain
functional regardless of the ignition switch position.
Each LED will only illuminate when it is provided
battery current by the combination flasher circuitry
of the hazard switch.
8J - 34 INSTRUMENT CLUSTERKJ
TRANS TEMP INDICATOR (Continued)

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 of the hazard switch
to the instrument cluster turn signal indicator inputs
can be diagnosed using conventional diagnostic tools
and methods. (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING - EXTERIOR/HAZARD SWITCH -
DESCRIPTION) for more information on the combi-
nation flasher and hazard switch operation.
WAIT-TO-START INDICATOR
DESCRIPTION
A wait-to-start indicator is only found in the
instrument clusters of vehicles equipped with an
optional diesel engine. The wait-to-start indicator is
located above the fuel gauge and to the left of the
tachometer in the instrument cluster. The wait-to-
start indicator consists of a stencil-like cutout of the
International Control and Display Symbol icon for
ªDiesel Preheatº in the opaque layer of the instru-
ment cluster overlay. The dark outer layer of the
overlay prevents the indicator from being clearly vis-
ible when it is not illuminated. An amber Light
Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the icon to appear
in amber through the translucent outer layer of the
overlay when it is illuminated from behind by the
LED, which is soldered onto the instrument cluster
electronic circuit board. The wait-to-start indicator is
serviced as a unit with the instrument cluster.
OPERATION
The wait-to-start indicator gives an indication to
the vehicle operator when the diesel engine glow
plugs are energized in their pre-heat operating mode.
This indicator is controlled by a transistor on the
instrument cluster electronic circuit board based
upon the cluster programming and electronic mes-
sages received by the cluster from the Powertrain
Control Module (PCM) over the Programmable Com-
munications Interface (PCI) data bus. The wait-to-
start 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 bat-
tery current input on the fused ignition switch out-
put (run-start) circuit. Therefore, the LED will
always be off when the ignition switch is in any posi-
tion except On or Start. The LED only illuminates
when it is provided a path to ground by the instru-
ment cluster transistor. The instrument cluster willturn on the wait-to-start indicator for the following
reasons:
²Wait-To-Start Lamp-On Message- Each time
the cluster receives a wait-to-start lamp-on message
from the PCM indicating the glow plugs are heating
and the driver must wait to start the engine, the
wait-to-start indicator will be illuminated. The indi-
cator remains illuminated until the cluster receives a
wait-to-start lamp-off message, or until the ignition
switch is turned to the Off position, whichever occurs
first.
²Actuator Test- Each time the cluster is put
through the actuator test, the wait-to-start indicator
will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of the LED and the cluster control circuitry.
The PCM continually monitors the ambient tem-
perature and the glow plug pre-heater circuits to
determine how long the glow plugs must be heated in
the pre-heat operating mode. The PCM then sends
the proper wait-to-start lamp-on and lamp-off mes-
sages to the instrument cluster. For further diagnosis
of the wait-to-start indicator or the instrument clus-
ter circuitry that controls the indicator, (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO-
SIS AND TESTING). For proper diagnosis of the
glow plug pre-heater control circuits, the PCM, the
PCI data bus, or the electronic message inputs to the
instrument cluster that control the wait-to-start indi-
cator, a DRBIIItscan tool is required. Refer to the
appropriate diagnostic information.
WASHER FLUID INDICATOR
DESCRIPTION
A washer fluid indicator is standard equipment on
all instrument clusters. The washer fluid indicator
consists of the text ªlowashº, which appears in place
of the odometer/trip odometer information in the Vac-
uum-Fluorescent Display (VFD) of the instrument
cluster. The VFD is part of the cluster electronic cir-
cuit board, and is visible through a cutout located
near the lower edge of the speedometer dial face in
the instrument cluster. The dark outer layer of the
overlay prevents the VFD from being clearly visible
when it is not illuminated. The text message
ªlowashº appears in the same blue-green color and at
the same lighting level as the odometer/trip odometer
information through the translucent outer layer of
the overlay when it is illuminated by the instrument
cluster electronic circuit board. The washer fluid
indicator is serviced as a unit with the instrument
cluster.
KJINSTRUMENT CLUSTER 8J - 35
TURN SIGNAL INDICATOR (Continued)

ity of the headlamp and dash wire harness connector
for the washer fluid level switch and a good ground.
There should be continuity. If OK, go to Step 2. If not
OK, repair the open ground circuit to ground (G111)
as required.
(2) Remove the instrument cluster from the instru-
ment panel. Check for continuity between the washer
fluid sense circuit cavities of the headlamp and dash
wire harness connector for the washer fluid level
switch and the instrument panel wire harness con-
nector (Connector C2) for the instrument cluster. If
OK, replace the faulty washer fluid level switch. If
not OK, repair the open washer fluid switch sense
circuit between the washer fluid level switch and the
instrument cluster as required.
INDICATOR STAYS ILLUMINATED WITH WASHER
RESERVOIR FULL
(1) Disconnect and isolate the battery negative
cable. Disconnect the headlamp and dash wire har-
ness connector for the washer fluid level switch from
the washer fluid level switch connector receptacle.
Check for continuity between the ground circuit ter-
minal and the washer fluid sense terminal in the
washer fluid level switch connector receptacle. There
should be no continuity. If OK, go to Step 2. If not
OK, replace the faulty washer fluid level switch.
(2) Remove the instrument cluster from the instru-
ment panel. Check for continuity between the washer
fluid sense circuit cavity of the headlamp and dash
wire harness connector for the washer fluid level
switch and a good ground. There should be no conti-
nuity. If not OK, repair the shorted washer fluid
switch sense circuit between the washer fluid level
switch and the instrument cluster as required.
WATER-IN-FUEL INDICATOR
DESCRIPTION
A water-in-fuel indicator is only found in the
instrument clusters of vehicles equipped with an
optional diesel engine. The water-in-fuel indicator is
located above the coolant temperature gauge and to
the right of the speedometer in the instrument clus-
ter. The water-in-fuel indicator consists of a stencil-
like cutout of the International Control and Display
Symbol icon for ªWater In Fuelº 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. A red Light
Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the icon to appear
in red through the translucent outer layer of the
overlay when the indicator is illuminated from
behind by the LED, which is soldered onto the
instrument cluster electronic circuit board. Thewater-in-fuel indicator is serviced as a unit with the
instrument cluster.
OPERATION
The water-in-fuel indicator gives an indication to
the vehicle operator when there is excessive water in
the fuel system. This indicator is controlled by a
transistor on the instrument cluster electronic 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
water-in-fuel 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 bat-
tery current input on the fused ignition switch out-
put (run-start) circuit. Therefore, the LED will
always be off when the ignition switch is in any posi-
tion except On or Start. The LED only illuminates
when it is provided a path to ground by the instru-
ment cluster transistor. The instrument cluster will
turn on the water-in-fuel indicator for the following
reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the water-in-fuel indicator
is illuminated for about three seconds as a bulb test.
²Water-In-Fuel Lamp-On Message- Each time
the cluster receives a water-in-fuel lamp-on message
from the PCM indicating there is excessive water in
the diesel fuel system, the water-in-fuel indicator will
be illuminated. The indicator remains illuminated
until the cluster receives a water-in-fuel lamp-off
message, or until the ignition switch is turned to the
Off position, whichever occurs first.
²Actuator Test- Each time the cluster is put
through the actuator test, the water-in-fuel indicator
will be turned on, then off again during the bulb
check portion of the test to confirm the functionality
of the LED and the cluster control circuitry.
The PCM continually monitors the water-in-fuel
sensor to determine whether there is excessive water
in the diesel fuel. The PCM then sends the proper
water-in-fuel lamp-on and lamp-off messages to the
instrument cluster. For further diagnosis of the
water-in-fuel indicator or the instrument cluster cir-
cuitry that controls the indicator, (Refer to 8 - ELEC-
TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS
AND TESTING). For proper diagnosis of the water-
in-fuel-sensor, the PCM, the PCI data bus, or the
electronic message inputs to the instrument cluster
that control the water-in-fuel indicator, a DRBIIIt
scan tool is required. Refer to the appropriate diag-
nostic information.
KJINSTRUMENT CLUSTER 8J - 37
WASHER FLUID INDICATOR (Continued)

stant battery voltage is supplied to the flasher so that it
can perform the hazard warning function, and ignition
switched battery voltage is supplied for the turn signal
function. The Integrated Circuit (IC) within the combi-
nation flasher contains the logic that controls the
flasher operation and the flash rate. The IC receives
separate sense ground inputs from the multi-function
switch for the right and left turn signals, and from the
hazard switch contacts or the BCM for the hazard
warning signals. A special design feature of the combi-
nation flasher allows it to9sense9that a turn signal cir-
cuit or bulb is not operating, and provide the driver an
indication of the condition by flashing the remaining
bulbs in the affected circuit at a higher rate (120 flash-
es-per-minute or higher). Conventional flashers either
continue flashing at their typical rate (heavy-duty type),
or discontinue flashing the affected circuit entirely
(standard-duty type).
Because of the active electronic elements within
the combination flasher, it cannot be tested with con-
ventional automotive electrical test equipment. If the
combination flasher is believed to be faulty, test the
turn signal and hazard warning system. Then
replace the hazard switch with a known good unit to
confirm system operation.
DAYTIME RUNNING LAMP
RELAY
DESCRIPTION
The Daytime Running Lamp (DRL) relay (Fig. 8) is
a solid state relay that is used only on vehicles man-
ufactured for sale in Canada. The DRL relay features
a die cast aluminum housing with integral cooling
fins that act as a heat sink for the solid state DRL
circuitry. Four male spade terminals extend from the
base of the relay through a potting material that
encloses and protects the DRL circuitry. Although the
DRL relay has four terminals that are laid out in a
footprint that is similar to that of a conventional
International Standards Organization (ISO) relay, a
standard ISO relay should never be installed in place
of the DRL relay. The DRL relay is installed in the
Junction Block (JB) on the driver side outboard end
of the instrument panel. Vehicles equipped with this
relay do not have a headlamp high beam relay
installed in the JB.
The DRL relay cannot be adjusted or repaired and,
if faulty or damaged, the unit must be replaced.
OPERATION
The Daytime Running Lamp (DRL) relay is a solid
state relay that controls the flow of battery current
to the high beam filaments of both headlamp bulbs
based upon a duty cycled control input received from
the Body Control Module (BCM) of vehicles equipped
with the DRL feature. By cycling the DRL relay out-
put, the BCM controls the illumination intensity of
the high beam filaments. The DRL relay terminals
are connected to the vehicle electrical system through
a connector receptacle in the Junction Block (JB).
The inputs and outputs of the DRL relay include:
²Battery Current Input- The DRL relay
receives battery current on a fused B(+) circuit from
a fuse in the Power Distribution Center (PDC).
²Ground Input- The DRL relay receives a path
to ground through a splice block located in the
instrument panel wire harness with an eyelet termi-
nal connector that is secured by a nut to a ground
stud on the driver side instrument panel end bracket
near the Junction Block (JB).
²Control Input- The DRL relay control input is
received from the BCM and/or the momentary optical
horn (flash-to-pass) output of the multi-function
switch through a high beam relay control circuit.
²Control Output- The DRL relay supplies bat-
tery current output to the headlamp high beam fila-
ments through the high beam relay output circuit.
Because of active electronic elements within the
DRL relay, it cannot be tested with conventional
automotive electrical test equipment. If the DRL
relay is believed to be faulty, replace the relay with a
known good unit to confirm system operation.
Fig. 8 Daytime Running Lamp Relay
1 - DRL RELAY
2 - HEAT SINK
3 - POTTING MATERIAL
4 - TERMINAL (4)
8L - 20 LAMPS/LIGHTING - EXTERIORKJ
COMBINATION FLASHER (Continued)

system. Constant battery voltage is supplied to the
flasher so that it can perform the hazard warning func-
tion, and ignition switched battery voltage is supplied
for the turn signal function. The Integrated Circuit (IC)
within the combination flasher contains the logic that
controls the flasher operation and the flash rate. The
IC receives separate sense ground inputs from the
multi-function switch for the right and left turn sig-
nals, and from the hazard switch contacts or the BCM
for the hazard warning signals. A special design feature
of the combination flasher allows it to9sense9that a
turn signal circuit or bulb is not operating, and provide
the driver an indication of the condition by flashing the
remaining bulbs in the affected circuit at a higher rate
(120 flashes-per-minute or higher). Conventional flash-
ers either continue flashing at their typical rate (heavy-
duty type), or discontinue flashing the affected circuit
entirely (standard-duty type).
Because of the active electronic elements within
the combination flasher, it cannot be tested with con-
ventional automotive electrical test equipment. If the
combination flasher is believed to be faulty, test the
turn signal and hazard warning system. Then
replace the hazard switch with a known good unit to
confirm system operation.
DAYTIME RUNNING LAMP
RELAY
DESCRIPTION
The Daytime Running Lamp (DRL) relay (Fig. 8) is
a solid state relay that is used only on vehicles man-
ufactured for sale in Canada. The DRL relay featuresa die cast aluminum housing with integral cooling
fins that act as a heat sink for the solid state DRL
circuitry. Four male spade terminals extend from the
base of the relay through a potting material that
encloses and protects the DRL circuitry. Although the
DRL relay has four terminals that are laid out in a
footprint that is similar to that of a conventional
International Standards Organization (ISO) relay, a
standard ISO relay should never be installed in place
of the DRL relay. The DRL relay is installed in the
Junction Block (JB) on the driver side outboard end
of the instrument panel. Vehicles equipped with this
relay do not have a headlamp high beam relay
installed in the JB.
The DRL relay cannot be adjusted or repaired and,
if faulty or damaged, the unit must be replaced.
OPERATION
The Daytime Running Lamp (DRL) relay is a solid
state relay that controls the flow of battery current
to the high beam filaments of both headlamp bulbs
based upon a duty cycled control input received from
the Body Control Module (BCM) of vehicles equipped
with the DRL feature. By cycling the DRL relay out-
put, the BCM controls the illumination intensity of
the high beam filaments. The DRL relay terminals
are connected to the vehicle electrical system through
a connector receptacle in the Junction Block (JB).
The inputs and outputs of the DRL relay include:
²Battery Current Input- The DRL relay
receives battery current on a fused B(+) circuit from
a fuse in the Power Distribution Center (PDC).
²Ground Input- The DRL relay receives a path
to ground through a splice block located in the
instrument panel wire harness with an eyelet termi-
nal connector that is secured by a nut to a ground
stud on the driver side instrument panel end bracket
near the Junction Block (JB).
²Control Input- The DRL relay control input is
received from the BCM and/or the momentary optical
horn (flash-to-pass) output of the multi-function
switch through a high beam relay control circuit.
²Control Output- The DRL relay supplies bat-
tery current output to the headlamp high beam fila-
ments through the high beam relay output circuit.
Because of active electronic elements within the
DRL relay, it cannot be tested with conventional
automotive electrical test equipment. If the DRL
relay is believed to be faulty, replace the relay with a
known good unit to confirm system operation.
Fig. 8 Daytime Running Lamp Relay
1 - DRL RELAY
2 - HEAT SINK
3 - POTTING MATERIAL
4 - TERMINAL (4)
8Ls - 20 LAMPSKJ
COMBINATION FLASHER (Continued)

POWER SYSTEMS
TABLE OF CONTENTS
page page
POWER LOCKS............................ 1
POWER MIRRORS........................ 11POWER SEATS........................... 14
POWER WINDOWS........................ 21
POWER LOCKS
TABLE OF CONTENTS
page page
POWER LOCKS
DESCRIPTION..........................1
OPERATION............................3
DIAGNOSIS AND TESTING - POWER LOCKS . . 3
DOOR LOCK / UNLOCK SWITCH
DIAGNOSIS AND TESTING - DOOR LOCK/
UNLOCK SWITCH......................4
REMOVAL.............................4
INSTALLATION..........................5
DOOR LOCK MOTOR
DESCRIPTION..........................5
OPERATION............................5
DIAGNOSIS AND TESTING - DOOR LOCK
MOTOR ..............................5
FLIP-UP GLASS RELEASE SWITCH
DIAGNOSIS AND TESTING - FLIP-UP GLASS
RELEASE SWITCH.....................5
DOOR LOCK RELAY
DESCRIPTION..........................6
OPERATION............................6
DIAGNOSIS AND TESTING - DOOR LOCK
RELAY...............................6
REMOVAL.............................6
INSTALLATION..........................7
REMOTE KEYLESS ENTRY MODULE
DESCRIPTION..........................7OPERATION............................7
DIAGNOSIS AND TESTING - REMOTE
KEYLESS ENTRY MODULE...............7
REMOVAL.............................7
INSTALLATION..........................7
REMOTE KEYLESS ENTRY TRANSMITTER
DIAGNOSIS AND TESTING - REMOTE
KEYLESS ENTRY TRANSMITTER..........8
STANDARD PROCEDURE
STANDARD PROCEDURE - RKE
TRANSMITTER BATTERIES..............8
STANDARD PROCEDURE - RKE
TRANSMITTER CUSTOMER
PREFERENCES.......................8
STANDARD PROCEDURE - RKE
TRANSMITTER PROGRAMING............9
SPECIFICATIONS - REMOTE KEYLESS
ENTRY TRANSMITTER..................9
TAILGATE CYLINDER LOCK SWITCH
DESCRIPTION..........................9
OPERATION............................9
DIAGNOSIS AND TESTING - TAILGATE
CYLINDER LOCK SWITCH...............9
REMOVAL.............................10
INSTALLATION.........................10
POWER LOCKS
DESCRIPTION
POWER LOCKS
A power operated door and tailgate lock system is
available factory-installed equipment on this model.
The power lock system allows all of the doors and thetailgate to be locked or unlocked electrically by oper-
ating a switch on either front door trim panel. The
power lock system receives non-switched battery cur-
rent through a fuse in the Junction Block (JB), so
that the power locks remain operational, regardless
of the ignition switch position.
The Body Control Module (BCM) locks the doors
and tailgate automatically when the vehicle is driven
beyond the speed of 25.7 Km/h (15 mph), all doors
KJPOWER SYSTEMS 8N - 1