2002 JEEP GRAND CHEROKEE Hose

WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE, THEN WAIT
TWO MINUTES FOR THE SYSTEM CAPACITOR TO
DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
NON-DEPLOYED SUPPLEMENTAL RESTRAINTS
At no time should any source of electricity be per-
mitted near the inflator on the back of a non-de-
ployed airbag. When carrying a non-deployed airbag,
the trim cover or airbag cushion side of the unit
should be pointed away from the body to minimize
injury in the event of an accidental deployment. If
the airbag unit is placed on a bench or any other sur-
face, the trim cover or airbag cushion side of the unit
should be face up to minimize movement in the event
of an accidental deployment. In addition, the supple-
mental restraint system should be disarmed when-
ever any steering wheel, steering column, driver
airbag, passenger airbag, front impact sensor, side
impact sensor, side curtain airbag, or instrument
panel components require diagnosis or service. Fail-
ure to observe this warning could result in accidental
airbag deployment and possible personal injury.
All damaged, faulty or non-deployed airbags which
are replaced on vehicles are to be handled and dis-
posed of properly. If an airbag unit is faulty or dam-
aged and non-deployed, refer to the Hazardous
Substance Control System for proper disposal. Dis-
pose of all non-deployed and deployed airbags in a
manner consistent with state, provincial, local and
federal regulations.
SUPPLEMENTAL RESTRAINT STORAGE
Airbags must be stored in their original, special
container until they are used for service. Also, they
must be stored in a clean, dry environment; away
from sources of extreme heat, sparks, and high elec-
trical energy. Always place or store any airbag on a
surface with its trim cover or airbag cushion side fac-ing up, to minimize movement in case of an acciden-
tal deployment.
STANDARD PROCEDURE - SERVICE AFTER A
SUPPLEMENTAL RESTRAINT DEPLOYMENT
Any vehicle which is to be returned to use follow-
ing a supplemental restraint deployment, must have
the deployed restraints replaced. In addition, if the
driver airbag has been deployed, the clockspring
must be replaced. If the passenger airbag is
deployed, the instrument panel top pad must be
replaced. If a side curtain airbag has been deployed,
the complete airbag unit, the headliner, as well as
the upper A, B, C and D-pillar trim must be replaced.
These components are not intended for reuse and
will be damaged or weakened as a result of a supple-
mental restraint deployment, which may or may not
be obvious during a visual inspection.
The passenger airbag mounting points on the
instrument panel structural duct must be closely
inspected for damage, and the instrument panel
assembly replaced if structural duct damage is evi-
dent. On vehicles with an optional sunroof, the sun-
roof drain tubes and hoses must be closely inspected
following a side curtain airbag deployment. It is also
critical that the mounting surfaces and/or mounting
brackets for the front and side impact sensors be
closely inspected and restored to their original condi-
tions following any vehicle impact damage. Because
the ACM and each impact sensor are used by the
supplemental restraint system to monitor or confirm
the direction and severity of a vehicle impact,
improper orientation or insecure fastening of these
components may cause airbags not to deploy when
required, or to deploy when not required.
All other vehicle components should be closely
inspected following any supplemental restraint
deployment, but are to be replaced only as required
by the extent of the visible damage incurred.
AIRBAG SQUIB STATUS
Multistage airbags with multiple initiators (squibs)
must be checked to determine that all squibs were
used during the deployment event. The driver and
passenger airbags in this model are deployed by elec-
trical signals generated by the Airbag Control Mod-
ule (ACM) through the driver or passenger squib 1
and squib 2 circuits to the two initiators in the air-
bag inflators. Typically, both initiators are used and
all potentially hazardous chemicals are burned dur-
ing an airbag deployment event. However, it is possi-
ble for only one initiator to be used due to an airbag
system fault; therefore, it is always necessary to con-
firm that both initiators have been used in order to
avoid the improper handling or disposal of poten-
tially live pyrotechnic or hazardous materials. The
8O - 6 RESTRAINTSWJ
RESTRAINTS (Continued)

(3) Align and seat the one pin and the two mount-
ing ears on the clockspring case to their respective
holes in the multi-function switch mounting housing.
(4) Install and tighten the two clockspring mount-
ing screws. Tighten the screws to 2.5 N´m (22 in.
lbs.).
(5) Reconnect the two instrument panel wire har-
ness connectors for the clockspring to the two connec-
tor receptacles below the steering column on the back
of the clockspring case.
(6) Position the lower tilting steering column
shroud onto the steering column (Fig. 16).
(7) Install and tighten the screw that secures the
lower tilting steering column shroud to the multi-
function switch mounting housing. Tighten the screw
to 2 N´m (17 in. lbs.).
(8) Position the upper tilting column shroud onto
the steering column with the hazard warning switch
button inserted through the hole in the upper surface
of the shroud. Align the upper tilting steering column
shroud to the lower shroud and snap the two shroud
halves together.
(9) Align the snap features on the upper and lower
shrouds and apply hand pressure to snap them
together.
(10) Reinstall the steering wheel onto the steering
column. (Refer to 19 - STEERING/COLUMN/STEER-
ING WHEEL - INSTALLATION).
(11)
Reconnect the steering wheel wire harness con-
nectors to the upper clockspring connector receptacles.
(12) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).
DRIVER AIRBAG
DESCRIPTION
The injection molded, thermoplastic driver airbag
protective trim cover is the most visible part of the
driver airbag (Fig. 18). The driver airbag is located in
the center of the steering wheel, where it is secured
with two screws to the two horizontal spokes of the
four-spoke steering wheel armature. A stamped, satin
polished emblem with the Jeeptlogo is applied to the
center of the trim cover. Concealed beneath the
driver airbag trim cover are the horn switch, the
folded airbag cushion, the airbag retainer or housing,
the airbag inflator, and the retainers that secure the
inflator to the airbag housing.
The airbag cushion, housing, and inflator are
secured within an integral receptacle molded into the
back of the trim cover. The driver airbag trim cover
has locking blocks molded into the back side of it
that engage a lip formed around the perimeter of the
airbag housing. Two stamped metal retainers then fitover the inflator mounting studs on the back of the
airbag housing and are engaged in slots within the
upper and lower trim cover locking blocks, securely
locking the cover into place.
The resistive membrane-type horn switch is
secured within a plastic tray that is inserted in a
pocket or pouch sewn onto the airbag cushion
retainer strap, between the trim cover and the folded
airbag cushion. The horn switch ground pigtail wire
has an eyelet terminal connector that is captured on
the upper right inflator mounting stud between the
inflator and the upper trim cover retainer. The horn
switch feed pigtail wire has a white, molded plastic
insulator that is secured by an integral retainer to a
mounting hole located in the upper trim cover
retainer near the upper left corner on the back of the
airbag housing, and is connected to the vehicle elec-
trical system through a take out and connector of the
steering wheel wire harness.
The airbag used in this model is a multistage, Next
Generation-type that complies with revised federal air-
bag standards to deploy with less force than those used
in some prior models. A radial deploying fabric airbag
cushion with tethers is used. The airbag inflator is a
dual-initiator, non-azide, pyrotechnic-type unit with
four mounting studs and is secured to the stamped
metal airbag housing using four hex nuts with washers.
Two keyed and color-coded connector receptacles on the
driver airbag inflator connect the two inflator initiators
to the vehicle electrical system through two yellow-
jacketed, two-wire pigtail harnesses of the clockspring.
The driver airbag cannot be repaired, and must be
replaced if deployed or in any way damaged. The driver
airbag trim cover and the horn switch are available
individually, and may be disassembled from the driver
airbag for service replacement.
Fig. 18 Driver Airbag Trim Cover
1 - STEERING WHEEL
2 - TRIM COVER
8O - 18 RESTRAINTSWJ
CLOCKSPRING (Continued)

PASSENGER AIRBAG
DESCRIPTION
The rearward facing surface of the instrument
panel top pad above the glove box is the most visible
part of the passenger airbag (Fig. 31). The passenger
airbag is located above the glove box opening in front
of the front seat passenger seating position within
the instrument panel. The stamped steel passenger
airbag door is secured on the back of the instrument
panel top pad armature between the two passenger
side panel outlets. A stamped metal reinforcement is
secured to the instrument panel top pad armature
near the upper edge of the passenger airbag door
opening, and helps to define a predetermined hinge
line beneath the decorative cover of the top pad. The
instrument panel passenger side bezel is secured to
the airbag door from behind with four screws.
Located behind the passenger airbag door within
the instrument panel is the passenger airbag unit.
The passenger airbag unit used in this model is a
multistage, Next Generation-type that complies with
revised federal airbag standards to deploy with less
force than those used in some prior models. The pas-
senger airbag unit consists of an extruded aluminum
housing, a molded plastic inner airbag cushion dust
cover, the airbag cushion, and the airbag inflator.
The airbag housing contains the airbag inflator,
while the inner dust cover contains the folded airbag
cushion. The dust cover completely encloses the air-
bag cushion and is permanently retained to the hous-
ing. The passenger airbag unit is secured with four
screws to the instrument panel structural duct. Con-cealed beneath the instrument panel top pad are the
passenger airbag door, the folded airbag cushion, the
airbag retainer or housing, and the airbag inflator.
The airbag cushion is constructed of a coated nylon
fabric. The airbag inflator is a dual-initiator, hybrid-
type unit that is secured to and sealed within the air-
bag housing. A short four-wire pigtail harness with a
keyed, yellow connector insulator connects the two
inflator initiators to the vehicle electrical system
through a dedicated take out and connector of the
instrument panel wire harness.
The passenger airbag cannot be repaired, and must
be replaced if deployed, faulty, or in any way dam-
aged. The passenger airbag cannot be repaired, and
must be replaced if faulty or in any way damaged.
The passenger airbag door is serviced only as a unit
with the instrument panel top pad. Following a pas-
senger airbag deployment, the passenger airbag and
the instrument panel top pad must be replaced. If
inspection reveals that the passenger airbag mount-
ing points on the instrument panel structural duct
have been cracked or damaged, the instrument panel
structural duct assembly must also be replaced.
OPERATION
The multistage passenger airbag is deployed by
electrical signals generated by the Airbag Control
Module (ACM) through the passenger airbag squib 1
and squib 2 circuits to the two initiators in the air-
bag inflator. By using two initiators, the airbag can
be deployed at multiple levels of force. The force level
is controlled by the ACM to suit the monitored
impact conditions by providing one of four delay
intervals between the electrical signals provided to
the two initiators. The longer the delay between
these signals, the less forcefully the airbag will
deploy.
The hybrid-type inflator assembly includes a small
canister of highly compressed gas. When the ACM
sends the proper electrical signal to the airbag infla-
tor, the initiator generates enough heat to ignite
chemical pellets within the inflator. Once ignited,
these chemical pellets burn rapidly and produce the
pressure necessary to rupture a containment disk in
the pressurized gas canister. The inflator and gas
canister are sealed to the airbag cushion so that all
of the released inert gas is directed into the airbag
cushion, causing the cushion to inflate. As the cush-
ion inflates, the passenger airbag door will bend back
the instrument panel top pad at the predetermined
hinge line, then fold back over the top of the instru-
ment panel and out of the way. Following an airbag
deployment, the airbag cushion quickly deflates by
venting the inert gas through vent holes within the
fabric used to construct the sides of the airbag cush-
ion.
Fig. 31 Passenger Airbag Door
1 - BEZEL
2-TOPPAD
3 - PASSENGER AIRBAG DOOR
4 - GLOVE BOX DOOR
8O - 30 RESTRAINTSWJ

²The speed signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
Once the speed control has been disengaged,
depressing the RES/ACCEL switch (when speed is
greater than 30 mph) restores the vehicle to the tar-
get speed that was stored in the PCM.
While the speed control is engaged, the driver can
increase the vehicle speed by depressing the RES/AC-
CEL switch. The new target speed is stored in the
PCM when the RES/ACCEL is released. The PCM
also has a9tap-up9feature in which vehicle speed
increases at a rate of approximately 2 mph for each
momentary switch activation of the RES/ACCEL
switch.
A ªtap downº feature is used to decelerate without
disengaging the speed control system. To decelerate
from an existing recorded target speed, momentarily
depress the COAST switch. For each switch activa-
tion, speed will be lowered approximately 1 mph.
OVERSHOOT/UNDERSHOOT
If the vehicle operator repeatedly presses and
releases the SET button with their foot off of the
accelerator (referred to as a ªlift foot setº), the vehicle
may accelerate and exceed the desired set speed by
up to 5 mph (8 km/h). It may also decelerate to less
than the desired set speed, before finally achieving
the desired set speed.
The Speed Control System has an adaptive strat-
egy that compensates for vehicle-to-vehicle variations
in speed control cable lengths. When the speed con-
trol is set with the vehicle operators foot off of the
accelerator pedal, the speed control thinks there is
excessive speed control cable slack and adapts
accordingly. If the ªlift foot setsº are continually used,
a speed control overshoot/undershoot condition will
develop.
To ªunlearnº the overshoot/undershoot condition,
the vehicle operator has to press and release the set
button while maintaining the desired set speed using
the accelerator pedal (not decelerating or accelerat-
ing), and then turning the cruise control switch to
the OFF position (or press the CANCEL button if
equipped) after waiting 10 seconds. This procedure
must be performed approximately 10±15 times to
completely unlearn the overshoot/undershoot condi-
tion.DIAGNOSIS AND TESTING - ROAD TEST
Perform a vehicle road test to verify reports of
speed control system malfunction. The road test
should include attention to the speedometer. Speed-
ometer operation should be smooth and without flut-
ter at all speeds.
Flutter in the speedometer indicates a problem
which might cause surging in the speed control sys-
tem. The cause of any speedometer problems should
be corrected before proceeding. Refer to Group 8J,
Instrument Cluster for speedometer diagnosis.
If a road test verifies a system problem and the
speedometer operates properly, check for:
²A Diagnostic Trouble Code (DTC). If a DTC
exists, conduct tests per the Powertrain Diagnostic
Procedures service manual.
²A misadjusted brake (stop) lamp switch. This
could also cause an intermittent problem.
²Loose, damaged or corroded electrical connec-
tions at the servo. Corrosion should be removed from
electrical terminals and a light coating of Mopar
MultiPurpose Grease, or equivalent, applied.
²Leaking vacuum reservoir.
²Loose or leaking vacuum hoses or connections.
²Defective one-way vacuum check valve.
²Secure attachment of both ends of the speed con-
trol servo cable.
²Smooth operation of throttle linkage and throttle
body air valve.
²Failed speed control servo. Do the servo vacuum
test.
CAUTION: When test probing for voltage or conti-
nuity at electrical connectors, care must be taken
not to damage connector, terminals or seals. If
these components are damaged, intermittent or
complete system failure may occur.
8P - 2 SPEED CONTROLWJ
SPEED CONTROL (Continued)

(8) Connect negative battery cable at battery.
(9) Before starting engine, operate accelerator
pedal to check for any binding.
SERVO
DESCRIPTION
The servo unit consists of a solenoid valve body,
and a vacuum chamber. The solenoid valve body con-
tains three solenoids:
²Vacuum
²Vent
²Dump
The vacuum chamber contains a diaphragm with a
cable attached to control the throttle linkage.
OPERATION
The Powertrain Control Module (PCM) controls the
solenoid valve body. The solenoid valve body controls
the application and release of vacuum to the dia-
phragm of the vacuum servo. The servo unit cannot
be repaired and is serviced only as a complete assem-
bly.
Power is supplied to the servo's by the PCM
through the brake switch. The PCM controls the
ground path for the vacuum and vent solenoids.The dump solenoid is energized anytime it receives
power. If power to the dump solenoid is interrupted,
the solenoid dumps vacuum in the servo. This pro-
vides a safety backup to the vent and vacuum sole-
noids.
The vacuum and vent solenoids must be grounded
at the PCM to operate. When the PCM grounds the
vacuum servo solenoid, the solenoid allows vacuum
to enter the servo and pull open the throttle plate
using the cable. When the PCM breaks the ground,
the solenoid closes and no more vacuum is allowed to
enter the servo. The PCM also operates the vent sole-
noid via ground. The vent solenoid opens and closes a
passage to bleed or hold vacuum in the servo as
required.
The PCM duty cycles the vacuum and vent sole-
noids to maintain the set speed, or to accelerate and
decelerate the vehicle. To increase throttle opening,
the PCM grounds the vacuum and vent solenoids. To
decrease throttle opening, the PCM removes the
grounds from the vacuum and vent solenoids. When
the brake is released, if vehicle speed exceeds 30
mph to resume, 35 mph to set, and the RES/ACCEL
switch has been depressed, ground for the vent and
vacuum circuits is restored.
REMOVAL
The speed control servo is attached to a bracket.
The bracket and servo assembly are located below
the battery tray.
(1) Disconnect negative battery cable at battery.
(2) Disconnect positive battery cable at battery.
(3) Remove air cleaner housing at top of throttle
body and disconnect servo cable at throttle body.
Refer to Servo Cable Removal/Installation.
(4) Remove battery from battery tray.
(5) Disconnect wiring at battery tray.
(6) Disconnect positive battery cable at Power Dis-
tribution Center (PDC).
(7) Loosen PDC at battery tray.
(8) Remove 4 battery tray bolts. One of these bolts
attaches to speed control bracket flange that sup-
ports battery tray. While removing battery tray, dis-
connect battery temperature sensor electrical
connector at sensor.
(9) Disconnect vacuum line at servo vacuum hose
fitting (Fig. 5) .
(10) Disconnect electrical connector at servo (Fig.
5) .
If servo and mounting bracket are being removed
as one assembly, remove two mounting nuts (Fig. 5) .
These are located above right-front tire. Remove
inner fender clips and pry inner fender back slightly
to gain access to mounting nuts.
Fig. 4 Speed Control Cable at BracketÐ4.7L V-8
Engine
1 - PLASTIC CABLE MOUNT
2 - SPEED CONTROL CABLE
3 - BRACKET
4 - SLIDE FOR REMOVAL
WJSPEED CONTROL 8P - 5
CABLE (Continued)

(11) If servo is being removed from its mounting
bracket, remove 2 mounting nuts holding servo cable
sleeve to bracket (Fig. 6) .
(12) Pull speed control cable sleeve and servo away
from servo mounting bracket to expose cable retain-
ing clip (Fig. 6) and remove clip. Note: The servo
mounting bracket displayed in (Fig. 6) is a typical
bracket and may/may not be applicable to this model
vehicle.
(13) Remove servo from mounting bracket or,
remove servo and mounting bracket as one assembly.
INSTALLATION
(1) Position servo to mounting bracket.
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip.
(3) Insert servo mounting studs through holes in
servo mounting bracket.
(4) Install servo cable mounting nuts (Fig. 6) and
tighten to 8.5 N´m (75 in. lbs.) torque. If servo and
bracket is being installed as one assembly, install 2
mounting nuts (Fig. 5) and tighten to 28 N´m  6 N´m
(250 in. lbs.  50 in. lbs.) torque.
(5) Connect vacuum line at servo.
(6) Connect electrical connector at servo.
(7) Connect servo cable to throttle body. Refer to
Servo Cable Removal/Installation.
(8) Install battery tray and battery temperature
sensor.
(9) Connect wiring to battery tray.
(10) Install battery to battery tray.
(11) Connect positive battery cable to Power Distri-
bution Center (PDC).
(12) Connect positive battery cable to battery.
(13) Connect negative battery cable to battery.
(14) Before starting engine, operate accelerator
pedal to check for any binding.
Fig. 5 Speed Control
1 - VACUUM HOSE FITTING
2 - SPEED CONTROL SERVO
3 - SERVO CABLE
4 - RIGHT INNER FENDER
5 - SERVO MOUNTING NUTS (2)
6 - SERVO MOUNTING BRACKET
7 - ELEC. CONNECTOR
Fig. 6 Servo Cable Clip Remove/InstallÐTypical
1 - SERVO MOUNTING NUTS (2)
2 - SERVO
3 - CABLE RETAINING CLIP
4 - SERVO CABLE AND SLEEVE
8P - 6 SPEED CONTROLWJ
SERVO (Continued)

(4) Install airbag module. Refer to Group 8M, Pas-
sive Restraint Systems.
(5) Connect negative battery cable.
VACUUM RESERVOIR
DESCRIPTION
The vacuum reservoir is a plastic storage tank con-
nected to an engine vacuum source by vacuum lines.
OPERATION
The vacuum reservoir is used to supply the vac-
uum needed to maintain proper speed control opera-
tion when engine vacuum drops, such as in climbing
a grade while driving. A one-way check valve is used
in the vacuum line between the reservoir and the
vacuum source. This check valve is used to trap
engine vacuum in the reservoir. On certain vehicle
applications, this reservoir is shared with the heat-
ing/air-conditioning system. The vacuum reservoir
cannot be repaired and must be replaced if faulty.
DIAGNOSIS AND TESTING - VACUUM
RESERVOIR
(1) Disconnect vacuum hose at speed control servo
and install a vacuum gauge into the disconnected
hose.
(2) Start engine and observe gauge at idle. Vac-
uum gauge should read at least ten inches of mer-
cury.
(3) If vacuum is less than ten inches of mercury,
determine source of leak. Check vacuum line to
engine for leaks. Also check actual engine intake
manifold vacuum. If manifold vacuum does not meet
this requirement, check for poor engine performance
and repair as necessary.
(4) If vacuum line to engine is not leaking, check
for leak at vacuum reservoir. To locate and gain
access to reservoir, refer to Vacuum Reservoir Remov-
al/Installation in this group. Disconnect vacuum line
at reservoir and connect a hand-operated vacuum
pump to reservoir fitting. Apply vacuum. Reservoir
vacuum should not bleed off. If vacuum is being lost,
replace reservoir.
(5) Verify operation of one-way check valve and
check it for leaks.
(a) Locate one-way check valve. The valve is
located in vacuum line between vacuum reservoir
and engine vacuum source. Disconnect vacuum
hoses (lines) at each end of valve.
(b) Connect a hand-operated vacuum pump to
reservoir end of check valve. Apply vacuum. Vac-
uum should not bleed off. If vacuum is being lost,
replace one-way check valve.
(c) Connect a hand-operated vacuum pump to
vacuum source end of check valve. Apply vacuum.
Vacuum should flow through valve. If vacuum is
not flowing, replace one-way check valve. Seal the
fitting at opposite end of valve with a finger and
apply vacuum. If vacuum will not hold, diaphragm
within check valve has ruptured. Replace valve.
REMOVAL
The vacuum reservoir is located in the right/front
corner of the vehicle behind the front bumper fascia
(Fig. 8).
(1) Remove front bumper and grill assembly.
(2) Remove 1 support bolt near front of reservoir
(Fig. 8).
(3) Remove 2 reservoir mounting bolts.
(4) Remove reservoir from vehicle to gain access to
vacuum hose (Fig. 9). Disconnect vacuum hose from
reservoir fitting at rear of reservoir.
Fig. 7 Speed Control Switches
1 - MOUNTING SCREW
2 - SPEED CONTROL SWITCHES
8P - 8 SPEED CONTROLWJ
SWITCH (Continued)

INSTALLATION
The vacuum reservoir is located in the right/front
corner of the vehicle behind the front bumper fascia
(Fig. 8).
(1) Connect vacuum hose to reservoir.
(2) Install reservoir and tighten 2 bolts to 3 N´m
(25 in. lbs.) torque.
(3) Install front bumper and grill assembly.
Fig. 8 Vacuum Reservoir Location
1 - RADIATOR FAN RELAY
2 - VACUUM RESERVOIR
3 - BOLT
4 - RIGHT FRONT FENDER
Fig. 9 Vacuum Reservoir Removal/Installation
1 - VACUUM HOSE
2 - RADIATOR
3 - VACUUM RESERVOIR
WJSPEED CONTROL 8P - 9
VACUUM RESERVOIR (Continued)