1994 JEEP CHEROKEE service

FUEL SYSTEM
CONTENTS
page page
ACCELERATOR PEDAL AND THROTTLE CABLE... 16
FUEL DELIVERY SYSTEM................. 2
FUEL TANKS........................... 12
GENERAL INFORMATION.................. 1
MULTI-PORT FUEL INJECTION (MFI)ÐCOMPO-
NENT DESCRIPTION/SYSTEM OPERATION . 17MULTI-PORT FUEL INJECTION (MFI)Ð
COMPONENT REMOVAL/INSTALLATION . . . 54
MULTI-PORT FUEL INJECTION (MFI)Ð
GENERAL DIAGNOSIS.................. 32
SPECIFICATIONS....................... 62
GENERAL INFORMATION
Throughout this group, references are made to par-
ticular vehicle models by alphabetical designation or
by the particular vehicle nameplate. A chart showing
a breakdown of the alphabetical designations is in-
cluded in the Introduction section at the beginning of
this manual.
TheFuel Systemconsists of: the fuel tank, an
electric (fuel tank mounted) fuel pump and a fuel fil-
ter. It also consists of fuel tubes/lines/hoses, vacuum
hoses, throttle body and fuel injectors.
TheFuel Delivery Systemconsists of: the electric
fuel pump, fuel filter, fuel tubes/lines/hoses, fuel rail,
fuel injectors and fuel pressure regulator.
AFuel Return Systemis used on all vehicles.
The system consists of: the fuel tubes/lines/hoses that
route fuel back to the fuel tank.
TheFuel Tank Assemblyconsists of: the fuel
tank, filler tube, fuel gauge sending unit/electric fuel
pump module, a pressure relief/rollover valve and a
pressure-vacuum filler cap.
Also to be considered part of the fuel system is the
Evaporation Control System.This is designed to
reduce the emission of fuel vapors into the atmo-
sphere. The description and function of the Evapora-
tive Control System is found in Group 25, Emission
Control Systems.
FUEL USAGE STATEMENT
Your vehicle was designed to meet all emission reg-
ulations and provide excellent fuel economy using
high quality unleaded gasoline. Only use unleaded
gasolines having a minimum posted octane of 87.
If your vehicle develops occasional light spark
knock (ping) at low engine speeds, this is not harm-
ful. However,continued heavy knock at high
speeds can cause damage and should be re-
ported to your dealer immediately.Engine dam-age as a result of heavy knock operation may not be
covered by the new vehicle warranty.
In addition to using unleaded gasoline with the
proper octane rating,those that contain deter-
gents, corrosion and stability additives are rec-
ommended.Using gasolines that have these
additives will help improve fuel economy, reduce
emissions and maintain vehicle performance. Gener-
ally, premium unleaded gasolines contain more addi-
tive than regular unleaded gasolines.
Poor quality gasolinecan cause problems such
as hard starting, stalling and stumble. If you experi-
ence these problems, use another brand of gasoline
before considering service for the vehicle.
GASOLINE/OXYGENATE BLENDS
Some fuel suppliers blend unleaded gasoline with
materials that contain oxygen such as alcohol, MTBE
and ETBE. The type and amount of oxygenate used
in the blend is important. The following are generally
used in gasoline blends:
ETHANOL
Ethanol (Ethyl or Grain Alcohol) properly blended,
is used as a mixture of 10 percent ethanol and 90
percent gasoline.Gasoline with ethanol may be
used in your vehicle.
METHANOL
CAUTION: DO NOT USE GASOLINES CONTAINING
METHANOL.Use of methanol/gasoline blends may re-
sult in starting and driveability problems. In addition,
damage may be done to critical fuel system compo-
nents.
Methanol (Methyl or Wood Alcohol) is used in a va-
riety of concentrations blended with unleaded gaso-
JFUEL SYSTEM 14 - 1

(3) Disconnect vacuum line (hose) at fuel pressure
regulator (Fig. 8). Note gauge reading. With vacuum
line disconnected, fuel pressure should rise to approx-
imately 269 kPa (39 psi).
Fuel pressure should be approximately 55-69 kPa
(8-10 psi) higher with vacuum line removed from
regulator. If not, inspect pressure regulator vacuum
line for leaks, kinks or blockage. If vacuum line
checks OK and fuel pressure does not rise approxi-
mately 8-10 psi after disconnecting vacuum line, re-
place fuel pressure regulator.
The fuel pressure regulator isnot adjustable.
(4) If fuel pressure exceeds 45 psi, check fuel re-
turn line/tube for kinks or obstructions.
If the previous tests checked good, fuel pump pres-
sure is correct. If pump pressure was low, proceed as
follows:
(5) Release fuel system pressure. Refer to the pre-
vious Fuel Pressure Release Procedure in this group.
(6) Disconnect the 5/16 inch fuel return line quick-
connect fitting at fuel rail. For procedures, refer to
Fuel Tubes/Lines/Hoses and Clamps. Also refer to
Quick-Connect Fittings. These can be found in the
Fuel Delivery System section of this group.
Connect Fuel Line Pressure Test Adapter Tool
number 6539 (5/16 in.) between the disconnected fuel
return line and fuel rail (Fig. 10).
WARNING: THE FUEL SYSTEM PRESSURE IN THE
FOLLOWING TEST MAY EXCEED 100 PSI. BEFORE
STARTING TEST, VERIFY GOOD CONNECTIONS AT
ENDS OF ADAPTER TOOL 6539. BE SURE TOOL IS
LOCKED ONTO FUEL RAIL AND FUEL RETURN
LINE. PULL FIRMLY ON ENDS OF TOOL TO VER-
IFY.
(7) To activate the fuel pump and pressurize the
system, obtain the DRB scan tool. Refer to the appro-
priate Powertrain Diagnostic Procedures service
manual for DRB operation.(8)MOMENTARILYpinch the rubber hose por-
tion of adapter tool 6539. Pressure should rise to ap-
proximately 75 psi within two (2) seconds.DO NOT
pinch hose for longer than three seconds.
If fuel pump pressure rises to approximately 75 psi
within two seconds, pressure is operating at its max-
imum and is correct.
If fuel pump pressure does not rise to approxi-
mately 75 psi within two seconds, proceed as follows:
(9) Release fuel system pressure. Refer to the pre-
vious Fuel Pressure Release Procedure in this group.
(10) Raise and support vehicle.
(11) Disconnect fuel supply line at inlet (fuel tank
side) of fuel filter. Connect Fuel Line Pressure Test
Adapter Tool number 6631 (3/8 in.) between fuel fil-
ter and fuel supply line.
WARNING: THE FUEL SYSTEM PRESSURE IN THE
FOLLOWING TEST MAY EXCEED 100 PSI. BEFORE
STARTING TEST, VERIFY GOOD CONNECTIONS AT
ENDS OF ADAPTER TOOL 6631. BE SURE TOOL IS
LOCKED ONTO FUEL FILTER AND FUEL SUPPLY
LINE. PULL FIRMLY ON ENDS OF TOOL TO VER-
IFY.
(12) To activate the fuel pump and pressurize the
system, obtain the DRB scan tool. Refer to the appro-
priate Powertrain Diagnostic Procedures service
manual for DRB operation.
MOMENTARILYpinch the rubber hose portion of
adapter tool 6631. Pressure should rise to approxi-
mately 75 psi within two (2) seconds.DO NOTpinch
hose for longer than three seconds.
If fuel pump pressure now rises to approximately
75 psi within two seconds, but this pressure could not
be met at the fuel rail, check for a plugged or re-
stricted fuel filter. Also check the fuel supply line be-
tween fuel filter and fuel rail for kinks or
obstructions. Proceed to the following Fuel Pump Ca-
pacity Test.
Fig. 9 Fuel Pressure Test ConnectionÐTypicalFig. 10 Adapter ToolÐTypical Connection
14 - 6 FUEL SYSTEMJ

FUEL PUMP CAPACITY TEST
Before performing this test, verify fuel pump pres-
sure by performing the previous tests.
(1) Release the fuel system pressure from fuel sys-
tem. Refer to the previous Fuel Pressure Release
Procedure in this group.
(2) Disconnect the fuel supply line at fuel rail near
pressure regulator. For procedures, refer to Fuel
Tubes/Lines/Hoses and Clamps. Also refer to Quick-
Connect Fittings. These can be found in the Fuel De-
livery System section of this group.
(3) Connect Fuel Line Pressure Test Adapter Tool
number 6631 (3/8 in.) into the disconnected fuel sup-
ply line. Insert the other end of tool 6631 into an ap-
proved gasoline container.
(4) To activate the fuel pump and pressurize the
system, obtain the DRB scan tool. Refer to the appro-
priate Powertrain Diagnostic Procedures service
manual for DRB operation.
A good fuel pump will deliver at least 1 liter of fuel
per minute.
FUEL PRESSURE LEAK DOWN TEST
ENGINE OFF
Abnormally long periods of cranking to restart a
hot engine that has been shut down for a short pe-
riod of time may be caused by:
²Fuel pressure bleeding past the fuel pressure reg-
ulator.
²Fuel pressure bleeding past the check valve in the
outlet end of the fuel tank mounted fuel pump.
(1) Remove protective cap at fuel rail test port
(Fig. 11). With the engine off, connect an accurate
0-689 kPa (0-100 psi) fuel gauge to the pressure test
port fitting on the fuel rail. The fitting on the pres-
sure tester must be in good condition and free of any
leaks before performing this test.(2) Start the vehicle and let engine idle. Check
fuel pressure reading on gauge. Fuel pressure should
be within specifications. Refer to the previous Fuel
System Pressure Tests.
(3) Shut engine off. Observe and record fuel pres-
sure reading on gauge. Leave fuel pressure gauge
connected. Allow engine to set for 30 minutes and
then compare the fuel pressure reading on the gauge
with the reading taken when engine was shut down.
A pressure drop of up to 138 kPa (20 psi) within 30
minutes is within specifications.
(4) If the fuel pressure drop is within specifica-
tions, the fuel pump outlet check valve and fuel pres-
sure regulator are both operating normally.
(5) If fuel pressure drop is greater than 138 kPa
(20 psi), it must be determined if this drop is being
caused by (in-tank mounted) fuel pump outlet check
valve or fuel pressure regulator. Proceed to next step.
(6) Release the fuel system pressure from fuel sys-
tem. Refer to the previous Fuel Pressure Release
Procedure in this group.
(7) Disconnect both fuel lines at fuel rail near fuel
pressure regulator. For procedures, refer to Fuel
Tubes/Lines/Hoses and Clamps. Also refer to Quick-
Connect Fittings. These can be found in the Fuel De-
livery System section of this group.
(8) Connect Fuel Line Pressure Test Adapter Tool
number 6631 (3/8 in.) between the disconnected fuel
supply line and fuel rail (Fig. 12).
(9) Connect Fuel Line Pressure Test Adapter Tool
number 6539 (5/16 in.) between the disconnected fuel
return line and fuel rail (Fig. 12).
(10) Start engine. Observe and record fuel system
pressure.
(11) Shut engine off.
(12) Clamp off the rubber hose portion of adapter
tool number 6539 connected to the fuel return line.
Allow engine to set for 30 minutes. If pressure has
dropped more than 138 kPa (20 psi) in 30 minutes,
Fig. 11 Fuel Pressure Test PortÐTypical
Fig. 12 Adapter ToolsÐTypical Connections
JFUEL SYSTEM 14 - 7

CAUTION: If this release tab is not pressed prior to
releasing the pull tab, the pull tab will be damaged.
(5) While pressing the release tab on the side of
the fitting, use a screwdriver to pry up the pull tab
(Fig. 16).
(6) Raise the pull tab until it separates from the
quick-connect fitting (Fig. 17). Discard the old pull
tab.
(7) Disconnect the quick-connect fitting from the
fuel system component being serviced.
(8) Inspect the quick-connect fitting body and fuel
system component for damage. Replace as necessary.
(9) Prior to connecting the quick-connect fitting to
component being serviced, check condition of fitting
and component. Clean the parts with a lint-free
cloth. Lubricate them with clean engine oil.
(10) Insert the quick-connect fitting into the fuel
tube or fuel system component until the built-on stop
on the fuel tube or component rests against back of
fitting.
(11) Obtain a new pull tab. Push the new tab down
until it locks into place in the quick-connect fitting.(12) Verify a locked condition by firmly pulling on
fuel tube and fitting (15-30 lbs.).
(13) Connect negative cable to battery.
(14) Start engine and check for leaks.
TWO-TAB TYPE FITTING
This type of fitting is equipped with tabs located on
both sides of the fitting (Fig. 18). These tabs are sup-
plied for disconnecting the quick-connect fitting from
component being serviced.
CAUTION: The interior components (O-rings, spac-
ers) of this type of quick-connect fitting are not ser-
viced separately, but new plastic retainers are
available. Do not attempt to repair damaged fittings
or fuel lines/tubes. If repair is necessary, replace
the complete fuel tube/quick-connect fitting assem-
bly.
WARNING: THE FUEL SYSTEM IS UNDER A CON-
STANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES,
FITTINGS OR LINES, THE FUEL SYSTEM PRES-
SURE MUST BE RELEASED. REFER TO THE FUEL
PRESSURE RELEASE PROCEDURE IN THIS
GROUP.
DISCONNECTION/CONNECTION
(1) Disconnect negative battery cable from the bat-
tery.
(2) Perform the fuel pressure release procedure.
Refer to the Fuel Pressure Release Procedure in this
section.
(3) Clean the fitting of any foreign material before
disassembly.
(4) To disconnect the quick-connect fitting, squeeze
the plastic retainer tabs against the sides of the
quick-connect fitting with your fingers. Tool use is
not required for removal and may damage plastic re-
Fig. 16 Disconnecting Single-Tab Type Fitting
Fig. 17 Removing Pull Tab
Fig. 18 Typical Two-Tab Type Quick-Connect Fitting
14 - 10 FUEL SYSTEMJ

tainer. Pull the fitting from the fuel system compo-
nent being serviced. The plastic retainer will remain
on the component being serviced after fitting is dis-
connected. The O-rings and spacer will remain in the
quick-connect fitting connector body.
(5) Inspect the quick-connect fitting body and com-
ponent for damage. Replace as necessary.
CAUTION: When the quick-connect fitting was dis-
connected, the plastic retainer will remain on the
component being serviced. If this retainer must be
removed, very carefully release the retainer from
the component with two small screwdrivers. After
removal, inspect the retainer for cracks or any dam-
age.
(6) Prior to connecting the quick-connect fitting to
component being serviced, check condition of fitting
and component. Clean the parts with a lint-free
cloth. Lubricate them with clean engine oil.
(7) Insert the quick-connect fitting to the compo-
nent being serviced and into the plastic retainer.
When a connection is made, a click will be heard.
(8) Verify a locked condition by firmly pulling on
fuel tube and fitting (15-30 lbs.).
(9) Connect negative cable to battery.
(10) Start engine and check for leaks.
PLASTIC RETAINER RING TYPE FITTING
This type of fitting can be identified by the use of a
full-round plastic retainer ring (Fig. 19) usually
black in color.
CAUTION: The interior components (O-rings, spac-
ers, retainers) of this type of quick-connect fitting
are not serviced separately. Do not attempt to re-
pair damaged fittings or fuel lines/tubes. If repair is
necessary, replace the complete fuel tube/quick-
connect fitting assembly.
WARNING: THE FUEL SYSTEM IS UNDER A CON-
STANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES,
FITTINGS OR LINES, THE FUEL SYSTEM PRES-
SURE MUST BE RELEASED. REFER TO THE FUEL
PRESSURE RELEASE PROCEDURE IN THIS
GROUP.
DISCONNECTION/CONNECTION
(1) Disconnect negative battery cable from the bat-
tery.
(2) Perform the fuel pressure release procedure.Refer to the Fuel Pressure Release Procedure in this
section.
(3) Clean the fitting of any foreign material before
disassembly.
(4) To release the fuel system component from the
quick-connect fitting, firmly push the fitting towards
the component being serviced while firmly pushing
the plastic retainer ring into the fitting (Fig. 19).
With the plastic ring depressed, pull the fitting from
the component.The plastic retainer ring must be
pressed squarely into the fitting body. If this re-
tainer is cocked during removal, it may be dif-
ficult to disconnect fitting. Use an open-end
wrench on the shoulder of the plastic retainer
ring to aid in disconnection.
After disconnection, the plastic retainer ring will
remain with the quick-connect fitting connector body.
(5) Inspect fitting connector body, plastic retainer
ring and fuel system component for damage. Replace
as necessary.
(6) Prior to connecting the quick-connect fitting to
component being serviced, check condition of fitting
and component. Clean the parts with a lint-free
cloth. Lubricate them with clean engine oil.
(7) Insert the quick-connect fitting into the compo-
nent being serviced until a click is felt.
(8) Verify a locked condition by firmly pulling on
fuel tube and fitting (15-30 lbs.).
(9) Connect negative battery cable to battery.
(10) Start engine and check for leaks.
Fig. 19 Plastic Retainer Ring Type Fitting
JFUEL SYSTEM 14 - 11

energized). This is done to compensate for the re-
duced flow through injector caused by the lowered
voltage.
BRAKE SWITCHÐPCM INPUT
When the brake light switch is activated, the pow-
ertrain control module (PCM) receives an input indi-
cating that the brakes are being applied. After
receiving this input, the PCM maintains idle speed
to a scheduled rpm through control of the idle air
control (IAC) motor. The brake switch input is also
used to operate the speed control system.
CAMSHAFT POSITION SENSORÐPCM INPUT
A sync signal is provided by the camshaft position
sensor located in the ignition distributor (Fig. 5). The
sync signal from this sensor works in conjunction
with the crankshaft position sensor to provide the
powertrain control module (PCM) with inputs. This
is done to establish and maintain correct injector fir-
ing order.
Refer to Camshaft Position Sensor in Group 8D, Ig-
nition System for more information.
DATA LINK CONNECTORÐPCM INPUT
The data link connector (diagnostic scan tool con-
nector) links the DRB scan tool with the powertrain
control module (PCM). The data link connector is lo-
cated in the engine compartment (Figs. 6 or 7). For
operation of the DRB scan tool, refer to the appropri-
ate Powertrain Diagnostic Procedures service man-
ual.
The data link connector uses two different pins on
the PCM. One is for Data Link Transmit and the
other is for Data Link Receive.
INTAKE AIR TEMPERATURE SENSORÐPCM INPUT
The intake manifold air temperature sensor is in-
stalled in the intake manifold with the sensor ele-
ment extending into the air stream (Figs. 8 or 9).
The sensor provides an input voltage to the power-
train control module (PCM) indicating intake mani-
fold air temperature. The input is used along with
inputs from other sensors to determine injector pulse
width. As the temperature of the air-fuel stream in
the manifold varies, the sensor resistance changes.
This results in a different input voltage to the PCM.
CRANKSHAFT POSITION SENSORÐPCM INPUT
This sensor is a Hall Effect device that detects
notches in the flywheel (manual transmission), or
flexplate (automatic transmission).
This sensor is used to indicate to the powertrain
control module (PCM) that a spark and or fuel injec-
tion event is to be required. The output from this
sensor, in conjunction with the camshaft position
sensor signal, is used to differentiate between fuel in-
jection and spark events. It is also used to synchro-
nize the fuel injectors with their respective cylinders.
Fig. 5 Camshaft Position Sensor
Fig. 6 Data Link ConnectorÐYJ ModelsÐTypical
Fig. 7 Data Link ConnectorÐXJ ModelsÐTypical
14 - 20 FUEL SYSTEMJ

ing the IAC motor pintle in and out of the air control
passage. The IAC motor is positioned when the igni-
tion key is turned to the On position.
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.
IGNITION COILÐPCM OUTPUT
System voltage is supplied to the ignition coil pos-
itive terminal. The powertrain control module (PCM)
operates the ignition coil.Base (initial) ignition
timing is not adjustable.The PCM adjusts ignition
timing to meet changing engine operating conditions.
The ignition coil is located near the ignition distrib-
utor (Fig. 22).
Refer to Group 8D, Ignition System for additional
information.
MALFUNCTION INDICATOR LAMPÐPCM OUTPUT
The Malfunction Indicator Lamp (formerly referred
to as the Check Engine Lamp) illuminates on the in-
strument panel each time the ignition key is turned
on. It will stay on for three seconds as a bulb test.
If the powertrain control module (PCM) receives an
incorrect signal, or no signal from certain sensors or
emission related systems, the lamp is turned on. This
is a warning that the PCM has recorded a system or
sensor malfunction. In some cases, when a problem is
declared, the PCM will go into a limp-in mode. This
is an attempt to keep the system operating. It signals
an immediate need for service.
The lamp can also be used to display a Diagnostic
Trouble Code (DTC). Cycle the ignition switch On-
Off-On-Off-On within three seconds and any codes
stored in the PCM memory will be displayed. This is
done in a series of flashes representing digits. Refer
to On-Board Diagnostics in the General Diagnosis
section of this group for more information.
RADIATOR FAN RELAYÐPCM OUTPUT
XJ MODELS ONLY
The electric radiator cooling fan used in XJ models
(equipped with 4.0L engine, heavy duty cooling
and/or air conditioning) is controlled by the power-
train control module (PCM) through radiator fan re-
lay. The relay is energized when coolant temperature
is above 103ÉC (217ÉF). It will then de-energize when
coolant temperature drops to 98ÉC (208ÉF). Refer to
Group 7, Cooling Systems for more information.
The relay is located in the power distribution cen-
ter (PDC) (Fig. 23).
The electric radiator cooling fan is not used on YJ
models.
SCI TRANSMITÐPCM OUTPUT
SCI Transmit is the serial data communication
transmit circuit for the DRB scan tool. The power-
train control module (PCM) transmits data to the
DRB through the SCI Transmit circuit.
SHIFT INDICATORÐPCM OUTPUT
Vehicles equipped with manual transmissions have
an Up-Shift indicator lamp. The lamp is controlled
by the powertrain control module (PCM). The lamp
illuminates on the instrument panel to indicate when
the driver should shift to the next highest gear for
best fuel economy. The PCM will turn the lamp OFF
after 3 to 5 seconds if the shift of gears is not per-
formed. The up-shift light will remain off until vehi-
cle stops accelerating and is brought back to range of
up-shift light operation. This will also happen if ve-
hicle is shifted into fifth gear.
The indicator lamp is normally illuminated when
the ignition switch is turned on and it is turned off
when the engine is started up. With the engine run-
ning, the lamp is turned on/off depending upon en-
gine speed and load.
Fig. 23 PDCÐXJ Models
Fig. 22 Ignition CoilÐTypical
14 - 26 FUEL SYSTEMJ

found, refer to the DRB scan tool and the appropri-
ate Powertrain Diagnostics Procedures service
manual.
RELAYSÐOPERATION/TESTING
OPERATION
The following operations/tests apply to these
relays only:automatic shut down (ASD), fuel pump
and torque converter clutch. For operations/tests on
all other relays, refer to the appropriate section of
this service manual.
The relay terminal numbers from (Fig. 44) can be
found on the bottom of the relay:
²Terminal number 30 is connected to battery volt-
age and can be switched or B+ (hot) at all times.
²Terminal number 87A is connected (a circuit is
formed) to terminal 30 in the de-energized (normally
OFF) position.
²Terminal number 87 is connected (a circuit is
formed) to terminal 30 in the energized (ON) posi-
tion. Terminal number 87 then supplies battery volt-
age to the component being operated.
²Terminal number 86 is connected to a switched (+)
power source.
²Terminal number 85 is grounded by the power-
train control module (PCM).
TESTING
(1) Remove relay before testing.
(2) Using an ohmmeter, perform a resistance test
between terminals 85 and 86. Resistance value
(ohms) should be 7565 ohms for resistor equipped
relays.
(3) Connect the ohmmeter between terminals num-
ber 87A and 30. Continuity should be present at this
time.
(4) Connect the ohmmeter between terminals num-
ber 87 and 30. Continuity should not be present at
this time.
(5) Use a set of jumper wires (16 gauge or small-
er). Connect one jumper wire between terminal num-
ber 85 (on the relay) to the ground side (-) of a 12
Volt power source.
(6) Attach the other jumper wire to the positive
side (+) of a 12V power source. Do not connect the
jumper wire to relay at this time.
CAUTION: DO NOT ALLOW THE OHMMETER TO
CONTACT TERMINALS 85 OR 86 DURING THESE
TESTS. DAMAGE TO OHMMETER MAY RESULT.
(7) Attach the other jumper wire (12V +) to termi-
nal number 86. This will activate the relay. Continu-
ity should now be present between terminals number
Fig. 44 Relay Terminals
JFUEL SYSTEM 14 - 47