ECO mode JEEP LIBERTY 2002 KJ / 1.G Repair Manual

FRONT IMPACT SENSOR
DESCRIPTION
Two front impact sensors are used on this model,
one each for the left and right sides of the vehicle
(Fig. 17). These sensors are mounted remotely from
the impact sensor that is internal to the Airbag Con-
trol Module (ACM). Each front sensor is secured with
two screws to the backs of the right and left vertical
members of the radiator support within the engine
compartment. The sensor housing has an integral
connector receptacle and two integral mounting
points each with a metal sleeve to provide crush pro-
tection.
The right and left front impact sensors are identi-
cal in construction and calibration with two excep-
tions:
²On models equipped with an optional 2.4L gaso-
line engine, the left front impact sensor includes a
shim that moves the sensor three millimeters toward
the rear of the vehicle on the left vertical member of
the radiator support for additional clearance that is
required for that application.
²On models equipped with an optional diesel
engine, the left front impact sensor includes a
stamped metal mounting bracket that rotates theconnector receptacle end of the sensor toward the
outboard side of the vehicle for additional clearance
that is required for that application.
A cavity in the center of the molded black plastic
impact sensor housing contains the electronic cir-
cuitry of the sensor which includes an electronic com-
munication chip and an electronic impact sensor.
Potting material fills the cavity to seal and protect
the internal electronic circuitry and components. The
front impact sensors are each connected to the vehi-
cle electrical system through a dedicated take out
and connector of the headlamp and dash wire har-
ness.
The impact sensors cannot be repaired or adjusted
and, if damaged or faulty, they must be replaced. The
mounting bracket for the left front impact sensor on
models with a diesel engine is serviced as a unit with
that sensor.
OPERATION
The front impact sensors are electronic accelerom-
eters that sense the rate of vehicle deceleration,
which provides verification of the direction and sever-
ity of an impact. Each sensor also contains an elec-
tronic communication chip that allows the unit to
communicate the sensor status as well as sensor
fault information to the microprocessor in the Airbag
Control Module (ACM). The ACM microprocessor con-
tinuously monitors all of the front passive restraint
system electrical circuits to determine the system
readiness. If the ACM detects a monitored system
fault, it sets a Diagnostic Trouble Code (DTC) and
controls the airbag indicator operation accordingly.
The impact sensors each receive battery current and
ground through dedicated left and right sensor plus and
minus circuits from the ACM. The impact sensors and
the ACM communicate by modulating the voltage in the
sensor plus circuit. The hard wired circuits between the
front impact sensors and the ACM may be diagnosed
and tested using conventional diagnostic tools and pro-
cedures. However, conventional diagnostic methods will
not prove conclusive in the diagnosis of the ACM or the
impact sensors. The most reliable, efficient, and accu-
rate means to diagnose the impact sensors, the ACM,
and the electronic message communication between the
sensors and the ACM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic informa-
tion.
Fig. 17 Front Impact Sensor
1 - SENSOR
2 - CONNECTOR RECEPTACLE
KJRESTRAINTS 8O - 21

INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE MOPAR PARTS CATALOG.
(1) Position the seat belt turning loop adjuster to
the B-pillar (Fig. 35).
(2) Engage the hooks on the lower end of the
adjuster into the slots in the B-pillar.
(3) Tilt the upper end of the turning loop adjuster
up into position against the B-pillar.
(4) Install and tighten the screw that secures the
seat belt turning loop adjuster to the upper B-pillar.
Tighten the screw to 34 N´m (25 ft. lbs.).
(5) Reinstall the upper trim onto the inside of the
B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR
UPPER TRIM - INSTALLATION).
(6) Position the seat belt turning loop onto the
height adjuster stud on the upper B-pillar.
(7) Install and tighten the nut that secures the
seat belt turning loop to the height adjuster stud.
Tighten the nut to 34 N´m (25 ft. lbs.).(8) Fold and snap the trim cover back into place to
conceal the nut that secures the front seat belt turn-
ing loop to the height adjuster on the upper B-pillar.
(9) Reconnect the battery negative cable.
SIDE CURTAIN AIRBAG
DESCRIPTION
Optional side curtain airbags are available for this
model when it is also equipped with dual front air-
bags. These airbags are passive, inflatable, Supple-
mental Restraint System (SRS) components, and
vehicles with this equipment can be readily identified
by a molded identification trim button with the ªSRS
- AIRBAGº logo located on the headliner above each
B-pillar (Fig. 36). This system is designed to reduce
injuries to the vehicle occupants in the event of a
side impact collision.
Vehicles equipped with side curtain airbags have
two individually controlled curtain airbag units.
These airbag units are concealed and mounted above
the headliner where they are each secured to one of
the roof side rails (Fig. 37). Each folded airbag cush-
ion is contained within a long extruded plastic chan-
nel that extends along the roof rail from the A-pillar
at the front of the vehicle to just behind the C-pillar
at the rear of the vehicle. The channel is secured
with plastic push-in fasteners to the roof rail. A
tether extends down the A-pillar from the front of the
airbag cushion, where it is retained to the pillar with
plastic push-in routing clips and it is secured to the
base of the A-pillar near the belt line with a screw.
The hybrid-type inflator for each airbag is secured
to the roof rail at the rear of the airbag unit between
the C-pillar and the D-pillar, and is connected to the
airbag cushion by a long tubular manifold. The
bracket holding the inflator and three other brackets
holding the manifold are secured to the roof rail with
Fig. 36 SRS Logo
8O - 38 RESTRAINTSKJ
SEAT BELT TURNING LOOP ADJUSTER (Continued)

mounting bracket displayed in (Fig. 6) is a typical
bracket and may/may not be applicable to this model
vehicle.
(9) Remove servo from mounting bracket. While
removing, note orientation of servo to bracket.INSTALLATION
(1) Position servo to mounting bracket.
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip.
(3) Insert servo mounting studs through holes in
servo mounting bracket.
(4) Install servo-to-mounting bracket nuts and
tighten. Refer to torque specifications.
(5) Install servo mounting bracket-to-body nuts
and tighten. Refer to torque specifications.
(6) Connect vacuum line at servo.
(7) Connect electrical connector at servo.
(8) Connect servo cable to throttle body. Refer to
servo Cable Removal/Installation.
(9) Install coolant bottle.
(10) Connect negative battery cable to battery.
(11) Before starting engine, operate accelerator
pedal to check for any binding.
SWITCH
DESCRIPTION
There are two separate switch pods that operate
the speed control system. The steering-wheel-
mounted switches use multiplexed circuits to provide
inputs to the PCM for ON, OFF, RESUME, ACCEL-
ERATE, SET, DECEL and CANCEL modes. Refer to
the owner's manual for more information on speed
control switch functions and setting procedures.
The individual switches cannot be repaired. If one
switch fails, the entire switch module must be
replaced.
OPERATION
When speed control is selected by depressing the
ON, OFF switch, the PCM allows a set speed to be
stored in its RAM for speed control. To store a set
speed, depress the SET switch while the vehicle is
moving at a speed between approximately 35 and 85
mph. In order for the speed control to engage, the
brakes cannot be applied, nor can the gear selector
be indicating the transmission is in Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch
²Depressing the CANCEL switch.
The speed control can be disengaged also by any of
the following conditions:
²An indication of Park or Neutral
²The VSS signal increases at a rate of 10 mph
per second (indicates that the co-efficient of friction
between the road surface and tires is extremely low)
²Depressing the clutch pedal.
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
Fig. 5 SPEED CONTROL SERVO
1-9T9FITTING
2 - VACUUM LINE
3 - SERVO BRACKET MOUNTING NUTS
4 - SERVO MOUNTING BRACKET
5 - SERVO
6 - SERVO ELECTRICAL CONNECTOR
Fig. 6 SERVO CABLE CLIP REMOVE/INSTALL
TYPICAL
1 - SERVO MOUNTING NUTS (2)
2 - SERVO
3 - CABLE RETAINING CLIP
4 - SERVO CABLE AND SLEEVE
KJSPEED CONTROL 8P - 5
SERVO (Continued)

ergize the combination flasher, the horn relay (except
vehicles with the Rest-Of-World or ROW premium
version of the VTA), and the security indicator. In
addition, in vehicles built for certain markets where
the ROW premium version of the VTA is required,
the BCM also exchanges electronic messages with
the Intrusion Transceiver Module (ITM) over the Pro-
grammable Communications Interface (PCI) data bus
network to provide the features found in this version
of the VTA.
The hard wired circuits and components of the
VTA may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods may not prove conclusive
in the diagnosis of the Body Control Module (BCM),
the ElectroMechanical Instrument Cluster (EMIC),
the Intrusion Transceiver Module (ITM), or the Pro-
grammable Communications Interface (PCI) data bus
network. The most reliable, efficient, and accurate
means to diagnose the BCM, the EMIC, the ITM,
and the PCI data bus network inputs and outputs
related to the VTA requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation. Following are paragraphs that briefly
describe the operation of each of the VTA features.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the VTA.
²ENABLING- The BCM must have the VTA
function electronically enabled in order for the VTA
to perform as designed. The logic in the BCM keeps
its VTA function dormant until it is enabled using a
DRBIIItscan tool. The VTA function of the BCM is
enabled on vehicles equipped with the VTA option at
the factory, but a service replacement BCM must be
VTA-enabled by the dealer using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
²PRE-ARMING- The VTA has a pre-arming
sequence. Pre-arming occurs when a door, the tail-
gate, or the flip-up glass is open when the vehicle is
locked using a power lock switch, or when the ªLockº
button on the Remote Keyless Entry (RKE) transmit-
ter is depressed. The power lock switch will not ini-
tiate the pre-arming sequence if the key is in the
ignition switch. When the VTA is pre-armed, the
arming sequence is delayed until all of the doors, the
tailgate, and the flip-up glass are closed.
²ARMING- Passive arming of the VTA occurs
when the vehicle is exited with the key removed from
the ignition switch and the doors are locked while
they are open using the power lock switch (see Pre-
Arming). Active arming of the VTA occurs when the
ªLockº button on the Remote Keyless Entry (RKE)
transmitter is depressed to lock the vehicle after all
of the doors, the tailgate, and the flip-up glass are
closed. The VTA will not arm if the doors are lockedusing the key in a lock cylinder or using a mechani-
cal lock button. Once the VTA begins the passive or
active arming sequence, the security indicator in the
instrument cluster will flash rapidly for about six-
teen seconds. This indicates that the VTA arming
sequence is in progress. If the ignition switch is
turned to the On position, if a door is unlocked with
the power lock switch or the RKE transmitter, or if
the tailgate is unlocked by any means during the six-
teen second arming sequence, the security indicator
will stop flashing and the VTA arming sequence will
abort. On vehicles equipped with the hood ajar
switch, the VTA arming sequence will occur regard-
less of whether the hood is open or closed, but the
underhood area will not be protected unless the hood
is closed when the VTA arming sequence begins.
Also, if the status of the hood ajar switch changes
from open (hood closed) to closed (hood open) during
the sixteen second arming sequence, the security
indicator will stop flashing and the VTA arming
sequence will abort. Once the sixteen second arming
sequence is successfully completed, the security indi-
cator will flash at a slower rate, indicating that the
VTA is armed.
²DISARMING- For vehicles built for the North
American market, disarming of the VTA occurs when
the vehicle is unlocked using the key to unlock a door
or the tailgate. Disarming of the VTA for any market
also occurs when the vehicle is unlocked by depress-
ing the ªUnlockº button of the Remote Keyless Entry
(RKE) transmitter, or by turning the ignition switch
to the On position using a valid Sentry Key Immobi-
lizer System (SKIS) key. Once the alarm has been
activated, any of these disarming methods will also
deactivate the alarm.
²POWER-UP MODE- When the armed VTA
senses that the battery has been disconnected and
reconnected, it enters its power-up mode. In the pow-
er-up mode the alarm system returns to the mode
that was last selected prior to the battery failure or
disconnect. If the VTA was armed prior to the battery
disconnect or failure, the technician or vehicle opera-
tor will have to actively or passively disarm the sys-
tem after the battery is reconnected. The power-up
mode will also apply if the battery goes dead while
the system is armed, and battery jump-starting is
then attempted. The VTA will remain armed until
the technician or vehicle operator has actively or pas-
sively disarmed the system. If the VTA is in the dis-
armed mode prior to a battery disconnect or failure,
it will remain disarmed after the battery is recon-
nected or replaced, or if jump-starting is attempted.
²ALARM- The VTA alarm output varies by the
version of the VTA with which the vehicle is
equipped. In all cases, the alarm provides both visual
and audible outputs; however, the time intervals of
8Q - 4 VEHICLE THEFT SECURITYKJ
VEHICLE THEFT SECURITY (Continued)

DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY SYSTEM
The Vehicle Theft Security System (VTSS) is
divided into two basic subsystems: Vehicle Theft
Alarm (VTA) and Sentry Key Immobilizer System
(SKIS). Following are the recommended procedures
for diagnosis and testing of each of these two sub-
systems.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
VEHICLE THEFT ALARM
Models equipped with the Rest-Of-World (ROW)
premium version of the Vehicle Theft Alarm (VTA)
provide some preliminary diagnostic feedback by illu-minating the security indicator located in the Elec-
troMechanical Instrument Cluster (EMIC). If the
security indicator illuminates with the ignition
switch in the On position, it indicates that there is a
communication problem between the Intrusion
Transceiver Module (ITM) and the Body Control
Module (BCM), or between the ITM and the siren
module. The BCM will also turn on the security indi-
cator if it receives a message from the ITM indicating
that the ITM has stored a Diagnostic Trouble Code
(DTC) for a siren module fault.
The hard wired circuits and components of the
VTA may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods may not prove conclusive
in the diagnosis of the Body Control Module (BCM),
the ElectroMechanical Instrument Cluster (EMIC),
the Intrusion Transceiver Module (ITM), or the Pro-
grammable Communications Interface (PCI) data bus
network. The most reliable, efficient, and accurate
means to diagnose the BCM, the EMIC, the ITM,
and the PCI data bus network inputs and outputs
related to the VTA requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and location views for the various wire har-
ness connectors, splices and grounds.
8Q - 6 VEHICLE THEFT SECURITYKJ
VEHICLE THEFT SECURITY (Continued)

continuity. If OK, go to Step 6. If not OK, repair the
open ground circuit(s) to ground (G202) as required.
(6) Reconnect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
instrument panel wire harness connector for the
SKIM. If OK, go to Step 7. If not OK, repair the open
fused B(+) circuit between the SKIM and the JB as
required.
(7) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-start) circuit cavity of the instrument
panel wire harness connector for the SKIM. If OK,
use a DRBIIItscan tool to complete the diagnosis of
the SKIS. Refer to the appropriate diagnostic infor-
mation. If not OK, repair the open fused ignition
switch output (run-start) circuit between the SKIM
and the JB as required.
SKIS INDICATOR FLASHES UPON IGNITION ªONº OR
LIGHTS SOLID FOLLOWING BULB TEST
A SKIS indicator that flashes following the ignition
switch being turned to the On position indicates that
an invalid key has been detected, or that a key-re-
lated fault has been set. A SKIS indicator that lights
solid following a successful bulb test indicates that
the SKIM has detected a system malfunction or that
the SKIS is inoperative. In either case, fault informa-
tion will be stored in the SKIM memory. For retrieval
of this fault information and further diagnosis of the
SKIS, the PCI data bus, the SKIM electronic mes-
sage outputs to the instrument cluster that control
the SKIS indicator and chime, or the electronic mes-
sage inputs and outputs between the SKIM and the
Powertrain Control Module (PCM) that control
engine operation, a DRBIIItscan tool is required.
Refer to the appropriate diagnostic information. Fol-
lowing are preliminary troubleshooting guidelines to
be followed during diagnosis using a DRBIIItscan
tool:
(1) Using the DRBIIItscan tool, read and record
the faults as they exist in the SKIM when you first
begin your diagnosis of the vehicle. It is important to
document these faults because the SKIM does not
differentiate between historical faults (those that
have occurred in the past) and active faults (those
that are currently present). If this problem turns out
to be an intermittent condition, this information may
become invaluable to your diagnosis.
(2) Using the DRBIIItscan tool, erase all of the
faults from the SKIM.
(3) Cycle the ignition switch to the Off position,
then back to the On position.
(4) Using the DRBIIItscan tool, read any faults
that are now present in the SKIM. These are the
active faults.(5) Using this active fault information, refer to the
proper procedure in the appropriate diagnostic infor-
mation for the specific additional diagnostic steps.
STANDARD PROCEDURE
STANDARD PROCEDURE - SKIS
INITIALIZATION
The Sentry Key Immobilizer System (SKIS) must
be initialized following a Sentry Key Immobilizer
Module (SKIM) replacement. SKIS initialization
requires the use of a DRBIIItscan tool. Initialization
will also require that you have access to the unique
four-digit PIN code that was assigned to the original
SKIM. The PIN codemustbe used to enter the
Secured Access Mode in the SKIM. This PIN number
may be obtained from the vehicle owner, from the
original vehicle invoice, or from the DaimlerChrysler
Customer Center. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES - STANDARD PRO-
CEDURE - PCM/SKIM PROGRAMMING).
NOTE: If a Powertrain Control Module (PCM) is
replaced on a vehicle equipped with the Sentry Key
Immobilizer System (SKIS), the unique Secret Key
data must be transferred from the Sentry Key
Immobilizer Module (SKIM) to the new PCM using
the PCM replacement procedure. This procedure
also requires the use of a DRBIIITscan tool and the
unique four-digit PIN code to enter the Secured
Access Mode in the SKIM. Refer to the appropriate
diagnostic information for the proper PCM replace-
ment procedures.
STANDARD PROCEDURE - SENTRY KEY
TRANSPONDER PROGRAMMING
All Sentry Keys included with the vehicle are pre-
programmed to work with the Sentry Key Immobi-
lizer System (SKIS) when it is shipped from the
factory. The Sentry Key Immobilizer Module (SKIM)
can be programmed to recognize up to a total of eight
Sentry Keys. When programming a blank Sentry Key
transponder, the key must first be cut to match the
ignition switch lock cylinder in the vehicle for which
it will be used. Once the additional or new key has
been cut, the SKIM must be programmed to recog-
nize it as a valid key. There are two possible methods
to program the SKIM to recognize a new or addi-
tional valid key, the Secured Access Method and the
Customer Learn Method. Following are the details of
these two programming methods.
8Q - 8 VEHICLE THEFT SECURITYKJ
VEHICLE THEFT SECURITY (Continued)

SECURED ACCESS METHOD
The Secured Access method applies to all vehicles.
This method requires the use of a DRBIIItscan tool.
This method will also require that you have access to
the unique four-digit PIN code that was assigned to
the original SKIM. The PIN codemustbe used to
enter the Secured Access Mode in the SKIM. This
PIN number may be obtained from the vehicle owner,
from the original vehicle invoice, or from the
DaimlerChrysler Customer Center. Refer to the
appropriate diagnostic information for the proper
Secured Access method programming procedures.
CUSTOMER LEARN METHOD
The Customer Learn feature is only available on
domestic vehicles, or those vehicles which have a
U.S. country code designator. This programming
method also requires access to at least two valid Sen-
try Keys. If two valid Sentry Keys are not available,
or if the vehicle does not have a U.S. country code
designator, the Secured Access Methodmustbe used
to program new or additional valid keys to the SKIM.
The Customer Learn programming method proce-
dures are as follows:
(1) Obtain the blank Sentry Key(s) that are to be
programmed as valid keys for the vehicle. Cut the
blank key(s) to match the ignition switch lock cylin-
der mechanical key codes.
(2) Insert one of the two valid Sentry Keys into the
ignition switch and turn the ignition switch to the
On position.
(3) After the ignition switch has been in the On
position for longer than three seconds, but no more
than fifteen seconds, cycle the ignition switch back to
the Off position. Replace the first valid Sentry Key in
the ignition switch lock cylinder with the second
valid Sentry Key and turn the ignition switch back to
the On position. The second valid Sentry Key must
be inserted in the lock cylinder within fifteen seconds
of removing the first valid key.
(4) About ten seconds after the completion of Step
3, the SKIS indicator in the instrument cluster will
start to flash and a single audible chime tone will
sound to indicate that the system has entered the
Customer Learn programming mode.
(5) Within sixty seconds of entering the Customer
Learn programming mode, turn the ignition switch to
the Off position, replace the valid Sentry Key with a
blank Sentry Key transponder, and turn the ignition
switch back to the On position.
(6)
About ten seconds after the completion of Step 5,
a single audible chime tone will sound and the SKIS
indicator will stop flashing, stay on solid for three sec-
onds, then turn off to indicate that the blank Sentry
Key has been successfully programmed. The SKIS will
immediately exit the Customer Learn programmingmode and the vehicle may now be started using the
newly programmed valid Sentry Key.
Each of these steps must be repeated and com-
pleted in their entirety for each additional Sentry
Key that is to be programmed. If the above steps are
not completed in the given sequence, or within the
allotted time, the SKIS will exit the Customer Learn
programming mode and the programming will be
unsuccessful. The SKIS will also automatically exit
the Customer Learn programming mode if it sees a
non-blank Sentry Key transponder when it should
see a blank, if it has already programmed eight (8)
valid Sentry Keys, or if the ignition switch is turned
to the Off position for more than about fifty seconds.
NOTE: If an attempt is made to start the vehicle
while in the Customer Learn mode (SKIS indicator
flashing), the SKIS will respond as though the vehi-
cle were being started with an invalid key. In other
words, the engine will stall after about two seconds
of operation. No faults will be set.
NOTE: Once a Sentry Key has been programmed as
a valid key to a vehicle, it cannot be programmed
as a valid key for use on any other vehicle.
DOOR CYLINDER LOCK
SWITCH
DESCRIPTION
Vehicles manufactured for North American mar-
kets that are equipped with the optional Vehicle
Fig. 2 Door Cylinder Lock Switch
1 - SWITCH
2 - OUTSIDE DOOR HANDLE
3 - DOOR LOCK CYLINDER
KJVEHICLE THEFT SECURITY 8Q - 9
VEHICLE THEFT SECURITY (Continued)

TERMINOLOGY
This is a list of terms and definitions used in the
wiring diagrams.
LHD .................Left Hand Drive Vehicles
RHD................Right Hand Drive Vehicles
ATX . . Automatic Transmissions-Front Wheel Drive
MTX....Manual Transmissions-Front Wheel Drive
AT ....Automatic Transmissions-Rear Wheel Drive
MT .....Manual Transmissions-Rear Wheel Drive
SOHC...........Single Over Head Cam Engine
DOHC..........Double Over Head Cam Engine
Built-Up-Export........ Vehicles Built For Sale In
Markets Other Than North America
Except-Built-Up-Export . . Vehicles Built For Sale In
North America
DESCRIPTION - CIRCUIT INFORMATION
Each wire shown in the diagrams contains a code
which identifies the main circuit, part of the main
circuit, gage of wire, and color (Fig. 4).
WIRE COLOR CODE CHART
COLOR CODE COLOR
BL BLUE
BK BLACK
BR BROWN
DB DARK BLUE
DG DARK GREEN
GY GRAY
LB LIGHT BLUE
LG LIGHT GREEN
COLOR CODE COLOR
OR ORANGE
PK PINK
RD RED
TN TAN
VT VIOLET
WT WHITE
YL YELLOW
* WITH TRACER
DESCRIPTION - CIRCUIT FUNCTIONS
All circuits in the diagrams use an alpha/numeric
code to identify the wire and it's function. To identify
which circuit code applies to a system, refer to the
Circuit Identification Code Chart. This chart shows
the main circuits only and does not show the second-
ary codes that may apply to some models.
CIRCUIT IDENTIFICATION CODE CHART
CIRCUIT FUNCTION
A BATTERY FEED
B BRAKE CONTROLS
C CLIMATE CONTROLS
D DIAGNOSTIC CIRCUITS
E DIMMING ILLUMINATION
CIRCUITS
F FUSED CIRCUITS
G MONITORING CIRCUITS
(GAUGES)
H OPEN
I NOT USED
J OPEN
K POWERTRAIN CONTROL
MODULE
L EXTERIOR LIGHTING
M INTERIOR LIGHTING
N NOT USED
O NOT USED
P POWER OPTION (BATTERY
FEED)
Q POWER OPTIONS (IGNITION
FEED)
R PASSIVE RESTRAINT
S SUSPENSION/STEERING
T TRANSMISSION/TRANSAXLE/
TRANSFER CASE
Fig. 4 WIRE CODE IDENTIFICATION
1 - COLOR OF WIRE (LIGHT BLUE WITH YELLOW TRACER
2 - GAGE OF WIRE (18 GAGE)
3 - PART OF MAIN CIRCUIT (VARIES DEPENDING ON
EQUIPMENT)
4 - MAIN CIRCUIT IDENTIFICATION
KJ8W-01 WIRING DIAGRAM INFORMATION8Wa-01-5
WIRING DIAGRAM INFORMATION (Continued)

FUEL LEVEL SENDING UNIT /
SENSOR
DESCRIPTION
The fuel gauge sending unit (fuel level sensor) is
attached to the side of the fuel pump module. The
sending unit consists of a float, an arm, and a vari-
able resistor track (card).
OPERATION
The fuel pump module has 4 different circuits
(wires). Two of these circuits are used for the fuel
gauge sending unit for fuel gauge operation, and for
certain OBD II emission requirements. The other 2
wires are used for electric fuel pump operation.
For Fuel Gauge Operation:A constant current
source of approximately 32 milliamps is supplied to
the resistor track on the fuel gauge sending unit.
This is fed directly from the Powertrain Control Mod-
ule (PCM).NOTE: For diagnostic purposes, this
12V power source can only be verified with the
circuit opened (fuel pump module electrical
connector unplugged). With the connectors
plugged, output voltages will vary from about
0.6 volts at FULL, to about 8.6 volts at EMPTY
(about 8.6 volts at EMPTY for Jeep models, and
about 7.0 volts at EMPTY for Dodge Truck mod-
els).The resistor track is used to vary the voltage
(resistance) depending on fuel tank float level. As
fuel level increases, the float and arm move up,
which decreases voltage. As fuel level decreases, the
float and arm move down, which increases voltage.
The varied voltage signal is returned back to the
PCM through the sensor return circuit.
Both of the electrical circuits between the fuel
gauge sending unit and the PCM are hard-wired (not
multi-plexed). After the voltage signal is sent from
the resistor track, and back to the PCM, the PCM
will interpret the resistance (voltage) data and send
a message across the multi-plex bus circuits to the
instrument panel cluster. Here it is translated into
the appropriate fuel gauge level reading. Refer to
Instrument Panel for additional information.
For OBD II Emission Monitor Requirements:
The PCM will monitor the voltage output sent from
the resistor track on the sending unit to indicate fuel
level. The purpose of this feature is to prevent the
OBD II system from recording/setting false misfire
and fuel system monitor diagnostic trouble codes.
The feature is activated if the fuel level in the tank
is less than approximately 15 percent of its rated
capacity. If equipped with a Leak Detection Pump
(EVAP system monitor), this feature will also be acti-
vated if the fuel level in the tank is more than
approximately 85 percent of its rated capacity.
DIAGNOSIS AND TESTING - FUEL LEVEL
SENDING UNIT
The fuel level sending unit contains a variable
resistor (track). As the float moves up or down, elec-
trical resistance will change. Refer to Instrument
Panel and Gauges for Fuel Gauge testing. To test the
gauge sending unit only, it must be removed from
vehicle. The unit is a separate part of the lower fuel
pump module section. Refer to Fuel Pump Module
Removal/Installation for procedures (remove only the
upper section of the fuel pump module). Measure the
resistance across the sending unit terminals. With
float in up position, resistance should be 20 ohms (+/-
5%). With float in down position, resistance should be
270 ohms (+/- 5%).
REMOVAL
The fuel level sending unit (fuel level sensor) and
float assembly is located on the side of the lower sec-
tion of the fuel pump module. The lower section of
the fuel pump module is located within the fuel tank.
(1) Remove lower section of fuel pump module
from fuel tank. Refer to Fuel Pump Module Removal/
Installation.
(2) To remove sending unit from pump module, lift
on plastic locking tab (Fig. 8) while sliding sending
unit upwards.
(3) Disconnect 4±wire electrical connector (Fig. 9)
from bottom of upper section of fuel pump module.
Separate necessary sending unit wiring.
Fig. 8 FUEL LEVEL SENDING UNIT
1 - LIFT TAB HERE FOR REMOVAL
2 - FUEL LEVEL SENDING UNIT
3 - LOWER SECTION OF PUMP MODULE
KJFUEL DELIVERY 14 - 9

OPERATION
The fuel pressure regulator is a mechanical device
that is not controlled by engine vacuum or the Pow-
ertrain Control Module (PCM).
The regulator is calibrated to maintain fuel system
operating pressure of approximately 339 kPa +/- 34
kPa (49.2 psi +/- 5 psi) at the fuel injectors. It con-
tains a diaphragm, calibrated springs and a fuel
return valve.
The main fuel filteris not combinedwithin the
fuel pressure regulator as in other Jeeptmodels.
Three different fuel filters are used: 1. a serviceable,
separate, externally mounted, main fuel filter; 2. a
non-serviceable primary filter located on the bottom
of the electric fuel pump; 3. a non-serviceable second-
ary filter attached to the side of the fuel pump mod-
ule.
Fuel Flow:Fuel migrates into the fuel pump mod-
ule reservoir through a one-way check valve located
on the bottom of the module. This check valve pre-
vents the reservoir from running empty such as
when going up or down hills with a low amount of
fuel in the tank. A primary fuel filter (sock) is located
at the bottom of the electric fuel pump. Fuel is drawn
in through this filter, and up to the electric fuel
pump. High pressure fuel (unregulated) is supplied
from the electric fuel pump through a high-pressure
line to one of 3 fittings on the main fuel filter. If fuel
pressure at the pressure regulator exceeds approxi-
mately 49 psi, an internal diaphragm within the reg-
ulator closes, and excess fuel is routed through a
second fitting on the main fuel filter, and back into
the fuel tank (the fuel pressure regulator is installed
into the return side of the system). Pressure regu-
lated fuel is then delivered from the third fitting on
the fuel filter, up to and through the fuel rail, and on
to the fuel injectors.
A secondary fuel filter is attached to the side of the
fuel pump module. High-pressure from the electric
fuel pump causes a siphoning action across a passage
connected to this filter, and fuel is drawn into the
fuel pump module reservoir. This is used to help keep
the module reservoir full of fuel.
The fuel pressure regulator also acts as a check
valve to maintain some fuel pressure when the
engine is not operating. This will help to start the
engine. A second check valve is located at the outlet
of the fuel pump module housing.Refer to Fuel
Pump - Description and Operation for more
information. Also refer to the Fuel Pressure
Leak Down Test, and the Fuel Pump Pressure
Tests.
A separate fuel return line from the engine is not
used with this system.
REMOVAL
The fuel pressure regulator is located in the fuel
tank. It is attached to the bottom of the upper sec-
tion of the fuel pump module with a quick-connect
fitting (Fig. 19). The fuel pump module is supplied in
2 sections (upper and lower). To replace the pressure
regulator, the bottom section of the fuel pump mod-
ule must be replaced.
(1) Remove upper and lower sections of fuel pump
module from fuel tank. Refer to Fuel Pump Module
Removal/Installation.
(2) Replace lower section of fuel pump module
(includes fuel pressure regulator).
INSTALLATION
The fuel pressure regulator is located in the fuel
tank. It is attached to the bottom of the upper sec-
tion of the fuel pump module with a quick-connect
fitting. The fuel pump module is supplied in 2 sec-
tions (upper and lower). To replace the pressure reg-
ulator, the bottom section of the fuel pump module
must be replaced.
(1) Replace lower section of fuel pump module
(includes fuel pressure regulator).
(2) Install upper and lower sections of fuel pump
module to fuel tank. Refer to Fuel Pump Module
Installation.
Fig. 19 FUEL PRESSURE REGULATOR/SENDING
UNIT ELECTRICAL CONNECTOR
1 - UPPER SECTION OF PUMP MODULE
2 - QUICK-CONNECT FITTINGS
3 - FUEL PRESSURE REGULATOR
4 - 4-WIRE ELECTRICAL CONNECTOR
5 - FUEL TANK CHECK (CONTROL) VALVE
14 - 14 FUEL DELIVERYKJ
FUEL PRESSURE REGULATOR (Continued)