2002 JEEP GRAND CHEROKEE Power distribution center

POWER SEAT SYSTEM
TABLE OF CONTENTS
page page
POWER SEAT SYSTEM
DESCRIPTION
DESCRIPTION........................18
DESCRIPTION - MEMORY SYSTEM.......19
OPERATION
OPERATION - POWER SEAT SYSTEM.....20
OPERATION - MEMORY SYSTEM.........20
DIAGNOSIS AND TESTING
DIAGNOSIS & TESTING - POWER SEAT
SYSTEM............................20
DIAGNOSIS & TESTING - MEMORY
SYSTEM............................20
DRIVER SEAT SWITCH
DESCRIPTION.........................21
OPERATION...........................21
DIAGNOSIS AND TESTING - DRIVER SEAT
SWITCH............................22
REMOVAL.............................23
INSTALLATION.........................23
LUMBAR CONTROL SWITCH
DESCRIPTION.........................24
OPERATION...........................24
DIAGNOSIS AND TESTING - POWER LUMBAR
SWITCH............................24
REMOVAL.............................24
INSTALLATION.........................25
LUMBAR MOTOR
DESCRIPTION.........................25OPERATION...........................26
DIAGNOSIS AND TESTING - POWER LUMBAR
ADJUSTER..........................26
MEMORY SET SWITCH
DESCRIPTION.........................26
OPERATION...........................26
DIAGNOSIS AND TESTING - MEMORY
SWITCH............................27
REMOVAL.............................27
INSTALLATION.........................27
PASSENGER SEAT SWITCH
DESCRIPTION.........................27
OPERATION...........................28
DIAGNOSIS AND TESTING - PASSENGER
SEAT SWITCH........................28
REMOVAL.............................29
INSTALLATION.........................29
RECLINER MOTOR
DESCRIPTION.........................30
OPERATION...........................30
DIAGNOSIS AND TESTING - RECLINER
MOTOR .............................30
POWER SEAT TRACK
DESCRIPTION.........................31
OPERATION...........................32
DIAGNOSIS AND TESTING - POWER SEAT
TRACK.............................32
POWER SEAT SYSTEM
DESCRIPTION
DESCRIPTION
Driver and passenger power front seats are an
available factory-installed option for this vehicle. The
power seat system option allows the driver and front
seat passenger to electrically adjust their seating
positions for optimum control and comfort using the
power seat switches located on the outboard seat
cushion side shield of each front seat. The power seat
system receives battery current through a fuse in the
Power Distribution Center (PDC) and a circuit
breaker in the junction block so that the power seats
remain operational, regardless of the ignition switch
position.Four power seat options are offered on this vehicle,
depending upon the model. They are as follows:
²Six-way power drivers seat with manual
passenger seat- This power seat package is an
option on Laredo models equipped with cloth-
trimmed seats and includes a six-way adjustable
driver seat track with manual seat back recliners.
²Six-way power driver and passenger seat-
This power seat package is an option on Laredo mod-
els equipped with cloth or leather-trimmed seats and
includes six-way adjustable seat tracks with manual
seat back recliners. Heated Seats are available on
leather-trimmed seats.
²Ten-way power drivers seat with Memory
and Six-way power passenger seat- This power
seat package is standard on Limited models. This
option includes a six-way adjustable seat track with
power seat back recliners and power lumbar supports
for the driver and six-way only for the passenger.
8N - 18 POWER SEAT SYSTEMWJ

OPERATION
The power lumbar adjuster mechanism includes a
reversible electric motor that is secured to the
inboard side of the seat back panel and is connected
to a worm-drive gearbox. The motor and gearbox
operate the lumbar adjuster mechanism in the center
of the seat back by extending and retracting a cable
that actuates a lever. The action of this lever com-
presses or relaxes a grid of flexible slats. The more
this grid is compressed, the more the slats bow out-
ward against the center of the seat back padding,
providing additional lumbar support.
DIAGNOSIS AND TESTING - POWER LUMBAR
ADJUSTER
Actuate the power lumbar switch to move the
power lumbar adjuster in each direction. The power
lumbar adjuster should move in both directions. It
should be noted that the power lumber adjuster nor-
mally operates very quietly and exhibits little visible
movement. If the power lumbar adjuster fails to oper-
ate in only one direction, move the adjuster a short
distance in the opposite direction and test again to be
certain that the adjuster is not at its travel limit. If
the power lumbar adjuster still fails to operate in
only one direction, refer toDiagnosis and Testing
Power Lumbar Switchin this group. If the power
lumbar adjuster fails to operate in either direction,
perform the following tests. For complete circuit dia-
grams, refer toWiring Diagrams.
(1) Check the power seat circuit breaker in the
junction block. If OK, go to Step 2. If not OK, replace
the faulty power seat circuit breaker.
(2) Check for battery voltage at the power seat cir-
cuit breaker in the junction block. If OK, go to Step
3. If not OK, repair the open fused B(+) circuit to the
fuse in the Power Distribution Center as required.
(3) Remove the outboard seat cushion side shield
from the seat. Disconnect the seat wire harness con-
nector from the power lumbar switch connector
receptacle. Check for battery voltage at the fused
B(+) circuit cavity of the power seat wire harness
connector for the power lumbar switch. If OK, go to
Step 4. If not OK, repair the open fused B(+) circuit
to the power seat circuit breaker in the junction
block as required.
(4) Check for continuity between the ground cir-
cuit cavity of the power seat wire harness connector
for the power lumbar switch and a good ground.
There should be continuity. If OK, go to Step 5. If not
OK, repair the open ground circuit to ground as
required.
(5) Test the power lumbar switch. Refer toDiag-
nosis and Testing Power Lumbar Switchin this
group. If the switch tests OK, test the circuits of the
power seat wire harness between the power lumbaradjuster motor and the power lumbar switch for
shorts or opens. If the circuits check OK, replace the
faulty seat back frame assembly. If the circuits are
not OK, repair the power seat wire harness as
required.
MEMORY SET SWITCH
DESCRIPTION
Vehicles equipped with the memory system have a
memory switch mounted to the driver side front door
trim panel (Fig. 12). This switch is used to set and
recall all of the memory system settings for up to two
drivers. The memory switch is a resistor multiplexed
unit that is hard wired to the Driver Door Module
(DDM), which is also located on the driver side front
door trim panel. The DDM sends out the memory
system set and recall requests to the other electronic
modules over the Programmable Communications
Interface (PCI) data bus.
The memory switch cannot be adjusted or repaired
and, if faulty or damaged, it must be replaced. For
complete circuit diagrams, refer toWiring Diagrams
.
OPERATION
The memory switch has three momentary switch
buttons labeled Set, 1 and 2. The Driver 1 and Driver
2 buttons are back-lit with Light-Emitting Diodes
Fig. 12 WJ/WG MEMORY SELECT/SET SWITCH
1 - DRIVER TRIM PANEL
2 - MEMORY SWITCH
8N - 26 POWER SEAT SYSTEMWJ
LUMBAR MOTOR (Continued)

(2) Check for battery voltage at the power seat cir-
cuit breaker in the junction block. If OK, go to Step
3. If not OK, repair the open fused B(+) circuit to the
fuse in the Power Distribution Center as required.
(3) Remove the outboard seat cushion side shield
from the seat. Disconnect the seat wire harness con-
nector from the power seat switch connector recepta-
cle. Check for battery voltage at the fused B(+)
circuit cavity of the power seat wire harness connec-
tor for the power seat switch. If OK, go to Step 4. If
not OK, repair the open fused B(+) circuit to the
power seat circuit breaker in the junction block as
required.(4) Check for continuity between the ground cir-
cuit cavity of the power seat wire harness connector
for the power seat switch and a good ground. There
should be continuity. If OK, go to Step 5. If not OK,
repair the open ground circuit to ground as required.
(5) Test the power seat switch. Refer toPower
Seat Switch Diagnosis and Testingin this group.
If the switch tests OK, test the circuits of the power
seat wire harness between the power seat recliner
adjuster motor and the power seat switch for shorts
or opens. If the circuits check OK, replace the faulty
power seat recliner unit. If the circuits are not OK,
repair the power seat wire harness as required.
POWER SEAT TRACK
DESCRIPTION
Both the six-way and the ten-way power seat
options include a single electrically operated power
seat track unit located under each front bucket seat
(Fig. 21). The power seat track unit replaces the
standard equipment manual seat tracks. The lower
half of the power seat track is secured at the front
with two screws to the floor panel seat cross member,
and at the rear with two screws to the floor panel.
Four nuts secure the bottom of the seat cushion
frame to four studs on the upper half of the power
seat track unit.
The power seat track unit cannot be repaired, and is
serviced only as a complete unit. If any component in
this unit is faulty or damaged, the entire power seat
track unit must be replaced. Refer toBucket Seat
Track Adjuster
in Body for the service procedure.
Fig. 20 Power Seat Recliner and Track - Typical
1 - SEAT BACK FRAME
2 - SEAT CUSHION PAD
3 - POWER RECLINER
4 - SEAT CUSHION FRAME
5 - SHIELD
6 - POWER SEAT TRACK ADJUSTER
Fig. 21 Power Seat Track - Typical
1 - DRIVE UNITS
2 - LOWER SEAT TRACKS
3 - POWER SEAT MOTORS
4 - SEAT CUSHION FRAME
WJPOWER SEAT SYSTEM 8N - 31
RECLINER MOTOR (Continued)

OPERATION
The power seat track unit includes three reversible
electric motors that are secured to the upper half of
the track unit. Each motor moves the seat adjuster
through a combination of worm-drive gearboxes and
screw-type drive units. Each of the three driver side
power seat track motors used on models equipped
with the optional memory system also has a position
potentiometer integral to the motor assembly, which
electronically monitors the motor position.
The front and rear of the seat are operated by two
separate vertical adjustment motors. These motors
can be operated independently of each other, tilting
the entire seat assembly forward or rearward; or,
they can be operated in unison by selecting the
proper power seat switch functions, which will raise
or lower the entire seat assembly. The third motor is
the horizontal adjustment motor, which moves the
seat track in the forward and rearward directions.
DIAGNOSIS AND TESTING - POWER SEAT
TRACK
Following are tests that will help to diagnose the
hard wired components and circuits of the power seat
system. However, if the vehicle is also equipped with
the optional memory system, these tests may not
prove conclusive in the diagnosis of the driver side
power seat. In order to obtain conclusive testing of
the driver side power seat with the memory system
option, the Programmable Communications Interface
(PCI) data bus network and all of the electronic mod-
ules that provide inputs to, or receive outputs from
the memory system components must be checked.
The most reliable, efficient, and accurate means to
diagnose the driver side power seat with the memory
system option requires the use of a DRBtscan tool
and the proper Diagnostic Procedures manual. The
DRBtscan tool can provide confirmation that the
PCI data bus is functional, that all of the electronic
modules are sending and receiving the proper mes-
sages on the PCI data bus, and that the memory sys-
tem is receiving the proper hard wired inputs and
relaying the proper hard wired outputs to perform its
driver side power seat functions.Actuate the power seat switch to move all three
power seat track adjusters in each direction. The
power seat track adjusters should move in each of
the selected directions. If a power seat track adjuster
fails to operate in only one direction, move the
adjuster a short distance in the opposite direction
and test again to be certain that the adjuster is not
at its travel limit. If the power seat track adjuster
still fails to operate in only one direction, refer to
Power Seat Switch Diagnosis and Testingin this
group. If the power seat track adjuster fails to oper-
ate in more than one direction, perform the following
tests. For complete circuit diagrams, refer toWiring
Diagrams.
(1) Check the power seat circuit breaker in the
junction block. If OK, go to Step 2. If not OK, replace
the faulty power seat circuit breaker.
(2) Check for battery voltage at the power seat cir-
cuit breaker in the junction block. If OK, go to Step
3. If not OK, repair the open fused B(+) circuit to the
fuse in the Power Distribution Center as required.
(3) Remove the outboard seat cushion side shield
from the seat. Disconnect the seat wire harness con-
nector from the power seat switch connector recepta-
cle. Check for battery voltage at the fused B(+)
circuit cavity of the power seat wire harness connec-
tor for the power seat switch. If OK, go to Step 4. If
not OK, repair the open fused B(+) circuit to the
power seat circuit breaker in the junction block as
required.
(4) Check for continuity between the ground cir-
cuit cavity of the power seat wire harness connector
for the power seat switch and a good ground. There
should be continuity. If OK, go to Step 5. If not OK,
repair the open ground circuit to ground as required.
(5) Test the power seat switch. Refer toPower
Seat Switch Diagnosis and Testingin this group.
If the switch tests OK, test the circuits of the power
seat wire harness between the inoperative power seat
track adjuster motor and the power seat switch for
shorts or opens. If the circuits check OK, replace the
faulty power seat track unit. If the circuits are not
OK, repair the power seat wire harness as required.
8N - 32 POWER SEAT SYSTEMWJ
POWER SEAT TRACK (Continued)

(2) Check for battery voltage at the fused B(+) fuse
in the JB. If OK, go to Step 3. If not OK, repair the
open B(+) circuit between the JB fuse and the Power
Distribution Center (PDC).
(3) Check the fused ignition switch output (st-run)
fuse in the JB. If OK, go to Step 4. If not OK, repair
the shorted circuit or component and replace the
faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) fuse in the JB. If OK, go to Step 5. If
not OK, repair the open fused ignition switch output
(st-run) circuit between the JB fuse and the ignition
switch as required.
(5) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector for the Sentry Key Immobilizer Module
(SKIM) from the SKIM connector. Check for continu-
ity between the ground circuit of the instrument
panel wire harness connector for the SKIM and a
good ground. There should be continuity. If OK, go to
Step 6. If not OK, repair the open ground circuit.
(6) Reconnect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
instrument panel wire harness connector for the
SKIM. If OK, go to Step 7. If not OK, repair the open
fused B(+) circuit between the SKIM and the JB
fuse.
(7) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (st-run) circuit of the instrument panel wire
harness connector for the SKIM. If OK, refer to the
appropriate diagnostic information and use a
DRBIIItscan tool to complete the diagnosis of the
SKIS. If not OK, repair the open fused ignition
switch output (st-run) circuit between the SKIM and
the JB fuse.
SKIS INDICATOR FLASHES OR LIGHTS SOLID FOLLOWING
BULB TEST
A SKIS indicator that flashes following a successful
bulb test indicates that an invalid key has been
detected, or that a key-related fault has been set. A
SKIS indicator that lights solid following a successful
bulb test indicates that the SKIM has detected a sys-
tem malfunction or that the SKIS is inoperative. In
either case, fault information will be stored in the
SKIM memory. For retrieval of this fault information
and further diagnosis of the SKIS, the PCI data bus,
the SKIM message outputs to the instrument cluster,
the SKIM message outputs to the Body Control Mod-
ule (BCM), or the message inputs and outputs
between the SKIM and the Powertrain Control Mod-
ule (PCM), a DRBIIItscan tool and the appropriate
diagnostic information are required. Following are
preliminary troubleshooting guidelines to be followed
during diagnosis using a DRBIIItscan tool:(1) Using the DRBIIItscan tool, read and record
the faults as they exist in the SKIM when you first
begin your diagnosis of the vehicle. It is important to
document these faults because the SKIM does not
differentiate between historical and active faults. If
this problem turns out to be an intermittent condi-
tion, this information may become invaluable to your
diagnosis.
(2) Using the DRBIIItscan tool, erase all of the
faults from the SKIM.
(3) Cycle the ignition switch to the Off position,
then back to the On position.
(4) Using the DRBIIItscan tool, read any faults
that are now present in the SKIM. These are the
active faults.
(5) Using this active fault information, refer to the
proper procedure in the appropriate diagnostic infor-
mation for the additional specific diagnostic steps.
STANDARD PROCEDURE
STANDARD PROCEDURE - SKIS
INITIALIZATION
The Sentry Key Immobilizer System (SKIS) must
be initialized following a Sentry Key Immobilizer
Module (SKIM) replacement. SKIS initialization
requires the use of a DRBIIItscan tool. Initialization
will also require that you have access to the unique
four-digit PIN code that was assigned to the original
SKIM. The PIN codemustbe used to enter the
Secured Access Mode in the SKIM. This PIN number
may be obtained from the vehicle owner, from the
original vehicle invoice, or from the DaimlerChrysler
Customer Center. (Refer to 8 - ELECTRICAL/ELEC-
TRONIC CONTROL MODULES - STANDARD PRO-
CEDURE - PCM/SKIM PROGRAMMING).
NOTE: If a Powertrain Control Module (PCM) is
replaced on a vehicle equipped with the Sentry Key
Immobilizer System (SKIS), the unique Secret Key
data must be transferred from the Sentry Key
Immobilizer Module (SKIM) to the new PCM using
the PCM replacement procedure. This procedure
also requires the use of a DRBIIITscan tool and the
unique four-digit PIN code to enter the Secured
Access Mode in the SKIM. Refer to the appropriate
diagnostic information for the proper PCM replace-
ment procedures.
STANDARD PROCEDURE - SENTRY KEY
TRANSPONDER PROGRAMMING
All Sentry Keys included with the vehicle are pre-
programmed to work with the Sentry Key Immobi-
lizer System (SKIS) when it is shipped from the
8Q - 6 VEHICLE THEFT SECURITYWJ
VEHICLE THEFT SECURITY (Continued)

the two rear latch receptacles of the mounting
bracket above the headliner.
(5) Push upward firmly and evenly on the rear
edge of the ITM trim cover until the two rear latch
features of the module are engaged and latched in
the mounting bracket above the headliner.
(6) Reconnect the battery negative cable.
NOTE: If the Intrusion Transceiver Module (ITM) has
been replaced with a new unit, the new ITM MUST
be initialized before the Vehicle Theft Security Sys-
tem can operate as designed. The use of a DRBIIIT
scan tool is required to initialize the ITM. Refer to
the appropriate diagnostic information.
SIREN
DESCRIPTION
An alarm siren module is part of the premium ver-
sion of the Vehicle Theft Alarm (VTA) in the Vehicle
Theft Security System (VTSS) (Fig. 9). The premium
version of the VTA is only available in vehicles built
for certain markets, where the additional features
offered by this system are required. The alarm siren
module is located in the right front frame rail. This
unit is designed to provide the audible alert require-
ments for the premium VTA.
The alarm siren module consists of microprocessor,
the siren, and a nickel metal hydride backup battery.
All of the alarm module components are protected
and sealed within the housing.The alarm siren module cannot be repaired or
adjusted and, if faulty or damaged, it must be
replaced.
OPERATION
The microprocessor within the alarm siren module
provides the siren unit features and functions based
upon internal programming and arm and disarm
messages received from the Intrusion Transceiver
Module (ITM) over a dedicated serial bus communi-
cation circuit. The alarm siren module will self-detect
problems with its internal and external power supply
and communication circuits, then send messages
indicating the problem to the ITM upon receiving a
request from the ITM. The ITM will store a Diagnos-
tic Trouble Code (DTC) for a detected alarm siren
module fault that can be retrieved with the DRBIIIt
scan tool over the Programmable Communications
Interface (PCI) data bus.
When the premium version of the Vehicle Theft
Alarm (VTA) is armed, the alarm siren module con-
tinuously monitors inputs from the ITM for messages
to sound its siren and enters its auto-detect mode.
While in the auto-detect mode, if the alarm siren
module detects that its power supply or communica-
tion circuits are being tampered with or have been
sabotaged, it will sound an alarm and continue to
operate through its on-board backup battery. If the
arm siren module is in its disarmed mode when its
power supply or communication circuits are inter-
rupted, the siren will not sound. The alarm module
will also notify the ITM when the backup battery
requires charging, and the ITM will send a message
that will allow the backup battery to be charged
through the battery voltage and ground circuits to
the alarm module only when the ignition switch is in
the On position and the engine is running. This will
prevent the charging of the alarm backup battery
from depleting the charge in the main vehicle battery
while the vehicle is not being operated.
The alarm siren module receives battery voltage
through a fuse in the Power Distribution Center
(PDC), and is grounded to the chassis. These connec-
tions allow the alarm siren module to remain opera-
tional, regardless of the ignition switch position. The
hard wired inputs and outputs for the alarm siren
module may be diagnosed and tested using conven-
tional diagnostic tools and procedures. However, con-
ventional diagnostic methods will not prove
conclusive in the diagnosis of the internal circuitry or
the backup battery of the alarm siren module, the
ITM, the serial bus communication line, or the mes-
sage inputs to and outputs from the alarm siren
module. The most reliable, efficient, and accurate
means to diagnose the alarm siren module, the ITM,
the serial bus communication line, and the electronic
Fig. 8 INTRUSION TRANSCEIVER MODULE
RETAINER RING
1 - STAMPED NUT (2)
2 - MOUNTING BRACKET
3 - HEADLINER
4 - LATCH RECEPTACLES (4)
WJVEHICLE THEFT SECURITY 8Q - 13
INTRUSION TRANSCEIVER MODULE (Continued)

OPERATION
The Vehicle Theft Security System (VTSS) indica-
tor gives a visible indication of the VTSS arming sta-
tus. One side of Light-Emittiong Diode (LED) in the
VTSS indicator is connected to unswitched battery
current through a fused B(+) circuit and a fuse in the
Junction Block (JB). The other side of the LED is
hard wired to the Body Control Module (BCM), which
controls the operation of the VTSS indicator by pull-
ing this side of the LED circuit to ground. When the
VTSS arming is in progress, the BCM will flash the
LED rapidly on and off for about fifteen seconds.
When the VTSS has been successfully armed, the
BCM will flash the LED on and off continually at a
much slower rate until the VTSS has been disarmed.
The VTSS indicator can be diagnosed using conven-
tional diagnostic tools and methods.
DIAGNOSIS AND TESTING - VTSS INDICATOR
The diagnosis found here addresses an inoperative
Vehicle Theft Security System (VTSS) indicator con-
dition. If the problem being diagnosed is related to
indicator accuracy, be certain to confirm that the
problem is with the indicator and not with an inop-
erative VTSS. (Refer to 8 - ELECTRICAL/VEHICLE
THEFT SECURITY - DIAGNOSIS AND TESTING -
VEHICLE THEFT SECURITY SYSTEM). If no VTSS
problem is found, the following procedure will help to
locate a short or open in the VTSS indicator control
circuit. Refer to the appropriate wiring information.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Check the fused B(+) fuse in the Junction
Block (JB). If OK, go to Step 2. If not OK, repair the
shorted circuit or component and replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the JB. If OK, go to Step 3. If not OK, repair the
open fused B(+) circuit between the JB and the
Power Distribution Center (PDC).
(3) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector for the automatic headlamp light sensor/
VTSS indicator from the automatic headlamp light
sensor/VTSS indicator pigtail wire connector. Recon-
nect the battery negative cable. Check for battery
voltage at the fused B(+) circuit cavity of the instru-
ment panel wire harness connector for the automatic
headlamp light sensor/VTSS indicator. If OK, go to
Step 4. If not OK, repair the open fused B(+) circuit
between the VTSS indicator and the JB.
(4) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector for the JB from the JB connector recepta-
cle. Check for continuity between the VTSS indicator
driver circuit cavity of the instrument panel wire
harness connector for the automatic headlamp light
sensor/VTSS indicator and a good ground. There
should be no continuity. If OK, go to Step 5. If not
OK, repair the shorted VTSS indicator driver circuit
between the VTSS indicator and the JB.
(5) Check for continuity between the VTSS indica-
tor driver circuit of the instrument panel wire har-
ness connector for the automatic headlamp light
sensor/VTSS indicator and the instrument panel wire
harness connector for the JB. There should be conti-
nuity. If OK, replace the faulty VTSS indicator. If not
OK, repair the open VTSS indicator driver circuit
between the VTSS indicator and the JB.
8Q - 16 VEHICLE THEFT SECURITYWJ
VTSS INDICATOR (Continued)

²Front Check Valve- The front washer system
check valve is integral to the wye fitting located in
the washer plumbing between the cowl plenum
washer hose and the front washer nozzles, and is
concealed beneath the cowl plenum cover/grille panel
at the base of the windshield.
²Front Washer Nozzle- Two fluidic front
washer nozzles are secured with integral snap fea-
tures to dedicated openings in the cowl plenum cover/
grille panel located near the base of the windshield.
²Front Washer Plumbing- The plumbing for
the front washer system consists of rubber hoses and
molded plastic fittings. The plumbing is routed along
the left side of the engine compartment from the
washer reservoir, and through the dash panel into
the cowl plenum to the front washer nozzle fittings
beneath the cowl plenum cover/grille panel.
²Front Washer Pump/Motor- The front washer
pump/motor unit is located in a dedicated hole on the
lower outboard side of the washer reservoir, behind
the inner fender liner ahead of the left front wheel.
The front washer pump is located ahead of and below
the rear washer pump.
²Front Wiper Arm- The two front wiper arms
are secured with nuts to the threaded studs on the
ends of the two wiper pivot shafts, which extend
through the cowl plenum cover/grille panel located
near the base of the windshield.
²Front Wiper Blade- The two front wiper
blades are secured to the two front wiper arms with
an integral latch, and are parked on the glass near
the bottom of the windshield when the front wiper
system is not in operation.
²Front Wiper Module- The front wiper pivot
shafts are the only visible components of the front
wiper module. The remainder of the module is con-
cealed within the cowl plenum beneath the cowl ple-
num cover/grille panel. The front wiper module
includes the module bracket, four rubber-isolated
wiper module mounts, the front wiper motor, the
wiper motor crank arm, the two wiper drive links,
and the two front wiper pivots.
²Rain Sensor Module- Models equipped with
the optional automatic wiper feature have a Rain
Sensor Module (RSM) located behind a trim cover on
a bracket bonded to the inside surface of the wind-
shield glass, just above the inside rear view mirror
mounting button.
²Right Multi-Function Switch- The right
(wiper) multi-function switch is secured to the right
side of the multi-function switch mounting housing
near the top of the steering column, just below the
steering wheel. Only the control stalk for the right
multi-function switch is visible, while the remainder
of the switch is concealed beneath the steering col-
umn shrouds. The right multi-function switch con-tains all of the switches and control circuitry for both
the front and rear wiper and washer systems.
²Washer Fluid Level Switch- The washer fluid
level switch is located in a dedicated hole near the
center of the forward surface of the washer reservoir,
behind the left front wheel house splash shield.
²Washer Reservoir- The washer reservoir is
concealed between the left inner fender shield and
the left outer fender panel, behind the inner fender
liner and ahead of the left front wheel. The washer
reservoir filler neck is the only visible portion of the
reservoir, and it is accessed from the left front corner
of the engine compartment.
²Wiper High-Low Relay- The wiper high-low
relay is an International Standards Organization
(ISO) micro relay located in the Power Distribution
Center (PDC) in the engine compartment near the
battery.
²Wiper On-Off Relay- The wiper on-off relay is
an International Standards Organization (ISO) micro
relay located in the Power Distribution Center (PDC)
in the engine compartment near the battery.
Hard wired circuitry connects the front wiper and
washer system components to the electrical system of
the vehicle. These hard wired circuits are integral to
several wire harnesses, which are routed throughout
the vehicle and retained by many different methods.
These circuits may be connected to each other, to the
vehicle electrical system and to the front wiper and
washer system components through the use of a com-
bination of soldered splices, splice block connectors,
and many different types of wire harness terminal
connectors and insulators. Refer to the appropriate
wiring information. The wiring information includes
wiring diagrams, proper wire and connector repair
procedures, further details on wire harness routing
and retention, as well as pin-out and location views
for the various wire harness connectors, splices and
grounds.
OPERATING MODES
The components of the front wiper and washer sys-
tem are designed to work in concert to provide the
following operating modes:
²Automatic Wiper- In models equipped with
the optional automatic wiper feature, the internal
circuitry of both the right (wiper) multi-function
switch, the rain sensor module, and the BCM work
in concert to provide an automatic wiper mode with
five sensitivity selections. The BCM tells the Rain
Sensor Module (RSM) when the automatic wiper
mode is selected and the manually selected sensitiv-
ity level, then the rain sensor module tells the BCM
each time enough water droplets have accumulated
within the wipe pattern on the windshield to require
front wiper operation. The BCM then automatically
WJFRONT WIPERS/WASHERS 8R - 3
FRONT WIPERS/WASHERS (Continued)