2002 JEEP GRAND CHEROKEE window circuit

PASSENGER BLEND DOOR MOTOR/ACTUATOR (RHD) (AZC) - BLACK 2 WAY
CAV CIRCUIT FUNCTION
A C94 20WT/DG (RHD) PASSENGER BLEND DOOR DRIVER (A)
B C96 20WT/DB (RHD) PASSENGER BLEND DOOR DRIVER (B)
PASSENGER CURTAIN AIRBAG - BLACK 2 WAY
CAV CIRCUIT FUNCTION
1 R72 20LB/WT PASSENGER CURTAIN SQUIB LINE 2
2 R74 20LB/YL PASSENGER CURTAIN SQUIB LINE 1
PASSENGER DOOR LOCK MOTOR/AJAR SWITCH - BLACK 4 WAY
CAV CIRCUIT FUNCTION
1 G74 18TN/RD PASSENGER DOOR AJAR SWITCH SENSE
2 Z1 18BK GROUND
3 P36 18PK/VT DOOR UNLOCK DRIVER
4 P35 18OR/VT DOOR LOCK DRIVER
PASSENGER DOOR MODULE C1 - WHITE 15 WAY
CAV CIRCUIT FUNCTION
1 A146 12OR/WT FUSED B(+)
2 Q24 16DG PASSENGER REAR WINDOW DRIVER (DOWN)
3 Q14 16GY PASSENGER REAR WINDOW DRIVER (UP)
4 Z1 12BK GROUND
5 P35 18OR/VT DOOR LOCK DRIVER
6- -
7 P36 18PK/VT DOOR UNLOCK DRIVER
8- -
9 D25 20YL/VT PCI BUS
10 - -
11 G74 18TN/RD PASSENGER DOOR AJAR SWITCH SENSE
12 E20 20OR/DB PASSENGER REAR DOOR SWITCH ILLUMINATION
13 Q12 16BR PASSENGER WINDOW DRIVER (UP)
14 - -
15 Q22 16VT PASSENGER WINDOW DRIVER (DOWN)
8W - 80 - 102 8W-80 CONNECTOR PIN-OUTWJ

PASSENGER DOOR MODULE C2 - BLACK 12 WAY
CAV CIRCUIT FUNCTION
1 P95 20OR MIRROR HORIZONTAL DRIVER
2 C118 20BK/WT MIRROR HEATER GROUND
3 P64 20VT MIRROR VERTICAL POSITION SIGNAL
4 P69 20GY MIRROR SENSOR GROUND
5 P65 20DG MIRROR HORIZONTAL POSITION SIGNAL
6 C117 20BK MIRROR HEATER 12 VOLT SUPPLY
7 P91 20WT MIRROR COMMON DRIVER
8 P93 20RD MIRROR VERTICAL DRIVER
9 M21 20PK/DG COURTESY LAMP DRIVER
10 P110 20YL (BUILT-UP-EXPORT) FOLDING MIRROR RETURN
11 P99 20DB (BUILT-UP-EXPORT) FOLDING MIRROR FEED
12 L121 20BK/RD COURTESY LAMP GROUND
PASSENGER FRONT DOOR COURTESY LAMP - BLACK 2 WAY
CAV CIRCUIT FUNCTION
1 M21 20PK/DG COURTESY LAMP DRIVER
2 L121 20BK/RD COURTESY LAMP GROUND
PASSENGER FRONT POWER WINDOW MOTOR - BLACK 2 WAY
CAV CIRCUIT FUNCTION
1 Q22 16VT PASSENGER WINDOW DRIVER (DOWN)
2 Q12 16BR PASSENGER WINDOW DRIVER (UP)
PASSENGER HEATED SEAT BACK (PREMIUM I/III)-3WAY
CAV CIRCUIT FUNCTION
1 P88 16BK/BR HEATED SEAT DRIVER
2 Z5 16BK/VT GROUND
3- -
WJ8W-80 CONNECTOR PIN-OUT 8W - 80 - 103

PASSENGER POWER SEAT RECLINER MOTOR (MIDLINE/PREMIUM) - BLACK 2 WAY
CAV CIRCUIT FUNCTION
A P42 16BR/WT PASSENGER SEAT RECLINER DOWN DRIVER
B P44 16GY/LB PASSENGER SEAT RECLINER UP DRIVER
PASSENGER POWER SEAT SWITCH (MIDLINE/PREMIUM) - GREEN 10 WAY
CAV CIRCUIT FUNCTION
1 Z1 16BK GROUND
2 P44 16GY/LB PASSENGER SEAT RECLINER UP DRIVER
3 P16 16RD/YL PASSENGER SEAT HORIZONTAL REARWARD DRIVER
4 P42 16BR/WT PASSENGER SEAT RECLINER DOWN DRIVER
5 F37 16RD/LB FUSED B(+)
6 P14 16YL/LB PASSENGER SEAT HORIZONTAL FORWARD DRIVER
7 P18 16YL/LG (RHD) PASSENGER SEAT FRONT UP DRIVER
7 P20 16RD/LG (LHD) PASSENGER SEAT FRONT DOWN DRIVER
8 P10 16YL/WT (RHD) PASSENGER SEAT REAR UP DRIVER
8 P12 16RD/WT (LHD) PASSENGER SEAT REAR DOWN DRIVER
9 P12 16RD/WT (RHD) PASSENGER SEAT REAR DOWN DRIVER
9 P10 16YL/WT (LHD) PASSENGER SEAT REAR UP DRIVER
10 P20 16RD/LG (RHD) PASSENGER SEAT FRONT DOWN DRIVER
10 P18 16YL/LG (LHD) PASSENGER SEAT FRONT UP DRIVER
PASSENGER REAR POWER WINDOW MOTOR - BLACK 2 WAY
CAV CIRCUIT FUNCTION
1 Q124 16DG/WT WINDOW DRIVER (DOWN)
2 Q114 16GY/WT WINDOW DRIVER (UP)
PASSENGER REAR POWER WINDOW SWITCH - BLUE 6 WAY
CAV CIRCUIT FUNCTION
1 Q14 16GY PASSENGER REAR WINDOW DRIVER (UP)
2 Q114 16GY/WT WINDOW DRIVER (UP)
3 E21 20OR/RD PASSENGER REAR DOOR SWITCH ILLUMINATION
4 Q24 16DG PASSENGER REAR WINDOW DRIVER (DOWN)
5 Q124 16DG/WT WINDOW DRIVER (DOWN)
6 Z1 16BK GROUND
PASSENGER SEAT BELT SWITCH-2WAY
CAV CIRCUIT FUNCTION
1 R58 20GY PASSENGER SEAT BELT SWITCH SENSE
2 R60 20VT PASSENGER SEAT BELT SWITCH GROUND
8W - 80 - 106 8W-80 CONNECTOR PIN-OUTWJ

open circuit to the fuse in the junction block as
required.
(5) The coil ground terminal cavity (85) is switched
to ground through the Powertrain Control Module
(PCM). There should be continuity between this cav-
ity and the A/C compressor clutch relay control cir-
cuit cavity of the PCM wire harness connector C
(gray) at all times. If not OK, repair the open circuit
as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 11).
(3) Refer to the label on the PDC for compressor
clutch relay identification and location.
(4) Unplug the compressor clutch relay from the
PDC.
INSTALLATION
(1) Install the compressor clutch relay by aligning
the relay terminals with the cavities in the PDC and
pushing the relay firmly into place.
(2) Install the PDC cover.
(3) Connect the battery negative cable.
(4) Test the relay operation.
A/C HEATER CONTROL
DESCRIPTION
The manual temperature control HVAC system
uses a combination of electrical, and vacuum con-trols. The Automatic Zone Control (AZC) HVAC sys-
tem uses only electrical controls. These controls
provide the vehicle operator with a number of setting
options to help control the climate and comfort
within the vehicle. Refer to the owner's manual in
the vehicle glove box for more information on the
suggested operation and use of these controls.
Both a/c heater control panels are located on the
instrument panel inboard of the steering column and
below the radio (Fig. 12). Both control panels contain
rotary-type temperature control knob(s), a rotary-
type mode control switch knob, a rotary-type blower
motor speed switch knob and an air conditioning
compressor push button switch. The rear window
defogger push button switch is also located on a/c
heater control panel. The AZC control panel also fea-
tures a recirculation push button switch and a vac-
uum fluorescent display area.
OPERATION
The AZC control module uses infrared sensing
technology to control occupant comfort levels, not the
actual passenger compartment air temperature. Dual
infrared sensors mounted in the face of the control
unit independently measure the surface temperature
to maintain customer-perceived comfort temperature
under changing conditions. Dual Zone temperature
control provides wide side-to-side variation in comfort
temperature to exceed the needs of either front seat
occupant. This sensing system replaces interior air
temperature and solar sensors used to approximate
direct sensing control through complex control pro-
grams.
Fig. 11 POWER DISTRIBUTION CENTER (PDC)
1 - TRANSMISSION CONTROL MODULE (TCM)
2 - NEGATIVE CABLE
3 - POSITIVE CABLE
4 - POWER DISTRIBUTION CENTER (PDC)
Fig. 12 A/C HEATER CONTROL PANELS
WJCONTROLS 24 - 17
A/C COMPRESSOR CLUTCH RELAY (Continued)

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 AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Check for battery voltage at the fuse in the
Power Distribution Center (PDC). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the a/c heater control from the instrument
panel. (Refer to 24 - HEATING & AIR CONDITION-
ING/CONTROLS/A/C HEATER CONTROL -
REMOVAL) Check for continuity between the ground
circuit cavity of the a/c heater control wire harness
connector and a good ground. There should be conti-
nuity. If OK, go to Step 3. If not OK, repair the open
circuit to ground as required.
(3) With the a/c heater control wire harness con-
nector unplugged, place the a/c heater mode control
switch knob in any position except the Off position.
Check for continuity between the ground circuit ter-
minal and each of the blower motor driver circuit ter-
minals of the a/c heater control as you move the
blower motor switch knob to each of the four speed
positions. There should be continuity at each driver
circuit terminal in only one blower motor switch
speed position. If OK, test and repair the blower
driver circuits between the a/c heater control connec-
tor and the blower motor resistor as required. If not
OK, replace the faulty a/c heater control unit.
REMOVAL
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 AN ACCIDENTALAIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
The blower motor switch cannot be adjusted or
repaired, and if faulty or damaged, the a/c heater
control must be replaced. (Refer to 24 - HEATING &
AIR CONDITIONING/CONTROLS/A/C HEATER
CONTROL - REMOVAL)
IN-CAR TEMPERATURE
SENSOR
DESCRIPTION
Models equipped with the optional Automatic Zone
Control (AZC) system use automatic dual zone tem-
perature control with infrared sensing technology.
The temperature sensor is located in the center
instrument panel, between the dual temperature
knobs of the AZC.
OPERATION
The Automatic Zone Control uses infrared sensing
technology to control occupant comfort levels, not the
actual passenger compartment air temperature. Dual
infrared sensors mounted in the face of the control
unit independently measure the surface temperature
to maintain customer-perceived comfort temperature
under changing conditions. Dual Zone temperature
control provides wide side-to-side variation in comfort
temperature to exceed the needs of either front seat
occupant. This sensing system replaces interior air
temperature and solar sensors used to approximate
direct sensing control through complex control pro-
grams.
The infrared temperature sensor cannot be
adjusted or repaired and, if faulty or damaged, the
AZC head must be replaced.
NOTE: The infrared sensor window may be perma-
nently damaged if any type of cosmetic vinyl dress-
ings are allowed to contact the lens. Avoid spraying
or wiping this area with any cleaner or conditioner.
This may result in impaired temperature sensing
and control.
REMOVAL
The infrared temperature sensor cannot be
adjusted or repaired and, if faulty or damaged, the
AZC head must be replaced. (Refer to 24 - HEATING
& AIR CONDITIONING/CONTROLS/A/C HEATER
CONTROL - REMOVAL)
WJCONTROLS 24 - 29
BLOWER MOTOR SWITCH (Continued)

and deteriorate engine performance, driveability and
fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S's) to monitor the efficiency of the converter. The
dual O2S's sensor strategy is based on the fact that
as a catalyst deteriorates, its oxygen storage capacity
and its efficiency are both reduced. By monitoring
the oxygen storage capacity of a catalyst, its effi-
ciency can be indirectly calculated. The upstream
O2S is used to detect the amount of oxygen in the
exhaust gas before the gas enters the catalytic con-
verter. The PCM calculates the A/F mixture from the
output of the O2S. A low voltage indicates high oxy-
gen content (lean mixture). A high voltage indicates a
low content of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S's.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S's is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL will be illu-
minated.
DESCRIPTION - TRIP DEFINITION
The term ªTripº has different meanings depending
on what the circumstances are. If the MIL (Malfunc-
tion Indicator Lamp) is OFF, a Trip is defined as
when the Oxygen Sensor Monitor and the Catalyst
Monitor have been completed in the same drive cycle.
When any Emission DTC is set, the MIL on the
dash is turned ON. When the MIL is ON, it takes 3
good trips to turn the MIL OFF. In this case, itdepends on what type of DTC is set to know what a
ªTripº is.
For the Fuel Monitor or Mis-Fire Monitor (contin-
uous monitor), the vehicle must be operated in the
ªSimilar Condition Windowº for a specified amount of
time to be considered a Good Trip.
If a Non-Contiuous OBDII Monitor fails twice in a
row and turns ON the MIL, re-running that monitor
which previously failed, on the next start-up and
passing the monitor, is considered to be a Good Trip.
These will include the following:
²Oxygen Sensor
²Catalyst Monitor
²Purge Flow Monitor
²Leak Detection Pump Monitor (if equipped)
²EGR Monitor (if equipped)
²Oxygen Sensor Heater Monitor
If any other Emission DTC is set (not an OBDII
Monitor), a Good Trip is considered to be when the
Oxygen Sensor Monitor and Catalyst Monitor have
been completed; or 2 Minutes of engine run time if
the Oxygen Sensor Monitor or Catalyst Monitor have
been stopped from running.
It can take up to 2 Failures in a row to turn on the
MIL. After the MIL is ON, it takes 3 Good Trips to
turn the MIL OFF. After the MIL is OFF, the PCM
will self-erase the DTC after 40 Warm-up cycles. A
Warm-up cycle is counted when the ECT (Engine
Coolant Temperature Sensor) has crossed 160ÉF and
has risen by at least 40ÉF since the engine has been
started.
DESCRIPTION - COMPONENT MONITORS
There are several components that will affect vehi-
cle emissions if they malfunction. If one of these com-
ponents malfunctions the Malfunction Indicator
Lamp (MIL) will illuminate.
Some of the component monitors are checking for
proper operation of the part. Electrically operated
components now have input (rationality) and output
(functionality) checks. Previously, a component like
the Throttle Position sensor (TPS) was checked by
the PCM for an open or shorted circuit. If one of
these conditions occurred, a DTC was set. Now there
is a check to ensure that the component is working.
This is done by watching for a TPS indication of a
greater or lesser throttle opening than MAP and
engine rpm indicate. In the case of the TPS, if engine
vacuum is high and engine rpm is 1600 or greater
and the TPS indicates a large throttle opening, a
DTC will be set. The same applies to low vacuum if
the TPS indicates a small throttle opening.
All open/short circuit checks or any component that
has an associated limp in will set a fault after 1 trip
with the malfunction present. Components without
WJEMISSIONS CONTROL 25 - 19
EMISSIONS CONTROL (Continued)