2002 JEEP GRAND CHEROKEE cli

(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)

switch, or when the ªLockº button on the Remote
Keyless Entry (RKE) transmitter is depressed. The
powerlock switch will not initiate the pre-arming
sequence if the key is in the ignition switch. When
the VTA is pre-armed, the arming sequence is
delayed until all of the doors, the tailgate and the
flip-up glass are closed.
ARMING
Passive arming of the VTSS occurs when the vehi-
cle is exited with the key removed from the ignition
switch, the headlamps are turned off, and the doors
are locked while they are open using the power lock
switch. The power lock switch will not function if the
key is in the ignition switch or the headlamps are
turned on with the driver side front door open. The
VTSS will not arm if the driver side front door is
locked using the key in the lock cylinder or using the
mechanical lock button. Active arming of the VTSS
occurs when the ªLockº button on the Remote Key-
less Entry (RKE) transmitter is depressed to lock the
vehicle, even if the doors and/or the liftgate are open
when the RKE transmitter Lock button is depressed.
However, the VTSS arming will not be complete until
all of the doors, the liftgate and the liftgate flip-up
glass are closed. On vehicles equipped with the hood
ajar switch, VTSS arming will complete if the hood is
open, but the underhood area will not be protected
unless the hood is closed when the VTSS is armed.
Following successful passive or active VTSS arm-
ing, the VTSS indicator on the top of the instrument
panel will flash rapidly for about sixteen seconds
after the illuminated entry system times out. This
indicates that VTSS arming is in progress. Once the
sixteen second arming function is successfully com-
pleted, the indicator will flash at a slower rate, indi-
cating that the VTSS is armed.
DISARMING
Passive disarming of the VTSS occurs when the
vehicle is unlocked using the key to unlock the driver
side front door. Active disarming of the VTSS occurs
when the vehicle is unlocked by depressing the
ªUnlockº button of the Remote Keyless Entry (RKE)
transmitter. Once the alarm has been activated,
either disarming method will also deactivate the
alarm. Depressing the ªPanicº button on the RKE
transmitter will also disarm the VTSS, but the horn
will continue to pulse and the exterior lamps will
continue to flash for about three minutes as part of
the Panic feature function. The Panic feature is over-
ridden if the ªPanicº button is depressed a second
time, or if a vehicle speed of about 24 kilometers-per-
hour (15 miles-per-hour) is attained.POWER-UP MODE
When the armed VTSS senses that the battery has
been disconnected and reconnected, it enters its pow-
er-up mode. In the power-up mode the alarm system
remains armed following a battery failure or discon-
nect. If the VTSS was armed prior to a battery dis-
connect or failure, the technician or vehicle operator
will have to actively or passively disarm the alarm
system after the battery is reconnected. The pow-
er-up mode will also apply if the battery goes dead
while the system is armed, and battery jump-starting
is then attempted. The VTSS will be armed until it is
actively or passively disarmed. If the VTSS is in the
disarmed mode prior to a battery disconnect or fail-
ure, it will remain disarmed after the battery is
reconnected or replaced, or if jump-starting is
attempted.
ALARM
The VTA alarm output varies by the version of the
VTA with which the vehicle is equipped. In all cases,
the alarm provides both visual and audible outputs;
however, the time intervals of these outputs vary by
the requirements of the market for which the vehicle
is manufactured. In all cases, the visual output will
be a flashing of the exterior lamps. For vehicles
equipped with North American or the base version of
the VTA, the audible output will be the pulsing of the
horn. For vehicles with the premium version of the
VTA, the audible output will be the cycling of the
siren. The inputs that will trigger the alarm include
the door ajar switch, the flip-up glass ajar switch,
and in vehicles built for certain markets where they
are required, the hood ajar switch and the Intrusion
Transceiver Module (ITM).
TAMPER ALERT
The VTSS tamper alert feature will sound the horn
(or the alarm siren for the premium version) three
times upon VTA disarming, if the alarm was trig-
gered and has since timed-out (about eighteen min-
utes). This feature alerts the vehicle operator that
the VTA alarm was activated while the vehicle was
unattended.
INTRUSION ALARM
The Intrusion Alarm is an exclusive feature of the
premium version of the VTA, which is only available
in certain markets, where it is required. When the
VTA is armed, a motion sensor in the Intrusion
Transceiver Module (ITM) monitors the interior of
the vehicle for movement. If motion is detected, the
ITM sends a message to the BCM over the PCI bus
to invoke the visual alarm feature, and sends a mes-
sage to the alarm siren over a dedicated serial bus to
invoke the audible alarm feature. The motion detec-
WJVEHICLE THEFT SECURITY 8Q - 3
VEHICLE THEFT SECURITY (Continued)

tion feature of the ITM can be disabled by depressing
the ªLockº button on the RKE transmitter three
times or cycling the key in the driver door cylinder
from the center to lock position within fifteen seconds
during VTA arming, while the security indicator is
still flashing rapidly. The VTA provides a single short
siren ªchirpº as an audible conformation that the
motion detect disable request has been received. The
ITM must be electronically enabled in order for the
intrusion alarm to perform as designed. The intru-
sion alarm function of the ITM is enabled on vehicles
equipped with this option at the factory, but a service
replacement ITM must be configured and enabled by
the dealer using the DRBIIItscan tool. Refer to the
appropriate diagnostic information.
OPERATION - SENTRY KEY IMMOBILIZER
SYSTEM
The Sentry Key Immobilizer System (SKIS) is
designed to provide passive protection against unau-
thorized vehicle use by disabling the engine after
about two seconds of running, whenever any method
other than a valid Sentry Key is used to start the
vehicle. The SKIS is considered a passive protection
system because it is always active when the ignition
system is energized and does not require any cus-
tomer intervention. The SKIS uses Radio Frequency
(RF) communication to obtain confirmation that the
key in the ignition switch is a valid key for operating
the vehicle. The microprocessor-based SKIS hard-
ware and software also uses messages to communi-
cate with other modules in the vehicle over the
Programmable Communications Interface (PCI) data
bus. (Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/COMMUNICATION - OPERA-
TION).
Pre-programmed Sentry Key transponders are pro-
vided with the vehicle from the factory. Each Sentry
Key Immobilizer Module (SKIM) will recognize a
maximum of eight Sentry Keys. If the customer
would like additional keys other than those provided
with the vehicle, they may be purchased from any
authorized dealer. These additional keys must be pro-
grammed to the SKIM in the vehicle in order for the
system to recognize them as valid keys. This can be
done by the dealer using a DRBIIItscan tool or, if
Customer Learn programming is an available SKIS
feature in the market where the vehicle was pur-
chased, the customer can program the additional
keys, as long as at least two valid Sentry Keys are
already available. (Refer to 8 - ELECTRICAL/VEHI-
CLE THEFT SECURITY - STANDARD PROCE-
DURE - TRANSPONDER PROGRAMMING).
The SKIS performs a self-test each time the igni-
tion switch is turned to the On position, and will
store fault information in the form of DiagnosticTrouble Codes (DTC's) if a system malfunction is
detected. Refer to the appropriate diagnostic informa-
tion.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY SYSTEM
The VTSS-related hard wired inputs to and out-
puts from the Body Control Module (BCM), the
Driver Door Module (DDM), or the Passenger Door
Module (PDM) may be diagnosed and tested using
conventional diagnostic tools and procedures. Refer
to the appropriate wiring information.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the BCM, the
DDM, the PDM, or the Programmable Communica-
tions Interface (PCI) data bus network. In order to
obtain conclusive testing of the VTSS, the BCM, the
DDM, the PDM, and the PCI data bus network must
also be checked. The most reliable, efficient, and
accurate means to diagnose the VTSS requires the
use of a DRBIIItscan tool and the appropriate diag-
nostic 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.
8Q - 4 VEHICLE THEFT SECURITYWJ
VEHICLE THEFT SECURITY (Continued)

cylinder lock switches are driven by the key lock cyl-
inders and contain two internal resistors. One resis-
tor value is used for the Lock position, and one for
the Unlock position.
The door cylinder lock switches cannot be adjusted
or repaired and, if faulty or damaged, they must be
replaced.
OPERATION
The door cylinder lock switches are actuated by the
key lock cylinder when the key is inserted in the lock
cylinder and turned to the lock or unlock positions.
The door cylinder lock switch close a circuit between
the door lock switch ground circuit and the left or
right cylinder lock switch mux circuits through one of
two internal resistors for the Driver Door Module
(DDM) when either front door key lock cylinder is in
the Lock, or Unlock positions. The DDM reads the
switch status through an internal pull-up, then uses
this information as an input for the Vehicle Theft
Security System (VTSS) operation.
The door cylinder lock switches and circuits can be
diagnosed using conventional diagnostic tools and
methods.
DIAGNOSIS AND TESTING - DOOR CYLINDER
LOCK SWITCH
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 har-
ness connectors, splices and grounds.(1) Disconnect the door cylinder lock switch pigtail
wire connector from the door wire harness connector.
(2) Using a ohmmeter, check the switch resistance
checks between the two terminals in the door cylin-
der lock switch pigtail wire connector. Actuate the
switch by rotating the key in the door lock cylinder
to test for the proper resistance values in each of the
two switch positions, as shown in the Door Cylinder
Lock Switch Test table.
DOOR CYLINDER LOCK SWITCH TEST
Switch Position Resistance
( 10%)
Left Side Right Side
Lock (Clockwise) Unlock
(Counterclockwise)473 Ohms
Unlock
(Counterclockwise)Lock (Clockwise) 1.994
Kilohms
(3) If a door cylinder lock switch fails either of the
resistance tests, replace the faulty switch.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the outside door handle unit from the
outer door panel. (Refer to 23 - BODY/DOOR -
FRONT/EXTERIOR HANDLE - REMOVAL).
(3) Remove the retainer clip from the pin on the
back of the door lock cylinder (Fig. 2).
(4) Remove the lock lever from the pin on the back
of the door lock cylinder.
Fig. 1 DOOR CYLINDER LOCK SWITCH
1 - SWITCH
2 - OUTSIDE DOOR HANDLE
3 - DOOR LOCK CYLINDER
Fig. 2 LOCK CYLINDER LEVER RETAINER RE
1 - LEVER
2 - RETAINER
3 - LOCK CYLINDER
4 - SWITCH
5 - PLIERS
6 - OUTSIDE DOOR HANDLE
8Q - 8 VEHICLE THEFT SECURITYWJ
DOOR CYLINDER LOCK SWITCH (Continued)

(5) Remove the door cylinder lock switch from the
back of the lock cylinder.
INSTALLATION
(1) Position the door cylinder lock switch onto the
back of the lock cylinder with its pigtail wire harness
oriented toward the bottom (Fig. 2).
(2) Position the lock lever onto the pin on the back
of the door lock cylinder with the lever oriented
toward the rear.
(3) Install the retainer clip onto the pin on the
back of the door lock cylinder. Be certain that the
center tab of the retainer is engaged in the retention
hole on the lock lever.
(4) Reinstall the outside door handle unit onto the
outer door panel. (Refer to 23 - BODY/DOOR -
FRONT/EXTERIOR HANDLE - INSTALLATION).
(5) Reconnect the battery negative cable.
HOOD AJAR SWITCH
DESCRIPTION
The hood ajar switch is a self-adjusting, normally
closed, single pole, double throw momentary switch
that is used only on vehicles built for sale in certain
international markets where it is required equipment
(Fig. 3). The mounting bracket is fastened to the left
inner fender. A molded plastic striker with three inte-
gral retainers is secured to the underside of the hood
panel inner reinforcement to actuate the switch
plunger as the hood panel is closed.The switchreceives a path to ground through the left inner
fender shield in the engine compartment.
The hood ajar switch adjusts itself as the striker
pushes the switch body down through the switch
when the hood panel is closed after the initial instal-
lation. This self-adjustment feature is only functional
the first time the hood is closed following installa-
tion. If the switch requires adjustment following the
initial installation, the switch must be replaced.
OPERATION
The normally closed hood ajar switch is normally
held open when the hood panel is closed and latched.
When the hood is opened, the switch plunger extends
from the switch body and the switch contacts are
closed. The hood ajar switch is connected in series
between ground and the hood ajar switch sense input
of the Body Control Module (BCM). The BCM uses
an internal resistor pull up to monitor the state of
the hood ajar switch contacts. The hood ajar switch
can be diagnosed using conventional diagnostic tools
and methods.
DIAGNOSIS AND TESTING - HOOD AJAR
SWITCH
The diagnosis found here addresses an inoperative
hood ajar switch. If the problem being diagnosed is
related to hood ajar switch accuracy, be certain to
confirm that the problem is not an improperly
adjusted hood ajar switch. If no hood ajar switch
adjustment problem is found, the following procedure
will help to locate a short or open in the hood ajar
switch circuit. Refer to the appropriate wiring infor-
mation.
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) Disconnect and isolate the battery negative
cable. Disconnect the hood ajar switch. Check for
continuity between the harness ground circuit a good
ground. There should be continuity. If OK, go to Step
2. If not OK, repair the open ground circuit to
ground.
Fig. 3 Hood Ajar Switch
1 - SWITCH
2 - STUD (2)
3 - BRACKET
4 - FENDER
5 - CONNECTOR
6 - NUT (2)
WJVEHICLE THEFT SECURITY 8Q - 9
DOOR CYLINDER LOCK SWITCH (Continued)

The ITM microprocessor continuously monitors
inputs from its on-board motion sensor as well as
inputs from the BCM and the alarm siren module.
The ITM motion sensor transmits ultrasonic signals
into the vehicle cabin through a transmit transducer,
then listens to the returning signals as the bounce off
of objects in the vehicle interior. If an object is mov-
ing in the interior, a detection circuit in the ITM
senses this movement through the modulation of the
returning ultrasonic signals that occurs due to the
Doppler effect. The motion detect function of the ITM
can be disabled by depressing the ªLockº button on
the Remote Keyless Entry (RKE) transmitter three
times within fifteen seconds, while the security indi-
cator is still flashing rapidly or by cycling the key in
the driver door cylinder from the center to the lock
position. The ITM will signal the alarm siren module
to provide a single siren ªchirpº as an audible confir-
mation that the motion sensor function has been dis-
abled.
If movement is detected, the ITM sends an mes-
sage to the BCM over the PCI data bus to flash the
exterior lighting and send a message to the alarm
siren module over a dedicated serial bus line to
sound the siren. When the BCM detects a breach in
the perimeter protection through a door, tailgate,
flip-up glass, or hood ajar switch input, it sends an
message to the ITM and the ITM sends an message
to the BCM over the PCI data bus to flash the exte-
rior lighting and send a message to the alarm siren
module over a dedicated serial bus line to sound the
siren. The ITM also monitors inputs from the alarm
siren module for siren battery or siren input/output
circuit tamper alerts, and siren battery condition
alerts, then sets active and stored Diagnostic Trouble
Codes (DTC) for any monitored system faults it
detects. An active fault only remains for the current
ignition switch cycle, while a stored fault causes a
DTC to be stored in memory by the ITM. If a fault
does not reoccur for fifty ignition cycles, the ITM will
automatically erase the stored DTC.
The ITM is connected to the vehicle electrical sys-
tem through the overhead wire harness. The ITM
receives battery voltage on a B(+) circuit through a
fuse in the Junction Block (JB), and is grounded to
the chassis at G303. These connections allow the
ITM to remain operational, regardless of the ignition
switch position. The hard wired inputs and outputs
for the ITM may be diagnosed and tested using con-
ventional diagnostic tools and procedures. However,
conventional diagnostic methods will not prove con-
clusive in the diagnosis of the ITM, the PCI data bus
network, or the electronic message inputs to and out-
puts from the ITM. The most reliable, efficient, and
accurate means to diagnose the ITM, the PCI data
bus network, and the message inputs to and outputsfrom the ITM requires the use of a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) While pulling downward lightly on the rear cor-
ner of the Intrusion Transceiver Module (ITM) trim
cover, insert a small thin-bladed screwdriver through
each of the service holes on the rear edge of the trim
cover to release the two integral rear latch features
of the module from the mounting bracket above the
headliner (Fig. 7).
(3) Pull the ITM trim cover rearward far enough
to disengage the two front latch features of the mod-
ule from the mounting bracket above the headliner.
(4) Pull the ITM and trim cover down from the
headliner far enough to access and disconnect the
overhead wire harness connector for the ITM from
the module connector.
(5) Remove the ITM from the headliner.
INSTALLATION
(1) Position the Intrusion Transceiver Module
(ITM) to the headliner.
(2) Reconnect the overhead wire harness connector
for the ITM to the module connector.
(3) Align the two front latch features of the ITM
with the two front latch receptacles of the mounting
bracket above the headliner (Fig. 8).
(4) Push the ITM trim cover forward far enough to
insert the two rear latch features of the module into
Fig. 7 INTRUSION TRANSCEIVER MODULE
REMOVE
1 - SMALL SCREWDRIVER
2 - HEADLINER
3 - SERVICE HOLES
4 - ITM
8Q - 12 VEHICLE THEFT SECURITYWJ
INTRUSION TRANSCEIVER MODULE (Continued)

(4) Remove the six plastic nuts (2 short and 4
long) that secure the cowl grille cover to the studs on
the cowl top panel near the base of the windshield
(Fig. 3).
(5) Lift the left end of the cowl grille cover off of
the cowl plenum panel far enough to access the front
washer plumbing.
(6) Disconnect the engine compartment washer
hose from the cowl grille cover washer hose at the
plastic elbow connector.
(7) Remove the cowl grille cover from the cowl ple-
num and cowl top panels through the opening
between the hood and the base of the windshield.
(8) From the underside of the cowl grille cover, dis-
connect the washer hoses from the three barbed nip-
ples of the wye fitting/check valve unit.
(9) Remove the wye fitting/check valve unit from
the underside of the cowl grille cover.
INSTALLATION
(1) Position the wye fitting/check valve unit to the
underside of the cowl grille cover.
(2) From the underside of the cowl grille cover,
reconnect the three washer hoses to the barbed nip-
ples of the wye fitting/check valve unit.
(3) Reinstall the washer hoses for the front washer
nozzles into their routing clips on the underside of
the cowl grille cover.
(4) Position the cowl grille cover onto the cowl ple-
num and cowl top panels through the opening
between the hood and the base of the windshield
(Fig. 3).(5) Lift the left end of the cowl grille cover off of
the cowl plenum panel far enough to access the front
washer plumbing.
(6) Reconnect the cowl grille cover washer hose to
the engine compartment washer hose at the elbow
connector.
(7) Install the six plastic nuts that secure the cowl
grille cover to the studs on the cowl top panel near
the base of the windshield. These nuts are to be
installed by pushing them onto the studs in the fol-
lowing sequence:
(a) First, install the short nuts to the third stud
from the right, then the second stud from the left.
(b) Next, install the long nuts to the right out-
board stud, then the left outboard stud.
(c) Finally, install the two remaining long nuts
to the third stud from the left, then the second
stud from the right.
(8) Starting at the ends and working toward the
center, push the hood to plenum seal onto the for-
ward flanges of the cowl grille cover and the plenum
panel.
(9) Reinstall the wiper arms onto the wiper pivots.
(Refer to 8 - ELECTRICAL/FRONT WIPERS/WASH-
ERS/FRONT WIPER ARMS - INSTALLATION).
(10) Reconnect the battery negative cable.
FRONT WASHER HOSES/
TUBES
DESCRIPTION
The front washer plumbing consists of a small
diameter rubber hose that is routed from the barbed
outlet nipple of the front washer pump/motor on the
washer reservoir along the filler neck into the engine
compartment. In the engine compartment, a molded
plastic in-line fitting with barbed nipples joins the
washer hose to another section of hose that is routed
near the left headlamp and dash wire harness to the
cowl plenum area. The engine compartment washer
hose passes from the engine compartment into the
cowl plenum area through a dedicated hole with a
rubber grommet near the left end of the cowl plenum
panel. A molded plastic elbow fitting with barbed nip-
ples joins the engine compartment hose to the cowl
grille cover hose. The cowl grille cover washer hose is
routed through routing clips on the underside of the
cowl grille cover to a molded plastic wye fitting with
barbed nipples and an integral check valve. The cowl
grille cover hose is connected to one nipple on the
wye fitting and the two washer nozzle hoses are con-
nected to the other two wye fitting nipples. The
washer nozzle hoses are routed along the underside
of the cowl grille cover to the two washer nozzles.
Fig. 3 Cowl Grille Cover Remove/Install
1 - WASHER HOSE CONNECTION
2 - STUDS (6)
3 - COWL GRILLE COVER
4 - PLASTIC NUT (6)
8R - 10 FRONT WIPERS/WASHERSWJ
FRONT CHECK VALVE (Continued)