1995 JEEP CHEROKEE ignition

VISCOUS FAN DRIVE
DESCRIPTION AND OPERATION
Also refer to the previous section on Cooling Sys-
tem Fans.
The thermal viscous fan drive (Fig. 38 or 39) is a
silicone-fluid-filled coupling used to connect the fan
blades to either the engine or the water pump shaft.
The coupling allows the fan to be driven in a normal
manner. This is done at low engine speeds while lim-
iting the top speed of the fan to a predetermined
maximum level at higher engine speeds.
A thermostatic bimetallic spring coil is located on
the front face of the viscous fan drive unit (a typical
viscous unit is shown in figure 40). This spring coil
reacts to the temperature of the radiator discharge
air. It engages the viscous fan drive for higher fan
speed if the air temperature from the radiator rises
above a certain point. Until additional engine cooling
is necessary, the fan will remain at a reduced rpm re-
gardless of engine speed.
Only when sufficient heat is present, will the vis-
cous fan drive engage. This is when the air flowing
through the radiator core causes a reaction to the bi-
metallic coil. It then increases fan speed to provide
the necessary additional engine cooling.
Once the engine has cooled, the radiator discharge
temperature will drop. The bimetallic coil again re-
acts and the fan speed is reduced to the previous dis-
engaged speed.
CAUTION: Engines equipped with serpentine drive
belts have reverse rotating fans and viscous fan
drives. They are marked with the word REVERSE to
designate their usage. Installation of the wrong fan
or viscous fan drive can result in engine overheat-
ing.CAUTION: If the viscous fan drive is replaced be-
cause of mechanical damage, the cooling fan
blades should also be inspected. Inspect for fatigue
cracks, loose blades, or loose rivets that could
have resulted from excessive vibration. Replace fan
blade assembly if any of these conditions are
found. Also inspect water pump bearing and shaft
assembly for any related damage due to a viscous
fan drive malfunction.
NOISE
It is normal for fan noise to be louder (roar-
ing) when:
²The underhood temperature is above the engage-
ment point for the viscous drive coupling. This may
occur when ambient (outside air temperature) is very
high.
²Engine loads and temperatures are high such as
when towing a trailer.
²Cool silicone fluid within the fan drive unit is be-
ing redistributed back to its normal disengaged
(warm) position. This can occur during the first 15
seconds to one minute after engine start-up on a cold
engine.
LEAKS
Viscous fan drive operation is not affected by small
oil stains near the drive bearing. If leakage appears
excessive, replace the fan drive unit.
TESTING
If the fan assembly free-wheels without drag (the
fan blades will revolve more than five turns when
spun by hand), replace the fan drive. This spin test
must be performed when the engine is cool.
For the following test, the cooling system must be
in good condition. It also will ensure against exces-
sively high coolant temperature.
WARNING: BE SURE THAT THERE IS ADEQUATE
FAN BLADE CLEARANCE BEFORE DRILLING.
(1) Drill a 3.18-mm (1/8-in) diameter hole in the
top center of the fan shroud.
(2) Obtain a dial thermometer with an 8 inch stem
(or equivalent). It should have a range of -18É-to-
105ÉC (0É-to-220É F). Insert thermometer through the
hole in the shroud. Be sure that there is adequate
clearance from the fan blades.
(3) Connect a tachometer and an engine ignition
timing light (timing light is to be used as a strobe
light).
(4) Block the air flow through the radiator. Secure
a sheet of plastic in front of the radiator (or air con-
ditioner condenser). Use tape at the top to secure the
plastic and be sure that the air flow is blocked.
Fig. 40 Typical Viscous Fan Drive
7 - 34 COOLING SYSTEM SERVICE PROCEDURESJ

ELECTRICAL
GROUP INDEX
Group Group
AUDIO SYSTEMS........................ 8F
BATTERY/STARTER/GENERATOR SERVICE.... 8B
BATTERY/STARTING/CHARGING SYSTEMS
DIAGNOSTICS......................... 8A
CHIME/BUZZER WARNING SYSTEMS........ 8U
HORNS................................ 8G
IGNITION SYSTEMS...................... 8D
INSTRUMENT PANEL AND GAUGES......... 8E
LAMPS................................ 8L
OVERHEAD CONSOLE.................... 8C
POWER LOCKS.......................... 8P
POWER MIRRORS....................... 8TPOWER SEATS.......................... 8R
POWER WINDOWS....................... 8S
REAR WINDOW DEFOGGER............... 8N
RESTRAINT SYSTEMS................... 8M
TURN SIGNAL AND HAZARD WARNING
SYSTEMS............................. 8J
VEHICLE SPEED CONTROL SYSTEM......... 8H
WIPER AND WASHER SYSTEMS............ 8K
XJ WIRING DIAGRAMS-LEFT HAND DRIVE . . . 8W
XJ WIRING DIAGRAMS-RIGHT HAND DRIVE . 8W
YJ WIRING DIAGRAMS.................. 8W
BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS
CONTENTS
page page
BATTERY............................... 2
CHARGING SYSTEM..................... 17
IGNITION-OFF DRAW.................... 10SPECIFICATIONS........................ 23
STARTING SYSTEM...................... 11
USING ON-BOARD DIAGNOSTIC SYSTEM.... 22
GENERAL INFORMATION
The battery, starting, and charging systems operate
with one another; therefore, they must be tested as a
complete system. In order for the vehicle to start and
charge properly, all of the components involved in
these systems must perform within specifications.
Group 8A covers battery, starting (Fig. 1) and
charging (Fig. 2) system diagnostic procedures. These
procedures include the most basic conventional diag-
nostic methods, to On-Board Diagnostics (OBD) builtinto the Powertrain Control Module (PCM). Use of an
induction milliamp ammeter, volt/ohmmeter, battery
charger, carbon pile rheostat (load tester), and 12-
volt test lamp will be required.
All OBD-sensed systems are monitored by the
PCM. Each monitored circuit is assigned a Diagnos-
tic Trouble Code (DTC). The PCM will store a DTC in
electronic memory for any failure it detects. See Us-
ing On-Board Diagnostic System in this group for
more information.
JELECTRICAL 8A - 1

charged. However, even with these vents, hydrogen
gas can collect in or around the battery. If hydrogen
gas is exposed to flame or sparks, it can ignite.
If the electrolyte level is low, the battery could arc
internally and explode. If the battery is equipped
with removable cell caps, add distilled water when-
ever the electrolyte level is below the top of the
plates. If the battery cell caps cannot be removed, the
battery must be replaced when the electrolyte level is
low.
WARNING: DO NOT ATTEMPT TO ASSIST BOOST,
CHARGE, OR TEST BATTERY WHEN ELECTRO-
LYTE LEVEL IS BELOW THE TOP OF THE PLATES.
PERSONAL INJURY MAY OCCUR.
BATTERY RATINGS
Currently, there are 2 commonly accepted methods
for rating and comparing battery performance. These
ratings are called Cold Cranking Amperage (CCA),
and Reserve Capacity (RC). Be certain that a replace-
ment battery has CCA and RC ratings that equal or
exceed the original equipment specification for the
vehicle being serviced. See Battery Classifications
and Ratings charts in Specifications at the back of
this group.
COLD CRANKING AMPERAGE
The Cold Cranking Amperage (CCA) rating speci-
fies how much current (in amperes) the battery can
deliver for 30 seconds at -17.7ÉC (0ÉF). Terminal volt-
age must not fall below 7.2 volts during or after the
30 second discharge. The CCA required is generally
higher as engine displacement increases, depending
also upon the starter current draw requirements.
RESERVE CAPACITY
The Reserve Capacity (RC) rating specifies the
time (in minutes) it takes for battery terminal volt-
age to fall below 10.2 volts at a discharge rate of 25
amps. RC is determined with the battery fully-
charged at 26.7ÉC (80ÉF). This rating estimates how
long the battery might last after a charging system
failure, under minimum electrical load.
DIAGNOSIS
The battery must be completely charged and the
top, posts, and terminal clamps should be properly
cleaned before diagnostic procedures are performed.
Refer to Group 8B - Battery/Starter/Generator Ser-
vice for more information.
The condition of a battery is determined by two cri-
teria:
(1)State-Of-ChargeThis can be determined by
viewing the built-in test indicator, by checking spe-
cific gravity of the electrolyte (hydrometer test), or by
checking battery voltage (open circuit voltage test).(2)Cranking CapacityThis can be determined
by performing a battery load test, which measures
the ability of the battery to supply high-amperage
current.
If the battery has a built-in test indicator, use this
test first. If it has no test indicator, but has remov-
able cell caps, perform the hydrometer test first. If
cell caps are not removable, or a hydrometer is not
available, perform the open circuit voltage test first.
The battery must be charged before proceeding
with a load test if:
²the built-in test indicator has a black or dark color
visible
²the temperature corrected specific gravity is less
than 1.235
²the open circuit voltage is less than 12.4 volts.
A battery that will not accept a charge is faulty
and further testing is not required. A battery that is
fully-charged, but does not pass the load test is
faulty and must be replaced.
Completely discharged batteries may take
several hours to accept a charge. See Charging
Completely Discharged Battery.
A battery is fully-charged when:
²all cells are gassing freely during charging
²a green color is visible in the sight glass of the
built-in test indicator
²three corrected specific gravity tests, taken at
1-hour intervals, indicate no increase in specific grav-
ity
²open circuit voltage is 12.4 volts or greater.
ABNORMAL BATTERY DISCHARGING
Any of the following conditions can result in abnor-
mal battery discharging:
(1) Corroded battery posts and terminals.
(2) Loose or worn generator drive belt.
(3) Electrical loads that exceed the output of the
charging system, possibly due to equipment installed
after manufacture or repeated short trip use.
(4) Slow driving speeds (heavy traffic conditions) or
prolonged idling with high-amperage draw systems
in use.
(5) Faulty circuit or component causing excessive
ignition-off draw. See Ignition-Off Draw in this group
for diagnosis.
(6) Faulty charging system.
(7) Faulty or incorrect battery.
BUILT-IN TEST INDICATOR
A test indicator (hydrometer) built into the top of
the battery case, provides visual information for bat-
tery testing (Fig. 1). It is important when using the
test indicator that the battery be level and have a
clean sight glass to see correct indications. Additional
light may be required to view indicator.
JBATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 3

IGNITION-OFF DRAW
GENERAL INFORMATION
Ignition-Off Draw (IOD) refers to power being
drained from the battery with the ignition switch
turned OFF. A normal vehicle electrical system will
draw from 5 to 20 milliamps (0.005 - 0.020 amps).
This is with the ignition switch in the OFF position,
and all non-ignition controlled circuits in proper
working order. The 20 milliamps are needed to sup-
ply PCM memory, digital clock memory, and electron-
ically-tuned radio memory.
A vehicle that has not been operated for approxi-
mately 20 days, may discharge the battery to an in-
adequate level. When a vehicle will not be used for
20 days or more (stored), remove the IOD fuse in the
Power Distribution Center (PDC). This will reduce
battery discharging.
Excessive battery drain can be caused by:
²electrical items left on
²faulty or improperly adjusted switches
²internally shorted generator
²intermittent shorts in the wiring.
If the IOD is over 20 milliamps, the problem must
be found and corrected before replacing a battery. In
most cases, the battery can be charged and returned
to service.
DIAGNOSIS
Testing for high-amperage IOD must be per-
formed first to prevent damage to most milli-
amp meters.
(1) Verify that all electrical accessories are off.
Turn off all lamps, remove ignition key, and close all
doors. If the vehicle is equipped with illuminated en-
try or electronically-tuned radio, allow the systems to
automatically shut off (time out). This may take up
to 3 minutes.
(2) Determine that the underhood lamp is operat-
ing properly, then disconnect or remove bulb.
(3) Disconnect negative cable from battery.
(4) Connect a typical 12-volt test lamp (low-watt-
age bulb) between the negative cable clamp and the
battery negative terminal. Make sure that the doors
remain closed so that illuminated entry is not acti-
vated.The test lamp may light brightly for up to 3 min-
utes, or may not light at all, depending upon the ve-
hicle's electrical equipment. The term brightly, as
used throughout the following tests, implies the
brightness of the test lamp will be the same as if it
were connected across the battery.
The test lamp must be securely clamped to the neg-
ative cable clamp and battery negative terminal. If
the test lamp becomes disconnected during any part
of the IOD test, the electronic timer function will be
activated and all tests must be repeated.
(5) After 3 minutes the test lamp should turn off
or be dimly lit, depending upon the vehicle's electri-
cal equipment. If the test lamp remains brightly lit,
do not disconnect it. Remove each fuse or circuit
breaker (refer to Group 8W - Wiring Diagrams) until
test lamp is either off or dimly lit. This will isolate
each circuit and identify the source of the high-am-
perage draw.
If the test lamp is still brightly lit after disconnect-
ing each fuse and circuit breaker, disconnect the wir-
ing harness from the generator. If test lamp now
turns off or is dimly lit, see Charging System in this
group to diagnose faulty generator. Do not disconnect
the test lamp.
After high-amperage IOD has been corrected, low-
amperage IOD may be checked. It is now safe to in-
stall a milliamp meter to check for low- amperage
IOD.
(6) With test lamp still connected securely, clamp a
milliamp meter between battery negative terminal
and negative cable clamp.
Do not open any doors or turn on any electri-
cal accessories with the test lamp disconnected
or the milliamp meter may be damaged.
(7) Disconnect test lamp. Observe milliamp meter.
The current draw should not exceed 0.020 amp. If
draw exceeds 20 milliamps, isolate each circuit by re-
moving circuit breakers and fuses. The milliamp
meter reading will drop when the source of the draw
is disconnected. Repair this circuit as necessary,
whether a wiring short, incorrect switch adjustment
or a component failure is found.
8A - 10 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICSJ

STARTING SYSTEM
GENERAL INFORMATION
The starting system (Fig. 1) consists of:
²ignition switch
²starter relay
²park/neutral position switch (automatic transmis-
sion)
²wiring harness and connections
²battery
²starter with an integral solenoid.
Following is a general description of the major
starting system components. Refer to Group 8W -
Wiring Diagrams for complete circuit descriptions
and diagrams.
These components form 2 separate circuits. A high-
amperage feed circuit that feeds the starter up to
300+ amps, and a low-amperage control circuit that
operates on less than 20 amps.
Battery voltage is supplied through the low-amper-
age control circuit to the coil battery terminal of the
starter relay when the ignition switch is turned to
the START position.
If the vehicle is equipped with an automatic trans-
mission, the park/neutral position switch provides a
ground path to the starter relay coil ground terminal.
This switch provides ground only with the transmis-
sion in NEUTRAL or PARK. If the vehicle is
equipped with a manual transmission, the starter re-
lay coil ground terminal is always grounded.
With the starter relay coil now energized, the nor-
mally open relay contacts close. The relay contacts
connect the relay common feed terminal to the relay
normally open terminal. The closed relay contacts en-
ergize the starter solenoid coil windings.
The energized solenoid coils pull-in and hold-in the
solenoid plunger. The solenoid plunger pulls the shiftlever in the starter. This engages the starter overrun-
ning clutch and pinion gear with the flywheel/drive
plate ring gear.
As the solenoid plunger reaches the end of its
travel, the solenoid contact disc completes the high-
amperage starter feed circuit. Current now flows be-
tween the solenoid battery terminal and the starter
motor, energizing the starter.
Once the engine starts, the overrunning clutch pro-
tects the starter from damage by allowing the starter
pinion gear to spin faster than the pinion shaft.
When the driver releases the ignition switch to the
ON position the starter relay coil is de-energized.
This causes the relay contacts to open. When the re-
lay contacts open, the starter solenoid coil is de-ener-
gized.
When the solenoid coil is de-energized, the solenoid
plunger return spring returns the plunger to its re-
laxed position. This causes the contact disc to open
the starter feed circuit, and the shift lever to disen-
gage the overrunning clutch and pinion gear from the
ring gear.
The starter motor and solenoid are serviced only as
a complete assembly. If either component fails, the
entire assembly must be replaced.
DIAGNOSIS
Before removing any unit from the starting system
for repair, perform the following inspections:
INSPECTION
BATTERY INSPECTION
To determine condition of the battery, see Battery
in this group.
WIRING INSPECTION
Inspect wiring for damage. Inspect all connections
at:
²starter solenoid
²park/neutral position switch (automatic transmis-
sion)
²ignition switch
²starter relay
²battery (including all ground connections).
Clean, tighten and repair all connections as re-
quired.
SOLENOID, RELAY AND SWITCH INSPECTIONS
Inspect the solenoid, relay and ignition switch to
determine their condition. Also, if equipped with au-
tomatic transmission, inspect condition of the park/
neutral position switch. Testing information can be
found in the following pages.
Fig. 1 Starting System Components (Typical)
JBATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 11

COLD CRANKING TEST
(1) Battery must be fully-charged and load tested
before proceeding. See Battery, in this group.
(2) Connect a suitable volt-ampere tester to the
battery terminals (Fig. 2). Refer to the operating in-
structions provided with the tester being used.
(3) Fully engage parking brake. Place manual
transmission in NEUTRAL, automatic transmission
in PARK.
(4) Verify that all lamps and accessories are OFF.
(5) Unplug Auto Shut-Down (ASD) relay from
Power Distribution Center (PDC) to prevent engine
from starting. Relay location is shown on underside
of PDC cover.
(6) Rotate and hold the ignition switch in the START
position. Note cranking voltage and amperage.
(a) If voltage reads above 9.6 volts and amperage
draw reads above specifications, see Feed Circuit Tests.
(b) If voltage reads 12.5 volts or greater and am-
perage reads below specifications, see Control Cir-
cuit Tests.
A cold engine will increase starter current
and reduce battery voltage.
FEED CIRCUIT TESTS
The starter feed circuit tests (voltage drop method)
will determine if there is excessive resistance in the
high-amperage circuit. When performing these tests,
it is important that the voltmeter be connected prop-
erly. Connect voltmeter leads to the terminals that
the cable connectors or clamps are attached to, not to
the cable connectors or clamps. For example: When
testing between the battery and solenoid, touch the
voltmeter leads to the battery post and the solenoid
threaded stud.
The following operation will require a voltmeter ac-
curate to 1/10 (0.10) volt. Before performing the tests,
be certain the following procedures are accomplished:
²unplug Auto Shut-Down (ASD) relay from Power
Distribution Center (PDC) to prevent engine from
starting²place transmission in NEUTRAL (manual trans-
mission) or PARK (automatic transmission)
²parking brake is applied
²
battery is fully-charged (see Battery, in this group).
(1) Connect positive lead of voltmeter to battery
negative post. Connect negative lead of voltmeter to
battery negative cable clamp (Fig. 3). Rotate and
hold ignition switch in the START position. Observe
voltmeter. If voltage is detected, correct poor contact
between cable clamp and post.
(2) Connect positive lead of voltmeter to battery
positive post. Connect negative lead of voltmeter to
battery positive cable clamp (Fig. 3). Rotate and hold
ignition switch in the START position. Observe volt-
meter. If voltage is detected, correct poor contact be-
tween cable clamp and post.
(3) Connect voltmeter to measure between the bat-
tery positive post and the starter solenoid battery
stud (Fig. 4). Rotate and hold ignition switch in the
START position. Observe voltmeter. If voltage reads
above 0.2 volt, correct poor contact at battery cable to
solenoid connection. Repeat test. If reading is still
above 0.2 volt, replace battery positive cable.
Fig. 2 Volt-Amps Tester Connections (Typical)
Fig. 3 Test Battery Connection Resistance
Fig. 4 Test Battery Positive Cable Resistance
(Typical)
JBATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 13

(4) Connect voltmeter to measure between the bat-
tery negative post and a good clean ground on the
engine block (Fig. 5). Rotate and hold ignition switch
in the START position. Observe voltmeter. If voltage
reads above 0.2 volt, correct poor contact at battery
negative cable attaching point. Repeat test. If read-
ing is still above 0.2 volt, replace battery negative ca-
ble.
(5) Connect positive lead of voltmeter to starter
housing. Connect negative lead of voltmeter to bat-
tery negative terminal (Fig. 6). Rotate and hold igni-
tion switch in the START position. Observe
voltmeter. If voltage reads above 0.2 volt, correct poor
starter to engine ground.
If resistance tests detect no feed circuit problems,
remove the starter and see Solenoid Test in this
group.
CONTROL CIRCUIT TESTS
The starter control circuit consists of:
²starter solenoid
²starter relay
²ignition switch
²park/neutral position switch (automatic transmis-
sion)²wiring harness and connections.
Test procedures for these components are as fol-
lows, and should be followed in the order described.
CAUTION: Before performing any test, unplug Auto
Shut-Down (ASD) relay from Power Distribution
Center (PDC) to prevent engine from starting.
SOLENOID TEST
Refer to Group 8B - Battery/Starter/Generator Ser-
vice for starter removal procedures.
(1) Disconnect solenoid field coil wire from field
coil terminal.
(2) Check for continuity between solenoid terminal
and field coil terminal with a continuity tester. There
should be continuity (Fig. 7).
(3) Check for continuity between solenoid terminal
and solenoid case. There should be continuity (Fig.
8).
(4) If there is continuity, solenoid is good. If there
is no continuity in either test, solenoid has an open
circuit and is faulty. Replace starter assembly.
(5) Connect solenoid field coil wire to field coil ter-
minal.
(6) Install starter as described in Group 8B - Bat-
tery/Starter/Generator Service.
RELAY TEST
The starter relay is in the Power Distribution Cen-
ter (PDC)(Figs. 9 or 10). Refer to the underside of the
PDC cover for relay location.
Fig. 5 Test Ground Circuit Resistance
Fig. 6 Test Starter Ground (Typical)
Fig. 7 Continuity Test Between Solenoid Terminal
and Field Coil Terminal
Fig. 8 Continuity Test Between Solenoid Terminal
and Solenoid Case
8A - 14 BATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICSJ

Remove starter relay from PDC to perform the fol-
lowing 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. If OK, go
to next step. If not OK, replace faulty relay.
(2) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 7565 ohms. If OK, go to next
step. If not OK, replace faulty relay.
(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. If OK, go to Relay Circuit Test. If not OK,
replace faulty relay.
RELAY CIRCUIT TEST
(1) The common feed terminal (30) is connected to
battery voltage and should be hot at all times. If OK,
go to next step. If not OK, check circuit to fuse (F4
for YJ, F10 for XJ) in Power Distribution Center
(PDC). Repair as required.
(2) The normally closed terminal (87A) is con-
nected to terminal 30 in the de-energized position,
but is not used for this application. Go to next step.
(3) The normally open terminal (87) is connected to
the battery terminal (30) in the energized position.
This terminal supplies battery voltage to the starter
solenoid field coils. There should be continuity be-
tween cavity for relay terminal 87 and the starter so-
lenoid terminal at all times. If OK, go to next step. If
not OK, repair circuit to solenoid as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is energized when
the ignition switch is in the START position. Check
for battery voltage at cavity for relay terminal 86with ignition switch in the START position. If OK, go
to next step. If not OK, refer to Group 8D - Ignition
Systems for testing and service of the ignition switch.
(5) The coil ground terminal (85) is connected to
the electromagnet in the relay. On vehicles with an
automatic transmission, it is grounded through the
park/neutral position switch. On vehicles with a
manual transmission, it is grounded at all times.
Check for continuity to ground at cavity for relay ter-
minal 85. If not OK and vehicle has manual trans-
mission, repair circuit as required. If not OK and
vehicle has automatic transmission, refer to Group
21 - Transmission and Transfer Case for testing and
service of the park/neutral position switch.
Fig. 9 Power Distribution CenterÐXJ
Fig. 10 Power Distribution CenterÐYJ
STARTER RELAY CONNECTIONS
JBATTERY/STARTING/CHARGING SYSTEMS DIAGNOSTICS 8A - 15