2002 JEEP LIBERTY key

SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Tilt Steering Column
Steering Wheel Bolt54 40 Ð
Tilt Steering Column
Mounting Bolts17 Ð 150
Tilt Steering Column
Coupler Bolt49 36 Ð
Non-Tilt Steering Column
Steering Wheel Bolt54 40 Ð
Non-Tilt Steering Column
Mounting Bolts17 Ð 150
Non-Tilt Steering Column
Coupler Bolt49 36 Ð
Ignition Switch Screws 2 Ð 17
SPECIAL TOOLS
STEERING COLUMN
IGNITION SWITCH
DESCRIPTION
The electrical ignition switch is located on the
steering column. It is used as the main on/off switch-
ing device for most electrical components. The
mechanical key lock cylinder is used to engage/disen-
gage the electrical ignition switch.
DIAGNOSIS AND TESTING - IGNITION SWITCH
ELECTRICAL DIAGNOSIS
For ignition switch electrical schematics, Refer to
the appropriate section for the component.
MECHANICAL DIAGNOSIS (KEY DIFFICULT TO
ROTATE)
Vehicles equipped with an automatic trans-
mission and a floor mounted shifter:a cable is
used to connect the interlock device in the steering
column assembly, to the transmission floor shift
lever. This interlock system is used to lock the trans-
mission shifter in the PARK position when the key
lock cylinder is rotated to the LOCKED or ACCES-
SORY position. If the ignition key is difficult to
rotate to or from the LOCK or ACCESSORY position,
it may not be the fault of the key cylinder or the
steering column components. The brake transmission
shift interlock cable may be out of adjustment. (Refer
to 21 - TRANSMISSION/TRANSAXLE/AUTOMATIC
- 30RH/GEAR SHIFT CABLE - ADJUSTMENTS).
The interlock system within the steering column is
not serviceable. If repair is necessary, the steering
column assembly must be replaced. (Refer to 19 -
STEERING/COLUMN - REMOVAL).
Vehicles equipped with a manual transmis-
sion and a floor mounted shifter:on certain mod-
els, a button is located on the steering column behind
the ignition key lock cylinder. The button must be
manually depressed to allow rotation of the ignition
key lock cylinder to the LOCK or ACCESSORY posi-
tion. If it is difficult to rotate the key to the LOCK or
ACCESSORY position, the lever mechanism may be
defective. This mechanism is not serviceable. If
repair is necessary, the steering column assembly
must be replaced.(Refer to 19 - STEERING/COL-
UMN - REMOVAL).
Puller C-3894-A
19 - 8 COLUMNKJ
COLUMN (Continued)

REMOVAL
IGNITION SWITCH REMOVAL
The ignition key must be in the key cylinder for
cylinder removal. The key cylinder must be removed
first before removing ignition switch.
(1) Remove lower steering column cover screws
and remove cover.
(2) Remove lock cylinder.(Refer to 19 - STEERING/
COLUMN/KEY/LOCK CYLINDER - REMOVAL).
(3) Remove the multi-function switch.
(4) Disconnect the electrical connector at the rear
of the ignition switch.
(5) Remove the ignition switch mounting screw
(Fig. 7). Use tamper proof torx bit to remove the
screw.
(6) Pull the ignition switch straight out to remove
from the locking tabs (Fig. 8)
INSTALLATION
IGNITION SWITCH INSTALLATION
The ignition key must be in the key cylinder for
cylinder installation. The key cylinder must be
aligned with the ignition switch for installation.
(1) Before installing ignition switch, rotate the slot
in the switch to the ON position (Fig. 9).
(2) Connect the electrical connector to rear of igni-
tion switch. Make sure that locking tab is fully
seated into wiring connector.
(3) Position the switch to the column and install
tamper proof screw. Tighten screw to 2 N´m (17 in.
lbs.).(4) Install the lock cylinder (Refer to 19 - STEER-
ING/COLUMN/KEY/LOCK CYLINDER - INSTALLA-
TION).
(5) Test the operation of the lock cylinder for
smooth rotating.
(6) Install the multi-function switch.
(7) Install steering column lower cover.
Fig. 7 IGNITION SWITCH MOUNTING SCREW
1 - Tamper Proof Torx Screw
2 - Ignition Switch
Fig. 8 IGNITION SWITCH TABS
1 - Ignition Switch
2 - Locking Tabs
Fig. 9 IGNITION SWITCH ON POSITION
1 - Ignition Switch
2 - Rotate to On Position
KJCOLUMN 19 - 9
IGNITION SWITCH (Continued)

KEY-IN IGNITION SWITCH
DESCRIPTION
The key-in ignition switch is integral to the igni-
tion switch, which is mounted on the left side of the
steering column, opposite the ignition lock cylinder.
It closes a path to ground for the instrument cluster
chime warning circuitry when the ignition key is
inserted in the ignition lock cylinder and the driver
door jamb switch is closed (driver door is open). The
key-in ignition switch opens the ground path when
the key is removed from the ignition lock cylinder.
The key-in ignition switch cannot be repaired and,
if faulty or damaged, the entire ignition switch must
be replaced. (Refer to 19 - STEERING/COLUMN/IG-
NITION SWITCH - REMOVAL).
DIAGNOSIS AND TESTING - KEY-IN IGNITION
SWITCH
For circuit descriptions and diagrams, Refer to the
appropriate sections on the individual components.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO ELECTRICAL - PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. 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. Remove the steering column shrouds. Unplug
the key-in ignition switch wire harness connector
from the ignition switch.
(2) Check for continuity between the key-in switch
sense circuit and the left front door jamb switch
sense circuit terminals of the key-in ignition switch.
There should be continuity with the key in the igni-
tion lock cylinder, and no continuity with the key
removed from the ignition lock cylinder. If OK, go to
Step 3. If not OK, replace the faulty ignition switch
assembly.
(3) Check for continuity between the left front door
jamb switch sense circuit cavity of the key-in ignition
switch wire harness connector and a good ground.
There should be continuity with the driver door open,
and no continuity with the driver door closed. If OK,
see the diagnosis for Instrument Cluster in this
group. If not OK, repair the circuit to the driver door
jamb switch as required.
LOCK CYLINDER
REMOVAL
The ignition key must be in the key cylinder for
cylinder removal. The key cylinder must be removed
first before removing ignition switch.
(1) If equipped with an automatic transmission,
place shifter in PARK position.
(2) Remove the lower shroud cover.
(3) Remove the remote keyless entry (R.K.E.) mod-
ule.
(4) Remove the halo ring around the lock cylinder.
(5) Rotate key to ON position.
(6) A release tang is located on bottom of key cyl-
inder (Fig. 10).
(7) Position a small screwdriver or pin punch into
tang access hole on bottom of steering column (Fig.
11).
(8) Push the pin punch up while pulling key cylin-
der from steering column.
Fig. 10 LOCK CYLINDER RELEASE TANG
1 - Lock Cylinder
2 - Release Tang
19 - 10 COLUMNKJ

INSTALLATION
The ignition key must be in the key cylinder for
cylinder installation.
(1) Install the lock cylinder into the housing using
care to align the end of the lock cylinder with the
ignition switch.
(2) Push the lock cylinder in until it clicks.
(3) Rotate the key to the lock position.
(4) install the halo ring around the lock cylinder
housing.
(5) Install the R.K.E. module.
(6) Install the lower shroud cover.
INTERMEDIATE SHAFT
REMOVAL
(1) Disconnect the negative battery cable.
(2) Remove knee blocker cover and knee blocker,
(Refer to 23 - BODY/INSTRUMENT PANEL/KNEE
BLOCKER - REMOVAL).
(3) Lock the steering wheel with the tires in the
straight ahead position.
(4) Remove the lower column pinch bolt (Fig. 12).
(5) Lower the steering coupler shaft from the col-
umn.
(6) Remove the intermediate shaft seal by pushing
in the four tangs securing it to the panel (Fig. 12).
(7) Remove the center support bearing bracket
from the mount on the shock tower.
(8) Remove the lower coupler pinch bolt at the
steering gear (Fig. 12).
(9) Remove the coupler at the steering gear (Fig.
12).(10) Remove the intermediate shaft from the vehi-
cle (Fig. 12).
(11) Remove the center support bracket from the
steering shaft (if replacing the intermediate shaft).
INSTALLATION
(1) Install the center support bracket to the steer-
ing shaft (if removed).
(2) Install the intermediate shaft to the vehicle
(Fig. 12).
(3) Install the coupler at the steering gear (Fig.
12).
(4) Install the lower coupler pinch bolt at the
steering gear and tighten the bolt to 49 N´m (36 ft.
lbs.) (Fig. 12).
(5) Install the center support bearing bracket to
the mounting holes on the shock tower.
(6) Install the intermediate shaft seal by pushing
it in securing the four tangs to the panel (Fig. 12).
(7) Install the steering coupler shaft to the column.
(8) Install the lower column pinch bolt and tighten
the bolt to 49 N´m (36 ft. lbs.) (Fig. 12).
(9) Unlock the steering wheel.
(10) Install the knee blocker cover and knee
blocker (Refer to 23 - BODY/INSTRUMENT PANEL/
KNEE BLOCKER - INSTALLATION).
(11) Reconnect the negative battery cable.
Fig. 11 LOCK CYLINDER RELEASE
1 - LOCK CYLINDER
2 - KEY
3 - PIN PUNCH
Fig. 12 STEERING COUPLER
1 - PINCH BOLT
2 - STEERING SHAFT
3 - STEERING COUPLER
4 - PINCH BOLT
KJCOLUMN 19 - 11
LOCK CYLINDER (Continued)

DIAGNOSIS AND TESTING - WIND NOISE
Wind noise is the result of most air leaks. Air leaks
can be caused by poor sealing, improper body compo-
nent alignment, body seam porosity, or missing plugs
in the engine compartment or door hinge pillar areas.
All body sealing points should be airtight in normal
driving conditions. Moving sealing surfaces will not
always seal airtight under all conditions. At times,
side glass or door seals will allow wind noise to be
noticed in the passenger compartment during high
cross winds. Over compensating on door or glass
adjustments to stop wind noise that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After a repair pro-
cedure has been performed, test vehicle to verify
noise has stopped before returning vehicle to use.
Wind noise can also be caused by improperly fitted
exterior moldings or body ornamentation. Loose
moldings can flutter, creating a buzzing or chattering
noise. An open cavity or protruding edge can create a
whistling or howling noise. Inspect the exterior of the
vehicle to verify that these conditions do not exist.
VISUAL INSPECTION BEFORE TESTS
Verify that floor and body plugs are in place and
body components are aligned and sealed. If compo-
nent alignment or sealing is necessary, refer to the
appropriate section of this group for proper proce-
dures.
ROAD TESTING WIND NOISE
(1) Drive the vehicle to verify the general location
of the wind noise.
(2) Apply 50 mm (2 in.) masking tape in 150 mm
(6 in.) lengths along weatherstrips, weld seams or
moldings. After each length is applied, drive the vehi-
cle. If noise goes away after a piece of tape is applied,
remove tape, locate, and repair defect.
POSSIBLE CAUSE OF WIND NOISE
²Moldings standing away from body surface can
catch wind and whistle.
²Gaps in sealed areas behind overhanging body
flanges can cause wind-rushing sounds.
²Misaligned movable components.
²Missing or improperly installed plugs in pillars.
²Weld burn through holes.
STANDARD PROCEDURE
STANDARD PROCEDURE - BODY LUBRICATION
All mechanisms and linkages should be lubricated
when necessary. This will maintain ease of operation
and provide protection against rust and excessivewear. The weatherstrip seals should be lubricated to
prolong their life as well as to improve door sealing.
All applicable exterior and interior vehicle operat-
ing mechanisms should be inspected and cleaned.
Pivot/sliding contact areas on the mechanisms should
then be lubricated.
(1) When necessary, lubricate the operating mech-
anisms with the specified lubricants.
(2) Apply silicone lubricant to a cloth and wipe it
on door seals to avoid over-spray that can soil pas-
senger's clothing.
(3) Before applying lubricant, the component
should be wiped clean. After lubrication, any excess
lubricant should be removed.
(4) The hood latch, latch release mechanism, latch
striker, and safety latch should be lubricated period-
ically.
(5) The door lock cylinders should be lubricated
twice each year (preferably autumn and spring).
²Spray a small amount of lock cylinder lubricant
directly into the lock cylinder.
²Apply a small amount to the key and insert it
into the lock cylinder.
²Rotate it to the locked position and then back to
the unlocked position several times.
²Remove the key. Wipe the lubricant from it with
a clean cloth to avoid soiling of clothing.
STANDARD PROCEDURE - HEAT STAKING
(1) Remove trim panel.
(2) Bend or move the trim panel components at
the heat staked joints. Observe the heat staked loca-
tions and/or component seams for looseness.
(3) Heat stake the components.
(a) If the heat staked or component seam loca-
tion is loose, hold the two components tightly
together and using a soldering gun with a flat tip,
melt the material securing the components
together. Do not over heat the affected area, dam-
age to the exterior of the trim panel may occur.
(b) If the heat staked material is broken or miss-
ing, use a hot glue gun to apply new material to
the area to be repaired. The panels that are being
heat staked must be held together while the apply-
ing the glue. Once the new material is in place, it
may be necessary to use a soldering gun to melt
the newly applied material. Do not over heat the
affected area, damage to the exterior of the trim
panel may occur.
(4) Allow the repaired area to cool and verify the
repair.
(5) Install trim panel.
KJBODY 23 - 3
BODY (Continued)

EXTERIOR HANDLE
REMOVAL
(1) Remove the door glass. (Refer to 23 - BODY/
DOOR - FRONT/DOOR GLASS - REMOVAL)
(2) Disconnect the lock switch electrical connector,
if equipped. (Fig. 4)
(3) Disconnect the handle rod at the handle and
the key cylinder rod at the latch.
(4) Remove the screws.
(5) Remove the nuts and remove the handle.
INSTALLATION
(1) Position the handle on the door and slide fully
toward the rear of the door.
(2) Install the nuts and tighten to 6 N´m (55 in.
lbs.).
(3) Install the screws and tighten to 6 N´m (55 in.
lbs.).
(4) Connect the handle rod at the handle and the
key cylinder rod at the latch.
(5) Connect the lock switch electrical connector, if
equipped.
(6) Install the door glass. (Refer to 23 - BODY/
DOOR - FRONT/DOOR GLASS - INSTALLATION)
GLASS RUN CHANNEL
REMOVAL
(1) Position the window into the down position.
(2) Remove the waterdam. (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - REMOVAL)(3) Remove the outer belt molding. (Refer to 23 -
BODY/WEATHERSTRIP/SEALS/FRONT DOOR
OUTER BELT MOLDING - REMOVAL)
(4) Remove the front and rear bolts. (Fig. 5)
(5) Peal the weatherstrip out of the door frame
and remove the run channel through the window
opening.
INSTALLATION
(1) Install the run channel through the window
opening and into the door frame.
(2) Install the front, rear bolts and tighten to 9
N´m (80 in. lbs.).
(3) Install the outer belt molding. (Refer to 23 -
BODY/WEATHERSTRIP/SEALS/FRONT DOOR
OUTER BELT MOLDING - INSTALLATION)
(4) Install the waterdam. (Refer to 23 - BODY/
DOOR - FRONT/WATERDAM - INSTALLATION)
HINGE
REMOVAL
(1) Remove the door. (Refer to 23 - BODY/DOOR -
FRONT/DOOR - REMOVAL)
(2) Using a grease pencil or equivalent, mark the
hinge location and remove the bolts.
INSTALLATION
(1) Install the hinges and bolts.
(2) Tighten bolts to 28 N´m (21 ft. lbs.).
(3) Install the door. (Refer to 23 - BODY/DOOR -
FRONT/DOOR - INSTALLATION)
Fig. 4 EXTERIOR HANDLE
1 - EXTERIOR HANDLE
2 - NUTS
3 - SCREWS
4 - ELECTRICAL CONNECTOR
Fig. 5 GLASS RUN CHANNEL
1 - WINDOW OPENING
2 - REAR BOLTS (2)
3 - GLASS RUN CHANNEL
4 - FRONT BOLTS (2)
KJDOOR - FRONT 23 - 123

A/C COMPRESSOR CLUTCH
DESCRIPTION - 3.7L and 2.4L
The compressor clutch assembly consists of a sta-
tionary electromagnetic coil, a rotor bearing and
rotor assembly, and a clutch plate (Fig. 1). The elec-
tromagnetic coil unit and the rotor bearing and rotor
assembly are each retained on the nose of the com-
pressor front housing with snap rings. The clutch
plate is keyed to the compressor shaft and secured
with a nut. These components provide the means to
engage and disengage the compressor from the
engine serpentine accessory drive belt.
OPERATION - 3.7L and 2.4L
When the clutch coil is energized, it magnetically
draws the clutch into contact with the rotor and
drives the compressor shaft. When the coil is not
energized, the rotor freewheels on the clutch rotor
bearing, which is part of the rotor. The compressor
clutch and coil are the only serviced parts on the
compressor.
The compressor clutch engagement is controlled by
several components: the A/C Heater mode control
switch, the A/C low pressure switch, the A/C high
pressure switch, the compressor clutch relay, and the
Powertrain Control Module (PCM). The PCM may
delay compressor clutch engagement for up to thirty
seconds. Refer to Electronic Control Modules for
more information on the PCM controls.
DIAGNOSIS AND TESTING - A/C COMPRESSOR
CLUTCH COIL
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information). The battery must
be fully-charged before performing the following
tests. Refer to Battery for more information.
(1) Connect an ammeter (0 to 10 ampere scale) in
series with the clutch coil terminal. Use a voltmeter
(0 to 20 volt scale) with clip-type leads for measuring
the voltage across the battery and the compressor
clutch coil.
(2) With the A/C Heater mode control switch in
any A/C mode, and the blower motor switch in the
lowest speed position, start the engine and run it at
normal idle.
(3) The compressor clutch coil voltage should read
within 0.2 volts of the battery voltage. If there is
voltage at the clutch coil, but the reading is not
within 0.2 volts of the battery voltage, test the clutch
coil feed circuit for excessive voltage drop and repair
as required. If there is no voltage reading at the
clutch coil, use a DRB IIItscan tool and (Refer to
Appropriate Diagnostic Information) for testing of the
compressor clutch circuit and PCM control. The fol-
lowing components must be checked and repaired as
required before you can complete testing of the clutch
coil:
²Fuses in the junction block and the Power Dis-
tribution Center (PDC)
²A/C heater mode control switch
²Compressor clutch relay
²A/C high pressure switch
²A/C low pressure switch
²Powertrain Control Module (PCM).
(4) The compressor clutch coil is acceptable if the
current draw measured at the clutch coil is 2.0 to 3.9
amperes with the electrical system voltage at 11.5 to
12.5 volts. This should only be checked with the work
area temperature at 21É C (70É F). If system voltage
is more than 12.5 volts, add electrical loads by turn-
ing on electrical accessories until the system voltage
drops below 12.5 volts.
(a) If the clutch coil current reading is four
amperes or more, the coil is shorted and should be
replaced.
(b) If the clutch coil current reading is zero, the
coil is open and should be replaced.
STANDARD PROCEDURE - A/C COMPRESSOR
CLUTCH BREAK-IN
After a new compressor clutch has been installed,
cycle the compressor clutch approximately twenty
times (five seconds on, then five seconds off). During
this procedure, set the A/C Heater control to the
Recirculation Mode, the blower motor switch in the
highest speed position, and the engine speed at 1500
Fig. 1 COMPRESSOR CLUTCH - TYPICAL
1 - CLUTCH PLATE
2 - NOT USED ON KJ
3 - ROTOR
4 - COIL
5 - CLUTCH SHIMS
6 - SNAP RING
7 - SNAP RING
24 - 12 CONTROLSKJ

DESCRIPTION - STATE DISPLAY TEST MODE
The switch inputs to the Powertrain Control Mod-
ule (PCM) have two recognized states; HIGH and
LOW. For this reason, the PCM cannot recognize the
difference between a selected switch position versus
an open circuit, a short circuit, or a defective switch.
If the State Display screen shows the change from
HIGH to LOW or LOW to HIGH, assume the entire
switch circuit to the PCM functions properly. Connect
the DRB scan tool to the data link connector and
access the state display screen. Then access either
State Display Inputs and Outputs or State Display
Sensors.
DESCRIPTION - CIRCUIT ACTUATION TEST
MODE
The Circuit Actuation Test Mode checks for proper
operation of output circuits or devices the Powertrain
Control Module (PCM) may not internally recognize.
The PCM attempts to activate these outputs and
allow an observer to verify proper operation. Most of
the tests provide an audible or visual indication of
device operation (click of relay contacts, fuel spray,
etc.). Except for intermittent conditions, if a device
functions properly during testing, assume the device,
its associated wiring, and driver circuit work cor-
rectly. Connect the DRB scan tool to the data link
connector and access the Actuators screen.
DESCRIPTION - DIAGNOSTIC TROUBLE CODES
A Diagnostic Trouble Code (DTC) indicates the
PCM has recognized an abnormal condition in the
system.Remember that DTC's are the results of a sys-
tem or circuit failure, but do not directly iden-
tify the failed component or components.
NOTE: For a list of DTC's, refer to the charts in this
section.
BULB CHECK
Each time the ignition key is turned to the ON
position, the malfunction indicator (check engine)
lamp on the instrument panel should illuminate for
approximately 2 seconds then go out. This is done for
a bulb check.
OBTAINING DTC'S USING DRB SCAN TOOL
(1) Connect the DRB scan tool to the data link
(diagnostic) connector. This connector is located in
the passenger compartment; at the lower edge of
instrument panel; near the steering column.
(2) Turn the ignition switch on and access the
ªRead Faultº screen.
(3) Record all the DTC's and ªfreeze frameº infor-
mation shown on the DRB scan tool.
(4) To erase DTC's, use the ªErase Trouble Codeº
data screen on the DRB scan tool.Do not erase any
DTC's until problems have been investigated
and repairs have been performed.
(M)Malfunction Indicator Lamp (MIL) illuminated during engine operation if this DTC was recorded
(depending if required by CARB and/or EPA). MIL is displayed as an engine icon on instrument panel.
(G)Generator lamp illuminated
Generic Scan
Tool P-CodeDRB Scan Tool Display Brief Description of DTC
P0030 (M) 1/1 O2 Sensor Heater Circuit
MalfunctionProblem detected in oxygen sensor heater relay circuit.
P0031 (M) 1/1 O2 Sensor Heater Circuit Low Problem detected in oxygen sensor heater relay circuit.
P0032 (M) 1/1 O2 Sensor Heater Circuit High Problem detected in oxygen sensor heater relay circuit.
P0036 (M) 1/2 O2 Sensor Heater Circuit
MalfunctionProblem detected in oxygen sensor heater relay circuit.
P0037 (M) 1/2 O2 Sensor Heater Circuit Low Problem detected in oxygen sensor heater relay circuit.
P0038 (M) 1/2 O2 Sensor Heater Circuit High Problem detected in oxygen sensor heater relay circuit.
P0043 (M) 1/3 O2 Sensor Heater Circuit Low Problem detected in oxygen sensor heater relay circuit.
P0044 (M) 1/3 O2 Sensor Heater Circuit High Problem detected in oxygen sensor heater relay circuit.
P0051 (M) 2/1 O2 Sensor Heater Circuit Low Problem detected in oxygen sensor heater relay circuit.
P0052 (M) 2/1 O2 Sensor Heater Circuit High Problem detected in oxygen sensor heater relay circuit.
25 - 2 EMISSIONS CONTROLKJ
EMISSIONS CONTROL (Continued)