1995 JEEP YJ ESP

CLUTCH SERVICE
INDEX
page page
Clutch Component Lubrication................ 10
Clutch Cover and Disc Installation............. 10
Clutch Cover and Disc Removal.............. 10
Clutch Fluid Level......................... 14
Clutch Housing Replacement................ 13
Clutch Hydraulic Linkage Installation........... 14
Clutch Hydraulic Linkage Removal............. 13Clutch Pedal Installation.................... 15
Clutch Pedal Removal...................... 15
Clutch Safety Precautions................... 10
Flywheel Service.......................... 16
Pilot Bearing Replacement.................. 12
Release Bearing Replacement................ 11
CLUTCH SAFETY PRECAUTIONS
WARNING: EXERCISE CARE WHEN SERVICING
CLUTCH COMPONENTS. DUST AND DIRT ON
CLUTCH PARTS USE MAY CONTAIN ASBESTOS FI-
BERS. BREATHING EXCESSIVE CONCENTRATIONS
OF THESE FIBERS CAN CAUSE SERIOUS BODILY
HARM. WEAR A RESPIRATOR DURING SERVICE
AND NEVER CLEAN CLUTCH COMPONENTS WITH
COMPRESSED AIR OR WITH A DRY BRUSH. EI-
THER CLEAN THE COMPONENTS WITH A WATER
DAMPENED RAGS OR USE A VACUUM CLEANER
SPECIFICALLY DESIGNED FOR REMOVING ASBES-
TOS FIBERS AND DUST. DO NOT CREATE DUST BY
SANDING A CLUTCH DISC. REPLACE THE DISC IF
THE FRICTION MATERIAL IS DAMAGED OR CON-
TAMINATED. DISPOSE OF ALL DUST AND DIRT
CONTAINING ASBESTOS FIBERS IN SEALED BAGS
OR CONTAINERS. THIS WILL HELP MINIMIZE EX-
POSURE TO YOURSELF AND TO OTHERS. FOL-
LOW ALL RECOMMENDED SAFETY PRACTICES
PRESCRIBED BY THE OCCUPATIONAL SAFETY
AND HEALTH ADMINISTRATION (OSHA) AND THE
ENVIRONMENTAL SAFETY AGENCY (EPA), FOR
THE HANDLING AND DISPOSAL OF PRODUCTS
CONTAINING ASBESTOS.
CLUTCH COMPONENT LUBRICATION
Proper clutch component lubrication is important
to satisfactory operation. Using the correct lubricant
and not overlubricating are equally important. Apply
recommended lubricant sparingly to avoid disc and
pressure plate contamination.
Clutch and transmission components requiring lu-
brication are:
²pilot bearing
²release lever pivot ball stud
²release lever contact surfaces
²release bearing bore
²clutch disc hub splines
²clutch pedal pivot shaft bore
²clutch pedal bushings²input shaft splines
²input shaft pilot hub
²transmission front bearing retainer slide surface
Never apply grease to any part of the clutch
cover, or disc.
Recommended Lubricants
Use Mopar multi-purpose grease for the clutch
pedal bushings and pivot shaft. Use Mopar high tem-
perature grease (or equivalent) for all other lubrica-
tion requirements. Apply recommended amounts and
do not overlubricate.
CLUTCH COVER AND DISC REMOVAL
(1) Remove transmission. Refer to procedures in
Group 21.
(2) If original clutch cover will be reinstalled, mark
position of cover on flywheel for assembly reference.
Use paint or a scriber for this purpose.
(3) If clutch cover is to be replaced, cover bolts can
be removed in any sequence. However, if original
cover will be reinstalled, loosen cover bolts evenly
and in rotation to relieve spring tension equally. This
is necessary avoid warping cover.
(4) Remove cover bolts and remove cover and disc
(Fig. 2).
CLUTCH COVER AND DISC INSTALLATION
(1) Lightly scuff sand flywheel face with 180 grit
emery cloth. Then clean surface with a wax and
grease remover.
(2) Lubricate pilot bearing with Mopar high tem-
perature bearing grease.
(3) Check runout and free operation of new clutch
disc as follows:
(a) Slide disc onto transmission input shaft
splines. Disc should slide freely on splines.
(b) Leave disc on shaft and check face runout
with dial indicator. Check runout at disc hub and
about 6 mm (1/4 in.) from outer edge of facing.
(c) Face runout should not exceed 0.5 mm (0.020
in.). Obtain another clutch disc if runout exceeds
this limit.
6 - 10 CLUTCH SERVICEJ

CAMSHAFT POSITION SENSOR
The camshaft position sensor is located in the dis-
tributor (Figs. 3 or 4) on all engines.The camshaft position sensor contains a hall effect
device called a sync signal generator to generate a
fuel sync signal. This sync signal generator detects a
rotating pulse ring (shutter) on the distributor shaft
(Fig. 4). The pulse ring rotates 180 degrees through
the sync signal generator. Its signal is used in con-
junction with the crankshaft position sensor to differ-
entiate between fuel injection and spark events. It is
also used to synchronize the fuel injectors with their
respective cylinders.
When the leading edge of the pulse ring (shutter)
enters the sync signal generator, the following occurs:
The interruption of magnetic field causes the voltage
to switch high resulting in a sync signal of approxi-
mately 5 volts.
When the trailing edge of the pulse ring (shutter)
leaves the sync signal generator, the following occurs:
The change of the magnetic field causes the sync sig-
nal voltage to switch low to 0 volts.
For component testing, refer to the Diagnostics/Ser-
vice Procedures section of this group.
For removal and installation of this component, re-
fer to the Component Removal/Installation section of
this group.
Fig. 1 PDCÐXJ Models
Fig. 2 PDCÐYJ Models
Fig. 3 Camshaft Position SensorÐTypical
Fig. 4 Distributor AssemblyÐTypical
8D - 2 IGNITION SYSTEMSJ

groups of four pulses generated on 2.5L 4-cylinder
engines. There are 3 groups of four pulses generated
on 4.0L 6-cylinder engines.
The trailing edge of the fourth notch, which causes
the pulse, is four degrees before top dead center
(TDC) of the corresponding piston.
The engine will not operate if the PCM does not re-
ceive a crankshaft position sensor input.
For component testing, refer to the Diagnostics/Ser-
vice Procedures section of this group.
For removal and installation of this sensor, refer to
the Component Removal/Installation section of this
group.
DISTRIBUTORS
All engines are equipped with a camshaft driven
mechanical distributor containing a shaft driven dis-
tributor rotor. All distributors are equipped with an
internal camshaft position (fuel sync) sensor. This
sensor provides fuel injection synchronization and
cylinder identification.
The distributors on both the 2.5L 4-cylinder and
the 4.0L-6 cylinder engines do not have built in cen-
trifugal or vacuum assisted advance. Base ignition
timing and all timing advance is controlled by the
powertrain control module (PCM). Because ignition
timing is controlled by the PCM,base ignition tim-
ing is not adjustable on any of these engines.
The distributor is locked in place by a fork with a
slot located on the distributor housing base. The dis-
tributor holddown clamp bolt passes through this slot
when installed. Because the distributor position is
locked when installed, its rotational position can not
be changed.Do not attempt to modify the dis-tributor housing to get distributor rotation.
Distributor position will have no effect on igni-
tion timing. The position of the distributor will
determine fuel synchronization only.
All distributors contain an internal oil seal that
prevents oil from entering the distributor housing.
The seal is not serviceable.
Distributor removal and installation procedures
have changed for the 1995 model year. Refer to Dis-
tributor in the Component Removal/Installation sec-
tion of this group.
IGNITION COIL
Battery voltage is supplied to the ignition coil pos-
itive terminal from the ASD relay.
The powertrain control module (PCM) opens and
closes the ignition coil ground circuit for ignition coil
operation. This is done through pin/cavity number 19
of the PCM 60-way connector.
Base ignition timing is not adjustable.By con-
trolling the coil ground circuit, the PCM is able to set
the base timing and adjust the ignition timing ad-
vance. This is done to meet changing engine operat-
ing conditions.
The ignition coil is not oil filled. The windings are
embedded in an epoxy compound. This provides heat
and vibration resistance that allows the ignition coil
to be mounted on the engine.
On the 2.5L 4-cylinder engine, the ignition coil is
mounted to a bracket on the side of the engine (to
the rear of the distributor).
Fig. 9 Sensor OperationÐ4.0L 6-Cyl. EngineÐAll
Except YJ Models With Automatic Transmission
Fig. 10 Sensor OperationÐ4.0L 6-Cyl. EngineÐYJ
Models With Automatic Transmission
8D - 4 IGNITION SYSTEMSJ

(8) If voltage is not present at supply wire, check
for voltage at pin-7 of powertrain control module
(PCM) 60-way connector. Leave the PCM connector
connected for this test.
(9) If voltage is still not present, perform vehicle
test using the DRB scan tool.
(10) If voltage is present at pin-7, but not at the
supply wire:
(a) Check continuity between the supply wire.
This is checked between the distributor connector
and pin-7 at the PCM. If continuity is not present,
repair the harness as necessary.
(b) Check for continuity between the camshaft
position sensor output wire and pin-44 at the PCM.
If continuity is not present, repair the harness as
necessary.
(c) Check for continuity between the ground cir-
cuit wire at the distributor connector and ground.
If continuity is not present, repair the harness as
necessary.
(11) While observing the voltmeter, crank the en-
gine with ignition switch. The voltmeter needle
should fluctuate between 0 and 5 volts while the en-
gine is cranking. This verifies that the camshaft po-
sition sensor in the distributor is operating properly
and a sync pulse signal is being generated.
If sync pulse signal is not present, replacement of
the camshaft position sensor is necessary.
For removal or installation of ignition system com-
ponents, refer to the Component Removal/Installa-
tion section of this group.
For system operation and component identification,
refer to the Component Identification/System Opera-
tion section of this group.
CRANKSHAFT POSITION SENSOR TEST
To perform a complete test of this sensor and its
circuitry, refer to the DRB scan tool. Also refer to the
appropriate Powertrain Diagnostics Procedures man-
ual. To test the sensor only, refer to the following:
The sensor is located on the transmission bellhous-
ing at the left/rear side of the engine block (Figs. 2, 3
or 4).
(1) Near the rear of the intake manifold, discon-
nect sensor pigtail harness connector from main wir-
ing harness.
(2) Place an ohmmeter across terminals B and C
(Fig. 5). Ohmmeter should be set to 1K-to-10K scale
for this test. The meter reading should be open (no
resistance). Replace sensor if a low resistance is indi-
cated.
For removal or installation of ignition system com-
ponents, refer to the Component Removal/Installa-
tion section of this group.DISTRIBUTOR CAP
INSPECTION
Remove the distributor cap and wipe it clean with
a dry lint free cloth. Visually inspect the cap for
cracks, carbon paths, broken towers, or damaged ro-
tor button (Figs. 6 and 7). Also check for white depos-
its on the inside (caused by condensation entering
the cap through cracks). Replace any cap that dis-
plays charred or eroded terminals. The inside flat
surface of a terminal end (faces toward rotor) will in-
dicate some evidence of erosion from normal opera-
tion. Examine the terminal ends for evidence of
mechanical interference with the rotor tip.
If replacement of the distributor cap is necessary,
transfer spark plug cables from the original cap to
the new cap. This should be done one cable at a time.
Each cable is installed onto the tower of the new cap
that corresponds to its tower position on the original
Fig. 2 Crankshaft Position SensorÐ2.5L 4-Cyl.
EngineÐTypical
Fig. 3 Crankshaft Position SensorÐ4.0L 6-Cyl.
EngineÐAll Except YJ models With Auto. Trans.
JIGNITION SYSTEMS 8D - 7

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

temperature ranges. This depends upon the thick-
ness and length of the center electrodes porcelain in-
sulator.)
SPARK PLUG OVERHEATING
Overheating is indicated by a white or gray center
electrode insulator that also appears blistered (Fig.
25). The increase in electrode gap will be consider-
ably in excess of 0.001 inch per 1000 miles of opera-
tion. This suggests that a plug with a cooler heat
range rating should be used. Over advanced ignition
timing, detonation and cooling system malfunctions
can also cause spark plug overheating.
SPARK PLUG SECONDARY CABLES
TESTING
Spark plug cables are sometimes referred to as sec-
ondary ignition cables or secondary wires. The cables
transfer electrical current from the distributor to in-
dividual spark plugs at each cylinder. The spark plug
cables are of nonmetallic construction and have a
built in resistance. The cables provide suppression of
radio frequency emissions from the ignition system.Check the high-tension cable connections for good
contact at the ignition coil, distributor cap towers
and spark plugs. Terminals should be fully seated.
The terminals and spark plug covers should be in
good condition. Terminals should fit tightly to the ig-
nition coil, distributor cap and spark plugs. The
spark plug cover (boot) of the cable should fit tight
around the spark plug insulator. Loose cable connec-
tions can cause corrosion and increase resistance, re-
sulting in shorter cable service life.
Clean the high tension cables with a cloth moist-
ened with a nonflammable solvent and wipe dry.
Check for brittle or cracked insulation.
When testing secondary cables for damage with an
oscilloscope, follow the instructions of the equipment
manufacturer.
If an oscilloscope is not available, spark plug cables
may be tested as follows:
CAUTION: Do not leave any one spark plug cable
disconnected for longer than necessary during test-
ing. This may cause possible heat damage to the
catalytic converter. Total test time must not exceed
ten minutes.
With the engine not running, connect one end of a
test probe to a good ground. Start the engine and run
the other end of the test probe along the entire
length of all spark plug cables. If cables are cracked
or punctured, there will be a noticeable spark jump
from the damaged area to the test probe. The cable
running from the ignition coil to the distributor cap
can be checked in the same manner. Cracked, dam-
aged or faulty cables should be replaced with resis-
tance type cable. This can be identified by the words
ELECTRONIC SUPPRESSION printed on the cable
jacket.
Use an ohmmeter to test for open circuits, exces-
sive resistance or loose terminals. Remove the dis-
tributor cap from the distributor.Do not remove
cables from cap.Remove cable from spark plug.
Connect ohmmeter to spark plug terminal end of ca-
ble and to corresponding electrode in distributor cap.
Resistance should be 250 to 1000 Ohms per inch of
cable. If not, remove cable from distributor cap tower
and connect ohmmeter to the terminal ends of cable.
If resistance is not within specifications as found in
the Spark Plug Cable Resistance chart, replace the
cable. Test all spark plug cables in this manner.
Fig. 24 Preignition Damage
Fig. 25 Spark Plug Overheating
SPARK PLUG CABLE RESISTANCE
8D - 14 IGNITION SYSTEMSJ

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

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 coolant
temperature. High sending unit resistance causes
low coolant temperature readings. Low resistance
causes high coolant temperature readings. Sending
unit resistance values are shown in a chart in Spec-
ifications.
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 high fuel level readings. Low
resistance causes low 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 give an indication of ve-
hicle speed and travel distance. The speedometer re-
ceives 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-
fer case output shaft. The sensor is driven through
the adapter by a speedometer pinion gear. The
adapter and pinion vary with transmission, axle ratio
and tire size. Refer to Group 21 - Transmission and
Transfer Case for more information.
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
All indicator lamps, except the four-wheel drive in-
dicator, are located in the main cluster tell-tale area
above the steering column opening. Each of the
lamps is served by the main cluster printed circuit
and cluster connector. The four-wheel drive indicator
lamp is located in the gauge package cluster and is
served by the gauge package printed circuit and clus-
ter connector.
Up to eleven indicator lamps can be found in the
tell-tale area of the main cluster. These lamps are ar-
ranged in two rows, with six lamps in the upper row
and five lamps in the lower row.
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, battery
JINSTRUMENT PANEL AND GAUGESÐYJ 8E - 25