1995 JEEP CHEROKEE turn signal

ABS DIAGNOSTIC CONNECTOR
The ABS diagnostic connector is inside the vehicle.
The connector is the access point for the DRB scan
tool.
On XJ models, the connector is located under the
instrument panel to the right of the steering column.
On some models, the connecter may be tucked under
the carpeting on the transmission tunnel. The con-
necter is a black, 6-way type.
On YJ models, the connector is under the instru-
ment panel by the the driver side kick panel. The
connecter is a black, 6 or 8-way type.
The DRB scan tool kit contains adapter cords for
both types of connecter. Use the appropriate cord for
test hookup.
ACCELERATION SWITCH
An acceleration switch (Fig. 5), provides an addi-
tional vehicle deceleration reference during 4-wheel
drive operation. The switch is monitored by the an-
tilock ECU at all times. The switch reference signal
is utilized by the ECU when all wheels are deceler-
ating at the same speed.
SYSTEM RELAYS
The ABS system has two relays, which are the
main and motor pump relays. The motor pump relay
is used for the motor pump only. The main relay is
used for the solenoid valves and ECU. The main re-
lay is connected to the ECU at the power control re-
lay terminal. The pump motor relay starts/stops the
pump motor when signaled by the ECU.
IGNITION SWITCH
The antilock ECU and warning light are in standby
mode with the ignition switch in Off or Accessory po-
sition. No operating voltage is supplied to the system
components.A 12 volt power feed is supplied to the ECU and
warning light when the ignition switch is in the Run
position.
SYSTEM WARNING LIGHT
The amber ABS warning light is in circuit with the
ECU and operates independently of the red brake
warning light.
The ABS light indicates antilock system condition.
The light illuminates (flashes) at start-up for the self
check. The light goes out when the self check pro-
gram determines system operation is normal.
ABS SYSTEM POWER-UP AND INITIALIZATION
battery voltage is supplied to the ECU ignition ter-
minal when the ignition switch is turned to Run po-
sition. The ECU performs a system initialization
procedure at this point. Initialization consists of a
static and dynamic self check of system electrical
components.
The static check occurs after the ignition switch is
turned to Run position. The dynamic check occurs
when vehicle road speed reaches approximately 10
kph (6 mph). During the dynamic check, the ECU
briefly cycles the pump and solenoids to verify oper-
ation.
If an ABS component exhibits a fault during initial-
ization, the ECU illuminates the amber warning
light and registers a fault code in the microprocessor
memory.
ABS OPERATION IN NORMAL BRAKING MODE
The ECU monitors wheel speed sensor inputs con-
tinuously while the vehicle is in motion. However,
the ECU will not activate any ABS components as
long as sensor inputs and the acceleration switch in-
dicate normal braking.
Fig. 4 Wheel Speed SensorsFig. 5 Acceleration Switch
JABS OPERATION AND SERVICE 5 - 35

During normal braking, the master cylinder, power
booster and wheel brake units all function as they
would in a vehicle without ABS. The HCU compo-
nents are not activated.
ABS OPERATION IN ANTILOCK BRAKING MODE
The purpose of the antilock system is to prevent
wheel lockup during periods of high wheel slip. Pre-
venting lockup helps maintain vehicle braking action
and steering control.
The antilock ECU activates the system whenever
sensor signals indicate periods of high wheel slip.
High wheel slip can be described as the point where
wheel rotation begins approaching zero (or lockup)
during braking. Periods of high wheel slip may occur
when brake stops involve high pedal pressure and
rate of deceleration.
The antilock system prevents lockup during high
slip conditions by modulating fluid apply pressure to
the wheel brake units.
Brake fluid apply pressure is modulated according
to wheel speed, degree of slip and rate of decelera-
tion. A sensor at each wheel converts wheel speed
into electrical signals. These signals are transmitted
to the ECU for processing and determination of
wheel slip and deceleration rate.
The ABS system has three fluid pressure control
channels. The front brakes are controlled separately
and the rear brakes in tandem (Fig. 1). A speed sen-
sor input signal indicating a high slip condition acti-
vates the ECU antilock program.
Two solenoid valves are used in each antilock con-
trol channel. The valves are all located within the
HCU valve body and work in pairs to either increase,
hold, or decrease apply pressure as needed in the in-
dividual control channels.
The solenoid valves are not static during antilock
braking. They are cycled continuously to modulate
pressure. Solenoid cycle time in antilock mode can be
measured in milliseconds.
HCU OPERATION
Normal Braking
During normal braking, the HCU solenoid valves
and pump are not activated. The master cylinder and
power booster operate the same as a vehicle without
an ABS brake system.
Antilock Pressure Modulation
Solenoid valve pressure modulation occurs in three
stages which are: pressure increase, pressure hold,
and pressure decrease. The valves are all contained
in the valve body portion of the HCU.
Pressure Decrease
The outlet valve is opened and the inlet valve is
closed during the pressure decrease cycle (Fig. 6).A pressure decrease cycle is initiated when speed
sensor signals indicate high wheel slip at one or
more wheels. At this point, the ECU opens the outlet
valve, which also opens the return circuit to the ac-
cumulators. Fluid pressure is allowed to bleed off (de-
crease) as needed to prevent wheel lock.
Once the period of high wheel slip has ended, the
ECU closes the outlet valve and begins a pressure in-
crease or hold cycle as needed.
Pressure Hold
Both solenoid valves are closed in the pressure hold
cycle (Fig. 7). Fluid apply pressure in the control
channel is maintained at a constant rate. The ECU
maintains the hold cycle until sensor inputs indicate
a pressure change is necessary.
Pressure Increase
The inlet valve is open and the outlet valve is
closed during the pressure increase cycle (Fig. 8). The
pressure increase cycle is used to counteract unequal
wheel speeds. This cycle controls re-application of
fluid apply pressure due to changing road surfaces or
wheel speed.
Fig. 6 Pressure Decrease Cycle
5 - 36 ABS OPERATION AND SERVICEJ

(5) Be sure that the air conditioner (if equipped) is
turned off.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A DI-
RECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHING.
(6) Start the engine and operate at 2400 rpm.
Within ten minutes the air temperature (indicated on
the dial thermometer) should be up to 88É C (190É F).
Fan driveengagementshould have started to occur
at between 74É to 82É C (165É to 180É F). Engage-
ment is distinguishable by a definiteincreasein fan
flow noise (roaring). The timing light also will indi-
cate an increase in the speed of the fan.
(7) When the air temperature reaches 88É C (190É
F), remove the plastic sheet. Fan drivedisengage-
mentshould have started to occur at between 57É to
79É C (135É to 175É F). A definitedecreaseof fan
flow noise (roaring) should be noticed. If not, replace
the defective viscous fan drive unit.
VISCOUS FAN DRIVE REMOVAL/INSTALLATION
Refer to the previous section on Cooling System
Fan for removal and installation procedures of the
viscous drive unit.
Viscous Fan Drive Fluid Pump Out Require-
ment:After installing anewviscous fan drive, bring
the engine speed up to approximately 2000 rpm and
hold for approximately two minutes. This will ensure
proper fluid distribution within the drive.
AUXILIARY ELECTRIC COOLING FANÐXJ MODELS
WITH 4.0L 6-CYLINDER ENGINE
OPERATION
XJ models equipped with a 4.0L 6-cylinder engine
may also have an auxiliary electrical cooling fan.
This is with models that have air conditioning and/or
heavy duty cooling. The fan is controlled by the cool-
ing fan relay, which is located in the power distribu-
tion center (PDC). For the location of relay within
the PDC (Fig. 41), refer to the label on PDC cover.
When coolant temperature is above 88ÉC (190ÉF),
the powertrain control module (PCM) provides a
ground path for the fan relay. This ground is pro-
vided through pin/connector #31 of the PCM 60-way
connector. Battery voltage is then applied to the fan
through the relay. When coolant temperature is be-
low 88ÉC (190ÉF), the PCM opens the ground path to
the relay. This will prevent the cooling fan from be-
ing energized.
Whenever the air conditioning is operated, the
PCM engages the auxiliary cooling fan. It provides aground path to the cooling fan relay. This ground is
provided through pin/connector #31 of the PCM 60-
way connector.
DIAGNOSIS AND RELAY TESTING
The powertrain control module (PCM) will enter a
diagnostic trouble code (DTC) number 35 in memory
if it detects a problem in the auxiliary cooling fan re-
lay or circuit. This will be read as a flashing signal
at the instrument panel mounted Malfunction Indica-
tor Lamp (displayed on the instrument panel as the
CHECK ENGINE lampÐfigure 42). Refer to On-
Board Diagnostics in Group 14, Fuel Systems for in-
formation on accessing a DTC.
The DTC can also be accessed through the DRB
scan tool. Refer to the appropriate Powertrain Diag-
Fig. 41 PDCÐXJ Models
Fig. 42 Check Engine LampÐXJ ModelsÐTypical
JCOOLING SYSTEM SERVICE PROCEDURES 7 - 35

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

INSTRUMENT PANEL AND GAUGES
GROUP INDEX
INSTRUMENT PANEL AND GAUGESÐXJ...... 1INSTRUMENT PANEL AND GAUGESÐYJ..... 24
INSTRUMENT PANEL AND GAUGESÐXJ
CONTENTS
page page
DIAGNOSIS............................. 5
GENERAL INFORMATION.................. 1SERVICE PROCEDURES.................. 17
SPECIFICATIONS........................ 23
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
or heater and air conditioning components can be ac-
cessed without complete instrument panel removal. If
necessary, the instrument panel can be rolled-down
and removed from the vehicle as an assembly.
Removal of the instrument cluster bezel allows ac-
cess to the cluster assembly, most switches, the cli-
mate controls, and the radio. Removal of the cluster
assembly allows access to the individual gauges, illu-
mination and indicator lamp bulbs, printed circuits,
and most wiring.
Removal of the lower instrument panel allows ac-
cess to heater and air conditioning components, the
fuseblock module, the relay center, and other wiring
and electrical components. Those models equipped
with a driver's-side airbag restraint have a knee
blocker and reinforcement behind the driver's-side
lower instrument panel.
The instrument panel layout is mirror image for
left-hand and right-hand drive vehicles. In most
cases, the diagnosis and service procedures found in
this group are applicable to either vehicle. Although,most illustrations represent only the typical left-hand
drive version. Exceptions are clearly identified as
Right-Hand Drive (RHD).
INSTRUMENT CLUSTERS
Two basic instrument cluster options are offered on
XJ (Cherokee) models. One is referred to as a low-
line cluster, and the other is referred to as a high-
line cluster. Each cluster is divided into two areas:
the gauge area, and the tell-tale area. Each area is
served by a separate printed circuit and wiring con-
nector. Some variations of each cluster exist due to
optional equipment and regulatory requirements.
The low-line cluster includes the following gauges:
²fuel gauge
²speedometer/odometer.
The low-line cluster includes provisions for the fol-
lowing indicator lamps:
²anti-lock brake system lamp
²brake warning lamp
²coolant temperature warning lamp
²four-wheel drive indicator lamps
²generator warning lamp
²headlamp high beam indicator lamp
²low oil pressure warning lamp
²low washer fluid warning lamp
²malfunction indicator (Check Engine) lamp
²seat belt reminder lamp
²turn signal indicator lamps
²upshift indicator lamp.
JINSTRUMENT PANEL AND GAUGES 8E - 1

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

TACHOMETER
The tachometer gives an indication of engine speed
in Revolutions-Per-Minute (RPM). With the engine
running, the tachometer receives an engine speed
pulse signal from the Powertrain Control Module
(PCM). An electronic integrated circuit contained
within the tachometer reads and analyzes the pulse
signal. It then adjusts the ground path resistance of
one electromagnet in the gauge to control needle
movement. Frequency values for the pulse signal are
shown in a chart in Specifications.
TRIP ODOMETER
The trip odometer is driven by the same electronic
integrated circuit as the speedometer/odometer. How-
ever, by depressing the trip odometer reset knob on
the face of the speedometer, the trip odometer can be
reset to zero. The trip odometer is serviced only as a
part of the speedometer/odometer gauge assembly.
VOLTMETER
The voltmeter is connected in parallel with the bat-
tery. With the ignition switch ON, the voltmeter in-
dicates battery or generator output voltage,
whichever is greater.
INDICATOR LAMPS
Indicator lamps are located in two areas within the
cluster. Each of these areas is served by a separate
printed circuit and cluster connector. Those lamps in
the gauge area of the cluster share the gauge area
printed circuit and cluster connector A. Those lamps
in the tell-tale area of the cluster use the tell-tale
printed circuit and cluster (tell-tale) connector B.
Up to ten indicator lamps can be found in the tell-
tale area of the cluster. These lamps are arranged in
five stacked rows with two lamps in each row, located
to the driver's side of the main cluster.
ANTI-LOCK BRAKE SYSTEM LAMP
The Anti-Lock Brake System (ABS) lamp is
switched to ground by the ABS module. The module
lights the lamp when the ignition switch is turned to
the START position as a bulb test. The lamp will
stay on for 3 to 5 seconds after vehicle start-up to in-
dicate a system self-test is in process. If the lamp re-
mains on after start-up, or comes on and stays on
while driving, it may indicate that the ABS module
has detected a system malfunction or that the system
has become inoperative. Refer to Group 5 - Brakes
for more information.
BRAKE WARNING LAMP
The brake warning lamp warns the driver that the
parking brake is applied or that the pressures in the
two halves of the split brake hydraulic system are
unequal. With the ignition switch turned ON, batteryvoltage 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.
COOLANT TEMPERATURE WARNING LAMP
The coolant temperature warning lamp lights
whenever engine coolant temperature is too high.
Battery voltage is supplied to one side of the indica-
tor bulb when the ignition switch is turned ON. The
normally open coolant temperature switch is con-
nected to the other side of the bulb. When coolant
temperature is too high, the switch closes. This pro-
vides a ground path for the indicator bulb, which
causes it to light. The lamp is also grounded and
should light with the ignition switch in the START
position as a bulb test.
FOUR-WHEEL DRIVE INDICATOR LAMPS
PART TIME
On vehicles with Command-Trac 4WD, the Part
Time lamp lights when the transfer case is engaged
in the 4H or 4L position. On vehicles with Selec-Trac
4WD, the Part Time lamp lights when the transfer
case is engaged in the4X4PARTTIME or 4 LO po-
sition. Voltage is supplied to one side of the indicator
bulb. A switch in the transfer case 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.
FULL TIME
The Full Time lamp is only operational on vehicles
equipped with Selec-Trac 4WD. The Full Time lamp
lights when the transfer case is engaged in the4X4
Full Time position. Voltage is supplied to one side of
the indicator bulb. A switch in the transfer case is
connected to the other side of the indicator bulb.
When the switch is closed, a path to ground is pro-
vided and the indicator bulb lights.
GENERATOR WARNING LAMP
The generator warning lamp lights with the igni-
tion switch turned to ON, but should go out when-
ever the engine is running. If the lamp comes on and
stays on while the engine is running, it indicates
that a charging system malfunction exists. One side
of the bulb is connected to ignition-switched battery
feed. The other side of the bulb is switched to ground
by the Powertrain Control Module (PCM).
JINSTRUMENT PANEL AND GAUGESÐXJ 8E - 3

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