1995 JEEP YJ length

ANTENNA
All models use a fixed-length stainless steel rod-
type antenna mast, installed at the right front (fend-
er on XJ, cowl side on YJ) of the vehicle. The
antenna mast is connected to the center wire of the
coaxial antenna cable and is not grounded to any
part of the vehicle.
To eliminate static, the antenna base must have a
good ground. The coaxial antenna cable shield (the
outer wire mesh of the cable) is grounded to the an-
tenna base and the radio chassis.
The factory installed ETRs automatically compen-
sate for radio antenna trim. Therefore, no antenna
trimmer adjustment is required or possible when re-
placing the receiver or the antenna.
RADIO NOISE SUPPRESSION
Radio Frequency Interference (RFI) and Electro-
Magnetic Interference (EMI) noise suppression is ac-
complished primarily through circuitry internal to
the radio receivers. These internal suppression de-
vices are only serviced as a part of the radio receiver.External suppression devices that are serviceable
and should be checked in the case of RFI or EMI
noise complaints include the following:
²radio antenna base ground
²engine-to-body ground strap
²resistor-type spark plugs
²radio suppression-type secondary ignition wiring.
In addition, if the source of RFI or EMI noise is
identified as a component on the vehicle (i.e.:genera-
tor, blower motor, etc.), the ground path for that com-
ponent should be checked. If excessive resistance is
found in that circuit, repair as required before con-
sidering any component replacement.
Fleet vehicles are available with an extra-cost RFI-
suppressed Powertrain Control Module (PCM). This
unit reduces interference generated by the PCM on
some radio frequencies used in two-way radio com-
munications. However, this unit will not resolve com-
plaints of RFI in the commercial AM or FM radio
frequency ranges.
DIAGNOSIS
RADIO
CAUTION: Do not operate the radio with speaker
leads detached since damage to the transistors
may result.
(1) Check fuse 2 in fuseblock module and fuse in
back of radio chassis. If OK, go to next step. If not
OK, replace fuse.
(2) Turn ignition switch to ON position. Check for
battery voltage at fuse 2. If OK, go to next step. If
not OK, repair circuit to ignition switch as required.
(3) Turn ignition switch to OFF position. Discon-
nect battery negative cable. Remove instrument clus-
ter bezel. Remove radio, but do not unplug any
connections. Check for continuity between the radio
chassis and a good ground. There should be continu-
ity. If OK, go to next step. If not OK, repair radio
ground circuit as required.
(4) Connect battery negative cable. Turn ignition
switch to ON position. See Radio Connections chart.
Check for battery voltage at cavity 3 of radio connec-
tor. If OK, go to next step. If not OK, repair circuit to
fuse 2 as required.
(5) Turn ignition switch to OFF position. Check for
battery voltage at cavity 4 of radio connector. If OK,
replace radio. If not OK, repair circuit to IOD fuse in
PDC as required.
SPEAKERS
CAUTION: Do not operate the radio with speaker
leads detached since damage to the transistors
may result.
(1) Turn radio on and adjust balance and fader
controls to check performance of each individual
speaker. Note the speaker locations that are not per-
forming correctly. Go to next step.
(2) Turn radio off. Disconnect battery negative ca-
ble. Remove instrument cluster bezel and remove ra-
dio. See Radio Connections chart. Check both the
speaker feed and return cavities at radio for continu-
ity to a good ground. There should be no continuity.
If OK, go to next step. If not OK, repair wiring cir-
cuit as required.
(3) Check resistance between speaker feed and re-
turn cavities. Meter should read between 3 and 8
ohms (speaker impedance). If OK, see diagnosis for
Radio. If not OK, go to next step.
(4) Unplug speaker wiring connector. Check for
continuity between speaker feed cavity at radio and
at speaker. Repeat check between speaker return
cavity at radio and at speaker. If OK, replace
speaker. If not OK, repair wiring circuit as required.
8F - 2 AUDIO SYSTEMSJ

The two pivot cranks are joined by a connecting link,
and a drive link connects the motor crank to the drive
link near the left pivot. Pressed-in plastic bushings in
the ends of the links can be replaced if worn or dam-
aged.
WINDSHIELD WIPER MOTOR
The two-speed permanent magnet wiper motor has
an integral transmission and park switch. The motor
is mounted to the engine side of the cowl panel with
a reinforcement/stud plate and a rubber-isolated
mounting bracket. The wiper motor output shaft
passes through the cowl panel into the cowl plenum
area, where a crank arm attached to the output shaft
drives the wiper drive link.
Wiper speed is controlled by current flow to the ap-
propriate set of brushes. The wiper motor completes
its wipe cycle when the switch is turned OFF, and
parks the blades in the lowest portion of the wipe
pattern. The wiper motor assembly can not be re-
paired. If faulty, the entire motor assembly must be
replaced. The crank arm, mounting bracket, and re-
inforcement/stud plate are available for service.
LIFTGATE WIPER MOTOR
The liftgate wiper motor contains integral elec-
tronic controls and a transmission to provide three
operating modes:
²intermittent wipe with a fixed 5 to 8 second delay
between wipes
²constant wipe that operates when the liftgate
washer is operated
²a park mode that runs the motor until the wiper
blade reaches the park position after the liftgate
wiper switch or ignition switch is turned OFF.
The liftgate wiper motor can not be repaired. If
faulty, the entire assembly must be replaced.
WINDSHIELD WIPER/WASHER SWITCH
Controls for the windshield wiper and washer sys-
tems are contained in the multi-function switch con-
trol lever. The multi-function switch is mounted on
the left side of the steering column between the
steering wheel and the instrument panel. This switch
also controls many other functions. The multi-func-
tion switch can not be repaired. If any function of the
switch is faulty, the entire switch must be replaced.
LIFTGATE WIPER/WASHER SWITCH
The single two-function switch on the instrument
panel right of the steering column controls the lift-
gate wiper and washer functions. The rocker-type
switch features a detent in the WIPE position, but
only momentary contact in the WASH position. Both
the liftgate wiper and liftgate washer motors will op-
erate continuously for as long as the switch is held in
the WASH position. The switch can not be repaired;
if faulty, it must be replaced.
INTERMITTENT WIPE MODULE
In addition to low and high speed, the optional inter-
mittent wipe system has a delay mode. The delay mode
has a range of 2 to 15 seconds. The length of the delay
is selected with a variable resistor in the wiper (multi-
function) switch and is accomplished by electronic cir-
cuitry within the intermittent wipe module. If the
washer knob is depressed while the wiper (multi-func-
tion) switch is in the OFF position, the intermittent
wipe module will operate the wiper motor for approxi-
mately 2 wipes and automatically turn the motor off.
The intermittent wipe module is mounted to the
lower instrument panel, behind the knee blocker and
near the steering column with a hook and loop fas-
tener patch. The module can not be repaired.
WINDSHIELD WASHER NOZZLES
The two fluidic washer nozzles are riveted into
openings in the cowl grille panel below the wind-
shield and are not adjustable. Washer fluid is fed to
the nozzles through hoses clipped to the underside of
the cowl grille panel. The nozzles can not be repaired
and, if faulty, should be replaced.
LIFTGATE WASHER NOZZLE
The single liftgate washer nozzle snaps into place
on the liftgate wiper arm. Washer fluid is fed to the
nozzle from the washer reservoir in the engine com-
partment. A liftgate washer hose system is routed
through the body of the vehicle with the body wiring
harness from the reservoir to the liftgate. The fluid
passes through a nipple on the liftgate wiper motor
output shaft bezel to a hose clipped to the underside
of the wiper arm. The nozzle can not be repaired and,
if faulty, should be replaced.
WASHER RESERVOIR
The washer solvent reservoir is mounted to the left
front inner fender shield near the cowl panel. The
same reservoir is used for both the standard front
and optional liftgate washer systems. It also has a
provision for a low washer fluid level sensor. Refer to
Group 8E - Instrument Panel and Gauges for diagno-
sis and service of the sensor. The reservoir and filler
cap are available for service.
WASHER PUMPS
The washer pump and motor are press-fit into a
rubber grommet near the bottom of the washer res-
ervoir. Vehicles with the optional liftgate wiper/
washer system have two pumps installed in the
single reservoir. A permanently lubricated and sealed
motor is coupled to a rotor-type pump. Washer fluid
is gravity fed from the reservoir to the pump. The
pump then pressurizes the fluid and forces it through
the plumbing to the nozzles when the motor is ener-
gized. The pump and motor can not be repaired. If
faulty, the entire assembly must be replaced.
8K - 2 WIPER AND WASHER SYSTEMS - XJJ

The liftgate wiper motor can not be repaired. If
faulty, the entire assembly must be replaced.
WINDSHIELD WIPER/WASHER SWITCH
Controls for the windshield wiper and washer sys-
tems are contained in the turn signal switch lever.
The turn signal switch lever is mounted on the left
side of the steering column between the steering
wheel and the instrument panel. The wiper/washer
switch can not be repaired. If any function of the
switch is faulty, the entire switch must be replaced.
LIFTGATE WIPER/WASHER SWITCH
The single two-function switch on the instrument
panel right of the steering column controls the lift-
gate wiper and washer functions. The rocker-type
switch features a detent in the WIPE position, but
only momentary contact in the WASH position. Both
the liftgate wiper and liftgate washer motors will op-
erate continuously for as long as the switch is held in
the WASH position. The switch can not be repaired;
if faulty, it must be replaced.
INTERMITTENT WIPE MODULE
In addition to low and high speed, the optional in-
termittent wipe system has a delay mode. The delay
mode has a range of 2 to 15 seconds. The length of
the delay is selected with a variable resistor in the
wiper switch and is accomplished by electronic cir-
cuitry within the intermittent wipe module. If the
washer knob is depressed while the wiper switch is
in the OFF position, the intermittent wipe module
will operate the wiper motor for approximately 2
wipes and automatically turn the motor off.
The intermittent wipe module is mounted to a
bracket behind the lower instrument panel, near the
steering column with a hook and loop fastener patch.
The module can not be repaired.
WINDSHIELD WASHER NOZZLES
The two fluidic washer nozzles are screwed into
openings in the cowl panel below the windshield and
are not adjustable. Washer fluid is fed to the nozzles
through hoses underneath the cowl panel. The noz-
zles can not be repaired and, if faulty, should be re-
placed.
LIFTGATE WASHER NOZZLE
The single liftgate washer nozzle is installed
through the liftgate glass and secured with a nut on
the inside of the glass. Washer fluid is fed to the noz-
zle from the washer reservoir in the engine compart-
ment. A liftgate washer hose system is routed
through the body of the vehicle with the body wiring
harness from the reservoir to the liftgate. The nozzle
can not be repaired and, if faulty, should be replaced.
WASHER RESERVOIR
The washer solvent reservoir is mounted with a
bracket to the left front inner fender shield near the
cowl panel. The same reservoir is used for both the
standard front and optional liftgate washer systems.
The reservoir and filler cap are available for service.
WASHER PUMPS
The washer pump and motor are press-fit into a
rubber grommet near the bottom of the washer res-
ervoir. Vehicles with the optional liftgate wiper/
washer system have two pumps installed in the
single reservoir. A permanently lubricated and sealed
motor is coupled to a rotor-type pump. Washer fluid
is gravity fed from the reservoir to the pump. The
pump then pressurizes the fluid and forces it through
the plumbing to the nozzles when the motor is ener-
gized. The pump and motor can not be repaired. If
faulty, the entire assembly must be replaced.
JWIPER AND WASHER SYSTEMS - YJ 8K - 11

(5) Reset the terminal locking tang, if it has one.
(6) Insert the removed wire in the same cavity on
the repair connector.
(7) Repeat steps four through six for each wire in
the connector, being sure that all wires are inserted
into the proper cavities. For additional connector pin-
out identification, refer to the wiring diagrams.
(8) Insert the connector locking wedge into the re-
paired connector, if required.
(9) Connect connector to its mating half/component.
(10) Connect battery and test all affected systems.
CONNECTOR AND TERMINAL REPLACEMENT
(1) Disconnect battery.
(2) Disconnect the connector (that is to be repaired)
from its mating half/component.
(3) Cut off the existing wire connector directly be-
hind the insulator. Remove six inches of tape from the
harness.
(4) Stagger cut all wires on the harness side at 1/2
inch intervals (Fig. 17).(5) Remove 1 inch of insulation from each wire on
the harness side.
(6) Stagger cut the matching wires on the repair
connector assembly in the opposite order as was done
on the harness side of the repair. Allow extra length
for soldered connections. Check that the overall
length is the same as the original (Fig. 17).
(7) Remove 1 inch of insulation from each wire.
(8) Place a piece of heat shrink tubing over one side
of the wire. Be sure the tubing will be long enough to
cover and seal the entire repair area.
(9) Spread the strands of the wire apart on each
part of the exposed wires (Fig. 11 example 1).
(10) Push the two ends of wire together until the
strands of wire are close to the insulation (Fig. 11
example 2).
(11) Twist the wires together (Fig. 11 example 3).
(12) Solder the connection together using rosin core
type solder only.Do not use acid core solder.
(13) Center the heat shrink tubing over the joint
and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant comes out of both
ends of the tubing.
Fig. 13 Using Special Tool 6742
Fig. 14 Connector Locking Wedge Tab (Typical)
Fig. 15 Terminal Removal
Fig. 16 Terminal Removal Using Special Tool
JWIRING DIAGRAMSÐGENERAL INFORMATION 8W - 7

(14) Repeat steps 8 through 13 for each wire.
(15) Re-tape the wire harness starting 1-1/2 inches
behind the connector and 2 inches past the repair.
(16) Re-connect the repaired connector.
(17) Connect the battery, and test all affected sys-
tems.
TERMINAL REPLACEMENT
(1) Disconnect battery.
(2) Disconnect the connector being repaired from
its mating half.
(3) Remove connector locking wedge, if required
(Fig. 14).
(4) Position the connector locking finger away from
the terminal using the proper pick from special tool
kit 6680. Pull on the wire to remove the terminal
from the connector (Figs. 15 and 16).
(5) Cut the wire 6 inches from the back of the
connector.
(6) Remove 1 inch of insulation from the wire on
the harness side.
(7) Select a wire from the terminal repair assembly
that best matches the color wire being repaired.
(8) Cut the repair wire to the proper length and
remove 1 inch of insulation.
(9) Place a piece of heat shrink tubing over one side
of the wire. Make sure the tubing will be long enough
to cover and seal the entire repair area.
(10) Spread the strands of the wire apart on each
part of the exposed wires (Fig. 11 example 1).
(11) Push the two ends of wire together until the
strands of wire are close to the insulation (Fig. 11
example 2).
(12) Twist the wires together (Fig. 11 example 3).(13) Solder the connection together using rosin core
type solder only.Do not use acid core solder.
(14) Center the heat shrink tubing over the joint
and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant comes out of both
ends of the tubing.
(15) Insert the repaired wire into the connector.
(16) Install the connector locking wedge, if re-
quired, and reconnect the connector to its mating
half/component.
(17) Re-tape the wire harness starting 1-1/2 inches
behind the connector and 2 inches past the repair.
(18) Connect the battery, and test all affected sys-
tems.
DIODE REPLACEMENT
(1) Disconnect the battery.
(2) Locate the diode in the harness, and remove the
protective covering.
(3) Remove the diode from the harness, pay atten-
tion to the current flow direction (Fig. 18).
(4) Remove the insulation from the wires in the
harness. Only remove enough insulation to solder in
the new diode.
(5) Install the new diode in the harness, making
sure current flow is correct. If necessary, refer to the
appropriate wiring diagram for current flow.
(6) Solder the connection together using rosin core
type solder only.Do not use acid core solder.
(7) Tape the diode to the harness using electrical
tape. Make sure the diode is completely sealed from
the elements.
(8) Re-connect the battery, and test affected sys-
tems.Fig. 17 Stagger Cutting Wires (Typical)
Fig. 18 Diode Identification
8W - 8 WIRING DIAGRAMSÐGENERAL INFORMATIONJ

(3) Connect the CCV hoses (Fig. 1).
(4) Connect negative cable to battery.
VALVE COMPONENT REPLACEÐCYLINDER HEAD
NOT REMOVED
ROCKER ARMS AND PUSH RODS
This procedure can be done with the engine in or
out of the vehicle.
REMOVAL
(1) Remove the engine cylinder head cover.
(2) Remove the capscrews at each bridge and pivot
assembly (Fig. 2). Alternately loosen the capscrews
one turn at a time to avoid damaging the bridges.
(3) Check for rocker arm bridges which are causing
misalignment of the rocker arm to valve tip area.
(4) Remove the bridges, pivots and corresponding
pairs of rocker arms (Fig. 2). Place them on a bench
in the same order as removed.
(5) Remove the push rods and place them on a
bench in the same order as removed.
CLEANING
Clean all the components with cleaning solvent.
Use compressed air to blow out the oil passages in
the rocker arms and push rods.
INSPECTION
Inspect the pivot surface area of each rocker arm.
Replace any that are scuffed, pitted, cracked or ex-
cessively worn.
Inspect the valve stem tip contact surface of each
rocker arm and replace any rocker arm that is deeply
pitted.Inspect each push rod end for excessive wear and
replace as required. If any push rod is excessively
worn because of lack of oil, replace it and inspect the
corresponding hydraulic tappet for excessive wear.
Inspect the push rods for straightness by rolling
them on a flat surface or by shining a light between
the push rod and the flat surface.
A wear pattern along the length of the push rod is
not normal. Inspect the engine cylinder head for ob-
struction if this condition exists.
INSTALLATION
(1) Lubricate the ball ends of the push rods with
Mopar Engine Oil Supplement, or equivalent and in-
stall push rods in their original locations. Ensure
that the bottom end of each push rod is centered in
the tappet plunger cap seat.
(2) Using Mopar Engine Oil Supplement, or equiv-
alent, lubricate the area of the rocker arm that the
pivot contacts. Install rocker arms, pivots and bridge
above each cylinder in their original position.
(3) Loosely install the capscrews through each
bridge.
(4) At each bridge, tighten the capscrews alter-
nately, one turn at a time, to avoid damaging the
bridge. Tighten the capscrews to 28 Nzm (21 ft. lbs.)
torque.
(5) Install the engine cylinder head cover.
VALVE SPRINGS AND OIL SEALS
This procedure can be done with the engine cylin-
der head installed on the block.
REMOVAL
Each valve spring is held in place by a retainer and
a set of conical valve locks. The locks can be removed
only by compressing the valve spring.
(1) Remove the engine cylinder head cover.
(2) Remove capscrews, bridge and pivot assemblies
and rocker arms for access to each valve spring to be
removed.
(3) Remove push rods. Retain the push rods,
bridges, pivots and rocker arms in the same order
and position as removed.
(4) Inspect the springs and retainer for cracks and
possible signs of weakening.
(5) Remove the spark plug(s) adjacent to the cylin-
der(s) below the valve springs to be removed.
(6) Install a 14 mm (1/2 inch) (thread size) air hose
adaptor in the spark plug hole.
(7) Connect an air hose to the adapter and apply
air pressure slowly. Maintain at least 621 kPa (90
psi) of air pressure in the cylinder to hold the valves
against their seats. For vehicles equipped with an air
conditioner, use a flexible air adaptor when servicing
the No.1 cylinder.
(8) Tap the retainer or tip with a rawhide hammer
to loosen the lock from the retainer. Use Valve Spring
Fig. 2 Rocker Arm Assembly
J2.5L ENGINE 9 - 23

PREFERRED METHOD:
(1) Remove the valve from the head.
(2) Clean the valve stem guide bore with solvent
and a bristle brush.
(3) Insert a telescoping gauge into the valve stem
guide bore approximately 9.525 mm (.375 inch) from
the valve spring side of the head (Fig. 10).
(4) Remove and measure telescoping gauge with a
micrometer.
(5) Repeat the measurement with contacts length-
wise to engine cylinder head.
(6) Compare the crosswise to lengthwise measure-
ments to determine out-of-roundness. If the measure-
ments differ by more than 0.0635 mm (0.0025 in.),
ream the guide bore to accommodate an oversize
valve stem.
(7) Compare the measured valve guide bore diam-
eter with specifications (7.95-7.97 mm or 0.313-0.314
inch). If the measurement differs from specification
by more than 0.076 mm (0.003 inch), ream the guide
bore to accommodate an oversize valve stem.
ALTERNATIVE METHOD:
(1) Use a dial indicator to measure the lateral
movement of the valve stem (stem-to-guide clear-
ance). This must be done with the valve installed in
its guide and just off the valve seat (Fig. 11).
(2) Correct clearance is 0.025-0.0762 mm (0.001-
0.003 inch). If indicated movement exceeds the spec-
ification ream the valve guide to accommodate an
oversize valve stem.
Valve seats must be ground after reaming the
valve guides to ensure that the valve seat is
concentric to the valve guide.
VALVE SPRING TENSION TEST
Use a Universal Valve Spring Tester and a torque
wrench to test each valve spring for the specified ten-
sion value (Fig. 12).
Replace valve springs that are not within specifica-
tions.
INSTALLATION
(1) Thoroughly clean the valve stems and the valve
guide bores.
(2) Lightly lubricate the stem.
(3) Install the valve in the original valve guide
bore.
(4) Install the replacement valve stem oil seals on
the valve stems. If the 0.381 mm (0.015 inch) over-
size valve stems are used, oversize oil seals are re-
quired.
(5) Position the valve spring and retainer on the
engine cylinder head and compress the valve spring
with Valve Spring Compressor Tool MD-998772A.
(6) Install the valve locks and release the tool.
(7) Tap the valve spring from side to side with a
hammer to ensure that the spring is properly seated
Fig. 10 Measurement of Valve Guide Bore Diameter
Fig. 11 Measurement of Lateral Movement Of Valve
Stem
Fig. 12 Valve Spring Tester
J2.5L ENGINE 9 - 29

LUBRICATION SYSTEM
A gearÐtype positive displacement pump is
mounted at the underside of the block opposite the
No. 4 main bearing. The pump draws oil through the
screen and inlet tube from the sump at the rear of
the oil pan. The oil is driven between the drive and
idler gears and pump body, then forced through the
outlet to the block. An oil gallery in the block chan-
nels the oil to the inlet side of the full flow oil filter.
After passing through the filter element, the oil
passes from the center outlet of the filter through an
oil gallery that channels the oil up to the main gal-
lery which extends the entire length of the block.
Galleries extend downward from the main oil gal-
lery to the upper shell of each main bearing. The
crankshaft is drilled internally to pass oil from the
main bearing journals (except number 4 main bear-
ing journal) to the connecting rod journals. Each con-
necting rod bearing cap has a small squirt hole, oilpasses through the squirt hole and is thrown off as
the rod rotates. This oil throwoff lubricates the cam-
shaft lobes, distributor drive gear, cylinder walls, and
piston pins.
The hydraulic valve tappets receive oil directly
from the main oil gallery. Oil is provided to the cam-
shaft bearing through galleries. The front camshaft
bearing journal passes oil through the camshaft
sprocket to the timing chain. Oil drains back to the
oil pan under the number one main bearing cap.
The oil supply for the rocker arms and bridged
pivot assemblies is provided by the hydraulic valve
tappets which pass oil through hollow push rods to a
hole in the corresponding rocker arm. Oil from the
rocker arm lubricates the valve train components,
then passes down through the push rod guide holes
in the cylinder head past the valve tappet area, and
returns to the oil pan.
J2.5L ENGINE 9 - 37