1995 JEEP CHEROKEE oil type

The high-line cluster includes the following gauges:
²coolant temperature gauge
²fuel gauge
²oil pressure gauge
²speedometer/odometer
²tachometer
²trip odometer
²voltmeter.
The high-line cluster includes provisions for the fol-
lowing indicator lamps:
²anti-lock brake system lamp
²brake warning lamp
²four-wheel drive indicator lamps
²headlamp high beam indicator lamp
²low fuel warning lamp
²low washer fluid warning lamp
²malfunction indicator (Check Engine) lamp
²seat belt reminder lamp
²turn signal indicator lamps
²upshift indicator lamp.
GAUGES
With the ignition switch in the ON or START posi-
tion, voltage is supplied to all gauges through the in-
strument cluster gauge area printed circuit. With the
ignition switch in the OFF position, voltage is not
supplied to the gauges. A gauge pointer may remain
within the gauge scale after the ignition switch is
OFF. However, the gauges do not accurately indicate
any vehicle condition unless the ignition switch is
ON.
All gauges except the odometer are air core mag-
netic units. Two fixed electromagnetic coils are lo-
cated within the gauge. These coils are wrapped at
right angles to each other around a movable perma-
nent magnet. The movable magnet is suspended
within the coils on one end of a shaft. The gauge nee-
dle is attached to the other end of the shaft.
One of the coils has a fixed current flowing through
it to maintain a constant magnetic field strength.
Current flow through the second coil changes, which
causes changes in its magnetic field strength. The
current flowing through the second coil can be
changed by:
²a variable resistor-type sending unit (fuel level,
coolant temperature, or oil pressure)
²changes in electrical system voltage (voltmeter)
²electronic control circuitry (speedometer/odometer,
tachometer).
The gauge needle moves as the movable permanent
magnet aligns itself to the changing magnetic fields
created around it by the electromagnets.
COOLANT TEMPERATURE GAUGE
The coolant temperature gauge gives an indication
of engine coolant temperature. The coolant tempera-
ture sending unit is a thermistor that changes elec-
trical resistance with changes in engine coolanttemperature. High sending unit resistance causes
low coolant temperature readings. Low resistance
causes high coolant temperature readings.
The gauge will read at the high end of the scale
when the ignition switch is turned to the START po-
sition. This is caused by the bulb test circuit wiring
provision. The same wiring is used for the high-line
cluster with a coolant temperature gauge and the
low-line cluster with a coolant temperature warning
lamp. Sending unit resistance values are shown in a
chart in Specifications.
FUEL GAUGE
The fuel gauge gives an indication of the level of
fuel in the fuel tank. The fuel gauge sending unit has
a float attached to a swing-arm in the fuel tank. The
float moves up or down within the fuel tank as fuel
level changes. As the float moves, an electrical con-
tact on the swing-arm wipes across a resistor coil,
which changes sending unit resistance. High sending
unit resistance causes low fuel level readings. Low
resistance causes high fuel level readings. Sending
unit resistance values are shown in a chart in Spec-
ifications.
OIL PRESSURE GAUGE
The oil pressure gauge gives an indication of en-
gine oil pressure. The combination oil pressure send-
ing unit contains a flexible diaphragm. The
diaphragm moves in response to changes in engine
oil pressure. As the diaphragm moves, sending unit
resistance increases or decreases. High resistance on
the gauge side of the sending unit causes high oil
pressure readings. Low resistance causes low oil
pressure readings. Sending unit resistance values are
shown in a chart in Specifications.
SPEEDOMETER/ODOMETER
The speedometer/odometer gives an indication of
vehicle speed and travel distance. The speedometer
receives a vehicle speed pulse signal from the Vehicle
Speed Sensor (VSS). An electronic integrated circuit
contained within the speedometer reads and analyzes
the pulse signal. It then adjusts the ground path re-
sistance of one electromagnet in the gauge to control
needle movement. It also sends signals to an electric
stepper motor to control movement of the odometer
number rolls. Frequency values for the pulse signal
are shown in a chart in Specifications.
The VSS is mounted to an adapter near the trans-
mission (two-wheel drive) or transfer case (four-wheel
drive) output shaft. The sensor is driven through the
adapter by a speedometer pinion gear. The adapter
and pinion vary with transmission, transfer case,
axle ratio and tire size. Refer to Group 21 - Trans-
mission and Transfer Case for more information.
8E - 2 INSTRUMENT PANEL AND GAUGESÐXJJ

INSTRUMENT PANEL AND GAUGESÐYJ
CONTENTS
page page
INSTRUMENT PANEL AND GAUGESÐYJ..... 22
DIAGNOSIS............................ 23
GENERAL INFORMATION................. 20SERVICE PROCEDURES.................. 31
SPECIFICATIONS........................ 39
GENERAL INFORMATION
Following are general descriptions of major instru-
ment panel components. Refer to Group 8W - Wiring
Diagrams for complete circuit descriptions and dia-
grams.
INSTRUMENT PANEL
Modular instrument panel construction allows all
gauges and controls to be serviced from the front of
the panel. In addition, most instrument panel wiring
and heater components can be accessed without com-
plete instrument panel removal.
Removal of the left instrument cluster bezel allows
access to the main cluster assembly and most
switches. Removal of the center cluster bezel allows
access to the gauge package cluster assembly, the
heater controls, and the radio. Removal of the cluster
assemblies allows access to the individual gauges, il-
lumination and indicator lamp bulbs, printed cir-
cuits, and most wiring.
INSTRUMENT CLUSTERS
The instrument cluster used on YJ (Wrangler) mod-
els consists of two separate assemblies. The main
cluster assembly is located on the left side of the in-
strument panel, centered over the steering column
opening. The gauge package cluster assembly is lo-
cated near the center of the instrument panel. Each
cluster assembly is served by a separate printed cir-
cuit and wiring connector. Some variations of each
cluster exist due to optional equipment and regula-
tory requirements.
The main cluster assembly includes a speedometer/
odometer/trip odometer and a tachometer. It also in-
cludes provisions for the following indicator lamps:
²anti-lock brake system lamp
²brake warning lamp
²headlamp high beam indicator lamp
²malfunction indicator (Check Engine) lamp
²seat belt reminder lamp²turn signal indicator lamps
²upshift indicator lamp.
The gauge package cluster assembly includes a
four-wheel drive indicator lamp and the following
gauges:
²coolant temperature gauge
²fuel gauge
²oil pressure gauge
²voltmeter.
GAUGES
With the ignition switch in the ON or START posi-
tion, voltage is supplied to all gauges through the
two cluster printed circuits. With the ignition switch
in the OFF position, voltage is not supplied to the
gauges. A gauge pointer may remain within the
gauge scale after the ignition switch is OFF. How-
ever, the gauges do not accurately indicate any vehi-
cle condition unless the ignition switch is ON.
All gauges except the odometer are air core mag-
netic units. Two fixed electromagnetic coils are lo-
cated within the gauge. These coils are wrapped at
right angles to each other around a movable perma-
nent magnet. The movable magnet is suspended
within the coils on one end of a shaft. The gauge nee-
dle is attached to the other end of the shaft.
One of the coils has a fixed current flowing through
it to maintain a constant magnetic field strength.
Current flow through the second coil changes, which
causes changes in its magnetic field strength. The
current flowing through the second coil can be
changed by:
²a variable resistor-type sending unit (fuel level,
coolant temperature, or oil pressure)
²changes in electrical system voltage (voltmeter)
²electronic control circuitry (speedometer/odometer,
tachometer).
8E - 24 INSTRUMENT PANEL AND GAUGESÐYJJ

HORNS
CONTENTS
page page
DIAGNOSIS............................. 2
GENERAL INFORMATION.................. 1SERVICE PROCEDURES................... 3
SPECIFICATIONS......................... 5
GENERAL INFORMATION
Following are general descriptions of the major
components in the XJ (Cherokee)/YJ (Wrangler) horn
systems. Refer to Group 8W - Wiring Diagrams for
complete circuit descriptions and diagrams.
HORN SWITCH
XJ
Two horn switches are installed in the steering
wheel, one on each side of the center-mounted driv-
er's airbag module. When either switch is depressed
it completes a circuit to ground for the coil side of the
horn relay. The steering wheel and steering column
must be properly grounded for the horn switches to
function. The horn switches are only serviced as a set
with their wiring. If either switch should fail, both
switches must be replaced.
YJ
A single switch is installed in the center of the
steering wheel, directly under the horn button. When
the horn button is depressed the switch completes a
circuit to ground for the coil side of the horn relay.
The steering wheel and steering column must be
properly grounded for the horn switch to function.
The horn switch is available for service.
HORN RELAY
On XJ models, the horn relay is a mini-relay in-
stalled in the relay center, which is mounted to the
lower instrument panel reinforcement inboard of thesteering column. On YJ models, the horn relay is a
ISO relay installed in the Power Distribution Center
(PDC) near the battery tray. Refer to underside of
PDC cover for relay identification.
One side of the horn relay electromagnetic coil re-
ceives battery voltage at all times. When a horn
switch is depressed, the other side of the relay coil is
grounded. The energized relay coil causes the nor-
mally open relay contacts to close, providing battery
voltage to the horn.
If a problem is encountered with a continuously
sounding horn, it can usually be quickly resolved by
removing the horn relay until further diagnosis is
completed.
HORNS
On YJ models, a standard single, low-note, dia-
phragm-type horn is mounted and grounded to the
left inner fender shield under the hood. Dual horns
are standard equipment on XJ models. The high-note
diaphragm-type horn is mounted and grounded to
the left radiator closure panel brace behind the front
bumper. The low-note diaphragm-type horn is con-
nected in parallel with the high-note horn and is
mounted and grounded to the right radiator closure
panel brace behind the front bumper.
On XJ models, a cadmium-plated screw is
used to attach the horns to the body. Do not
substitute other types of screws as they may be-
come corroded and cause a loss of ground.
JHORNS 8G - 1

ENGINES
CONTENTS
page page
LUBRICATION SYSTEM................... 37
LUBRICATION SYSTEM................... 79
2.5L ENGINE SERVICE PROCEDURES....... 134.0L ENGINE SERVICE PROCEDURES....... 55
ENGINE DIAGNOSIS...................... 5
STANDARD SERVICE PROCEDURES......... 1
STANDARD SERVICE PROCEDURES
INDEX
page page
Engine Performance........................ 2
Form-In-Place Gaskets...................... 1
Honing Cylinder Bores...................... 2
Hydrostatic Lock........................... 4Measuring with Plastigage.................... 3
Repair Damaged or Worn Threads............. 4
Service Engine Assembly (Short Block).......... 4
FORM-IN-PLACE GASKETS
There are several places where form-in-place gas-
kets are used on the engine.DO NOT use form-in-
place gasket material unless specified.Care
must be taken when applying form-in-place gaskets.
Bead size, continuity and location are of great impor-
tance. Too thin a bead can result in leakage while too
much can result in spill-over. A continuous bead of
the proper width is essential to obtain a leak-free
joint.
Two types of form-in-place gasket materials are
used in the engine area (Mopar Silicone Rubber Ad-
hesive Sealant and Mopar Gasket Maker). Each have
different properties and cannot be used interchange-
ably.
MOPAR SILICONE RUBBER ADHESIVE
SEALANT
Mopar Silicone Rubber Adhesive Sealant, normally
black in color, is available in 3 ounce tubes. Moisture
in the air causes the sealant material to cure. This
material is normally used on flexible metal flanges.
It has a shelf life of a year and will not properly cure
if over aged. Always inspect the package for the ex-
piration date before use.
MOPAR GASKET MAKER
Mopar Gasket Maker, normally red in color, is
available in 6 cc tubes. This anaerobic type gasket
material cures in the absence of air when squeezedbetween smooth machined metallic surfaces. It will
not cure if left in the uncovered tube. DO NOT use
on flexible metal flanges.
SURFACE PREPARATION
Parts assembled with form-in-place gaskets may be
disassembled without unusual effort. In some in-
stances, it may be necessary to lightly tap the part
with a mallet or other suitable tool to break the seal
between the mating surfaces. A flat gasket scraper
may also be lightly tapped into the joint but care
must be taken not to damage the mating surfaces.
Scrape or wire brush all gasket surfaces to remove
all loose material. Inspect stamped parts to ensure
gasket rails are flat. Flatten rails with a hammer on
a flat plate, if required. Gasket surfaces must be free
of oil and dirt. Make sure the old gasket material is
removed from blind attaching holes.
GASKET APPLICATION
Assembling parts using a form-in-place gasket re-
quires care.
Mopar Silicone Rubber Adhesive Sealant should be
applied in a continuous bead approximately 3 mm
(0.12 inch) in diameter. All mounting holes must be
circled. For corner sealing,a3or6mm(1/8 or 1/4
inch) drop is placed in the center of the gasket con-
tact area. Uncured sealant may be removed with a
shop towel. Components should be torqued in place
while the sealant is still wet to the touch (within 10
JENGINES 9 - 1

minutes). The use of a locating dowel is recom-
mended during assembly to prevent smearing the
material off location.
Mopar Gasket Maker should be applied sparingly
to one gasket surface. The sealant diameter should
be 1.00 mm (0.04 inch) or less. Be certain the mate-
rial surrounds each mounting hole. Excess material
can easily be wiped off. Components should be
torqued in place within 15 minutes. The use of a lo-
cating dowel is recommended during assembly to pre-
vent smearing the material off location.
ENGINE PERFORMANCE
To provide best vehicle performance and lowest ve-
hicle emissions, it is most important that the tune-up
be done accurately. Use the specifications listed on
the Vehicle Emission Control Information label found
on the engine compartment hood.
(1) Test battery specific gravity. Add water, if nec-
essary. Clean and tighten battery connections.
(2) Test cranking amperage draw (refer to Group
8B, Battery/Starter Service for the proper proce-
dures).
(3) Tighten the intake manifold bolts (refer to
Group 11, Exhaust System and Intake Manifold for
the proper specifications).
(4) Perform cylinder compression test:
(a) Check engine oil level and add oil, if neces-
sary.
(b) Drive the vehicle until engine reaches normal
operating temperature.
(c) Select a route free from traffic and other
forms of congestion, observe all traffic laws and
briskly accelerate through the gears several times.
The higher engine speed may help clean out valve
seat deposits which can prevent accurate compres-
sion readings.
CAUTION: DO NOT overspeed the engine.
(d) Remove all spark plugs from engine. As spark
plugs are being removed, check electrodes for ab-
normal firing indicatorsÐfouled, hot, oily, etc.
Record cylinder number of spark plug for future
reference.
(e) Disconnect coil wire from distributor and se-
cure to good ground to prevent a spark from start-
ing a fire.
(f) Be sure throttle blades are fully open during
the compression check.
(g) Insert compression gage adaptor into the
No.1 spark plug hole. Crank engine until maximum
pressure is reached on gauge. Record this pressure
as No.1 cylinder pressure.
(h) Repeat Step 4g for all remaining cylinders.
(i) Compression should not be less than 689 kPa
(100 psi) and not vary more than 172 kPa (25 psi)
from cylinder to cylinder.(j) If cylinder(s) have abnormally low compres-
sion pressures, repeat steps 4a through 4h.
(k) If the same cylinder(s) repeat an abnormally
low reading, it could indicate the existence of a
problem in the cylinder.
The recommended compression pressures are
to be used only as a guide to diagnosing engine
problems. An engine should NOT be disassem-
bled to determine the cause of low compression
unless some malfunction is present.
(5) Clean or replace spark plugs as necessary. Ad-
just gap (refer to Group 8D, Ignition System for gap
adjustment and torque).
(6) Test resistance of spark plug cables (refer to
Group 8D, Ignition System).
(7) Inspect the primary wire. Test coil output volt-
age, primary and secondary resistance. Replace parts
as necessary (refer to Group 8D, Ignition System and
make necessary adjustment).
(8) Perform a combustion analysis.
(9) Test fuel pump for pressure (refer to Group 14,
Fuel System for the proper specifications).
(10) Inspect air filter element (refer to Group 0,
Lubrication and Maintenance for the proper proce-
dure).
(11) Inspect crankcase ventilation system (refer to
Group 0, Lubrication and Maintenance for the proper
procedure).
(12) For emission controls refer to Group 25, Emis-
sion Controls System for service procedures.
(13) Inspect and adjust accessory belt drives (refer
to Group 7, Cooling System for the proper adjust-
ments).
(14) Road test vehicle as a final test.
HONING CYLINDER BORES
Before honing, stuff plenty of clean shop towels un-
der the bores and over the crankshaft to keep abra-
sive materials from entering the crankshaft area.
(1) Used carefully, the Cylinder Bore Sizing Hone
C-823 equipped with 220 grit stones, is the best tool
for this job. In addition to deglazing, it will reduce
taper and out-of-round as well as removing light
scuffing, scoring or scratches. Usually a few strokes
will clean up a bore and maintain the required lim-
its.
CAUTION: DO NOT use rigid type hones to remove
cylinder wall glaze.
(2) Deglazing of the cylinder walls may be done if
the cylinder bore is straight and round. Use a cylin-
der surfacing hone, Honing Tool C-3501, equipped
with 280 grit stones (C-3501-3810). 20-60 strokes, de-
pending on the bore condition, will be sufficient to
provide a satisfactory surface. Using honing oil
C-3501-3880 or a light honing oil available from ma-
jor oil distributors.
9 - 2 ENGINESJ

2.5L ENGINE SERVICE PROCEDURES
INDEX
page page
Camshaft............................... 32
Camshaft Pin Replacement.................. 34
Engine AssemblyÐXJ Vehicles............... 18
Engine AssemblyÐYJ Vehicles............... 20
Engine Cylinder Head...................... 25
Engine Cylinder Head Cover................. 22
Engine Damper........................... 17
Engine MountÐRear....................... 16
Engine MountsÐFront..................... 14
General Information....................... 13
Hydraulic Tappets......................... 24OilPan ................................. 36
Rocker Arms and Push Rods................ 23
Timing Case Cover........................ 31
Timing Case Cover Oil Seal Replacement....... 30
Timing Chain and Sprockets................. 31
Valve Component ReplaceÐCylinder Head Not
Removed.............................. 23
Valve Springs and Oil Seals................. 23
Valve Timing............................. 30
Valves and Valve Springs................... 27
Vibration Damper......................... 30
GENERAL INFORMATION
The 2.5 liter (150 CID) four-cylinder engine is an
In-line, lightweight, overhead valve engine (Fig. 1).
This engine is designed for unleaded fuel.
The engine cylinder head has dual quench-type
combustion chambers that create turbulence and fast
burning of the air/fuel mixture. This results in good
fuel economy.
The cylinders are numbered 1 through 4 from front
to rear. The firing order is 1-3-4-2 (Fig. 2).
The crankshaft rotation is clockwise, when viewed
from the front of the engine. The crankshaft rotates
within five main bearings and the camshaft rotates
within four bearings.
BUILD DATE CODE
The engine Build Date Code is located on a ma-
chined surface on the right side of the cylinder block
between the No.3 and No.4 cylinders (Fig. 3).
Fig. 1 Engine Description
Fig. 2 Engine Firing Order
Fig. 3 Build Date Code Location
J2.5L ENGINE 9 - 13

The digits of the code identify:
(1) 1st DigitÐThe year (4 = 1994).
(2) 2nd & 3rd DigitsÐThe month (01 - 12).
(3) 4th & 5th DigitsÐThe engine type/fuel system/
compression ratio (HX = A 2.5 liter (150 CID) 9.1:1
compression ratio engine with a multi-point fuel in-
jection system).
(4) 6th & 7th DigitsÐThe day of engine build (01 -
31).
FOR EXAMPLE:Code * 401HX23 * identifies a
2.5 liter (150 CID) engine with a multi-point fuel in-
jection system, 9.1:1 compression ratio and built on
January 23, 1994.
OVERSIZE AND UNDERSIZE COMPONENT
CODES
Some engines may be built with oversize or under-
size components such as:
²Oversize cylinder bores.
²Oversize camshaft bearing bores.
²Undersize crankshaft main bearing journals.
²Undersize connecting rod journals.
These engines are identified by a letter code (Fig.
4) stamped on the oil filter boss near the distributor
(Fig. 5).
ENGINE MOUNTSÐFRONT
The front mounts support the engine at each side.
These supports are made of resilient rubber.
REMOVALÐXJ VEHICLES
(1) Disconnect negative cable from battery.
(2) Raise the vehicle.
(3) Support the engine.
(4) Remove through bolt nut (Fig. 6). DO NOT re-
move the through bolt.
(5) Remove the retaining bolts and nuts from the
support cushions (Fig. 6).
(6) Remove the through bolt.
(7) Remove the support cushions.
INSTALLATIONÐXJ VEHICLES
(1) If the engine support bracket was removed, po-
sition the LEFT bracket (Fig. 6) and the RIGHT
bracket with generator brace (Fig. 7) onto the cylin-
der block. Install the bolts and stud nuts.
(a) RIGHT SIDE (Fig. 7)ÐTighten the bolts to 61
Nzm (45 ft. lbs.) torque. Tighten the stud nuts to 46
Nzm (34 ft. lbs.) torque.
(b) LEFT SIDE (Fig. 6)ÐTighten the bolts to 61
Nzm (45 ft. lbs.) torque.
(2) If the support cushion brackets were removed,
position the brackets onto the lower front sill (Figs. 6
and 8). Install the bolts and stud nuts. Tighten the
bolts to 54 Nzm (40 ft. lbs.) torque and the stud nuts
to 41 Nzm (30 ft. lbs.) torque.
(3) Place the support cushions onto the support
cushion brackets (Fig. 6). Tighten the right support
cushion nuts to 65 Nzm (48 ft. lbs.) torque. Tighten
the left support cushion bolt and nut to 41 Nzm (30
ft. lbs.) torque.
Fig. 4 Oversize and Undersize Component Codes
Fig. 5 Oversize and Undersize Component Code
Location
9 - 14 2.5L ENGINEJ

tor in the Component Removal/Installation section of
Group 8D, Ignition Systems.
(14) Install the distributor and ignition wires. Re-
fer to Distributor in the Component Removal/Instal-
lation section of Group 8D, Ignition Systems.
(15) Install the radiator or radiator and condenser,
if equipped with A/C.
(16) Fill the cooling system.
(17) Connect negative cable to battery.
CAMSHAFT PIN REPLACEMENT
REMOVAL
WARNING: DO NOT LOOSEN THE RADIATOR
DRAIN COCK WITH THE SYSTEM HOT AND PRES-
SURIZED BECAUSE SERIOUS BURNS FROM COOL-
ANT CAN OCCUR.
(1) Disconnect negative cable from battery.
(2) Drain the radiator. DO NOT waste reusable
coolant. Drain the coolant into a clean container.
(3) Remove the fan and shroud.
(4) Disconnect the radiator overflow tube, radiator
hoses, automatic transmission fluid cooler pipes (if
equipped).
(5) Remove the radiator.
(6) If equipped with air conditioning:
CAUTION: DO NOT loosen or disconnect any air
conditioner system fittings. Move the condenser
and receiver/drier aside as a complete assembly.
(a) Remove the A/C compressor serpentine drive
belt idler pulley.
(b) Disconnect and remove the generator.
(c) Remove the A/C condenser attaching bolts
and move the condenser and receiver/drier assem-
bly up and out of the way.
(7) Remove the serpentine drive belt.
(8) Remove the crankshaft vibration damper.
(9) Remove the timing case cover. Clean the gasket
material from the cover.
(10) Rotate crankshaft until the crankshaft
sprocket timing mark is closest to and on the center
line with the camshaft sprocket timing mark (Fig.
12).
(11) Remove camshaft sprocket retaining bolt.
(12) Remove the crankshaft oil slinger.
(13) Remove the sprockets and chain as an assem-
bly (Fig. 13).
CAUTION: The following procedural step must be
accomplished to prevent the camshaft from damag-
ing the rear camshaft plug during pin installation.
(14) Inspect the damaged camshaft pin.(15) If the pin is a spring-type pin, remove the bro-
ken pin by inserting a self-tapping screw into the pin
and carefully pulling the pin from the camshaft.
(16) If the pin is a dowel-type pin, center-punch it.
Ensure the exact center is located when center-
punching the pin.
CAUTION: Cover the opened oil pan area to prevent
metal chips from entering the pan.
(17) Drill into the pin center witha4mm(5/32
inch) drill bit.
(18) Insert a self-tapping screw into the drilled pin
and carefully pull the pin from the camshaft.
CAMSHAFT BEARINGS
The camshaft rotates within four steel-shelled, bab-
bitt-lined bearings that are pressed into the cylinder
block and then line reamed. The camshaft bearing
bores and bearing diameters are not the same size.
They are stepped down in 0.254 mm (0.010 inch) in-
crements from the front bearing (largest) to the rear
Fig. 12 Timing Chain Alignment
Fig. 13 Camshaft and Crankshaft Sprocket and
Chain
9 - 34 2.5L ENGINEJ