1995 JEEP YJ turn signal

The throttle body has an air control passage that
provides air for the engine at idle (the throttle plate
is closed). The IAC motor pintle protrudes into the
air control passage and regulates air flow through it.
Based on various sensor inputs, the powertrain con-
trol module (PCM) adjusts engine idle speed by mov-
ing the IAC motor pintle in and out of the air control
passage. The IAC motor is positioned when the igni-
tion key is turned to the On position.
A (factory adjusted) set screw is used to mechani-
cally limit the position of the throttle body throttle
plate.Never attempt to adjust the engine idle
speed using this screw.All idle speed functions are
controlled by the PCM.
IGNITION COILÐPCM OUTPUT
System voltage is supplied to the ignition coil pos-
itive terminal. The powertrain control module (PCM)
operates the ignition coil.Base (initial) ignition
timing is not adjustable.The PCM adjusts ignition
timing to meet changing engine operating conditions.
The ignition coil is located near the distributor
(Fig. 22).
Refer to Group 8D, Ignition System for additional
information.
MALFUNCTION INDICATOR LAMPÐPCM OUTPUT
The malfunction indicator lamp illuminates each
time the ignition key is turned on. It will stay on for
approximately three seconds as a bulb test. The lamp
is displayed on the instrument panel as the CHECK
ENGINE lamp (Figs. 23 or 24).
If the powertrain control module (PCM) receives an
incorrect signal, or no signal from certain sensors or
emission related systems, the lamp is turned on. This
is a warning that the PCM has recorded a system or
sensor malfunction. In some cases, when a problem is
declared, the PCM will go into a limp-in mode. This
is an attempt to keep the system operating. It signals
an immediate need for service.The lamp can also be used to display a Diagnostic
Trouble Code (DTC). Cycle the ignition switch On-
Off-On-Off-On within three seconds and any codes
stored in the PCM memory will be displayed. This is
done in a series of flashes representing digits. Refer
to On-Board Diagnostics in the General Diagnosis
section of this group for more information.
RADIATOR FAN RELAYÐPCM OUTPUT
XJ MODELS ONLY
The electric radiator cooling fan used in XJ models
(equipped with 4.0L engine, heavy duty cooling
and/or air conditioning) is controlled by the power-
train control module (PCM) through radiator fan re-
lay. The relay is energized when coolant temperature
is above 103ÉC (217ÉF). It will then de-energize when
Fig. 22 Ignition CoilÐTypical
Fig. 23 Check Engine LampÐXJ ModelsÐTypical
Fig. 24 Check Engine LampÐYJ ModelsÐTypical
14 - 28 FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATIONJ

coolant temperature drops to 98ÉC (208ÉF). Refer to
Group 7, Cooling Systems for more information.
The relay is located in the power distribution cen-
ter (PDC) (Fig. 25).
The electric radiator cooling fan is not used on YJ
models.
SCI TRANSMITÐPCM OUTPUT
SCI Transmit is the serial data communication
transmit circuit for the DRB scan tool. The power-
train control module (PCM) transmits data to the
DRB through the SCI Transmit circuit.
SHIFT INDICATORÐPCM OUTPUT
Vehicles equipped with manual transmissions have
an Up-Shift indicator lamp. The lamp is controlled by
the powertrain control module (PCM). The lamp illu-
minates on the instrument panel 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 shift of gears is not per-
formed. The up-shift lamp will remain off until vehi-
cle stops accelerating and is brought back to range of
up-shift lamp operation. This will also happen if ve-
hicle is shifted into fifth gear.
The indicator lamp is normally illuminated when
the ignition switch is turned on and it is turned off
when the engine is started up. With the engine run-
ning, the lamp is turned on/off depending upon en-
gine speed and load.
SPEED CONTROLÐPCM OUTPUT
Speed control operation is regulated by the power-
train control module (PCM). The PCM controls the
vacuum to the throttle actuator through the speed
control vacuum and vent solenoids. Refer to Group
8H for speed control information.
TACHOMETERÐPCM OUTPUT
The powertrain control module (PCM) supplies en-
gine rpm values to the instrument cluster tachometer
(if equipped). Refer to Group 8E for tachometer infor-
mation.
TORQUE CONVERTER CLUTCH RELAYÐPCM
OUTPUT
ALL 2.5L 4 CYL. WITH 3-SPEED AUTO. TRANS
4.0L 6 CYL. YJ MODELS WITH 3-SPEED AUTO.
TRANS
The transmission mounted torque converter clutch
(TCC) solenoid is used to control the torque con-
verter. The solenoid is controlled through the power-
train control module (PCM) and by the TCC relay.
This relay is used only on vehicles equipped with a
3-speed automatic transmission.
An electrical output signal is sent from the PCM to
the TCC relay after the PCM receives information
from the vehicle speed, MAP, throttle position and
engine coolant temperature sensors. After the TCC
relay receives this necessary information, it will send
a signal to the torque converter clutch solenoid to
control the torque converter.
On YJ models the TCC relay is located in the en-
gine compartment, on the cowl panel and near the
battery (Fig. 26). On XJ models the TCC relay is lo-
cated in the power distribution center (PDC) (Fig.
25).
AIR CLEANER
The air cleaner assembly used on all models (Figs.
27 or 28) is open to ambient air. The blend air door
and vacuum motor that was used on engines of pre-
vious model years to supply heated air, is no longer
used. The air cleaner housing contains the engine air
cleaner element.
Fig. 25 PDCÐXJ Models
Fig. 26 TCC Relay LocationÐYJ Models
JFUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION 14 - 29

²The powertrain control module (PCM) pre-posi-
tions the idle air control (IAC) motor.
²The PCM determines atmospheric air pressure
from the MAP sensor input to determine basic fuel
strategy.
²The PCM monitors the engine coolant temperature
sensor input. The PCM modifies fuel strategy based
on this input.
²Intake manifold air temperature sensor input is
monitored
²Throttle position sensor (TPS) is monitored
²The auto shutdown (ASD) relay is energized by the
PCM for approximately three seconds.
²The fuel pump is energized through the fuel pump
relay by the PCM. The fuel pump will operate for ap-
proximately three seconds unless the engine is oper-
ating or the starter motor is engaged
²The O2S sensor heater element is energized
through the fuel pump relay. The O2S sensor input is
not used by the PCM to calibrate air-fuel ratio dur-
ing this mode of operation.
²The up-shift indicator lamp is illuminated (manual
transmission only).
ENGINE START-UP MODE
This is an Open Loop mode. The following actions
occur when the starter motor is engaged.
The powertrain control module (PCM) receives in-
puts from:
²Battery voltage
²Engine coolant temperature sensor
²Crankshaft position sensor
²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Starter motor relay
²Camshaft position sensor signal
The PCM monitors the crankshaft position sensor.
If the PCM does not receive a crankshaft position
sensor signal within 3 seconds of cranking the en-
gine, it will shut down the fuel injection system.
The fuel pump is activated by the PCM through
the fuel pump relay.
Voltage is applied to the fuel injectors with the
PCM. The PCM will then control the injection se-
quence and injector pulse width by turning the
ground circuit to each individual injector on and off.
The PCM determines the proper ignition timing ac-
cording to input received from the crankshaft posi-
tion sensor.
ENGINE WARM-UP MODE
This is an Open Loop mode. During engine warm-
up, the powertrain control module (PCM) receives in-
puts from:
²Battery voltage
²Crankshaft position sensor
²Engine coolant temperature sensor²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Camshaft position sensor signal (in the distribu-
tor)
²Park/neutral switch (gear indicator signalÐauto.
trans. only)
²Air conditioning select signal (if equipped)
²Air conditioning request signal (if equipped)
Based on these inputs the following occurs:
²Voltage is applied to the fuel injectors with the
powertrain control module (PCM). The PCM will
then control the injection sequence and injector pulse
width by turning the ground circuit to each individ-
ual injector on and off.
²The PCM adjusts engine idle speed through the
idle air control (IAC) motor and adjusts ignition tim-
ing.
²The PCM operates the A/C compressor clutch
through the clutch relay. This is done if A/C has been
selected by the vehicle operator and requested by the
A/C thermostat.
²If the vehicle has a manual transmission, the up-
shift lamp is operated by the PCM.
²When engine has reached operating temperature,
the PCM will begin monitoring O2S sensor input.
The system will then leave the warm-up mode and go
into closed loop operation.
IDLE MODE
When the engine is at operating temperature, this
is a Closed Loop mode. At idle speed, the powertrain
control module (PCM) receives inputs from:
²Air conditioning select signal (if equipped)
²Air conditioning request signal (if equipped)
²Battery voltage
²Crankshaft position sensor
²Engine coolant temperature sensor
²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Camshaft position sensor signal (in the distribu-
tor)
²Battery voltage
²Park/neutral switch (gear indicator signalÐauto.
trans. only)
²Oxygen sensor
Based on these inputs, the following occurs:
²Voltage is applied to the fuel injectors with the
powertrain control module (PCM). The PCM will
then control injection sequence and injector pulse
width by turning the ground circuit to each individ-
ual injector on and off.
²The PCM monitors the O2S sensor input and ad-
justs air-fuel ratio by varying injector pulse width. It
also adjusts engine idle speed through the idle air
control (IAC) motor.
JFUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATION 14 - 31

²The PCM adjusts ignition timing by increasing
and decreasing spark advance.
²The PCM operates the A/C compressor clutch
through the clutch relay. This happens if A/C has
been selected by the vehicle operator and requested
by the A/C thermostat.
The optional Extended Idle Switch is used to raise
the engine idle speed to approximately 1000 rpm.
This is when the shifter is in either the Park or Neu-
tral position. A rocker-type 2-wire switch (extended
idle switch) is mounted to the instrument panel. This
switch will supply a ground circuit to the powertrain
control module (PCM).The switch is available
only with 4.0L engine when supplied with the
optional police package.
CRUISE MODE
When the engine is at operating temperature, this
is a Closed Loop mode. At cruising speed, the power-
train control module (PCM) receives inputs from:
²Air conditioning select signal (if equipped)
²Air conditioning request signal (if equipped)
²Battery voltage
²Engine coolant temperature sensor
²Crankshaft position sensor
²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Camshaft position sensor signal (in the distribu-
tor)
²Park/neutral switch (gear indicator signalÐauto.
trans. only)
²Oxygen (O2S) sensor
Based on these inputs, the following occurs:
²Voltage is applied to the fuel injectors with the
PCM. The PCM will then adjust the injector pulse
width by turning the ground circuit to each individ-
ual injector on and off.
²The PCM monitors the O2S sensor input and ad-
justs air-fuel ratio. It also adjusts engine idle speed
through the idle air control (IAC) motor.
²The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
²The PCM operates the A/C compressor clutch
through the clutch relay. This happens if A/C has
been selected by the vehicle operator and requested
by the A/C thermostat.
ACCELERATION MODE
This is an Open Loop mode. The powertrain control
module (PCM) recognizes an abrupt increase in
throttle position or MAP pressure as a demand for
increased engine output and vehicle acceleration. The
PCM increases injector pulse width in response to in-
creased throttle opening.
DECELERATION MODE
When the engine is at operating temperature, this
is an Open Loop mode. During hard deceleration, the
powertrain control module (PCM) receives the follow-
ing inputs.
²Air conditioning select signal (if equipped)
²Air conditioning request signal (if equipped)
²Battery voltage
²Engine coolant temperature sensor
²Crankshaft position sensor
²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Camshaft position sensor signal (in the distribu-
tor)
²Park/neutral switch (gear indicator signalÐauto.
trans. only)
If the vehicle is under hard deceleration with the
proper rpm and closed throttle conditions, the PCM
will ignore the oxygen sensor input signal. The PCM
will enter a fuel cut-off strategy in which it will not
supply battery voltage to the injectors. If a hard de-
celeration does not exist, the PCM will determine the
proper injector pulse width and continue injection.
Based on the above inputs, the PCM will adjust en-
gine idle speed through the idle air control (IAC) mo-
tor.
The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
The PCM opens the ground circuit to the A/C
clutch relay to disengage the A/C compressor clutch.
This is done until the vehicle is no longer under de-
celeration (if the A/C system is operating).
WIDE OPEN THROTTLE MODE
This is an Open Loop mode. During wide open
throttle operation, the powertrain control module
(PCM) receives the following inputs.
²Battery voltage
²Crankshaft position sensor
²Engine coolant temperature sensor
²Intake manifold air temperature sensor
²Manifold absolute pressure (MAP) sensor
²Throttle position sensor (TPS)
²Camshaft position sensor signal (in the distribu-
tor)
During wide open throttle conditions, the following
occurs:
²Voltage is applied to the fuel injectors with the
powertrain control module (PCM). The PCM will
then control the injection sequence and injector pulse
width by turning the ground circuit to each individ-
ual injector on and off. The PCM ignores the oxygen
sensor input signal and provides a predetermined
amount of additional fuel. This is done by adjusting
injector pulse width.
²The PCM adjusts ignition timing by turning the
ground path to the coil on and off.
14 - 32 FUEL SYSTEM COMPONENT DESCRIPTION/SYSTEM OPERATIONJ

EXTENDED IDLE SWITCH TEST
OPTIONAL POLICE PACKAGE ONLY
OPERATION
The extended idle switch is used to raise the en-
gine idle speed to approximately 1000 rpm when the
shifter is in either the Park or Neutral position. A
rocker-type 2-wire switch (extended idle switch) is
mounted to the instrument panel.This switch is
available only with 4.0L engine when supplied
with the optional police package.
TESTING
The extended idle switch will control a ground cir-
cuit going to the powertrain control module (PCM).
When a ground signal (through this switch) has been
received at pin number 10 in the PCM, engine idle
speed will increase.
Bring the engine to normal operating temperature
and turn the extended idle switch to the ON position.
Engine speed should now increase to approximately
1000 rpm when the shifter is in either the Park or
Neutral position. If engine speed does not increase,
apply a good ground to pin number 10 at the PCM
using a small paper clip. Be careful not to damage
the wiring with the paper clip. If the engine speed
now increases, it can be assumed that the PCM is
functioning correctly. Check the instrument panel
mounted switch for a closed ground circuit when in
the ON position. If the engine speed will not increase
after applying a ground to pin number 10, replace
the PCM. Refer to Group 8W, Wiring Diagrams for
circuit and wiring information.
THROTTLE POSITION SENSOR (TPS) TEST
To perform a complete test of the sensor and its cir-
cuitry, refer to DRB scan tool and appropriate Pow-
ertrain Diagnostics Procedures manual. To test the
sensor only, refer to the following:
The throttle position sensor (TPS) can be tested
with a digital voltmeter. The center terminal of the
TPS is the output terminal (Figs. 38 or 39).
With the ignition key in the ON position, back-
probe the TPS connector. Check the TPS output volt-
age at the center terminal wire of the connector.
Check this at idle (throttle plate closed) and at wide
open throttle (WOT). At idle, TPS output voltage
should must be greater than 200 millivolts. At wide
open throttle, TPS output voltage must be less than
4.8 volts. The output voltage should increase gradu-
ally as the throttle plate is slowly opened from idle to
WOT.
TORQUE CONVERTER CLUTCH RELAY TEST
To test the relay only, refer to RelaysÐOperation/
Testing in this section of the group. To test the
torque converter clutch circuit and related compo-nents, refer to the appropriate Powertrain Diagnostic
Procedures manual for operation of the DRB scan
tool.
VEHICLE SPEED SENSOR TEST
To perform a complete test of the sensor and its cir-
cuitry, refer to DRB scan tool and appropriate Pow-
ertrain Diagnostics Procedures manual.
OXYGEN SENSOR (O2S) HEATING ELEMENT TEST
To perform a complete test of the O2S sensor (Fig.
40) and its circuitry, refer to DRB scan tool and ap-
propriate Powertrain Diagnostics Procedures manual.
To test the sensor only, refer to the following:
The oxygen sensor heating element can be tested
with an ohmmeter as follows:
With the sensor at room temperature 25 degrees C
(77 degrees F), disconnect the O2S sensor connector.
Connect the ohmmeter test leads across the white
wire terminals of the sensor connector. Resistance
should be between 5 and 7 ohms. Replace the sensor
if the ohmmeter displays an infinity (open) reading.
Fig. 38 TPS TestingÐ2.5L Engine
Fig. 39 TPS TestingÐ4.0L Engine
14 - 48 FUEL SYSTEM GENERAL DIAGNOSISJ

(8) Disconnect jumper wires from relay and 12 Volt
power source.
If continuity or resistance tests did not pass, re-
place relay. If tests passed, refer to Group 8W, Wiring
Diagrams for additional circuit information. Also re-
fer to the appropriate Powertrain Diagnostic Proce-
dures manual for operation of the DRB scan tool.
STARTER MOTOR RELAY TEST
Refer to Group 8A, Battery/Starting/Charging/Sys-
tem Diagnostics, for starter motor relay testing.
FUEL INJECTOR TEST
To perform a complete test of the fuel injectors and
their circuitry, refer to DRB scan tool and appropri-
ate Powertrain Diagnostics Procedures manual. To
test the injector only, refer to the following:
Disconnect the injector wire connector from the in-
jector. Place an ohmmeter on the injector terminals.
Resistance reading should be approximately 14.5
ohms61.2 ohms at 20ÉC (68ÉF). Proceed to the fol-
lowing Injector Diagnosis chart.When performing
the following tests from the chart, do not leave
electrical current applied to the injector for
longer than five seconds. Damage to injector
coil or internal injector seals could result.
FUEL SYSTEM PRESSURE TEST
Refer to the Fuel Delivery System section of this
group. See Fuel System Pressure Test.
ON-BOARD DIAGNOSTICS (OBD)
The powertrain control module (PCM) has been
programmed to monitor many different circuits of the
fuel injection system. If a problem is sensed in a
monitored circuit often enough to indicate an actual
problem, a Diagnostic Trouble Code (DTC) is stored.
The DTC will be stored in the PCM memory for even-
tual display to the service technician. If the problem
is repaired or ceases to exist, the PCM cancels the
DTC after 51 engine starts.Certain criteria must be met for a diagnostic trou-
ble code (DTC) to be entered into PCM memory. The
criteria may be a specific range of engine rpm, engine
temperature and/or input voltage to the PCM.
It is possible that a DTC for a monitored circuit
may not be entered into memory even though a mal-
function has occurred. This may happen because one
of the DTC criteria for the circuit has not been met.
Example: assume that one of the criteria for the
MAP sensor circuit is that the engine must be oper-
ating between 750 and 2000 rpm to be monitored for
a DTC. If the MAP sensor output circuit shorts to
ground when the engine rpm is above 2400 rpm, a 0
volt input will be seen by the PCM. A DTC will not
be entered into memory because the condition does
not occur within the specified rpm range.
A DTC indicates that the powertrain control mod-
ule (PCM) has recognized an abnormal signal in a
circuit or the system. A DTC may indicate the result
of a failure, but never identify the failed component
directly.
There are several operating conditions that the
PCM does not monitor and set a DTC for. Refer to
the following Monitored Circuits and Non-Monitored
Circuits in this section.
MONITORED CIRCUITS
The powertrain control module (PCM) can detect
certain problems in the fuel injection system.
Open or Shorted Circuit- The PCM can deter-
mine if sensor output (which is the input to PCM) is
within proper range. It also determines if the circuit
is open or shorted.
Output Device Current Flow- The PCM senses
whether the output devices are hooked up.
If there is a problem with the circuit, the PCM
senses whether the circuit is open, shorted to ground
(-), or shorted to (+) voltage.
Oxygen Sensor- The PCM can determine if the
oxygen sensor is switching between rich and lean.
This is, once the system has entered Closed Loop. Re-
fer to Open Loop/Closed Loop Modes Of Operation in
the Component Description/System Operation section
for an explanation of Closed (or Open) Loop opera-
tion.
NON-MONITORED CIRCUITS
The PCM does not monitor the following circuits,
systems or conditions that could have malfunctions
that result in driveability problems. A Diagnostic
Trouble Code (DTC) may not be displayed for these
conditions.
Fuel Pressure:Fuel pressure is controlled by the
vacuum assisted fuel pressure regulator. The PCM
cannot detect a clogged fuel pump inlet filter, clogged
in-line fuel filter, or a pinched fuel supply or return
Fig. 44 Fuel Injector Internal ComponentsÐTypical
JFUEL SYSTEM GENERAL DIAGNOSIS 14 - 51

(1) Make sure the front wheels are in thestraight
aheadposition.
(2) Disconnect the negative (ground) cable from the
battery.
(3) Remove steering wheel from column, refer to
Steering Wheel-Removal.
(4) Column shift vehicles, disconnect the shift ca-
ble grommet by prying it from the shift lever.
(5) Disconnect the column shaft to steering gear
coupler upper bolt (Fig. 3).
(6) Remove the lower portion of the instrument
panel, refer to Group 8E, Instrument Panel.
(7) Remove two nuts holding steering column
bracket to brake sled (Fig. 4).
(8) Remove four bolts holding steering column
bracket to column.(9) Disconnect the following items from the steer-
ing column connectors:
²Ignition switch wire harness
²Dimmer switch wire harness
²Turn signal switch wire harness
²Windshield wiper wire harness
²Cruise control wire harness (if equipped)
(10) Remove the bolts that attach the toe plate to
the floor pan (Fig. 5).
(11) Carefully remove column from vehicle.
INSTALLATION
CAUTION: Bumping, jolting and hammering on the
steering column shaft and gear shift tube must be
avoided during all service procedures.
(1) Carefully position column in vehicle.
(2) Align the column shaft to steering gear cou-
pling. Install and tighten the bolt to 34 Nzm (25 ft.
lbs.) torque.
(3) As applicable, connect the following items to
the steering column connectors:
²Ignition switch wire harness
²Dimmer switch wire harness
²Turn signal switch wire harness
²Windshield wiper wire harness
²Cruise control wire harness (if equipped)
(4) Install the support bracket on the column (Fig.
4) and tighten the bolts to 30 Nzm (270 in. lbs.)
torque.
(5) Install and tighten the column to brake sled
bolts (Fig. 4) to 30 Nzm (270 in. lbs.) torque.
Fig. 3 Column Shaft Coupler
Fig. 4 Column Bracket
Fig. 5 Steering Column Mounting
JSTEERING 19 - 59

(6) Column shift vehicles, install the shift cable
grommet on the shift lever.
(7) Install and tighten the toe plate to floor pan
bolts/nuts to 21.5 Nzm (192 in. lbs.) torque (Fig. 5).
(8) Install the lower portion of the instrument
panel, refer to Group 8E, Instrument Panel.
(9) Install steering wheel on column, refer to Steer-
ing Wheel-Installation.
(10) Connect the negative (ground) cable to the
battery.
NON-TILT STEERING COLUMN
DISASSEMBLYÐCOLUMN OR CONSOLE SHIFT
Steering column removal from the vehicle is not
necessary for;
²Lockplate cover
²Lockplate
²Steering shaft retaining ring
²Canceling cam
²Turn signal switch
²Upper bearing preload spring
²Ignition key/lock cylinder service
The steering column must be removed from
the vehicle to service any other component.
(1) If the column is removed for service, fabricate a
support fixture to clamp it in a vise (Fig. 1).
(2) Remove the steering wheel. Refer to the re-
moval procedure.
(3) Remove the lockplate cover.
WARNING: THE LOCKPLATE RETAINS A VERY
STRONG, SPRING FORCE. DO NOT ATTEMPT TOREMOVE THE STEERING SHAFT RETAINING SNAP
RING WITHOUT USING LOCKPLATE COMPRESSOR
C-4156.
(4) Compress the lockplate with Compressor
C-4156 and release the steering shaft retaining snap
ring (Fig. 2).
(5) Remove the lockplate compressor tool and the
retaining snap ring. Discard the snap ring.
CAUTION: When the steering shaft retaining snap
ring is removed, the steering shaft is no longer re-
tained within the column.
(6) Remove the lockplate, canceling cam, upper
bearing preload spring, and the thrust washer from
the steering column/shaft (Fig. 3).
(7) Remove the hazard warning switch knob. Press
the knob inward and remove it from the column by
turning it counterclockwise.
(8) Remove the turn signal/wiper/cruise control
stalk by pulling it out straight from the column.
Wiper must be in the off position.
(9) Disconnect the turn signal wire harness con-
nector from the bracket.
CAUTION: Wrap tape around the turn signal
switch wire harness connector (Fig. 4) to prevent it
from becoming entangled during removal.
(10) Remove the turn signal switch retaining
screws (Fig. 5), dimmer switch actuator arm, to re-
move the switch. Guide the switch straight up and
out of the steering column.
Fig. 1 Steering Column Support Fixture
Fig. 2 Retaining Snap Ring Removal
19 - 60 STEERINGJ