1995 JEEP CHEROKEE Stop light

DRUM BRAKE ADJUSTMENT
Rear drum brakes are equipped with a self adjust-
ing mechanism. Under normal circumstances, the
only time adjustment is required is when the shoes
are replaced, removed for access to other parts, or
when one or both drums are replaced.
The only tool needed for adjustment is a standard
brake gauge.
Adjustment is performed with the brakeshoes in-
stalled on the support plate. Procedure is as follows:
ADJUSTMENT PROCEDURE
(1) Raise and support vehicle rear end and remove
wheels and brake drums.
(2) Verify that left/right automatic adjuster lever
and cable are properly connected.
(3) Insert brake gauge in drum. Expand gauge un-
til gauge inner legs contact drum braking surface.
Then lock gauge in position (Fig. 6).
(4) Reverse gauge and install it on brakeshoes
(Fig. 6). Position gauge legs at shoe centers as
shown. If gauge does not fit (too loose or tight), ad-
just shoes.
(5) Pull shoe adjuster star wheel away from ad-
juster lever.(6) Turn adjuster star wheel (by hand) to expand
or retract brakeshoes. Continue adjustment until
gauge outside legs are light drag-fit on shoes (Fig. 7).
(7) Repeat adjustment at opposite brakeshoe as-
sembly.
(8) Install brake drums and wheels and lower ve-
hicle.
(9) Make final adjustment as follows:
(a) Drive vehicle and make one forward stop fol-
lowed by one reverse stop.
(b) Repeat procedure 8-10 times to actuate self
adjuster components and equalize adjustment.
(c)Bring vehicle to complete standstill at
each stop. Incomplete, rolling stops will NOT
activate adjuster mechanism.
WHEEL CYLINDER REMOVAL
(1) Raise vehicle and remove wheel.
(2) Disconnect brakeline at wheel cylinder.If cyl-
inder brakeline fitting is hard to break loose,
spray generous amount of Mopar Rust Pene-
trant between fitting and line and around fit-
ting threads in wheel cylinder. Note that it may
require a few minutes for penetrant to work.
(3) Remove brakeshoes.
(4) Remove bolts attaching wheel cylinder to sup-
port plate and remove cylinder.
WHEEL CYLINDER OVERHAUL (Figs. 8 and 9)
(1) Remove links.
(2) Remove dust boots.
(3) Remove cups and pistons. Discard cups.
(4) Remove and discard spring and expander.
(5) Remove bleed screw.
(6) Clean cylinder, pistons and links with Mopar
brake cleaner.
(7) Inspect cylinder bore and pistons. Light discol-
oration of bore is acceptable. However, replace cylin-
der if bore and pistons are scored, pitted, or corroded.
Fig. 5 Adjuster Screw Components (9-Inch Brake)
Fig. 6 Adjusting Gauge To Brake Drum
Fig. 7 Adjusting Brakeshoes To Gauge
JDRUM BRAKES 5 - 57

secondary brakeshoes move the shoes directly into
contact with the drum braking surface. The actuating
levers are interconnected by a system of cables and a
tensioner mechanism. The tensioner mechanism con-
trols parking brake adjustment.
A parking brake switch is used on all models. It is
mounted on the parking brake lever or foot pedal and
is actuated by movement of the lever/pedal. The
switch, which is in circuit with the red warning light
in the dash, will illuminate the warning light when-
ever the parking brakes are applied.
On XJ models, the cable tensioner is part of the lever
assembly. On YJ models, the tensioner and equalizer
are mounted in a bracket attached to the underbody.
On YJ models, the parking brake front cable is at-
tached to the foot pedal and cable tensioner. The ten-
sioner and rear cables are connected to the equalizer
(Fig. 1).
On XJ models, the cable tensioner is connected di-
rectly to the hand lever (a front cable is not used).
The tensioner rod is attached to the equalizer which
is the connecting point for the rear cables (Fig. 2).
The rear cables are connected to the actuating le-
ver on each secondary brakeshoe. The levers are at-
tached to the brakeshoes by a pin either pressed into,
or welded to the lever. A clip is used to secure the pin
in the brakeshoe. The pin allows each lever to pivot
independently of the brakeshoe.
Struts installed between each brakeshoe, are used to
maintain shoe alignment and equal motion when the
parking brakes are applied. Each strut is equipped with
a combination tension and anti-rattle spring.
Parking Brake Application
To apply the parking brakes, the foot pedal is
pressed downward, or the hand lever is pulled up-
ward, to an engaged position. This pulls the rear
brakeshoe actuating levers forward, by means of the
interconnected tensioner and cables.
As the actuating lever is pulled forward, the park-
ing brake strut (which is connected to both shoes),
exerts a linear force against the primary brakeshoe.
This action presses the primary shoe into contact
with the drum.
Once the primary shoe contacts the drum, force ex-
erted through the strut does not stop. Instead, fur-
ther lever movement exerts continuing force against
the strut. This force is transferred through the strut
to the secondary brakeshoe causing it to pivot into
the drum as well.
The brakeshoes remain engaged with the drum until
the levers and cables are released. A gear type ratchet-
ing mechanism is used to hold the pedal or lever in an
applied position. Parking brake release is accomplished
by means of the release handle on YJ models. Or by the
hand lever release button on XJ models.
Fig. 2 Parking Brake Components (XJ)
JPARKING BRAKES 5 - 61

group. Fill radiator to top and install radiator cap.
Add sufficient coolant to reserve/overflow tank to
raise level to FULL mark.
(3) With heater control unit in the HEAT position,
operate engine with radiator cap in place.
(4) After engine has reached normal operating
temperature, shut engine off and allow it to cool.
(5) Add coolant to reserve/overflow tank as neces-
sary.Only add coolant when the engine is cold.
Coolant level in a warm engine will be higher
due to thermal expansion.
COOLING SYSTEM CLEANING/REVERSE FLUSHING
CAUTION: The cooling system normally operates at
97-to-124 kPa (14-to-18 psi) pressure. Exceeding
this pressure may damage the radiator or hoses.
CLEANING
Drain cooling system and refill with water. Run en-
gine with radiator cap installed until upper radiator
hose is hot. Stop engine and drain water from sys-
tem. If water is dirty, fill system with water, run en-
gine and drain system. Repeat until water drains
clean.
REVERSE FLUSHING
Reverse flushing of the cooling system is the forc-
ing of water through the cooling system. This is done
using air pressure in the opposite direction of normal
coolant flow. It is usually only necessary with very
dirty systems with evidence of partial plugging.
REVERSE FLUSHING RADIATOR
Disconnect the radiator hoses from the radiator fit-
tings. Attach a section of radiator hose to the radia-
tor bottom outlet fitting and insert the flushing gun.
Connect a water supply hose and air supply hose to
the flushing gun.
CAUTION: The cooling system normally operates at
97-to-124 kPa (14-to-18 psi) pressure. Exceeding
this pressure may damage the radiator or hoses.
Allow the radiator to fill with water. When radiator
is filled, apply air in short blasts allowing radiator to
refill between blasts. Continue this reverse flushing
until clean water flows out through rear of radiator
cooling tube passages. For more information, refer to
operating instructions supplied with flushing equip-
ment. Have radiator cleaned more extensively by a
radiator repair shop.
REVERSE FLUSHING ENGINE
Drain the cooling system. Remove the thermostat
housing and thermostat. Install the thermostat hous-
ing. Disconnect the radiator upper hose from the ra-
diator and attach the flushing gun to the hose.Disconnect the radiator lower hose from the water
pump. Attach a lead away hose to the water pump
inlet fitting.
CAUTION: On XJ models, be sure that the heater
control valve is closed (heat off). This is done to
prevent coolant flow with scale and other deposits
from entering the heater core.
Connect the water supply hose and air supply hose
to the flushing gun. Allow the engine to fill with wa-
ter. When the engine is filled, apply air in short
blasts, allowing the system to fill between air blasts.
Continue until clean water flows through the lead
away hose. For more information, refer to operating
instructions supplied with flushing equipment.
Remove the lead away hose, flushing gun, water
supply hose and air supply hose. Remove the thermo-
stat housing and install thermostat. Install the ther-
mostat housing with a replacement gasket. Refer to
Thermostat Replacement. Connect the radiator
hoses. Refill the cooling system with the correct an-
tifreeze/water mixture.
CHEMICAL CLEANING
In some instances, use a radiator cleaner (Mopar
Radiator Kleen or equivalent) before flushing. This
will soften scale and other deposits and aid the flush-
ing operation.
CAUTION: Be sure instructions on the container are
followed.
TESTING COOLING SYSTEM FOR LEAKS
ULTRAVIOLET LIGHT METHOD
All Jeep models have a leak detection additive
added to the cooling system before they leave the fac-
tory. The additive is highly visible under ultraviolet
light (black light). If the factory original coolant has
been drained, pour one ounce of additive into the
cooling system. The additive is available through the
part's department. Place the heater control unit in
HEAT position. Start and operate the engine until
the radiator upper hose is warm to the touch. Aim
the commercially available black light tool at the
components to be checked. If leaks are present, the
black light will cause the additive to glow a bright
green color.
The black light can be used along with a pressure
tester to determine if any external leaks exist (Fig.
20).
PRESSURE TESTER METHOD
The engine should be at the normal operating tem-
perature. Recheck the system cold if the cause of
coolant loss is not located during warm engine exam-
ination.
7 - 22 COOLING SYSTEM SERVICE PROCEDURESJ

WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING.
Carefully remove the radiator pressure cap from
the filler neck and check the coolant level. Push
down on the cap to disengage it from the stop tabs.
Wipe the inner part of the filler neck and examine
the lower inside sealing seat for nicks, cracks, paint,
dirt and solder residue. Inspect the reserve/overflow
tank tube for internal obstructions. Insert a wire
through the tube to be sure it is not obstructed.
Inspect the cams on the outside part of the filler
neck. If the cams are bent, seating of pressure cap
valve and tester seal will be affected. Replace cap if
cams are bent.
Attach pressure tester 7700 (or an equivalent) to
the radiator filler neck (Fig. 21).Operate the tester pump to apply 124 kPa (18 psi)
pressure to the system. If the hoses enlarge exces-
sively or bulge while testing, replace as necessary.
Observe the gauge pointer and determine the condi-
tion of the cooling system according to the following
criteria:
²Holds Steady: If the pointer remains steady for
two minutes, there are no serious coolant leaks in
the system. However, there could be an internal leak
that does not appear with normal system test pres-
sure. Inspect for interior leakage or do the Internal
Leakage Test. Do this if it is certain that coolant is
being lost and no leaks can be detected.
²Drops Slowly: Shows a small leak or seepage is oc-
curring. Examine all connections for seepage or slight
leakage with a flashlight. Inspect the radiator, hoses,
gasket edges and heater. Seal any small leak holes
with a Sealer Lubricant or equivalent. Repair leak
holes and reinspect the system with pressure ap-
plied.
²Drops Quickly: Shows that a serious leakage is oc-
curring. Examine the system for serious external
leakage. If no leaks are visible, inspect for internal
leakage. Large radiator leak holes should be repaired
by a reputable radiator repair shop.
INTERNAL LEAKAGE INSPECTION
Remove the engine oil pan drain plug and drain a
small amount of engine oil. Coolant, being heavier
than engine oil, will drain first. Another way of test-
ing is to operate the engine and check for water glob-
ules on the engine oil dipstick. Also inspect the
automatic transmission oil dipstick for water glob-
ules. Inspect the automatic transmission fluid cooler
for leakage. Operate the engine without the pressure
cap on the radiator until thermostat opens.
Attach a pressure tester to the filler neck. If pres-
sure builds up quickly, a leak exists as a result of a
faulty cylinder head gasket or crack in the engine.
Repair as necessary.
WARNING: DO NOT ALLOW PRESSURE TO EX-
CEED 124 KPA (18 PSI). TURN THE ENGINE OFF.
TO RELEASE THE PRESSURE, ROCK THE TESTER
FROM SIDE TO SIDE. WHEN REMOVING THE
TESTER, DO NOT TURN THE TESTER MORE THAN
1/2 TURN IF THE SYSTEM IS UNDER PRESSURE.
If there is no immediate pressure increase, pump
the pressure tester until the indicated pressure is
within the system range. Vibration of the gauge
pointer indicates compression or combustion leakage
into the cooling system.
WARNING: DO NOT DISCONNECT THE SPARK
PLUG WIRES WHILE THE ENGINE IS OPERATING.
Fig. 20 Leak Detection Using Black LightÐTypical
Fig. 21 Pressurizing SystemÐTypical
JCOOLING SYSTEM SERVICE PROCEDURES 7 - 23

For diagnostics, refer to the appropriate Powertrain
Diagnostic Procedures service manual for operation
of the DRB scan tool.
SPARK PLUGS
For spark plug removal, cleaning, gap adjustment
and installation, refer to the Component Removal/In-
stallation section of this group.
Faulty carbon and/or gas fouled plugs generally
cause hard starting, but they will clean up at higher
engine speeds. Faulty plugs can be identified in a
number of ways: poor fuel economy, power loss, de-
crease in engine speed, hard starting and, in general,
poor engine performance.
Remove the spark plugs and examine them for
burned electrodes and fouled, cracked or broken por-
celain insulators. For identification, keep plugs ar-
ranged in the order in which they were removed from
the engine. An isolated plug displaying an abnormal
condition indicates that a problem exists in the cor-
responding cylinder. Replace spark plugs at the inter-
vals recommended in the maintenance chart in
Group 0, Lubrication and Maintenance.
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective. Refer to the
following Spark Plug Condition section of this group.
CONDITION
NORMAL OPERATING
The few deposits present on the spark plug will
probably be light tan or slightly gray in color. This is
evident with most grades of commercial gasoline
(Fig. 19). There will not be evidence of electrode
burning. Gap growth will not average more than ap-
proximately 0.025 mm (.001 in) per 1600 km (1000
miles) of operation. Spark plugs that have normal
wear can usually be cleaned, have the electrodes
filed, have the gap set and then be installed.Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
causes the entire tip of the spark plug to be coated
with a rust colored deposit. This rust color can be
misdiagnosed as being caused by coolant in the com-
bustion chamber. Spark plug performance is not af-
fected by MMT deposits.
COLD FOULING/CARBON FOULING
Cold fouling is sometimes referred to as carbon
fouling. The deposits that cause cold fouling are ba-
sically carbon (Fig. 19). A dry, black deposit on one or
two plugs in a set may be caused by sticking valves
or defective spark plug cables. Cold (carbon) fouling
of the entire set of spark plugs may be caused by a
clogged air cleaner element or repeated short operat-
ing times (short trips).
WET FOULING OR GAS FOULING
A spark plug coated with excessive wet fuel or oil is
wet fouled. In older engines, worn piston rings, leak-
ing valve guide seals or excessive cylinder wear can
cause wet fouling. In new or recently overhauled en-
gines, wet fouling may occur before break-in (normal
oil control) is achieved. This condition can usually be
resolved by cleaning and reinstalling the fouled
plugs.
OIL OR ASH ENCRUSTED
If one or more spark plugs are oil or oil ash en-
crusted (Fig. 20), evaluate engine condition for the
cause of oil entry into that particular combustion
chamber.
ELECTRODE GAP BRIDGING
Electrode gap bridging may be traced to loose de-
posits in the combustion chamber. These deposits ac-
cumulate on the spark plugs during continuous stop-
and-go driving. When the engine is suddenly
Fig. 18 PCM LocationÐXJ ModelsFig. 19 Normal Operation and Cold (Carbon) Fouling
8D - 12 IGNITION SYSTEMSJ

IGNITION SWITCHÐYJ MODELS
GENERAL INFORMATION
This section will cover the electrical portion
of the ignition switch. To service the mechani-
cal ignition key switch, refer to Group 19,
Steering.
Refer to Group 8W, Wiring for ignition switch wir-
ing circuits.
The ignition switch is mounted under the instru-
ment panel on the lower section of the steering col-
umn. The headlamp dimmer switch is mounted
beside the ignition switch (Fig. 11). Both of these
switches (ignition and dimmer) share the same
mounting screws.
The switch is connected to the ignition key lock as-
sembly by a remote actuator rod. This remote actua-
tor rod fits into an access hole on the bottom of the
ignition switch (Fig. 12).
REMOVAL
(1) Disconnect the negative battery cable at the
battery.
(2) Remove the windshield wiper intermittent con-
trol module and its bracket (if equipped).
(3) Place the ignition key lock in ACCESSORY po-
sition.
(4) Remove the two headlamp dimmer switch at-
taching nuts. Lift the switch from steering column
while disengaging actuator rod.
Before removing dimmer switch, tape the two
remote control actuator rods (ignition switchand dimmer) to the steering column. This will
prevent accidental disengagement from the up-
per part of the steering column.
(5) Remove the ignition switch-to-steering column
attaching screws.
(6) Disengage the ignition switch from the remote
actuator rod by lifting straight up. Remove switch
from steering column.
(7) Remove wiring from switch as follows:
Two electrical connectors are used to connect all
wiring to the ignition switch. One of the connectors is
installed (interlocked) over the top of the other con-
nector. Remove wiring from switch by disconnecting
the (black) harness connector first and then the other
connector. Remove the switch from the vehicle.
SWITCH TESTING
To test the ignition switch circuity and continuity,
proceed as follows. Place the slide bar (on the igni-
tion switch) (Fig. 12) into the detent position to be
tested. An ohmmeter or continuity light may be used
to check switch continuity. Refer to the Ignition
Switch Continuity Tests chart for continuity tests.
Refer to (Fig. 13) for the lettered/numbered terminal
positions.All wiring must be disconnected from
the ignition switch before performing any con-
tinuity testing.
There are five positions on the ignition switch. The
switch positions (in order) are: ACCESSORY, OFF-
LOCK, OFF, ON AND START (Figs. 14 or 15). Each
position has a detent stop (except START), which isFig. 11 Ignition Switch/Headlamp Dimmer SwitchÐ
Typical
Fig. 12 Ignition Switch/Remote Actuator RodÐ
Typical
JIGNITION SYSTEMS 8D - 29

HEADLAMP HIGH BEAM INDICATOR LAMP
The high beam indicator lamp is controlled by the
headlamp dimmer (multi-function) switch. One side
of the indicator bulb is grounded at all times. The
other side of the bulb receives battery feed through
the contacts of the dimmer switch when the multi-
function switch stalk is actuated to turn the head-
lamp high beams on. Refer to Group 8L - Lamps for
more information.
LOW FUEL WARNING LAMP
A Light-Emitting Diode (LED) on the face of the
fuel gauge will light when the fuel level falls below
approximately 4 gallons. A low fuel warning module
attached to the rear of the fuel gauge controls when
the LED will light. When the module senses 66.5
ohms or more resistance from the fuel level sending
unit for 10 continuous seconds, the LED will light.
When the module senses 63.5 ohms or less resistance
from the fuel level sending unit for 20 continuous
seconds, the LED is turned off.
LOW OIL PRESSURE WARNING LAMP
The low oil pressure warning lamp lights with the
ignition switch in the ON position and the engine not
running. The lamp should be off when the engine is
running. Battery voltage is supplied to one side of
the indicator bulb when the ignition switch is turned
ON. The warning lamp side of the combination oil
pressure sending unit is connected to the other side
of the bulb. When normal engine oil pressure is ap-
plied to the sending unit, resistance on the warning
lamp side is high and the lamp goes off. When engine
oil pressure is too low, resistance on the warning
lamp side of the sending unit is low, which causes
the bulb to light.
LOW WASHER FLUID WARNING LAMP
The low washer fluid warning lamp indicates when
the fluid level in the washer reservoir is too low. The
washer fluid level sensor uses a float in the reservoir
to monitor fluid level. The action of the float opens or
closes the switch within the sensor that provides ig-
nition-switched battery voltage to the lamp bulb. Re-
fer to Group 8K - Wiper and Washer Systems for
more information.
MALFUNCTION INDICATOR LAMP
The CHECK ENGINE or Malfunction Indicator
Lamp (MIL) lights each time the ignition switch is
turned ON, and stays on for 3 seconds as a bulb test.
If the Powertrain Control Module (PCM) receives an
incorrect signal or no signal from certain fuel oremission system related circuits or components, the
lamp is turned on. This will indicate that the PCM
has recorded a Diagnostic Trouble Code (DTC) in
electronic memory for a circuit or component mal-
function. Refer to Group 14 - Fuel System for more
information.
SEAT BELT REMINDER LAMP
The seat belt reminder lamp lights for 4 to 8 sec-
onds after the ignition switch is turned to the ON po-
sition. A timer in the chime/buzzer module controls
ignition-switched battery feed to the lamp. Refer to
Group 8U - Chime/Buzzer Warning Systems for more
information.
TURN SIGNAL INDICATOR LAMPS
The left and right turn signal indicator lamps are
controlled by the turn signal and hazard warning
(multi-function) switches. One side of the bulb for
each lamp is grounded at all times. The other side of
the bulb receives battery feed through the contacts of
the multi-function switch when the turn signal lever
(multi-function switch stalk) or hazard warning but-
ton are actuated. Refer to Group 8J - Turn Signal
and Hazard Warning Systems for more information.
UPSHIFT INDICATOR LAMP
Vehicles equipped with manual transmissions have
an optional upshift indicator lamp. Ground feed for
the lamp is switched by the Powertrain Control Mod-
ule (PCM). The lamp lights 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 upshift is not performed. The lamp
will remain off until the vehicle stops accelerating
and is brought back to the range of lamp operation,
or until the transmission is shifted into another gear.
The indicator lamp is normally on when the igni-
tion switch is turned ON and is turned off when the
engine is started. The lamp will be turned on during
vehicle operation according to engine speed and load.
CLUSTER ILLUMINATION LAMPS
All cluster illumination lamps receive battery feed
from the instrument lamps fuse in the fuseblock
module through the panel dimmer rheostat of the
headlamp switch. When the park or headlamps are
on, the cluster illumination lamps light. Illumination
brightness can be adjusted by rotating the headlamp
switch knob (clockwise to dim, counterclockwise to
brighten).
8E - 4 INSTRUMENT PANEL AND GAUGESÐXJJ

voltage is supplied to one side of the indicator bulb. A
ground path for the bulb is provided by 3 switches.
The bulb will light when:
²the brake warning switch is closed (indicating un-
equal brake system hydraulic pressures possibly due
to brake fluid leakage)
²the ignition switch is in the START position (bulb
test)
²the parking brake switch is closed (parking brake
is applied).
Refer to Group 5 - Brakes for more information.
FOUR-WHEEL DRIVE INDICATOR LAMP
This lamp lights when the transfer case is engaged
in the 4H or 4L position. Voltage is supplied to one
side of the indicator bulb. A switch on the front axle
disconnect housing is connected to the other side of
the indicator bulb. When the switch is closed, a path
to ground is provided and the indicator bulb lights.
HEADLAMP HIGH BEAM INDICATOR LAMP
The high beam indicator lamp is controlled by the
headlamp dimmer switch. One side of the indicator
bulb is grounded at all times. The other side of the
bulb receives battery feed through the contacts of the
dimmer switch when the turn signal switch lever is
actuated to turn the headlamp high beams on. Refer
to Group 8L - Lamps for more information.
MALFUNCTION INDICATOR LAMP
The CHECK ENGINE or Malfunction Indicator
Lamp (MIL) lights each time the ignition switch is
turned ON, and stays on for 3 seconds as a bulb test.
If the Powertrain Control Module (PCM) receives an
incorrect signal or no signal from certain fuel or
emission system related circuits or components, the
lamp is turned on. This will indicate that the PCM
has recorded a Diagnostic Trouble Code (DTC) in
electronic memory for a circuit or component mal-
function. Refer to Group 14 - Fuel System for more
information.
SEAT BELT REMINDER LAMP
The seat belt reminder lamp lights for 4 to 8 sec-
onds after the ignition switch is turned to the ON po-sition. A timer in the chime/buzzer module controls
ignition-switched battery feed to the lamp. Refer to
Group 8U - Chime/Buzzer Warning Systems for more
information.
TURN SIGNAL INDICATOR LAMPS
The left and right turn signal indicator lamps are
controlled by the turn signal and hazard warning
switches. One side of the bulb for each lamp is
grounded at all times. The other side of the bulb re-
ceives battery feed through the contacts of the turn
signal switch, when the turn signal lever or hazard
warning button are actuated. Refer to Group 8J -
Turn Signal and Hazard Warning Systems for more
information.
UPSHIFT INDICATOR LAMP
Vehicles equipped with manual transmissions have
an optional upshift indicator lamp. Ground feed for
the lamp is switched by the Powertrain Control Mod-
ule (PCM). The lamp lights 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 upshift is not performed. The lamp
will remain off until the vehicle stops accelerating
and is brought back to the range of lamp operation,
or until the transmission is shifted into another gear.
The indicator lamp is normally on when the igni-
tion switch is turned ON and is turned off when the
engine is started. The lamp will be turned on during
vehicle operation according to engine speed and load.
CLUSTER ILLUMINATION LAMPS
All cluster illumination lamps receive battery feed
from the instrument lamps fuse in the fuseblock
module through the panel dimmer switch. When the
park or headlamps are on, the cluster illumination
lamps light. Illumination brightness can be adjusted
by rotating the panel dimmer thumb-wheel, which is
next to the headlamp switch.
8E - 26 INSTRUMENT PANEL AND GAUGESÐYJJ