2002 JEEP GRAND CHEROKEE Vin

DIAGNOSIS AND TESTING - HEATED SEAT
ELEMENT
RESISTOR WIRE ELEMENT
(1) Disconnect and isolate the battery negative
cable. The power seat wire harness connectors for the
seat cushion and seat back heating elements are
secured to a bracket located under the rear edge of
the seat cushion frame. Refer toWiringfor complete
circuit schematics and connector locations.
(2) Disconnect the Heated Seat Module (HSM) or
Memory Heated Seat Module (MHSM) C2 connector.
Check for continuity between the SEAT HEATER
B(+) DRIVER circuit cavity of the C2 connector and
the seat cushion frame. There should be NO continu-
ity. If OK, go to Step 3. If not OK, repair the shorted
seat heater B(+) driver circuit as required.
NOTE: WHEN CHECKING HEATED SEAT ELE-
MENTS FOR CONTINUITY, BE CERTAIN TO MOVE
THE HEATING ELEMENT BEING CHECKED. MOV-
ING THE ELEMENT, SUCH AS SITTING IN THE SEAT
WILL ELIMINATE THE POSSIBILITY OF AN INTER-
MITTENT OPEN IN THE ELEMENT WHICH WOULD
ONLY BE EVIDENT IF THE ELEMENT WAS MOVED
IN A CERTAIN DIRECTION. FAILURE TO CHECK
THE ELEMENT IN VARIOUS POSITIONS COULD
RESULT IN AN INCOMPLETE TEST.
(3) Check for continuity between the SEAT
HEATER B(+) DRIVER circuit cavity of the C2 con-
nector and the ground circuit cavity. There should be
continuity at all times (even upon moving or sitting
in the seat). If OK, proceed with testing the other
components in the heated seat system. If not OK,
replace the open heating element. Refer to the proce-
dure in this section of the manual.
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the appropriate seat cushion or seat
back trim cover. Refer to the Body section of the ser-
vice manual for the procedures.
(3) Disconnect the inoperative heated seat cushion
or seat back element electrical connectors.
(4) Gently peel-off defective heater element from
foam cushion.
INSTALLATION
(1) Peel off the adhesive backing on the back of the
replacement heating element and install on cushion
pad in the same location as the original (Fig. 6).
CAUTION: During the installation of the replace-
ment heating element, be very careful not to fold or
crease the element assembly. Folds or creases will
cause premature failure.
(2) Connect the new heating element electrical
connectors (Fig. 6).
(3) Connect the negative battery cable.
(4) Verify heated seat system operation.
(5) Install the appropriate seat cushion or seat
back trim cover. Make certain the seat wire harness
is correctly routed through the seat and seat back.
The excess wire between the cushion and back ele-
ments should be securely tucked between the rear of
the cushion foam and the rear carpet flap of the trim
cover.
Fig. 6 HEATING ELEMENT INSTALLED
1 - SEAT BACK WIRE HARNESS
2 - HEATED SEAT WIRE HARNESS CONNECTOR
3 - HEATED SEAT CUSHION ELEMENT
8G - 14 HEATED SEAT SYSTEMWJ
HEATED SEAT ELEMENT (Continued)

HORN
TABLE OF CONTENTS
page page
HORN SYSTEM
DESCRIPTION..........................1
OPERATION............................2
DIAGNOSIS AND TESTING - HORN SYSTEM . . . 2
HORN
DESCRIPTION..........................3
OPERATION............................3
DIAGNOSIS AND TESTING - HORN..........3
REMOVAL.............................3
INSTALLATION..........................4
HORN RELAY
DESCRIPTION..........................4OPERATION............................4
DIAGNOSIS AND TESTING - HORN RELAY....4
REMOVAL.............................5
INSTALLATION..........................5
HORN SWITCH
DESCRIPTION..........................6
OPERATION............................6
DIAGNOSIS AND TESTING - HORN SWITCH . . . 6
REMOVAL.............................7
INSTALLATION..........................7
HORN SYSTEM
DESCRIPTION
A dual-note electric horn system is standard facto-
ry-installed equipment on this model. The standard
equipment horn system features one low-note horn
unit and one high-note horn unit. The horn system
allows the vehicle operator to provide an audible
warning of the presence or approach of the vehicle to
pedestrians and the drivers of other vehicles in near
proximity. The horn system uses a non-switched
source of battery current so that the system will
remain functional, regardless of the ignition switch
position.
The horn system can also be activated by the Body
Control Module (BCM). The BCM is programmed to
activate the horns in order to provide the following
features:
²Remote Keyless Entry (RKE) system lock
request audible verification (except export)
²RKE system panic mode audible alert
²Vehicle Theft Security System (VTSS) audible
alarm.
This vehicle also offers several customer program-
mable features, which allows the selection of several
optional electronic features to suit individual prefer-
ences. Refer to Overhead Console for more informa-
tion on the customer programmable feature options.
Customer programmable feature options affecting the
horn system include:
²Sound Horn on Lock- Allows the option of
having the horn sound a short chirp as an audible
verification that the RKE system received a valid
Lock request from the RKE transmitter, or having no
audible verification.The horn system includes the following compo-
nents:
²Clockspring
²Horns
²Horn relay
²Horn switch
Certain functions and features of the horn system
rely upon resources shared with other electronic
modules in the vehicle over the Programmable Com-
munications Interface (PCI) data bus network. The
PCI data bus network allows the sharing of sensor
information. This helps to reduce wire harness com-
plexity, internal controller hardware, and component
sensor current loads. At the same time, this system
provides increased reliability, enhanced diagnostics,
and allows the addition of many new feature capabil-
ities. For diagnosis of these electronic modules or of
the PCI data bus network, the use of a DRB scan
tool and the proper Diagnostic Procedures manual
are recommended.
The other electronic modules that may affect horn
system operation are as follows:
²Body Control Module (BCM)(Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/BODY CONTROL/CENTRAL TIMER MODUL
- DESCRIPTION) for more information.
²Electronic Vehicle Information Center
(EVIC)(Refer to 8 - ELECTRICAL/OVERHEAD
CONSOLE/ELECTRONIC VEHICLE INFO CENTER
- DESCRIPTION) for more information.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - DESCRIPTION) for more information on
this component. Refer to the appropriate wiring
information. The wiring information includes wiring
diagrams, proper wire and connector repair proce-
dures, details of wire harness routing and retention,
WJHORN 8H - 1

connector pin-out information and location views for
the various wire harness connectors, splices and
grounds. Following are general descriptions of the
remaining major components in the horn system.
OPERATION
The horn system is activated by a horn switch con-
cealed beneath the driver side airbag module trim
cover in the center of the steering wheel. Depressing
the center of the driver side airbag module trim cover
closes the horn switch. Closing the horn switch acti-
vates the horn relay. The activated horn relay then
switches the battery current needed to energize the
horns.
The BCM can also activate the horn system by
energizing the horn relay through a single hard
wired output circuit. The BCM energizes and de-en-
ergizes the horn relay in response to internal pro-
gramming as well as message inputs received over
the Programmable Communications Interface (PCI)
data bus network. The BCM can energize the horn
relay for a single chirp (RKE lock request), or for
extended operation (RKE panic mode and VTSS
alarm mode).
Refer to the owner's manual in the vehicle glove
box for more information on the features, use and
operation of the horn system.
DIAGNOSIS AND TESTING - HORN SYSTEM
In most cases, any problem involving continually
sounding horns can be quickly alleviated by removing
the horn relay from the Power Distribution Center
(PDC). Refer to Horn Relay for the proper removal
procedure. Refer to the appropriate wiring informa-
tion. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
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.
HORN SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
BOTH HORNS
INOPERATIVE1. Faulty fuse. 1. Check the fuses in the Power Distribution
Center (PDC) and the Junction Block (JB).
Replace the fuse and repair the shorted circuit or
component, if required.
2. Faulty horn relay. 2. Refer to Horn Relay for the proper horn relay
diagnosis and testing procedures. Replace the
horn relay or repair the open horn relay circuit, if
required.
3. Faulty horn switch. 3. Refer to Horn Switch for the proper horn switch
diagnosis and testing procedures. Replace the
horn switch or repair the open horn switch circuit,
if required.
4. Faulty horns. 4. Refer to Horn for the proper horn diagnosis
and testing procedures. Replace the horns or
repair the open horn circuit, if required.
ONE HORN INOPERATIVE 1. Faulty horn. 1. Refer to Horn for the proper horn diagnosis
and testing procedures. Replace the horn or
repair the open horn circuit, if required.
8H - 2 HORNWJ
HORN SYSTEM (Continued)

(6) Remove both horns and the mounting bracket
from the right extension of the radiator closure
assembly as a unit.
INSTALLATION
(1) Position both horns and the mounting bracket
onto the right extension of the radiator closure
assembly as a unit.
(2) Install and tighten the screw that secures the
horn mounting bracket to the right extension of the
radiator closure assembly. Tighten the screw to 11.3
N´m (100 in. lbs.).
(3) Reconnect the two right headlamp and dash
wire harness connectors to the horn connector recep-
tacles. Be certain to engage the connector lock tabs
after reconnecting them to the horn connector recep-
tacles.
(4) Install the lower front half of the inner liner to
the right front fender wheel house. (Refer to 23 -
BODY/EXTERIOR/FRONT FENDER - INSTALLA-
TION) for the procedure.
(5) Lower the vehicle.
(6) Reconnect the battery negative cable.
HORN RELAY
DESCRIPTION
The horn relay is a electromechanical device that
switches battery current to the horn when the horn
switch grounds the relay coil. The horn relay is
located in the Power Distribution Center (PDC) inthe engine compartment. If a problem is encountered
with a continuously sounding horn, it can usually be
quickly resolved by removing the horn relay from the
PDC until further diagnosis is completed. See the
fuse and relay layout label affixed to the inside sur-
face of the PDC cover for horn relay identification
and location.
The horn relay is a International Standards Orga-
nization (ISO) micro-relay. Relays conforming to the
ISO specifications have common physical dimensions,
current capacities, terminal patterns, and terminal
functions. The ISO micro-relay terminal functions
are the same as a conventional ISO relay. However,
the ISO micro-relay terminal pattern (or footprint) is
different, the current capacity is lower, and the phys-
ical dimensions are smaller than those of the conven-
tional ISO relay.
The horn relay cannot be repaired or adjusted and,
if faulty or damaged, it must be replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one mov-
able) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact.
When the electromagnetic coil is de-energized,
spring pressure returns the movable contact to the
normally closed position. The resistor or diode is con-
nected in parallel with the electromagnetic coil in the
relay, and helps to dissipate voltage spikes that are
produced when the coil is de-energized.
DIAGNOSIS AND TESTING - HORN RELAY
The horn relay (Fig. 2) is located in the Power Dis-
tribution Center (PDC) between the battery and the
right inner fender shield on the passenger side of the
engine compartment. If a problem is encountered
with a continuously sounding horn, it can usually be
quickly resolved by removing the horn relay from the
PDC until further diagnosis is completed. See the
fuse and relay layout label affixed to the inside sur-
face of the PDC cover for horn relay identification
and location. For complete circuit diagrams, refer to
the appropriate wiring information. The wiring infor-
mation includes wiring diagrams, proper wire and
connector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
Fig. 1 Horns Remove/Install
1 - RADIATOR CLOSURE ASSEMBLY
2 - HORNS AND MOUNTING BRACKET
3 - RIGHT HEADLAMP AND DASH WIRE HARNESS
CONNECTORS
8H - 4 HORNWJ
HORN (Continued)

(14) If a plus (+) or a minus (-) is displayed next to
degree number, and/or the degree displayed is not
zero, loosen but do not remove hold-down clamp bolt.
Rotate oil pump drive until IN RANGE appears on
screen. Continue to rotate oil pump drive until
achieving as close to 0É as possible.
The degree scale on SET SYNC screen of DRB is
referring to fuel synchronization only.It is not
referring to ignition timing.Because of this, do
not attempt to adjust ignition timing using this
method. Rotating oil pump drive will have no effect
on ignition timing. All ignition timing values are con-
trolled by powertrain control module (PCM).
(15) Tighten hold-down clamp bolt to 23 N´m (17
ft. lbs.) torque.
INSTALLATION - 4.7L
The Camshaft Position Sensor (CMP) on the 4.7L
V±8 engine is bolted to the front/top of the right cyl-
inder head (Fig. 10).
(1) Clean out machined hole in cylinder head.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into cylinder head with a slight
rocking action. Do not twist sensor into position as
damage to o-ring may result.
CAUTION: Before tightening sensor mounting bolt,
be sure sensor is completely flush to cylinder head.
If sensor is not flush, damage to sensor mounting
tang may result.
(4) Install mounting bolt and tighten to 12 N´m
(106 in. lbs.) torque.
(5) Connect electrical connector to sensor.
(6) Lower vehicle.
COIL RAIL
DESCRIPTION
A one-piece coil rail assembly containing three
individual coils is used on the 4.0L 6±cylinder engine
(Fig. 11). The coil rail must be replaced as one
assembly. The bottom of the coil is equipped with 6
individual rubber boots (Fig. 11) to seal the 6 spark
plugs to the coil. Inside each rubber boot is a spring.
The spring is used for a mechanical contact between
the coil and the top of the spark plug. These rubber
boots and springs are a permanent part of the coil
and are not serviced separately.
(1) The coil is bolted directly to the cylinder head
(Fig. 12). One electrical connector (located at rear of
coil) is used for all three coils.
Fig. 11 Ignition Coil AssemblyÐ4.0L 6±Cylinder
Engine
1 - CYL. #6
2 - CYL. #5
3 - CYL. #4
4 - CYL. #3
5 - CYL. #2
6 - CYL. #1
7 - COILS (3)
8 - MOUNTING BOLTS (4)
9 - BOLT BASES (4)
10 - RUBBER BOOTS (6)
Fig. 12 Coil LocationÐ4.0L Engine
1 - COIL RAIL
2 - COIL MOUNTING BOLTS (4)
3 - COIL
4 - COIL ELECTRICAL CONNECTION
WJIGNITION CONTROL 8I - 9
CAMSHAFT POSITION SENSOR (Continued)

(Fig. 25). There will not be evidence of electrode
burning. Gap growth will not average more than
approximately 0.025 mm (.001 in) per 3200 km (2000
miles) of operation.
Spark plugsexcept platinum tippedthat have
normal wear can usually be cleaned, have the elec-
trodes filed, have the gap set and then be installed.
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
causes the entire tip of the spark plug to be coated
with a rust colored deposit. This rust color can be
misdiagnosed as being caused by coolant in the com-
bustion chamber. Spark plug performance may be
affected by MMT deposits.
COLD FOULING/CARBON FOULING
Cold fouling is sometimes referred to as carbon
fouling. The deposits that cause cold fouling are basi-
cally carbon (Fig. 25). A dry, black deposit on one or
two plugs in a set may be caused by sticking valves
or defective spark plug cables. Cold (carbon) fouling
of the entire set of spark plugs may be caused by a
clogged air cleaner element or repeated short operat-
ing times (short trips).
WET FOULING OR GAS FOULING
A spark plug coated with excessive wet fuel or oil
is wet fouled. In older engines, worn piston rings,
leaking valve guide seals or excessive cylinder wear
can cause wet fouling. In new or recently overhauled
engines, wet fouling may occur before break-in (nor-
mal oil control) is achieved. This condition can usu-ally be resolved by cleaning and reinstalling the
fouled plugs.
OIL OR ASH ENCRUSTED
If one or more spark plugs are oil or oil ash
encrusted (Fig. 26), evaluate engine condition for the
cause of oil entry into that particular combustion
chamber.
ELECTRODE GAP BRIDGING
Electrode gap bridging may be traced to loose
deposits in the combustion chamber. These deposits
accumulate on the spark plugs during continuous
stop-and-go driving. When the engine is suddenly
subjected to a high torque load, deposits partially liq-
uefy and bridge the gap between electrodes (Fig. 27).
This short circuits the electrodes. Spark plugs with
electrode gap bridging can be cleaned using standard
procedures.
SCAVENGER DEPOSITS
Fuel scavenger deposits may be either white or yel-
low (Fig. 28). They may appear to be harmful, but
this is a normal condition caused by chemical addi-
tives in certain fuels. These additives are designed to
change the chemical nature of deposits and decrease
spark plug misfire tendencies. Notice that accumula-
tion on the ground electrode and shell area may be
heavy, but the deposits are easily removed. Spark
plugs with scavenger deposits can be considered nor-
mal in condition and can be cleaned using standard
procedures.
Fig. 25 NORMAL OPERATION AND COLD (CARBON)
FOULING
1 - NORMAL
2 - DRY BLACK DEPOSITS
3 - COLD (CARBON) FOULING
Fig. 26 OIL OR ASH ENCRUSTED
8I - 16 IGNITION CONTROLWJ
SPARK PLUG (Continued)

SPARK PLUG OVERHEATING
Overheating is indicated by a white or gray center
electrode insulator that also appears blistered (Fig.
31). The increase in electrode gap will be consider-
ably in excess of 0.001 inch per 2000 miles of opera-
tion. This suggests that a plug with a cooler heat
range rating should be used. Over advanced ignition
timing, detonation and cooling system malfunctions
can also cause spark plug overheating.
CAUTION: If the engine is equipped with copper
core ground electrode, or platinum tipped spark
plugs, they must be replaced with the same type/
number spark plug as the original. If another spark
plug is substituted, pre-ignition will result.
REMOVAL
CAUTION: If equipped with a 4.7L H.O. (High-Out-
put) engine, never substitute the original platinum
tipped spark plug with a different part number. Seri-
ous engine damage may result.
On the 4.0L 6±cylinder engine, the spark plugs are
located below the coil rail assembly. On the 4.7L V±8
engine, each individual spark plug is located under
each ignition coil.
(1) 4.0L 6±Cylinder Engine: Prior to removing
spark plug, spray compressed air around spark plug
hole and area around spark plug. This will help pre-
vent foreign material from entering combustion
chamber.
(2) 4.7L V±8 Engine: Prior to removing spark plug,
spray compressed air around base of ignition coil at
cylinder head. This will help prevent foreign material
from entering combustion chamber.
(3) On the 4.0L engine the coil rail assembly must
be removed to gain access to any/all spark plug.
Refer to Ignition Coil Removal/Installation. On the4.7L V-8 engine each individual ignition coil must be
removed to gain access to each spark plug. Refer to
Ignition Coil Removal/Installation.
(4) Remove spark plug from cylinder head using a
quality socket with a rubber or foam insert. If
equipped with a 4.7L V-8 engine, also check condition
of coil o-ring and replace as necessary.
(5) Inspect spark plug condition. Refer to Spark
Plug Conditions.
CLEANING
Except 4.7L H.O. Engine:The plugs may be
cleaned using commercially available spark plug
cleaning equipment. After cleaning, file center elec-
trode flat with a small point file or jewelers file
before adjusting gap.
CAUTION: Never use a motorized wire wheel brush
to clean spark plugs. Metallic deposits will remain
on spark plug insulator and will cause plug misfire.
4.7L H.O. Engine:Never clean spark plugs on the
4.7L H.O. engine. Damage to the platinum rivet on
the center electrode will result.
INSTALLATION
CAUTION: The standard 4.7L V-8 engine is
equipped with copper core ground electrode spark
plugs. They must be replaced with the same type/
number spark plug as the original. If another spark
plug is substituted, pre-ignition will result.
CAUTION: If equipped with a 4.7L H.O. (High-Out-
put) engine, never substitute the original platinum
tipped spark plug with a different type/part number.
Serious engine damage may result.
Special care should be taken when installing spark
plugs into cylinder head spark plug wells. Be sure
plugs do not drop into plug wells as ground straps
may be bent resulting in a change in plug gap, or
electrodes can be damaged.
Always tighten spark plugs to specified torque. Over
tightening can cause distortion resulting in a change
in spark plug gap or a cracked porcelain insulator.
(1) Start spark plug into cylinder head by hand to
avoid cross threading.
(2) 4.0L 6±Cylinder Engine: Tighten spark plugs to
35-41 N´m (26-30 ft. lbs.) torque.
(3) 4.7L V±8 Engine: Tighten spark plugs to 27
N´m (20 ft. lbs.) torque.
(4)
4.7L V±8 Engine: Before installing coil(s), check
condition of coil o-ring and replace as necessary. To aid
in coil installation, apply silicone to coil o-ring.
(5) Install ignition coil(s). Refer to Ignition Coil
Removal/Installation.
Fig. 31 SPARK PLUG OVERHEATING
1 - BLISTERED WHITE OR GRAY COLORED INSULATOR
8I - 18 IGNITION CONTROLWJ
SPARK PLUG (Continued)

OPERATION
The ElectroMechanical Instrument Cluster (EMIC)
is designed to allow the vehicle operator to monitor
the conditions of many of the vehicle components and
operating systems. The gauges and indicators in the
EMIC provide valuable information about the various
standard and optional powertrains, fuel and emis-
sions systems, cooling systems, lighting systems,
safety systems and many other convenience items.
The EMIC is installed in the instrument panel so
that all of these monitors can be easily viewed by the
vehicle operator when driving, while still allowing
relative ease of access for service. The microproces-
sor-based EMIC hardware and software uses various
inputs to control the gauges and indicators visible on
the face of the cluster. Some of these inputs are hard
wired, but most are in the form of electronic mes-
sages that are transmitted by other electronic mod-ules over the Programmable Communications
Interface (PCI) data bus network. (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/COMMUNICATION - OPERATION).
The EMIC microprocessor smooths the input data
using algorithms to provide gauge readings that are
accurate, stable and responsive to operating condi-
tions. These algorithms are designed to provide
gauge readings during normal operation that are con-
sistent with customer expectations. However, when
abnormal conditions exist, such as low or high bat-
tery voltage, low oil pressure or high coolant temper-
ature, the algorithm can drive the gauge pointer to
an extreme position and the microprocessor turns on
the Check Gauges indicator to provide a distinct
visual indication of a problem to the vehicle operator.
The instrument cluster circuitry also sends electronic
chime tone request messages over the PCI data bus
to the Body Control Module (BCM) when it monitors
Fig. 2 EMIC Gauges & Indicators
1 - BRAKE INDICATOR 15 - TRANSMISSION OVERTEMP INDICATOR
2 - REAR FOG LAMP INDICATOR 16 - PART TIME 4WD INDICATOR
3 - WATER-IN-FUEL INDICATOR 17 - CHECK GAUGES INDICATOR
4 - VOLTAGE GAUGE 18 - ENGINE TEMPERATURE GAUGE
5 - LEFT TURN INDICATOR 19 - ODOMETER/TRIP ODOMETER SWITCH BUTTON
6 - TACHOMETER 20 - ODOMETER/TRIP ODOMETER DISPLAY
7 - HIGH BEAM INDICATOR 21 - WAIT-TO-START INDICATOR
8 - AIRBAG INDICATOR 22 - OVERDRIVE-OFF INDICATOR
9 - SPEEDOMETER 23 - SEATBELT INDICATOR
10 - RIGHT TURN INDICATOR 24 - ABS INDICATOR
11 - OIL PRESSURE GAUGE 25 - FUEL GAUGE
12 - SKIS INDICATOR 26 - FRONT FOG LAMP INDICATOR
13 - MALFUNCTION INDICATOR LAMP (MIL) 27 - LOW FUEL INDICATOR
14 - CRUISE INDICATOR 28 - COOLANT LOW INDICATOR
8J - 4 INSTRUMENT CLUSTERWJ
INSTRUMENT CLUSTER (Continued)