eco JEEP LIBERTY 2002 KJ / 1.G Workshop Manual

FUEL INJECTOR
DESCRIPTION
An individual fuel injector (Fig. 9) is used for each
individual cylinder.
OPERATION
OPERATION - FUEL INJECTOR
The top (fuel entry) end of the injector (Fig. 9) is
attached into an opening on the fuel rail.
The fuel injectors are electrical solenoids. The
injector contains a pintle that closes off an orifice at
the nozzle end. When electric current is supplied to
the injector, the armature and needle move a short
distance against a spring, allowing fuel to flow out
the orifice. Because the fuel is under high pressure, a
fine spray is developed in the shape of a pencil
stream. The spraying action atomizes the fuel, add-
ing it to the air entering the combustion chamber.
The nozzle (outlet) ends of the injectors are posi-
tioned into openings in the intake manifold just
above the intake valve ports of the cylinder head.
The engine wiring harness connector for each fuel
injector is equipped with an attached numerical tag
(INJ 1, INJ 2 etc.). This is used to identify each fuel
injector.
The injectors are energized individually in a
sequential order by the Powertrain Control Module(PCM). The PCM will adjust injector pulse width by
switching the ground path to each individual injector
on and off. Injector pulse width is the period of time
that the injector is energized. The PCM will adjust
injector pulse width based on various inputs it
receives.
Battery voltage is supplied to the injectors through
the ASD relay.
The PCM determines injector pulse width based on
various inputs.
OPERATION - PCM OUTPUT
The nozzle ends of the injectors are positioned into
openings in the intake manifold just above the intake
valve ports of the cylinder head. The engine wiring
harness connector for each fuel injector is equipped
with an attached numerical tag (INJ 1, INJ 2 etc.).
This is used to identify each fuel injector with its
respective cylinder number.
The injectors are energized individually in a
sequential order by the Powertrain Control Module
(PCM). The PCM will adjust injector pulse width by
switching the ground path to each individual injector
on and off. Injector pulse width is the period of time
that the injector is energized. The PCM will adjust
injector pulse width based on various inputs it
receives.
Battery voltage (12 volts +) is supplied to the injec-
tors through the ASD relay. The ASD relay will shut-
down the 12 volt power source to the fuel injectors if
the PCM senses the ignition is on, but the engine is
not running. This occurs after the engine has not
been running for approximately 1.8 seconds.
The PCM determines injector on-time (pulse width)
based on various inputs.
DIAGNOSIS AND TESTING - FUEL INJECTOR
To perform a complete test of the fuel injectors and
their circuitry, use the DRB scan tool and refer to the
appropriate Powertrain Diagnostics Procedures man-
ual. To test the injector only, refer to the following:
Disconnect the fuel injector wire harness connector
from the injector. The injector is equipped with 2
electrical terminals (pins). Place an ohmmeter across
the terminals. Resistance reading should be approxi-
mately 12 ohms  1.2 ohms at 20ÉC (68ÉF).
Fig. 9 FUEL INJECTOR Ð TYPICAL
KJFUEL INJECTION 14 - 33

REMOVAL
(1) Remove fuel rail. Refer to Fuel Injector Rail
Removal.
(2) Disconnect clip(s) that retain fuel injector(s) to
fuel rail (Fig. 10).
INSTALLATION
(1) Install fuel injector(s) into fuel rail assembly
and install retaining clip(s).
(2) If same injector(s) is being reinstalled, install
new o-ring(s).
(3) Apply a small amount of clean engine oil to
each injector o-ring. This will aid in installation.
(4) Install fuel rail. Refer to Fuel Rail Installation.
(5) Start engine and check for fuel leaks.
FUEL PUMP RELAY
DESCRIPTION
The 5±pin, 12±volt, fuel pump relay is located in
the Power Distribution Center (PDC). Refer to the
label on the PDC cover for relay location.
OPERATION
The Powertrain Control Module (PCM) energizes
the electric fuel pump through the fuel pump relay.
The fuel pump relay is energized by first applying
battery voltage to it when the ignition key is turnedON, and then applying a ground signal to the relay
from the PCM.
Whenever the ignition key is turned ON, the elec-
tric fuel pump will operate. But, the PCM will shut-
down the ground circuit to the fuel pump relay in
approximately 1±3 seconds unless the engine is oper-
ating or the starter motor is engaged.
DIAGNOSIS AND TESTING - FUEL PUMP
RELAY
For procedures, refer to ASD Relay Diagnosis and
Testing in the Ignition section.
REMOVAL
The fuel pump relay is located in the Power Distri-
bution Center (PDC) (Fig. 11). Refer to label on PDC
cover for relay location.
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
The fuel pump relay is located in the Power Distri-
bution Center (PDC). Refer to label on PDC cover for
relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.
Fig. 10 INJECTOR RETAINING CLIP
1 - PLIERS
2 - INJECTOR CLIP
3 - FUEL INJECTOR
4 - FUEL RAIL - TYPICAL
Fig. 11 POWER DISTRIBUTION CENTER (PDC)
1 - BATTERY
2 - PDC
3 - PDC COVER
14 - 34 FUEL INJECTIONKJ
FUEL INJECTOR (Continued)

IDLE AIR CONTROL MOTOR
DESCRIPTION
The IAC stepper motor is mounted to the throttle
body, and regulates the amount of air bypassing the
control of the throttle plate. As engine loads and
ambient temperatures change, engine rpm changes.
A pintle on the IAC stepper motor protrudes into a
passage in the throttle body, controlling air flow
through the passage. The IAC is controlled by the
Powertrain Control Module (PCM) to maintain the
target engine idle speed.
OPERATION
At idle, engine speed can be increased by retract-
ing the IAC motor pintle and allowing more air to
pass through the port, or it can be decreased by
restricting the passage with the pintle and diminish-
ing the amount of air bypassing the throttle plate.
The IAC is called a stepper motor because it is
moved (rotated) in steps, or increments. Opening the
IAC opens an air passage around the throttle blade
which increases RPM.
The PCM uses the IAC motor to control idle speed
(along with timing) and to reach a desired MAP dur-
ing decel (keep engine from stalling).
The IAC motor has 4 wires with 4 circuits. Two of
the wires are for 12 volts and ground to supply elec-
trical current to the motor windings to operate the
stepper motor in one direction. The other 2 wires are
also for 12 volts and ground to supply electrical cur-
rent to operate the stepper motor in the opposite
direction.
To make the IAC go in the opposite direction, the
PCM just reverses polarity on both windings. If only
1 wire is open, the IAC can only be moved 1 step
(increment) in either direction. To keep the IAC
motor in position when no movement is needed, the
PCM will energize both windings at the same time.
This locks the IAC motor in place.
In the IAC motor system, the PCM will count
every step that the motor is moved. This allows the
PCM to determine the motor pintle position. If the
memory is cleared, the PCM no longer knows the
position of the pintle. So at the first key ON, the
PCM drives the IAC motor closed, regardless of
where it was before. This zeros the counter. Fromthis point the PCM will back out the IAC motor and
keep track of its position again.
When engine rpm is above idle speed, the IAC is
used for the following:
²Off-idle dashpot (throttle blade will close quickly
but idle speed will not stop quickly)
²Deceleration air flow control
²A/C compressor load control (also opens the pas-
sage slightly before the compressor is engaged so
that the engine rpm does not dip down when the
compressor engages)
²Power steering load control
The PCM can control polarity of the circuit to con-
trol direction of the stepper motor.
IAC Stepper Motor Program:The PCM is also
equipped with a memory program that records the
number of steps the IAC stepper motor most recently
advanced to during a certain set of parameters. For
example: The PCM was attempting to maintain a
1000 rpm target during a cold start-up cycle. The last
recorded number of steps for that may have been
125. That value would be recorded in the memory
cell so that the next time the PCM recognizes the
identical conditions, the PCM recalls that 125 steps
were required to maintain the target. This program
allows for greater customer satisfaction due to
greater control of engine idle.
Another function of the memory program, which
occurs when the power steering switch (if equipped),
or the A/C request circuit, requires that the IAC step-
per motor control engine rpm, is the recording of the
last targeted steps into the memory cell. The PCM
can anticipate A/C compressor loads. This is accom-
plished by delaying compressor operation for approx-
imately 0.5 seconds until the PCM moves the IAC
stepper motor to the recorded steps that were loaded
into the memory cell. Using this program helps elim-
inate idle-quality changes as loads change. Finally,
the PCM incorporates a9No-Load9engine speed lim-
iter of approximately 1800 - 2000 rpm, when it rec-
ognizes that the TPS is indicating an idle signal and
IAC motor cannot maintain engine idle.
A (factory adjusted) set screw is used to mechani-
cally limit the position of the throttle body throttle
plate.Never attempt to adjust the engine idle
speed using this screw.All idle speed functions are
controlled by the IAC motor through the PCM.
KJFUEL INJECTION 14 - 35

INSTALLATION
2.4L
The intake manifold air temperature (IAT) sensor
is installed into the intake manifold plenum at the
rear end of the intake manifold.
(1) Check condition of sensor o-ring.
(2) Clean sensor mounting hole in intake manifold.
(3) Position sensor into intake manifold and rotate
clockwise until past release tab.
(4) Install electrical connector.
3.7L
The intake manifold air temperature (IAT) sensor
is installed into the left side of intake manifold ple-
num (Fig. 16).
(1) Check condition of sensor o-ring.
(2) Clean sensor mounting hole in intake manifold.
(3) Position sensor into intake manifold and rotate
clockwise until past release tab (Fig. 16).
(4) Install electrical connector.
MAP SENSOR
DESCRIPTION
2.4L
The Manifold Absolute Pressure (MAP) sensor is
mounted into the rear of the intake manifold with 1
screw.
3.7L
The Manifold Absolute Pressure (MAP) sensor is
mounted into the front of the intake manifold with 2
screws.
OPERATION
The MAP sensor is used as an input to the Power-
train Control Module (PCM). It contains a silicon
based sensing unit to provide data on the manifold
vacuum that draws the air/fuel mixture into the com-
bustion chamber. The PCM requires this information
to determine injector pulse width and spark advance.
When manifold absolute pressure (MAP) equals
Barometric pressure, the pulse width will be at max-
imum.
A 5 volt reference is supplied from the PCM and
returns a voltage signal to the PCM that reflects
manifold pressure. The zero pressure reading is 0.5V
and full scale is 4.5V. For a pressure swing of 0±15
psi, the voltage changes 4.0V. To operate the sensor,
it is supplied a regulated 4.8 to 5.1 volts. Ground is
provided through the low-noise, sensor return circuit
at the PCM.The MAP sensor input is the number one contrib-
utor to fuel injector pulse width. The most important
function of the MAP sensor is to determine baromet-
ric pressure. The PCM needs to know if the vehicle is
at sea level or at a higher altitude, because the air
density changes with altitude. It will also help to cor-
rect for varying barometric pressure. Barometric
pressure and altitude have a direct inverse correla-
tion; as altitude goes up, barometric goes down. At
key-on, the PCM powers up and looks at MAP volt-
age, and based upon the voltage it sees, it knows the
current barometric pressure (relative to altitude).
Once the engine starts, the PCM looks at the voltage
again, continuously every 12 milliseconds, and com-
pares the current voltage to what it was at key-on.
The difference between current voltage and what it
was at key-on, is manifold vacuum.
During key-on (engine not running) the sensor
reads (updates) barometric pressure. A normal range
can be obtained by monitoring a known good sensor.
As the altitude increases, the air becomes thinner
(less oxygen). If a vehicle is started and driven to a
very different altitude than where it was at key-on,
the barometric pressure needs to be updated. Any
time the PCM sees Wide Open Throttle (WOT), based
upon Throttle Position Sensor (TPS) angle and RPM,
it will update barometric pressure in the MAP mem-
ory cell. With periodic updates, the PCM can make
its calculations more effectively.
The PCM uses the MAP sensor input to aid in cal-
culating the following:
²Manifold pressure
²Barometric pressure
²Engine load
²Injector pulse-width
²Spark-advance programs
²Shift-point strategies (certain automatic trans-
missions only)
²Idle speed
²Decel fuel shutoff
The MAP sensor signal is provided from a single
piezoresistive element located in the center of a dia-
phragm. The element and diaphragm are both made
of silicone. As manifold pressure changes, the dia-
phragm moves causing the element to deflect, which
stresses the silicone. When silicone is exposed to
stress, its resistance changes. As manifold vacuum
increases, the MAP sensor input voltage decreases
proportionally. The sensor also contains electronics
that condition the signal and provide temperature
compensation.
The PCM recognizes a decrease in manifold pres-
sure by monitoring a decrease in voltage from the
reading stored in the barometric pressure memory
cell. The MAP sensor is a linear sensor; meaning as
pressure changes, voltage changes proportionately.
14 - 38 FUEL INJECTIONKJ
INTAKE AIR TEMPERATURE SENSOR (Continued)

INSTALLATION
2.4L
The Manifold Absolute Pressure (MAP) sensor is
mounted into the rear of the intake manifold. An
o-ring is used to seal the sensor to the intake mani-
fold (Fig. 19).
(1) Clean MAP sensor mounting hole at intake
manifold.
(2) Check MAP sensor o-ring seal for cuts or tears.
(3) Position sensor into manifold.
(4) Install MAP sensor mounting screws. Tighten
screw to 3 N´m (25 in. lbs.) torque.
(5) Connect electrical connector.
3.7L
The Manifold Absolute Pressure (MAP) sensor is
mounted into the front of the intake manifold (Fig.
18). An o-ring is used to seal the sensor to the intake
manifold (Fig. 19).
(1) Clean MAP sensor mounting hole at intake
manifold.
(2) Check MAP sensor o-ring seal for cuts or tears.
(3) Position sensor into manifold.
(4) Install MAP sensor mounting bolts (screws).
Tighten screws to 3 N´m (25 in. lbs.) torque.
(5) Connect electrical connector.
OXYGEN SENSOR
DESCRIPTION
The Oxygen Sensors (O2S) are attached to, and
protrude into the vehicle exhaust system. Depending
on the engine or emission package, the vehicle may
use a total of either 2 or 4 sensors.
2.4L Engine:Two sensors are used: upstream
(referred to as 1/1) and downstream (referred to as
1/2). With this emission package, the upstream sen-
sor (1/1) is located just before the main catalytic con-
vertor. The downstream sensor (1/2) is located just
after the main catalytic convertor.
3.7L V-6 Engine:On this emissions package, 4
sensors are used: 2 upstream (referred to as 1/1 and
2/1) and 2 downstream (referred to as 1/2 and 2/2).
With this emission package, the right upstream sen-
sor (2/1) is located in the right exhaust downpipe just
before the mini-catalytic convertor. The left upstream
sensor (1/1) is located in the left exhaust downpipe
just before the mini-catalytic convertor. The right
downstream sensor (2/2) is located in the right
exhaust downpipe just after the mini-catalytic con-
vertor, and before the main catalytic convertor. The
left downstream sensor (1/2) is located in the left
exhaust downpipe just after the mini-catalytic con-
vertor, and before the main catalytic convertor.
OPERATION
An O2 sensor is a galvanic battery that provides
the PCM with a voltage signal (0-1 volt) inversely
proportional to the amount of oxygen in the exhaust.
In other words, if the oxygen content is low, the volt-
age output is high; if the oxygen content is high the
output voltage is low. The PCM uses this information
to adjust injector pulse-width to achieve the
14.7±to±1 air/fuel ratio necessary for proper engine
operation and to control emissions.
The O2 sensor must have a source of oxygen from
outside of the exhaust stream for comparison. Cur-
rent O2 sensors receive their fresh oxygen (outside
air) supply through the O2 sensor case housing.
Four wires (circuits) are used on each O2 sensor: a
12±volt feed circuit for the sensor heating element; a
ground circuit for the heater element; a low-noise
sensor return circuit to the PCM, and an input cir-
cuit from the sensor back to the PCM to detect sen-
sor operation.
Oxygen Sensor Heater Relay - 3.7L Engine:On
the 3.7L engine, 4 heated oxygen sensors are used. A
separate oxygen sensor relay is used to supply volt-
age to the sensors heating elements for only the 1/2
and 2/2 downstream sensors. Voltage for the other 2
sensor heating elements is supplied directly from the
Powertrain Control Module (PCM) through a Pulse
Width Module (PWM) method.
Pulse Width Module (PWM):Voltage to the O2
sensor heating elements is supplied directly from the
Powertrain Control Module (PCM) through two sepa-
rate Pulse Width Module (PWM) low side drivers.
PWM is used on both the upstream and downstream
O2 sensors on the 2.4L engine, and only on the 2
upstream sensors (1/1 and 2/1) on the 3.7L engine.
The main objective for a PWM driver is to avoid over-
heating of the O2 sensor heater element. With
exhaust temperatures increasing with time and
engine speed, it's not required to have a full-voltage
duty-cycle on the O2 heater elements.
To avoid the large simultaneous current surge
needed to operate all 4 sensors, power is delayed to
the 2 downstream heater elements by the PCM for
approximately 2 seconds.
Oxygen Sensor Heater Elements:
The O2 sensor uses a Positive Thermal Co-efficient
(PTC) heater element. As temperature increases,
resistance increases. At ambient temperatures
around 70ÉF, the resistance of the heating element is
approximately 4.5 ohms. As the sensor's temperature
increases, resistance in the heater element increases.
This allows the heater to maintain the optimum
operating temperature of approximately 930É-1100ÉF
(500É-600É C). Although the sensors operate the
same, there are physical differences, due to the envi-
14 - 40 FUEL INJECTIONKJ
MAP SENSOR (Continued)

WARNING: THE EXHAUST MANIFOLD, EXHAUST
PIPES AND CATALYTIC CONVERTER BECOME
VERY HOT DURING ENGINE OPERATION. ALLOW
ENGINE TO COOL BEFORE REMOVING OXYGEN
SENSOR.
(1) Raise and support vehicle.
(2) Disconnect wire connector from O2S sensor.
CAUTION: When disconnecting sensor electrical
connector, do not pull directly on wire going into
sensor.
(3) Remove O2S sensor with an oxygen sensor
removal and installation tool.
(4) Clean threads in exhaust pipe using appropri-
ate tap.
INSTALLATION
Threads of new oxygen sensors are factory coated
with anti-seize compound to aid in removal.DO
NOT add any additional anti-seize compound to
threads of a new oxygen sensor.
(1) Install O2S sensor. Tighten to 30 N´m (22 ft.
lbs.) torque.
(2) Connect O2S sensor wire connector.
(3) Lower vehicle.
THROTTLE BODY
DESCRIPTION
The throttle body is located on the intake manifold.
Fuel does not enter the intake manifold through the
throttle body. Fuel is sprayed into the manifold by
the fuel injectors.
OPERATION
Filtered air from the air cleaner enters the intake
manifold through the throttle body. The throttle body
contains an air control passage controlled by an Idle
Air Control (IAC) motor. The air control passage is
used to supply air for idle conditions. A throttle valve
(plate) is used to supply air for above idle conditions.
Certain sensors are attached to the throttle body.
The accelerator pedal cable, speed control cable and
transmission control cable (when equipped) are con-
nected to the throttle body linkage arm.
A (factory adjusted) set screw is used to mechani-
cally limit the position of the throttle body throttle
plate.Never attempt to adjust the engine idle
speed using this screw.All idle speed functions are
controlled by the PCM.
REMOVAL
2.4L
A (factory adjusted) set screw is used to mechani-
cally limit the position of the throttle body throttle
plate.Never attempt to adjust the engine idle
speed using this screw.All idle speed functions are
controlled by the Powertrain Control Module (PCM).
(1) Remove air cleaner tube at throttle body.
(2) Disconnect throttle body electrical connectors
at IAC motor and TPS.
(3) Remove all control cables from throttle body
(lever) arm. Refer to the Accelerator Pedal and Throt-
tle Cable section for removal/installation procedures.
(4) Disconnect necessary vacuum lines at throttle
body.
(5) Remove 3 throttle body mounting bolts (Fig.
23).
(6) Remove throttle body from intake manifold.
(7) Check condition of old throttle body-to-intake
manifold o-ring.
3.7L
A (factory adjusted) set screw is used to mechani-
cally limit the position of the throttle body throttle
plate.Never attempt to adjust the engine idle
speed using this screw.All idle speed functions are
controlled by the Powertrain Control Module (PCM).
(1) Remove air cleaner tube at throttle body.
(2) Disconnect throttle body electrical connectors
at IAC motor and TPS.
Fig. 23 THROTTLE BODY MOUNTING BOLTS - 2.4L
1 - THROTTLE BODY
2 - IGNITION COIL
3 - MOUNTING BOLTS (3)
KJFUEL INJECTION 14 - 43
OXYGEN SENSOR (Continued)

LOOSE STEERING AND VEHICLE LEAD
CONDITION POSSIBLE CAUSE CORRECTION
EXCESSIVE PLAY IN STEERING
WHEEL1. Worn or loose suspension or
steering components.1. Inspect and repair as necessary.
2. Worn or loose wheel bearings. 2. Inspect and replace bearings.
3. Steering gear mounting. 3. Tighten / replace gear mounting
bolts/ isolators to specification.
4. Gear out of adjustment. 4. Replace gear.
5. Worn or loose steering
intermediate shaft.5. Inspect and replace as
necessary.
VEHICLE PULLS, DRIFTS OR
LEADS TO ONE SIDE.1. Tire Pressure. 1. Adjust tire pressure.
2. Radial tire lead. 2. Rotate tires.
3. Brakes dragging. 3. Repair as necessary.
4. Wheel alignment. 4. Align front end.
DIAGNOSIS AND TESTING - POWER STEERING
FLOW AND PRESSURE
The following procedure is used to test the opera-
tion of the power steering system on the vehicle. This
test will provide the gallons per minute (GPM) or
flow rate of the power steering pump along with the
maximum relief pressure. Perform test any time a
power steering system problem is present. This test
will determine if the power steering pump or power
steering gear is not functioning properly. The follow-
ing pressure and flow test is performed using Power
Steering Analyzer Tool kit 6815 and (Fig. 1) Adapter
Kit 6893.
FLOW AND PRESSURE TEST
(1) Check the power steering belt to ensure it is in
good condition and adjusted properly.
(2) Connect pressure gauge hose from the Power
Steering Analyzer to Tube 6844.
(3) Connect Adapter 6826 to Power Steering Ana-
lyzer test valve end.
(4) Disconnect the high pressure hose from the
power steering pump.
(5) Connect the tube to the pump hose fitting.
(6) Connect the power steering hose from the
steering gear to the adapter.
(7) Open the test valve completely.
(8) Start engine and let idle long enough to circu-
late power steering fluid through flow/pressure test
gauge and to get air out of the fluid. Then shut off
engine.
(9) Check fluid level, add fluid as necessary. Start
engine again and let idle.
(10) Check for air bubbles, Evacuate if necessary
(11) Gauge should read below 862 kPa (125 psi), if
above, inspect the hoses for restrictions and repair as
necessary. The initial pressure reading should be in
the range of 345-552 kPa (50-80 psi).
(12) Increase the engine speed to 1500 RPM and
read the flow meter. If the flow rate (GPM) is below
specification, (refer to pump specification chart for
GPM) the pump should be replaced.
CAUTION: The following test procedure involves
testing maximum pump pressure output and flow
control valve operation. Do not leave valve closed
for more than three seconds as the pump could be
damaged.
Fig. 1 Analyzer With Tube and Adapter
1 - TUBE
2 - ADAPTER FITTINGS
3 - ANALYZER
4 - GAUGE HOSE
KJSTEERING 19 - 3
STEERING (Continued)

(13) Close valve fully three times and record high-
est pressure indicated each time.All three read-
ings must be above specifications and within
345 kPa (50 psi) of each other.
²Pressures above specifications but not within
345 kPa (50 psi) of each other, replace pump.
²Pressures within 345 kPa (50 psi) of each other
but below specifications, replace pump.
(14) Open the test valve and turn the steering
wheel to the extreme left and right positions three
times against the stops. Record the highest pressure
reading at each position. Compare readings to the
pump specifications chart. If pressures readings are
not within 50 psi of each other, the gear is leaking
internally and must be replaced.CAUTION: Do not force the pump to operate against
the stops for more than 2 to 3 seconds at a time
because, pump damage will result.
PUMP SPECIFICATION
ENGINERELIEF PRESSURE  
50FLOW RATE
(GPM) AT 1500
RPM
3.7L,
2.4L &
2.5L10342 kPa (1450 psi) 2.4 - 2.8
19 - 4 STEERINGKJ
STEERING (Continued)

INSTALLATION
(1) Align and install column into the steering cou-
pler.(2) Install column harness and connect harness to
switches.
(3) Reroute the shifter interlock cable through the
tie straps.
(4) Install the column onto the mounting studs.
(5) Install the two mounting nuts and the two
mounting bolts all finger tight.
CAUTION: Lower nuts must be installed and tight-
ened first then the upper nuts in order to prevent
damage to the capsules.
(6) Tighten the lower mounting nuts to 17 N´m
(150 in. lbs.).
(7) Tighten the upper mounting nuts to 17 N´m
(150 in. lbs.).
(8) Install the steering column coupler bolt and
tighten to 49 N´m (36 ft. lbs.).
(9) Reconnect the shifter interlock cable.
(10) Center the clock spring (if necessary) and
install it on the column, (Refer to 8 - ELECTRICAL/
RESTRAINTS/CLOCKSPRING - INSTALLATION).
(11) Snap together the column shrouds and install
the mounting screws.
(12) Install the knee blocker and the knee blocker
cover, (Refer to 23 - BODY/INSTRUMENT PANEL/
KNEE BLOCKER - INSTALLATION).
(13)
NOTE: Do not reuse the old steering wheel bolt (a
new bolt must be used)
NOTE: Be certain that the steering wheel mounting
bolt is tightened to the proper torque specification
to ensure proper clockspring operation.Install the
steering wheel and tighten bolt to 54 N´m (40 ft.
lbs.) (Refer to 19 - STEERING/COLUMN/STEERING
WHEEL - INSTALLATION).
NOTE: If equipped with cruise control, connect
clock spring harness to cruise switch harness on
the steering wheel.
(14) Install the airbag, (Refer to 8 - ELECTRICAL/
RESTRAINTS/DRIVER AIRBAG - INSTALLATION).
(15) Install the negative battery terminal.
Fig. 5 WIRING HARNESS COLUMN
1 - Column Wiring Harness
2 - Multi-function Switch
3 - Ignition Switch
4 - Steering Column
Fig. 6 CLOCK SPRING
1 - Tilt Lever
2 - Ignition Switch
3 - Clockspring
4 - Steering Column
5 - SKIM
KJCOLUMN 19 - 7
COLUMN (Continued)

INSTALLATION
The ignition key must be in the key cylinder for
cylinder installation.
(1) Install the lock cylinder into the housing using
care to align the end of the lock cylinder with the
ignition switch.
(2) Push the lock cylinder in until it clicks.
(3) Rotate the key to the lock position.
(4) install the halo ring around the lock cylinder
housing.
(5) Install the R.K.E. module.
(6) Install the lower shroud cover.
INTERMEDIATE SHAFT
REMOVAL
(1) Disconnect the negative battery cable.
(2) Remove knee blocker cover and knee blocker,
(Refer to 23 - BODY/INSTRUMENT PANEL/KNEE
BLOCKER - REMOVAL).
(3) Lock the steering wheel with the tires in the
straight ahead position.
(4) Remove the lower column pinch bolt (Fig. 12).
(5) Lower the steering coupler shaft from the col-
umn.
(6) Remove the intermediate shaft seal by pushing
in the four tangs securing it to the panel (Fig. 12).
(7) Remove the center support bearing bracket
from the mount on the shock tower.
(8) Remove the lower coupler pinch bolt at the
steering gear (Fig. 12).
(9) Remove the coupler at the steering gear (Fig.
12).(10) Remove the intermediate shaft from the vehi-
cle (Fig. 12).
(11) Remove the center support bracket from the
steering shaft (if replacing the intermediate shaft).
INSTALLATION
(1) Install the center support bracket to the steer-
ing shaft (if removed).
(2) Install the intermediate shaft to the vehicle
(Fig. 12).
(3) Install the coupler at the steering gear (Fig.
12).
(4) Install the lower coupler pinch bolt at the
steering gear and tighten the bolt to 49 N´m (36 ft.
lbs.) (Fig. 12).
(5) Install the center support bearing bracket to
the mounting holes on the shock tower.
(6) Install the intermediate shaft seal by pushing
it in securing the four tangs to the panel (Fig. 12).
(7) Install the steering coupler shaft to the column.
(8) Install the lower column pinch bolt and tighten
the bolt to 49 N´m (36 ft. lbs.) (Fig. 12).
(9) Unlock the steering wheel.
(10) Install the knee blocker cover and knee
blocker (Refer to 23 - BODY/INSTRUMENT PANEL/
KNEE BLOCKER - INSTALLATION).
(11) Reconnect the negative battery cable.
Fig. 11 LOCK CYLINDER RELEASE
1 - LOCK CYLINDER
2 - KEY
3 - PIN PUNCH
Fig. 12 STEERING COUPLER
1 - PINCH BOLT
2 - STEERING SHAFT
3 - STEERING COUPLER
4 - PINCH BOLT
KJCOLUMN 19 - 11
LOCK CYLINDER (Continued)