2002 JEEP GRAND CHEROKEE fuse box

OPERATION
The audio system components are designed to pro-
vide audio entertainment and information through
the reception, tuning and amplification of locally
broadcast radio signals in both the Amplitude Modu-
lating (AM) and Frequency Modulating (FM) com-
mercial frequency ranges. Electromagnetic radio
signals that are broadcast from a radio station
induce electrical modulations into the audio system
antenna mast. The antenna body and cable conduct
these weak signals from the antenna mast to the
radio. The radio then tunes and amplifies these weak
radio frequency signals into stronger electrical audio
signals that are required in order to operate the
audio system speakers. The speakers convert these
electrical signals into air movement, which repro-
duces the sounds being broadcast by the radio sta-
tion.
Some audio systems also offer the user the option
of selecting from and listening to prerecorded audio
cassette tapes, audio compact discs, or both. Regard-
less of the media type, the audio system components
provide the user with the ability to electronically
amplify and adjust the audio signals being repro-
duced by the speakers within the vehicle to suit the
preferences of the vehicle occupants.
The audio system components operate on battery
current received through a fuse in the Junction Block
(JB) on a fused ignition switch output (run-acc) cir-
cuit so that the system will only operate when the
ignition switch is in the On or Accessory positions.
On vehicles that are equipped with the optional
remote radio switches, the BCM receives hard wired
resistor multiplexed inputs from the remote radio
switches. The programming in the BCM allows it to
process those inputs and send the proper messages to
the radio receiver over the PCI data bus to control
the radio volume up or down, station seek up or
down, preset station advance, and mode advance
functions.On vehicles equipped with the optional memory
system, when the DDM receives a Driver 1 or Driver
2 memory recall input from the memory switch on
the driver side front door trim panel or a memory
recall message from the Remote Keyless Entry (RKE)
receiver in the PDM, the DDM sends a memory
recall message back to the radio receiver over the
PCI data bus to recall the radio station presets and
last station listened to information.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of each of the available audio systems.
DIAGNOSIS AND TESTING - AUDIO
Any diagnosis of the Audio system should
begin with the use of the DRB IIItdiagnostic
tool. For information on the use of the DRB
IIIt, refer to the appropriate Diagnostic Service
Manual.
Refer to the appropriate wiring information. The
wiring information 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 connectors, splices and grounds.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, 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.
WJAUDIO 8A - 3
AUDIO (Continued)

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)

certain conditions or inputs to provide the vehicle
operator with an audible alert to supplement a visual
indication.
The EMIC circuitry operates on battery current
received through fused B(+) fuses in the Power Dis-
tribution Center (PDC) and the Junction Block (JB)
on a non-switched fused B(+) circuit, and on battery
current received through a fused ignition switch out-
put (run-start) fuse in the JB on a fused ignition
switch output (run-start) circuit. This arrangement
allows the EMIC to provide some features regardless
of the ignition switch position, while other features
will operate only with the ignition switch in the On
or Start positions. The EMIC circuitry is grounded
through two separate ground circuits of the instru-
ment panel wire harness. These ground circuits
receive ground through take outs of the instrument
panel wire harness with eyelet terminal connectors
that are secured by a nut to a ground stud located on
the floor panel transmission tunnel beneath the cen-
ter floor console, just forward of the Airbag Control
Module (ACM).
The EMIC also has a self-diagnostic actuator test
capability, which will test each of the PCI bus mes-
sage-controlled functions of the cluster by lighting
the appropriate indicators (except the airbag indica-
tor), sweeping the gauge needles across the gauge
faces from their minimum to their maximum read-
ings, and stepping the odometer display sequentially
from all zeros through all nines. (Refer to 8 - ELEC-
TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS
AND TESTING). The self-diagnostic actuator test
can be initialized manually or using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the EMIC.
GAUGES
All gauges receive battery current through the
EMIC circuitry when the ignition switch is in the On
or Start positions. With the ignition switch in the Off
position battery current is not supplied to any
gauges, and the EMIC circuitry is programmed to
move all of the gauge needles back to the low end of
their respective scales. Therefore, the gauges do not
accurately indicate any vehicle condition unless the
ignition switch is in the On or Start positions. All of
the EMIC gauges, except the odometer, are air core
magnetic units. Two fixed electromagnetic coils are
located within each gauge. These coils are wrapped
at right angles to each other around a movable per-
manent magnet. The movable magnet is suspended
within the coils on one end of a pivot shaft, while the
gauge needle is attached to the other end of the
shaft. One of the coils has a fixed current flowingthrough it to maintain a constant magnetic field
strength. Current flow through the second coil
changes, which causes changes in its magnetic field
strength. The current flowing through the second coil
is changed by the EMIC circuitry in response to mes-
sages received over the PCI data bus. The gauge nee-
dle moves as the movable permanent magnet aligns
itself to the changing magnetic fields created around
it by the electromagnets.
The gauges are diagnosed using the EMIC self-di-
agnostic actuator test. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER - DIAGNOSIS AND
TESTING). Proper testing of the PCI data bus, and
the data bus message inputs to the EMIC that con-
trol each gauge requires the use of a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
Specific operation details for each gauge may be
found elsewhere in this service information.
VACUUM-FLUORESCENT DISPLAY
The Vacuum-Fluorescent Display (VFD) module is
soldered to the EMIC circuit board. The display is
active with the ignition switch in the On or Start
positions, and inactive when the ignition switch is in
any other position. The illumination intensity of the
VFD is controlled by the EMIC circuitry based upon
electronic dimming level messages received from the
BCM over the PCI data bus, and is synchronized
with the illumination intensity of other VFDs in the
vehicle. The BCM provides dimming level messages
based upon internal programming and inputs it
receives from the control knob and control ring on
the control stalk of the left (lighting) multi-function
switch on the steering column.
The VFD has several display capabilities including
odometer and trip odometer information. An odome-
ter/trip odometer switch on the EMIC circuit board is
used to control the display modes. This switch is
actuated manually by depressing the odometer/trip
odometer switch button that extends through the
lower edge of the cluster lens, just right of the speed-
ometer. Actuating this switch momentarily with the
ignition switch in the On position will toggle the
VFD between the odometer and trip odometer modes.
The EMIC microprocessor remembers which display
mode is active when the ignition switch is turned to
the Off position, and returns the display to that
mode when the ignition switch is turned On again.
Depressing the switch button for about two seconds
while the VFD is in the trip odometer mode will
reset the trip odometer value to zero. Holding this
switch depressed while turning the ignition switch
from the Off position to the On position will initiate
the EMIC self-diagnostic actuator test. Refer to the
appropriate diagnostic information for additional
details on this VFD function.
WJINSTRUMENT CLUSTER 8J - 5
INSTRUMENT CLUSTER (Continued)

OPERATION
The EVIC has access to both non-switched and
ignition switched sources of battery current so that
some of its features remain operational at any time,
while others may only operate with the ignition
switch in the On position. When the ignition switch
is turned to the On position, the EVIC module VFD
will return to the last function being displayed before
the ignition was turned to the Off position.
The compass/temperature display is the normal
EVIC display. With the ignition switch in the On
position, momentarily depressing and releasing the
C/T (compass/temperature) push button switch will
cause the EVIC to return to the compass/tempera-
ture/trip computer display mode from any other
mode. While in the compass/temperature/trip com-
puter display mode, momentarily depressing and
releasing the Step push button will step through the
available trip computer display options.
The EVIC trip computer features several functions
that can be reset. The functions that can be reset
are: average fuel economy, trip odometer and elapsed
time. With the ignition switch in the On position and
with one of the functions of the trip computer that
can be reset currently displayed, depressing the
Reset push button twice within three seconds will
perform a global reset, and all of the trip computer
information that can be reset will be reset to zero.
With the ignition switch in the On position and the
function that is to be reset currently displayed,
momentarily depressing and releasing the Reset
push button once will perform a local reset, and only
the value of the displayed function will be reset to
zero. A global or local reset will only occur if the
function currently displayed is a function that can be
reset. The distance to service function can also be
reset using the local reset method, but it will reset
back to the Service Interval distance that is set in
the EVIC programmable features mode. Refer to
ELECTRONIC VEHICLE INFORMATION CEN-
TER PROGRAMMINGin the Service Procedures
section of this group for more information on setting
the Service Interval.
For more information on the features, control func-
tions and setting procedures for the EVIC module,
see the owner's manual in the vehicle glove box.
DIAGNOSIS AND TESTING - ELECTRONIC
VEHICLE INFORMATION CENTER
If the problem with the Electronic Vehicle Informa-
tion Center (EVIC) is a temperature reading of 130É
F or -40ÉF shown in the compass/temperature dis-
play, refer toAmbient Temperature Sensor Diag-
nosis and Testingin this group. If the problem with
the EVIC is an inaccurate or scrambled display, refer
toSelf-Diagnostic Testin this group. If the prob-lem with the EVIC is incorrect Vacuum Fluorescent
Display (VFD) dimming levels, use a DRBtscan tool
and the proper Diagnostic Procedures manual to test
for the correct dimming message inputs being
received from the Body Control Module (BCM) over
the Programmable Communications Interface (PCI)
data bus. If the problem is a no-display condition,
use the following procedures. For complete circuit
diagrams, refer toOverhead Consolein Wiring
Diagrams.
(1) Check the fused B(+) fuse in the junction block.
If OK, go to Step 2. If not OK, repair the shorted cir-
cuit or component as required and replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the junction block. If OK, go to Step 3. If not OK,
repair the open fused B(+) circuit to the fused B(+)
fuse in the PDC as required.
(3) Check the fused ignition switch output (run/
start) fuse in the junction block. If OK, go to Step 4.
If not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) fuse in the junction block. If OK,
go to Step 5. If not OK, repair the open fused ignition
switch output (run/start) circuit to the ignition switch
as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the overhead console. Check for continuity
between the ground circuit cavity of the roof wire
harness connector for the EVIC module and a good
ground. There should be continuity. If OK, go to Step
6. If not OK, repair the open ground circuit to ground
as required.
(6) Connect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
roof wire harness connector for the EVIC module. If
OK, go to Step 7. If not OK, repair the open fused
B(+) circuit to the fused B(+) fuse in the junction
block as required.
(7) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) circuit cavity of the roof wire har-
ness connector for the EVIC module. If OK, refer to
Self-Diagnostic Testbelow for further diagnosis of
the EVIC module and the PCI data bus. If not OK,
repair the open fused ignition switch output (run/
start) circuit to the fuse in the junction block as
required.
SELF-DIAGNOSTIC TEST
A self-diagnostic test is used to determine that the
EVIC module is operating properly, and that all PCI
WJMESSAGE SYSTEMS 8M - 9
ELECTRONIC VEHICLE INFO CENTER (Continued)

See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the power lock system.
OPERATION - REMOTE KEYLESS ENTRY
SYSTEM
The Passenger Door Module (PDM) contains the
RKE system control logic and the RKE receiver.
When the RKE receiver recognizes a Lock, Unlock or
Panic message from a valid RKE transmitter, the
RKE receiver provides that input to the PDM. The
PDM circuitry and programming responds by sending
the proper messages to the other electronic modules
over the Programmable Communications Interface
(PCI) data bus.
When an RKE lock message is received, the doors
and the liftgate lock, the interior lighting fades to off,
the horn chirps (if this feature is enabled), the exte-
rior lamps flash (if this feature is enabled) and, if the
vehicle is so equipped, the Vehicle Theft Security
System (VTSS) is armed. When an RKE unlock mes-
sage is received, the driver side front door (or all
doors and the liftgate if this feature is enabled)
unlock, the interior lighting is turned on and, if the
vehicle is so equipped, the VTSS is disarmed. If the
vehicle is equipped with the Memory System and the
RKE Linked to Memory feature is enabled, the RKE
unlock message also recalls the driver seat, outside
mirror and radio settings assigned to the RKE trans-
mitter that sent the unlock signal.
When an RKE panic message is received, it causes
the exterior lamps (including the headlights) to flash,
and the horn to pulse for about three minutes, or
until a second panic message is received. A vehicle
speed of about 24 kilometers-per-hour (15 miles-per-
hour) will also cancel the panic event.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the RKE system.
OPERATION - LIFTGATE FLIP-UP GLASS
POWER RELEASE SYSTEM
When the liftgate mounted flip-up glass release
switch is depressed, battery current is directed to the
electric release motor that is integral to the flip-up
glass latch located inside the liftgate. When the
release motor is energized the latch releases and the
flip-up glass can be opened. A liftgate flip-up glass
limit switch is integral to the liftgate latch actuator
mechanism. The limit switch automatically enables
or disables the liftgate flip-up glass power release cir-
cuitry, depending upon the position of the liftgate
latch lock mechanism. When the liftgate latch is
unlocked, the limit switch closes and battery current
is available at the release switch. When the liftgatelatch is locked , the limit switch opens, and the
release switch is disabled.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the liftgate flip-up glass power release system.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - POWER LOCK
SYSTEM
Following are tests that will help to diagnose the
hard wired components and circuits of the power lock
system. However, these tests may not prove conclu-
sive in the diagnosis of this system. In order to
obtain conclusive testing of the power lock system,
the Programmable Communications Interface (PCI)
data bus network and all of the electronic modules
that provide inputs to, or receive outputs from the
power lock system components must be checked.
The most reliable, efficient, and accurate means to
diagnose the power lock system requires the use of a
DRBIIItscan tool and the proper Diagnostic Proce-
dures manual. The DRBIIItscan tool can provide
confirmation that the PCI data bus is functional, that
all of the electronic modules are sending and receiv-
ing the proper messages on the PCI data bus, and
that the power lock motors are being sent the proper
hard wired outputs by the door modules for them to
perform their power lock system functions.
Refer to the appropriate wiring information. The
wiring information 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 connectors, splices and grounds.
PRELIMINARY DIAGNOSIS
As a preliminary diagnosis for the power lock sys-
tem, note the system operation while you actuate
both the Lock and Unlock functions with the power
lock switches and with the Remote Keyless Entry
(RKE) transmitter. Then, proceed as follows:
²If the entire power lock system fails to function
with either the power lock switches or the RKE
transmitter, check the fused B(+) fuse in the Power
Distribution Center. If the fuse is OK, proceed to
diagnosis of the door modules. (Refer to 8 - ELEC-
TRICAL/ELECTRONIC CONTROL MODULES/
DOOR MODULE - DIAGNOSIS AND TESTING).
²If the power lock system functions with both
power lock switches, but not with the RKE transmit-
ter, proceed to diagnosis of the Remote Keyless Entry
(RKE) system. (Refer to 8 - ELECTRICAL/POWER
LOCKS - DIAGNOSIS AND TESTING - REMOTE
KEYLESS ENTRY SYSTEM).
WJPOWER LOCKS 8N - 5
POWER LOCKS (Continued)

ULES/DRIVER DOOR MODULE - DESCRIPTION)
for more information.
²Passenger Door Module (PDM)(Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/DRIVER DOOR MODULE - DESCRIPTION)
for more information.
Refer to the appropriate wiring information. The
wiring information 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 connectors, splices and grounds.
OPERATION
The Driver Door Module (DDM) and the Passenger
Door Module (PDM) each contain the power mirror
control logic for the mirror on its respective door. The
DDM also houses the power mirror switch. Each door
module controls the positioning of its respective out-
side mirror through hard wired outputs to that mir-
ror. When the power mirror switch on the DDM is
used to position the passenger side outside mirror,
the DDM sends mirror positioning messages to the
PDM over the Programmable Communications Inter-
face (PCI) data bus. The PDM responds to these mes-
sages by sending control outputs to move the
passenger side mirror accordingly.
Both the PDM and DDM respond to the defogger
switch status messages sent by the Body Control
Module (BCM) over the PCI data bus to control the
electric heater grids of their respective mirrors.
(Refer to 8 - ELECTRICAL/HEATED MIRRORS -
DESCRIPTION) for more information on this fea-
ture.
On models equipped with the optional memory sys-
tem, each door module also receives a hard wired
input from the two power mirror motor position
potentiometers that are integral to each power mir-
ror. Each door module then stores the Driver 1 and
Driver 2 mirror position information for its respective
mirror. When the DDM receives a Driver 1 or Driver
2 memory recall message from the memory switch on
the driver side front door trim panel or from the
Remote Keyless Entry (RKE) receiver in the PDM,
the DDM positions the driver side mirror and sends
a memory recall message back to the PDM over the
PCI data bus to position the passenger side mirror.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the power mirror system.
DIAGNOSIS AND TESTING - POWER MIRRORS
Following are tests that will help to diagnose the
hard wired components and circuits of the power mir-
ror system. However, these tests may not prove con-
clusive in the diagnosis of this system. In order toobtain conclusive testing of the power mirror system,
the Programmable Communications Interface (PCI)
data bus network and all of the electronic modules
that provide inputs to, or receive outputs from the
power mirror system components must be checked.
The most reliable, efficient, and accurate means to
diagnose the power mirror system requires the use of
a DRB scan tool and the proper Diagnostic Proce-
dures manual. The DRB scan tool can provide confir-
mation that the PCI data bus is functional, that all
of the electronic modules are sending and receiving
the proper messages on the PCI data bus, that the
power mirror motors are being sent the proper hard
wired outputs, and that the mirror position potenti-
ometers are returning the proper outputs to the door
modules for them to perform their power mirror sys-
tem functions.
AUTOMATIC DAY/NIGHT
MIRROR
DESCRIPTION
DESCRIPTION - REAR VIEW MIRROR
An automatic day/night mirror system is an avail-
able factory-installed option on this model. The auto-
matic dimming inside day/night rear view mirror
system is a completely self-contained unit that
replaces the standard equipment inside rear view
mirror. This system will automatically change the
reflectance of the inside rear view mirror to protect
the driver from the unwanted headlight glare of
trailing vehicles while driving at night. The auto-
matic day/night inside mirror receives ignition
switched battery current through a fuse in the junc-
tion block, and will only operate when the ignition
switch is in the On position.
Vehicles equipped with the automatic day/night
mirror system are also available with an optional fac-
tory-installed automatic dimming outside rear view
mirror for the driver side of the vehicle. (Refer to 8 -
ELECTRICAL/POWER MIRRORS/SIDEVIEW MIR-
ROR - DESCRIPTION) for more information on this
option.
The automatic day/night mirror sensitivity cannot
be repaired or adjusted. If any component of this unit
is faulty or damaged, the entire automatic day/night
inside rear view mirror unit must be replaced. Refer
to the appropriate wiring information. The wiring
information includes wiring diagrams, proper wire
and connector repair procedures, details of wire har-
ness routing and retention, connector pin-out infor-
mation and location views for the various wire
harness connectors, splices and grounds.
8N - 12 POWER MIRRORSWJ
POWER MIRRORS (Continued)

DESCRIPTION - OUTSIDE REAR VIEW MIRROR
An automatic dimming outside rear view mirror is
an available factory-installed option for the driver
side of the vehicle, if the vehicle is also equipped
with the automatic day/night inside rear view mirror.
The automatic dimming outside mirror is completely
controlled by the circuitry of the automatic day/night
inside rear view mirror. The automatic dimming out-
side mirror will automatically change the reflectance
of the driver side outside rear view mirror to protect
the driver from the unwanted headlight glare of
trailing vehicles while driving at night. The auto-
matic dimming outside mirror will only operate when
the ignition switch is in the On position.
The automatic dimming outside mirror sensitivity
cannot be repaired or adjusted. If any component of
this unit is faulty or damaged, the entire automatic
dimming outside mirror unit must be replaced. (Refer
to 8 - ELECTRICAL/POWER MIRRORS/SIDEVIEW
MIRROR - DIAGNOSIS AND TESTING). 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.
OPERATION
OPERATION - REAR VIEW MIRROR
The automatic day/night mirror switch allows the
driver a manual control of whether the automatic
dimming feature is operational. This switch is a
momentary rocker-type switch located on the lower
rear-facing surface of the mirror housing. When Auto
is selected, a Light-Emitting Diode (LED) on the mir-
ror housing just to the right of the switch illuminates
to indicate that automatic day/night mirror is turned
on. When Off is selected, the LED is turned off. The
mirror also senses the backup lamp circuit, and will
automatically disable its self-dimming feature when-
ever the transmission gear selector is in the Reverse
position.
A thin layer of electrochromatic material between
two pieces of conductive glass make up the face of
the mirror. Two photocell sensors are used to monitor
light levels and adjust the reflectance of the mirror.
The ambient photocell sensor faces forward, to detect
the outside light levels. The headlamp sensor is
located on the mirror housing just to the left of the
switch and facing rearward, to detect the light level
received at the rear window side of the mirror. When
the difference between the two light levels becomes
too great (the light level received at the rear of themirror is much higher than that at the front of the
mirror), the mirror begins to darken.
On models with an optional driver side automatic
dimming outside mirror, the signal to control the
dimming of that mirror is generated by the auto-
matic day/night inside rear view mirror circuitry.
That signal is then delivered to the driver side out-
side rear view mirror on a hard wired circuit.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the automatic day/night mirror system.
OPERATION - OUTSIDE REAR VIEW MIRROR
The automatic dimming outside mirror is operated
by the same controls and circuitry as the automatic
day/night mirror. When the automatic day/night mir-
ror is turned on or off, the automatic dimming out-
side mirror is likewise turned on or off. Like in the
automatic day/night mirror, a thin layer of electro-
chromatic material between two pieces of conductive
glass make up the face of the automatic dimming
outside mirror. However, the signal to control the
dimming of the outside mirror is generated by the
automatic day/night inside rear view mirror circuitry.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the automatic dimming outside mirror.
DIAGNOSIS AND TESTING - AUTOMATIC DAY /
NIGHT MIRROR
For complete circuit diagrams, refer to the appro-
priate wiring information. The wiring information
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 connec-
tors, splices and grounds.
(1) Check the fused ignition switch output (run/
start) fuse in the junction block. 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 On position.
Check for battery voltage at the fused ignition switch
output (run/start) fuse in the junction block. If OK,
go to Step 3. If not OK, repair the open fused ignition
switch output (run/start) circuit to the ignition switch
as required.
(3) Disconnect the overhead wire harness connec-
tor from the automatic day/night mirror connector
receptacle. Check for battery voltage at the fused
ignition switch output (run/start) circuit cavity of the
overhead wire harness connector for the automatic
day/night mirror. If OK, go to Step 4. If not OK,
repair the open fused ignition switch output (run/
start) circuit to the fuse in the junction block as
required.
WJPOWER MIRRORS 8N - 13
AUTOMATIC DAY/NIGHT MIRROR (Continued)

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)