1995 JEEP CHEROKEE display

OVERHEAD CONSOLE
CONTENTS
page page
DIAGNOSIS............................. 2
GENERAL INFORMATION.................. 1SERVICE PROCEDURES................... 5
GENERAL INFORMATION
An overhead console featuring an electronic com-
pass and thermometer is an available option for XJ
(Cherokee) models. Following are general descrip-
tions of major components used in the overhead con-
sole. Refer to Group 8W - Wiring Diagrams for
complete circuit descriptions and diagrams.
COMPASS
The compass will display the direction in which the
vehicle is pointed using the eight major compass
headings (Examples: north is N, northeast is NE). It
does not display the headings in actual degrees. The
display is turned on or off using the COMP/TEMP
button to the left of the display.
The self-calibrating compass unit requires no ad-
justing in normal use. The only calibration that may
prove necessary is to drive the vehicle in 3 complete
circles, on level ground, in not less than 48 seconds.
This will reorient the unit to its vehicle.
The unit also will compensate for magnetism the
body of the vehicle may acquire during normal use.
However, avoid placing anything magnetic directly on
the roof of the vehicle. Magnetic mounts for an an-
tenna, a repair order hat or a funeral procession flag
can exceed the compensating ability of the compass
unit if placed on the roof panel. Magnetic bit drivers
used on the fasteners that hold the assembly to the
roof header can also affect compass operation.
If the vehicle roof should become magnetized, the
demagnetizing and calibration procedures may be re-
quired to restore proper operation.
THERMOMETER
The thermometer displays the outside ambient
temperature. The temperature displayed can be
changed from Fahrenheit to Celsius using the US/
METRIC button. The displayed temperature is not
an instant reading of conditions, but an average tem-
perature. It may take the unit several minutes to re-
act to a major temperature change such as driving
out of a heated garage into winter temperatures.
When the ignition switch is turned OFF, the lastdisplayed temperature reading stays in memory.
When the ignition switch is turned ON again, the
thermometer will display the memory temperature
for one minute; then update the display to the cur-
rent average temperature reading within five min-
utes.
READING AND COURTESY LAMPS
All reading and courtesy lamps in the overhead
console are activated by the door jamb switches.
When all doors and the liftgate are closed, the lamps
can be individually activated by depressing the corre-
sponding lens. When a door and/or the liftgate is
open, depressing the lamp lens switches will not turn
the lamps off. Refer to Group 8L - Lamps, for diag-
nosis and service of these lamps.
KEYLESS ENTRY RECEIVER
The overhead console houses the keyless entry re-
ceiver. Refer to Group 8P - Power Locks, for diagno-
sis and service of this component.
REMOTE GARAGE DOOR OPENER STORAGE
A compartment in the overhead console is designed
to hold most remote garage door opener transmitters.
The transmitter is mounted within the compartment
with an adhesive-backed hook and loop fastener
patch. Then one to three pegs are selected and
mounted on a post on the inside of the storage com-
partment door. The pegs may be stacked, if neces-
sary. The peg(s) selected must be long enough to
activate the button of the transmitter each time the
storage compartment door is depressed.
SUNGLASSES STORAGE
A flocked storage compartment for sunglasses is in-
cluded in the overhead console. This compartment
features a push/push-type latch and a viscous damp-
ening system for a fluid opening motion.
JOVERHEAD CONSOLE 8C - 1

DIAGNOSIS
COMPASS/DISPLAY SELF-DIAGNOSTIC TEST
This self-diagnostic test is used to determine that
the compass and all of its display segments are oper-
ating properly electrically. Initiate the self-diagnostic
test as follows:
(1) With the ignition switch in the OFF position,
simultaneously press and hold the COMP/TEMP but-
ton and the US/METRIC button.
(2) Turn ignition switch to the ON position.
(3) Continue to hold both buttons until the display
performs a walking segment test. In this test all of
the compass points are displayed, along with various
number combinations. These combinations verify that
all display segments are functional. If any segment
should fail to light during the test, the unit is faulty
and requires replacement. To repeat the test, momen-
tarily depress and release the COMP/TEMP button
one time.
(4) Momentarily depress and release the US/MET-
RIC button one time and all segments will light si-
multaneously for about 2 seconds. If any segment
should fail to light during the test, the unit is faulty
and requires replacement. To repeat the test, momen-
tarily depress and release the COMP/TEMP button
one time.
(5) Momentarily depress and release the US/MET-
RIC button one time or turn the ignition switch to
OFF to exit the self-diagnostic mode and return to
normal operation.
If the compass functions, but accuracy is sus-
pect, it may be necessary to perform a variation
adjustment. This procedure allows the unit to
accommodate variations in the earth's mag-
netic field strength based on geographic loca-
tion. See Compass Variation Adjustment, in this
group.
If the compass display has blanked out and
only CAL appears, demagnetizing may be nec-
essary to remove excessive residual magnetic
fields from the vehicle. See Compass Demagne-
tizing, in this group.
THERMOMETER DIAGNOSIS
The thermometer function is supported by a tem-
perature sensor, a wiring circuit and a portion of the
overhead console display. The sensor is mounted at
the center of the vehicle below the grille, behind the
front bumper (Fig. 1).
If any portion of the circuit fails, it will self-diag-
nose as an open or short circuit. The system will dis-
play SC (short circuit) when the sensor is exposed to
temperatures in excess of 55ÉC (131ÉF) or if the cir-
cuit is shorted. If the temperature is below -40ÉC
(-40ÉF) or an open circuit exists, the system will dis-
play OC (open circuit).To diagnose the temperature sensor, perform the
following procedures. If the sensor and circuit are
OK, then the electronic module is faulty and should
be replaced.
SENSOR TEST
(1) Turn the ignition switch to OFF. Unplug sensor
connector.
(2) Measure resistance of sensor. At -40ÉF the re-
sistance is 336K ohms. At 140ÉF the resistance is
2.488K ohms. Sensor resistance should read between
these two values. If OK, go to Sensor Circuit Test. If
not OK, replace the sensor.
SENSOR CIRCUIT TEST
(1) Turn ignition switch to OFF. Unplug sensor
connector.
(2) Short the pins on the body half of connector us-
ing a jumper wire.
(3) Remove the overhead console as described in
Service Procedures.
(4) Check continuity between cavities 10 and 11 of
overhead console harness connector (Fig. 2). There
should be continuity. If OK, go to next step. If not
OK, repair open circuit as required.
Fig. 1 Temperature Sensor
8C - 2 OVERHEAD CONSOLEJ

SERVICE PROCEDURES
COMPASS VARIATION ADJUSTMENT
Variance is the difference between magnetic north
and geographic north. In some areas, the difference
between magnetic and geographic north is great
enough to cause the compass to give false readings. If
this occurs, the variance must be set.
To set the variance:
(1) Using the map in Fig. 3, find your geographic
location and note the zone number.
(2) Turn ignition switch to the ON position.
(3) Depress both the US/METRIC and COMP/
TEMP buttons. Hold down until VAR is displayed.
This takes about 5 seconds.
(4) Release both buttons.
(5) Press the US/METRIC button to step through
the numbers until the zone number for your area ap-
pears in the display.
(6) Press the COMP/TEMP button to enter this
zone number into compass unit memory.
(7) Confirm correct directions are indicated.
COMPASS CALIBRATION
CAUTION: DO NOT place any external magnets
such as magnetic roof mount antennas, in the vicin-ity of the compass. DO NOT use magnetic tools
when servicing the overhead console.
The compass features a self-calibrating design,
which simplifies the calibration procedure. This fea-
ture automatically updates the compass calibration
while the vehicle is being driven. This takes into ac-
count small changes in residual magnetism the vehi-
cle may acquire during normal use. Do not attempt
to calibrate the compass near large metal objects
such as other vehicles, large buildings or bridges.
Whenever the compass is calibrated manually,
the variation number must also be reset. See
Variation Adjustment Procedure, in this group.
Calibrate the compass manually as follows:
(1) Start the engine.
(2) Depress both the US/METRIC and COMP/
TEMP buttons. Hold down until CAL is displayed.
This takes about 10 seconds and appears about 5 sec-
onds after VAR is displayed.
(3) Release both buttons.
(4) Drive vehicle on a level surface that is away
from large metal objects through 3 or more complete
circles in not less than 48 seconds. The CAL message
will disappear to indicate that the compass is now
calibrated.
If CAL message remains in display, either
there is excessive magnetism near the compass
or the unit is faulty. Repeat the demagnetizing
and calibration procedures at least one more
time.
If the wrong direction is still indicated, the
area selected may be too close to a strong mag-
netic field. Repeat the calibration procedure in
another location.
COMPASS DEMAGNETIZING
The tool used to degauss or demagnetize the for-
ward console attaching screw and roof panel is the
Miller Tool 6029. Equivalent units must be rated as
continuous duty for 110/115 volts and 60Hz. They
must also have a field strength of over 350 gauss at
1/4-inch beyond the tip of the probe.
The degaussing tool is used to demagnetize both
the roof panel and the console forward mounting
screw, as follows:
(1) Be sure the ignition switch is in the OFF posi-
tion before you begin the demagnetizing procedure.
(2) Plug in the degaussing tool, while keeping the
tool at least 2 feet away from the compass unit.
(3) Slowly approach the head of the forward
mounting screw with the plastic coated tip of the de-
gaussing tool. Contact the head of the screw for
about 2 seconds.Fig. 3 Variance Settings
JOVERHEAD CONSOLE 8C - 5

cap. Fully seat the cables onto the towers. If neces-
sary, refer to the engine Firing Order diagrams (Figs.
8or9).
DISTRIBUTOR ROTOR
Visually inspect the rotor (Fig. 10) for cracks, evi-
dence of corrosion, or the effects of arcing on the
metal tip. Also check for evidence of mechanical in-
terference with the cap. Some charring is normal on
the end of the metal tip. The silicone-dielectric-var-
nish-compound applied to the rotor tip for radio in-
terference noise suppression, will appear charred.
This is normal.Do not remove the charred com-
pound.Test the spring for insufficient tension. Re-
place a rotor that displays any of these adverse
conditions.
DRB SCAN TOOL
For operation of the DRB scan tool, refer to the ap-
propriate Powertrain Diagnostic Procedures service
manual.
Fig. 4 Crankshaft Position SensorÐ4.0L 6-Cyl.
EngineÐYJ models With Auto. Trans.
Fig. 5 Crankshaft Position Sensor Connector
Fig. 6 Cap InspectionÐExternalÐTypical
Fig. 7 Cap InspectionÐInternalÐTypical
Fig. 8 Firing OrderÐ2.5L 4-Cylinder Engine
8D - 8 IGNITION SYSTEMSJ

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

AUDIO SYSTEMS
CONTENTS
page page
DIAGNOSIS............................. 2
GENERAL INFORMATION.................. 1SERVICE PROCEDURES................... 6
GENERAL INFORMATION
Following are general descriptions of major compo-
nents used in XJ (Cherokee)/YJ (Wrangler) audio sys-
tems. Refer to Group 8W - Wiring Diagrams for
complete circuit descriptions and diagrams.
RADIOS
Radio options for the XJ and YJ models include an
AM/FM stereo or an AM/FM stereo/cassette receiver.
Both units are Electronically-Tuned Radios (ETR)
and include a clock function. For more information
on radio features, setting procedures, and control
functions refer to the owner's manual.
IN-LINE FUSE
Each radio receives fused battery feed when the ig-
nition switch is in the ON or ACCESSORY position.
There is an additional in-line fuse in the back of the
radio chassis. The in-line fuse (Fig. 1) will blow to
protect the vehicle electrical system in the event of
internal radio failure.
IGNITION-OFF DRAW FUSE
All vehicles are equipped with an Ignition-Off
Draw (IOD) fuse that is removed when the vehicle is
shipped from the factory. This fuse feeds various ac-
cessories that require current when the ignition
switch is in the OFF position, including the clock and
radio station preset memory functions. The fuse is re-
moved to prevent battery discharge during vehicle
storage.The IOD fuse should be checked if the radio station
preset memory or clock functions are erratic or inop-
erative. The IOD fuse is located in the Power Distri-
bution Center (PDC). Refer to underside of PDC
cover for IOD fuse identification.
RADIO ILLUMINATION RELAY
All radios are connected to a radio illumination re-
lay. The relay controls the source of battery feed for
radio/clock display illumination.
When the park and headlamp switch is in the OFF
position, the radio illumination relay remains de-en-
ergized. The radio/clock display receives full battery
voltage through the normally closed contacts of the
relay. This results in the radio/clock display being il-
luminated at full brightness for easier visibility in
daylight.
When the park and headlamp switch is in the ON
position, the radio illumination relay coil is ener-
gized. With the relay coil energized, the normally
closed contacts of the relay open, and the normally
open contacts of the relay close. This causes the ra-
dio/clock display to receive battery feed through the
instrument panel dimmer switch. The display illumi-
nation brightness can now be adjusted with other
panel lamps for night visibility.
SPEAKERS
Speaker system options include two, four or six (XJ
only) speaker locations. On XJ model two-speaker
systems, one speaker is located in each front door.
Four-speaker systems add one speaker at each end of
a rear-mounted overhead sound bar. The premium
six-speaker option upgrades all the speakers in the
above locations, and adds one tweeter at each end of
the lower instrument panel.
On YJ model two-speaker systems, one speaker is
located at each end of the instrument panel. Four-
speaker systems add one speaker at each end of a
rear-mounted overhead sound bar.
Fig. 1 In-Line Fuse
JAUDIO SYSTEMS 8F - 1

RADIO ILLUMINATION RELAY
If the relay fails any one of Relay Tests, it is faulty
and should be replaced. If the relay passes the Relay
Tests, proceed to the Relay Circuit Tests.
On XJ models, the radio illumination relay is lo-
cated in the relay center (Fig. 2), which is fastened to
the lower instrument panel reinforcement behind the
lower instrument panel near the steering column. On
YJ models, the relay is taped to the instrument panel
wiring harness above and to the right of the radio,
near the glove box.
RELAY TESTS
Remove relay to perform the following tests:
(1) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30.(2) Resistance value between terminals 85 and 86
(electromagnet) is 7565 ohms.
(3) Connect a battery to terminals 85 and 86. There
should now be continuity between terminals 30 and 87,
and no continuity between terminals 87A and 30.
RELAY CIRCUIT TESTS
With relay still removed, perform the following
tests:
(1) The common feed terminal (30) is connected to
the radio display feed circuit. There should be conti-
nuity between cavity for relay terminal 30 and clock/
radio display feed cavity of radio connector at all
times. If not, repair circuit as required.
(2) The normally closed terminal (87A) is connected
to terminal 30 in the de-energized position. This circuit
provides ignition-switched battery voltage to the radio
display when the headlamp switch is off. There should
be battery voltage present at cavity for relay terminal
87A with the ignition switch in the ON position. If not,
repair circuit to ignition switch as required.
(3) The normally open terminal (87) is connected to
terminal 30 in the energized position. This circuit
provides instrument panel dimmer controlled feed to
the radio display when the headlamp switch is on.
There should be voltage present at cavity for relay
terminal 87 when the headlamp switch is on. Also,
the voltage reading should vary as the panel dimmer
switch is rotated. If not, repair circuit or panel dim-
mer switch as required.
(4) The coil battery terminal (86) connected to the
electromagnet in the relay. Check as follows:
(a) On YJ models, it is energized when the head-
lamp switch is on. There should be battery voltage at
cavity for relay terminal 86 with the headlamp switch
on. If not, repair circuit to headlamp switch as re-
quired.
(b) On XJ models, it is grounded at all times.
There should be continuity to ground at cavity for
relay terminal 86 at all times. If not, repair circuit
to ground as required.
RADIO CONNECTIONS
Fig. 2 Radio Illumination Relay - XJ
RADIO ILLUMINATION RELAY CONNECTIONS
8F - 4 AUDIO SYSTEMSJ

USING ON-BOARD DIAGNOSTIC SYSTEM
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the speed control
system, making sure they are operational. A Diagnos-
tic Trouble Code (DTC) is assigned to each input and
output circuit monitored by the OBD system. Some
circuits are checked continuously and some are
checked only under certain conditions.
If the OBD system senses that a monitored circuit
is bad, it will put a DTC into electronic memory. The
DTC will stay in electronic memory as long as the
circuit continues to be bad. The PCM is programmed
to clear the memory after 50 engine starts, if the
problem does not occur again.
DIAGNOSTIC TROUBLE CODES
Diagnostic Trouble Codes (DTC) are two-digit num-
bers flashed on the malfunction indicator (Check En-
gine) lamp that identify which circuit is bad. A DTC
description can also be read using the DRB scan tool.
Refer to Group 14 - Fuel Systems for more informa-
tion.
A DTC does not identify which component in a cir-
cuit is bad. Thus, a DTC should be treated as a
symptom, not as the cause for the problem. In some
cases, because of the design of the diagnostic test
procedure, a DTC can be the reason for another DTC
to be set. Therefore, it is important that the test pro-
cedures be followed in sequence, to understand what
caused a DTC to be set.
See Speed Control Diagnostic Trouble Code chart
for DTC's which apply to the speed control system.Refer to the Powertrain Diagnostic Procedures man-
ual to diagnose an on-board diagnostic system trou-
ble code.
RETRIEVING DIAGNOSTIC TROUBLE CODES
To start this function, cycle the ignition switch ON-
OFF-ON-OFF-ON within 5 seconds. This will cause
any DTC stored in the PCM memory to be displayed.
The malfunction indicator (Check Engine) lamp will
display a DTC by flashing on and off. There is a
short pause between flashes and a longer pause be-
tween digits. All DTC's displayed are two-digit num-
bers, with a four-second pause between codes.
An example of a DTC is as follows:
(1) Lamp on for 2 seconds, then turns off.
(2) Lamp flashes 1 time pauses and then flashes 5
times.
(3) Lamp pauses for 4 seconds, flashes 3 times,
pauses, then flashes 4 times.
The two DTC's are 15 and 34. Any number of
DTC's can be displayed, as long as they are in mem-
ory. The lamp will flash until all stored DTC's are
displayed (55 = end of test).
If a DTC 15 is observed, see diagnosis for Vehicle
Speed Sensor in this group. If a DTC 34 is observed,
see diagnosis for Speed Control Servo and Power-
train Control Module in this group. Correct any prob-
lems found in your diagnosis, then recheck for DTC
after corrections are completed.
VEHICLE SPEED SENSOR
For diagnosis of the VSS, refer to the appropriate
Powertrain Diagnostic Procedures manual.
SPEED CONTROL DIAGNOSTIC TROUBLE CODE
JVEHICLE SPEED CONTROL SYSTEM 8H - 5