2002 JEEP LIBERTY Jb power

leveling switch is a resistor multiplexed unit that
provides one of four voltage outputs to the headlamp
leveling motors. The headlamp leveling motors will
move the headlamps to the selected position based
upon the voltage input received from the switch. The
headlamp leveling motors and switch have a path to
ground at all times. The headlamp leveling compo-
nents operate on battery current received through
the fused park lamp relay output circuit so that the
system will only operate when the exterior lighting is
turned on.
PARK LAMPS
The park lamps system includes the Body Control
Module (BCM), a park lamp relay installed in the
Junction Block (JB), and the exterior lighting switch
integral to the left (lighting) control stalk of the
multi-function switch. The front park lamp and side
marker or, if equipped, the front position lamp bulbs
each have a path to ground at all times through their
connections to the grille opening reinforcement wire
harness from two take outs of the headlamp and
dash wire harness with eyelet terminal connectors
that are secured by ground screws to the left inner
fender shield in the engine compartment. The rear
park lamp bulbs and license plate lamp have a path
to ground at all times through their connection to the
rear lighting wire harness from a take out of the rear
body wire harness with an eyelet terminal connector
that is secured by a ground screw to the base of the
right D-pillar behind the quarter trim panel. The
BCM controls the park lamp operation by monitoring
the exterior lighting switch inputs from the multi-
function switch, then energizing or de-energizing the
control coil of the park lamp relay. When the park
lamp relay is energized, it provides battery current
from a fused B(+) fuse in the Power Distribution
Center (PDC) through a park lamp relay output cir-
cuit and a separate fuse in the JB through a fused
park lamp relay output circuit to the appropriate
lamp bulb filaments. The BCM provides a battery
saver (load shedding) feature for the park lamps,
which will turn these lamps off if they are left on for
more than about eight minutes with the ignition
switch in the Off position.
REAR FOG LAMPS
Rear fog lamps are installed on vehicles manufac-
tured for certain markets where they are required.
The rear fog lamp system includes a premium Body
Control Module (BCM), a rear fog lamp relay
installed in the Junction Block (JB), and a rear fog
lamp switch integral to the left (lighting) control
stalk of the multi-function switch. The rear fog lamps
have a path to ground at all times through their con-
nection to the rear lighting wire harness from a takeout of the rear body wire harness with an eyelet ter-
minal connector that is secured by a ground screw to
the base of the right D-pillar behind the quarter trim
panel. The BCM controls rear fog lamp operation by
monitoring the exterior lighting switch input from
the multi-function switch, then energizing or de-ener-
gizing the rear fog lamp relay control coil; and, by
sending the appropriate electronic message to the
instrument cluster over the Programmable Commu-
nications Interface (PCI) data bus to turn the rear
fog lamp indicator on or off. When the rear fog lamp
relay is energized, it provides battery current from a
fused B(+) fuse in the JB to the rear fog lamps
through the rear fog lamp relay output circuit. The
BCM provides a battery saver (load shedding) feature
for the rear fog lamps, which will turn these lamps
off if they are left on for more than about eight min-
utes with the ignition switch in the Off position.
TURN SIGNAL LAMPS
When the left control stalk of the multi-function
switch is moved up (right turn) or down (left turn),
the turn signal system is activated causing the
selected right or left turn signal indicator, and right
or left turn signal lamps to flash on and off. When
the turn signal system is activated, the circuitry
within the turn signal switch and the hazard switch/
electronic combination flasher unit will repeatedly
energize and de-energize one of two internal relays
that switch battery current from a fused ignition
switch output (run) fuse in the Junction Block (JB) to
the right side or left side turn signal indicators and
turn signal lamps through the right or left turn sig-
nal circuits. The ElectroMechanical Instrument Clus-
ter (EMIC) chime tone generator will generate an
audible turn signal cancel warning each time the
vehicle is driven for a distance of about 3.2 kilome-
ters (about two miles) with a turn signal indicator
flashing. The EMIC uses Programmable Communica-
tions Interface (PCI) data bus distance messages
from the Powertrain Control Module (PCM) and a
hard wired input from the turn signal switch cir-
cuitry of the multi-function switch to determine when
to sound the turn signal cancel warning.
DIAGNOSIS AND TESTING - LAMPS/LIGHTING
- EXTERIOR
The hard wired circuits and components of the
exterior lighting systems may be diagnosed and
tested using conventional diagnostic tools and proce-
dures. However, conventional diagnostic methods
may not prove conclusive in the diagnosis of the Body
Control Module (BCM), the ElectroMechanical
Instrument Cluster (EMIC), the Powertrain Control
Module (PCM), or the Programmable Communica-
tions Interface (PCI) data bus network. The most
KJLAMPS/LIGHTING - EXTERIOR 8L - 7
LAMPS/LIGHTING - EXTERIOR (Continued)

BRAKE LAMP SWITCH
DESCRIPTION
The brake lamp switch is a three circuit, spring-
loaded plunger actuated switch that is secured to the
steering column support bracket under the driver
side of the instrument panel (Fig. 3). The brake lamp
switch is contained within a rectangular molded plas-
tic housing with an integral connector receptacle fea-
turing six terminal pins and a red plastic Connector
Position Assurance (CPA) lock. The switch is con-
nected to the vehicle electrical system through a ded-
icated take out and connector of the instrument
panel wire harness. The switch plunger extends
through a mounting collar on one end of the switch
housing. The plunger has a one time telescoping self-
adjustment feature that is achieved after the switch
is installed by moving an adjustment release lever on
the opposite end of the switch housing clockwise,
until it locks in a position that is parallel to the con-
nector receptacle. The brake lamp switch self-adjust-
ment is a one time feature. Once the feature has
been used, the switch cannot be readjusted. A ªDO
NOT RE-INSTALLº warning is molded into the
switch housing below the connector receptacle.
An installed brake lamp switch cannot be read-
justed or repaired. If the switch is damaged, faulty,
or removed from its mounting position for any rea-
son, it must be replaced with a new unit.
OPERATION
The brake lamp switch controls three different cir-
cuits, one normally open and two normally closed.
These circuits are described as follows:
²Brake Lamp Switch Circuit- A normally
open brake lamp switch circuit receives battery cur-
rent on a fused B(+) circuit from a fuse in the Junc-
tion Block (JB), and supplies battery current to the
brake lamps and the Controller Antilock Brake
(CAB) on a brake lamp switch output circuit when
the brake pedal is depressed (brake lamp switch
plunger released).
²Brake Lamp Switch Signal Circuit- A nor-
mally closed brake lamp switch signal circuit receives
a path to ground through a splice block located in the
instrument panel wire harness with an eyelet termi-
nal connector that is secured by a nut to a ground
stud on the driver side instrument panel end bracket
near the Junction Block (JB). This circuit supplies a
ground input to the Powertrain Control Module
(PCM) on a brake lamp switch sense circuit when the
brake pedal is released (brake lamp switch plunger is
depressed).
²Speed Control Circuit- A normally closed
speed control circuit receives battery current from
the Powertrain Control Module on a speed control
supply circuit, and supplies battery current to the
speed control servo solenoids (dump, vacuum, and
vent) on a speed control brake switch output circuit
when the speed control system is turned on and the
brake pedal is released (brake lamp switch plunger is
depressed).
Concealed within the brake lamp switch housing
the components of the self-adjusting brake switch
plunger consist of a two-piece telescoping plunger, a
split plunger locking collar, and a release wedge. The
release lever has an integral shaft with a wedge that
spreads the plunger locking collar to an open or
released position. After the switch is installed and
the brake pedal is released, the plunger telescopes to
the correct adjustment position. When the release
lever is moved to the release position, the wedge is
disengaged from the locking collar causing the collar
to apply a clamping pressure to the two plunger
halves fixing the plunger length.
The brake lamp switch can be diagnosed using con-
ventional diagnostic tools and methods.
Fig. 3 Brake Lamp Switch
1 - CONNECTOR RECEPTACLE
2 - BRAKE LAMP SWITCH
3 - PLUNGER
4 - COLLAR
5 - LEVER
8L - 16 LAMPS/LIGHTING - EXTERIORKJ

stant battery voltage is supplied to the flasher so that it
can perform the hazard warning function, and ignition
switched battery voltage is supplied for the turn signal
function. The Integrated Circuit (IC) within the combi-
nation flasher contains the logic that controls the
flasher operation and the flash rate. The IC receives
separate sense ground inputs from the multi-function
switch for the right and left turn signals, and from the
hazard switch contacts or the BCM for the hazard
warning signals. A special design feature of the combi-
nation flasher allows it to9sense9that a turn signal cir-
cuit or bulb is not operating, and provide the driver an
indication of the condition by flashing the remaining
bulbs in the affected circuit at a higher rate (120 flash-
es-per-minute or higher). Conventional flashers either
continue flashing at their typical rate (heavy-duty type),
or discontinue flashing the affected circuit entirely
(standard-duty type).
Because of the active electronic elements within
the combination flasher, it cannot be tested with con-
ventional automotive electrical test equipment. If the
combination flasher is believed to be faulty, test the
turn signal and hazard warning system. Then
replace the hazard switch with a known good unit to
confirm system operation.
DAYTIME RUNNING LAMP
RELAY
DESCRIPTION
The Daytime Running Lamp (DRL) relay (Fig. 8) is
a solid state relay that is used only on vehicles man-
ufactured for sale in Canada. The DRL relay features
a die cast aluminum housing with integral cooling
fins that act as a heat sink for the solid state DRL
circuitry. Four male spade terminals extend from the
base of the relay through a potting material that
encloses and protects the DRL circuitry. Although the
DRL relay has four terminals that are laid out in a
footprint that is similar to that of a conventional
International Standards Organization (ISO) relay, a
standard ISO relay should never be installed in place
of the DRL relay. The DRL relay is installed in the
Junction Block (JB) on the driver side outboard end
of the instrument panel. Vehicles equipped with this
relay do not have a headlamp high beam relay
installed in the JB.
The DRL relay cannot be adjusted or repaired and,
if faulty or damaged, the unit must be replaced.
OPERATION
The Daytime Running Lamp (DRL) relay is a solid
state relay that controls the flow of battery current
to the high beam filaments of both headlamp bulbs
based upon a duty cycled control input received from
the Body Control Module (BCM) of vehicles equipped
with the DRL feature. By cycling the DRL relay out-
put, the BCM controls the illumination intensity of
the high beam filaments. The DRL relay terminals
are connected to the vehicle electrical system through
a connector receptacle in the Junction Block (JB).
The inputs and outputs of the DRL relay include:
²Battery Current Input- The DRL relay
receives battery current on a fused B(+) circuit from
a fuse in the Power Distribution Center (PDC).
²Ground Input- The DRL relay receives a path
to ground through a splice block located in the
instrument panel wire harness with an eyelet termi-
nal connector that is secured by a nut to a ground
stud on the driver side instrument panel end bracket
near the Junction Block (JB).
²Control Input- The DRL relay control input is
received from the BCM and/or the momentary optical
horn (flash-to-pass) output of the multi-function
switch through a high beam relay control circuit.
²Control Output- The DRL relay supplies bat-
tery current output to the headlamp high beam fila-
ments through the high beam relay output circuit.
Because of active electronic elements within the
DRL relay, it cannot be tested with conventional
automotive electrical test equipment. If the DRL
relay is believed to be faulty, replace the relay with a
known good unit to confirm system operation.
Fig. 8 Daytime Running Lamp Relay
1 - DRL RELAY
2 - HEAT SINK
3 - POTTING MATERIAL
4 - TERMINAL (4)
8L - 20 LAMPS/LIGHTING - EXTERIORKJ
COMBINATION FLASHER (Continued)

(3) Pinch the two hooked ends of the wire head-
lamp bulb retainer clip together and engage them
into the slots in the flange of the reflector (Fig. 26).
(4) Position the center opening of the boot seal
over the base of the headlamp bulb and pull it down-
ward until the seal is fully engaged over the bulb
base (Fig. 25).
(5) Position the outer circumference of the boot
seal over the flange on the back of the headlamp unit
housing and pull it downward until the seal is fully
engaged over the flange.
(6) Reinstall the headlamp unit onto the grille
opening reinforcement. (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - EXTERIOR/HEADLAMP UNIT
- INSTALLATION).
(7) Reconnect the battery negative cable.
(8) Confirm proper headlamp unit alignment.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/HEADLAMP UNIT - ADJUSTMENTS).
HEADLAMP HIGH BEAM
RELAY
DESCRIPTION
The headlamp high beam relay is located in the
Junction Block (JB) on the driver side outboard end
of the instrument panel in the passenger compart-
ment of the vehicle. The headlamp high beam relay
is omitted from vehicles manufactured for sale in
Canada, which have a Daytime Running Lamp (DRL)
solid state relay installed in the JB that also per-forms the function of the headlamp high beam relay.
The headlamp high beam relay is a conventional
International Standards Organization (ISO) micro
relay (Fig. 28). Relays conforming to the ISO specifi-
cations have common physical dimensions, current
capacities, terminal patterns, and terminal functions.
The relay is contained within a small, rectangular,
molded plastic housing and is connected to all of the
required inputs and outputs by five integral male
spade-type terminals that extend from the bottom of
the relay base.
The headlamp high beam relay cannot be adjusted
or repaired and, if faulty or damaged, the unit must
be replaced.
OPERATION
The headlamp high beam relay is an electrome-
chanical switch that uses a low current input from
the Body Control Module (BCM) to control a high
current output to the headlamp high beam filaments.
The movable common feed contact point is held
against the fixed normally closed contact point by
spring pressure. When the relay coil is energized, an
electromagnetic field is produced by the coil wind-
ings. This electromagnetic field draws the movable
relay contact point away from the fixed normally
closed contact point, and holds it against the fixed
normally open contact point. When the relay coil is
de-energized, spring pressure returns the movable
contact point back against the fixed normally closed
contact point. A resistor is connected in parallel with
the relay coil in the relay, and helps to dissipate volt-
age spikes and electromagnetic interference that can
be generated as the electromagnetic field of the relay
coil collapses.
The headlamp high beam relay terminals are con-
nected to the vehicle electrical system through a con-
nector receptacle in the Junction Block (JB). The
inputs and outputs of the headlamp high beam relay
include:
²Common Feed Terminal- The common feed
terminal (30) receives battery current at all times
from a fuse in the Power Distribution Center (PDC)
through a fused B(+) circuit.
²Coil Ground Terminal- The coil ground termi-
nal (85) receives battery current at all times from a
fuse in the PDC through a fused B(+) circuit.
²Coil Battery Terminal- The coil battery ter-
minal (86) is connected to a control output of the
Body Control Module (BCM) and to the momentary
optical horn (flash-to-pass) output of the multi-func-
tion switch through a high beam relay control circuit.
The BCM and/or the multi-function switch controls
headlamp high beam operation by controlling a
ground path through this circuit.
Fig. 28 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
KJLAMPS/LIGHTING - EXTERIOR 8L - 33
HEADLAMP BULB (Continued)

WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) From the face of the driver side inboard bezel,
align the headlamp leveling switch housing to the
mounting hole in the bezel (Fig. 36).
(2) Push the headlamp leveling switch into the
mounting hole until it is fully seated and the upper
latch and two lower latch features on the switch
housing are engaged on the back of the bezel.
(3) Position the switch and bezel unit to the
instrument panel.
(4) Reconnect the instrument panel wire harness
connector for the headlamp leveling switch to the
switch connector receptacle.
(5) Reinstall the driver side inboard bezel onto the
instrument panel. (Refer to 23 - BODY/INSTRU-
MENT PANEL/INSTRUMENT PANEL DRIVER
SIDE BEZEL - INSTALLATION).
(6) Reconnect the battery negative cable.
HEADLAMP LOW BEAM RELAY
DESCRIPTION
The headlamp low beam relay is located in the
Junction Block (JB) below the driver side outboard
end of the instrument panel in the passenger com-
partment of the vehicle. The headlamp low beam
relay is a conventional International Standards
Organization (ISO) micro relay (Fig. 37). Relays con-
forming to the ISO specifications have common phys-
ical dimensions, current capacities, terminal
patterns, and terminal functions. The relay is con-
tained within a small, rectangular, molded plastic
housing and is connected to all of the required inputs
and outputs by five integral male spade-type termi-
nals that extend from the bottom of the relay base.
The headlamp low beam relay cannot be adjusted
or repaired and, if faulty or damaged, the unit must
be replaced.
OPERATION
The headlamp low beam relay is an electromechan-
ical switch that uses a low current input from the
Body Control Module (BCM) to control a high current
output to the headlamp low beam filaments. The
movable common feed contact point is held against
the fixed normally closed contact point by spring
pressure. When the relay coil is energized, an electro-
magnetic field is produced by the coil windings. This
electromagnetic field draws the movable relay con-
tact point away from the fixed normally closed con-
tact point, and holds it against the fixed normally
open contact point. When the relay coil is de-ener-
gized, spring pressure returns the movable contact
point back against the fixed normally closed contact
point. A resistor is connected in parallel with the
relay coil in the relay, and helps to dissipate voltage
spikes and electromagnetic interference that can be
generated as the electromagnetic field of the relay
coil collapses.
The headlamp low beam relay terminals are con-
nected to the vehicle electrical system through a con-
nector receptacle in the Junction Block (JB). The
inputs and outputs of the headlamp low beam relay
include:
²Common Feed Terminal- The common feed
terminal (30) receives battery current at all times
from a fuse in the Power Distribution Center (PDC)
through a fused B(+) circuit.
²Coil Ground Terminal- The coil ground termi-
nal (85) receives battery current at all times from a
fuse in the PDC through a fused B(+) circuit.
Fig. 37 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
KJLAMPS/LIGHTING - EXTERIOR 8L - 39
HEADLAMP LEVELING SWITCH (Continued)

tor as the steering wheel rotates to the right and
returns to center, which will cancel the turn signal
event and release the control stalk from the detent so
it returns to the neutral Off position. When a turn
signal is activated, the multi-function switch provides
a ground output on a right or left turn switch sense
circuit to the combination flasher circuitry within the
hazard switch, and the combination flasher flashes
the turn signal lamps.
RIGHT CONTROL STALK The right (wiper) con-
trol stalk of the multi-function switch operates as fol-
lows:
²Continuous Front Wipe Modes- The control
knob on the end of the multi-function switch right
(wiper) control stalk is rotated to an intermediate
detent that is one detent rearward (counterclockwise)
from the full forward (clockwise) detent to select the
low speed continuous front wiper mode, or to its full
forward (clockwise) detent to select the high speed
continuous front wiper mode. The multi-function
switch provides a resistor multiplexed output to the
Body Control Module (BCM) on a front wiper switch
mux circuit, and the BCM responds by energizing the
wiper on/off relay in the Power Distribution Center
(PDC) for the front low speed continuous wipe mode,
or the wiper on/off relay and the wiper high/low relay
in the PDC for the front high speed continuous wipe
mode as required.
²Continuous Rear Wipe Mode- The control
ring on the multi-function switch right (wiper) con-
trol stalk is rotated to the most forward (clockwise)
detent to select the continuous rear wiper mode. The
multi-function switch provides a battery current out-
put to the rear wiper motor on a rear wiper on driver
circuit to signal the rear wiper motor to operate in
the continuous wipe mode.
²Front Washer Mode- The right (wiper) control
stalk of the multi-function switch is pulled towards
the steering wheel to momentarily activate the
washer pump in the front washer mode. The washer
pump will continue to operate in the front washer
mode until the control stalk is released. The multi-
function switch provides a ground output on a
washer pump sense circuit, and battery current on a
washer pump driver circuit to energize the washer
pump in the front washer mode.
²Front Wiper Mist Mode- The right (wiper)
control stalk of the multi-function switch is pushed
towards the floor to momentarily activate the front
wiper motor in the mist mode. The front wiper motor
will continue to operate in the mist mode until the
control stalk is released. The multi-function switch
provides a resistor multiplexed output to the Body
Control Module (BCM) on a front wiper switch mux
circuit, and the BCM responds by energizing the
wiper on/off relay in the Power Distribution Center(PDC) to operate the front wiper motor momentarily
at low speed to provide the front wiper mist mode.
²Intermittent Front Wipe Mode- The control
knob on the end of the multi-function switch right
(wiper) control stalk is rotated to one of five minor
intermediate detents to select the desired intermit-
tent front wipe delay interval. The control knob is
rotated rearward (counterclockwise) to increase the
delay, or forward (clockwise) to decrease the delay.
The multi-function switch provides a resistor multi-
plexed output to the Body Control Module (BCM) on
a front wiper switch mux circuit, and the BCM
responds by energizing the wiper on/off relay in the
Power Distribution Center (PDC) to operate the front
wiper motor at the selected delay intervals.
²Intermittent Rear Wipe Mode- The control
ring on the multi-function switch right (wiper) con-
trol stalk is rotated to the center detent to select the
intermittent rear wiper mode. The multi-function
switch provides a battery current output to the rear
wiper motor on a rear wiper intermittent driver cir-
cuit to signal the rear wiper motor to operate in the
intermittent wipe mode.
²Rear Washer Mode- The control ring on the
multi-function switch right (wiper) control stalk is
rotated to either the full forward (clockwise) or full
rearward (counterclockwise) momentary positions to
activate the washer pump in the rear washer mode.
The washer pump will continue to operate in the rear
washer mode until the control ring is released. The
multi-function switch provides a ground output on a
washer pump driver circuit, and battery current on a
washer pump sense circuit to energize the washer
pump in the rear washer mode.
DIAGNOSIS AND TESTING - MULTI-FUNCTION
SWITCH
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.
8L - 50 LAMPS/LIGHTING - EXTERIORKJ
MULTI-FUNCTION SWITCH (Continued)

(3) Position the multi-function switch onto the
steering column lock housing. Be certain that the
switch alignment posts and locator tabs are fully
seated on the lock housing.
(4) Position the upper and lower shrouds onto the
steering column.
(5) Align the snap features on the lower shroud
with the receptacles on the upper shroud and apply
hand pressure to snap them together.
(6) From below the steering column, install and
tighten the two screws that secure the lower shroud
to the upper shroud. Tighten the screws to 2 N´m (20
in. lbs.).
(7) If the vehicle is equipped with the optional tilt
steering column, move the tilt steering column back
to the fully raised position and move the tilt release
lever into the locked (up) position.
(8) Reconnect the battery negative cable.
PARK LAMP RELAY
DESCRIPTION
The park lamp relay is located in the Junction
Block (JB) below the driver side outboard end of the
instrument panel in the passenger compartment of
the vehicle. The park lamp relay is a conventional
International Standards Organization (ISO) micro
relay (Fig. 53). Relays conforming to the ISO specifi-
cations have common physical dimensions, current
capacities, terminal patterns, and terminal functions.
The relay is contained within a small, rectangular,
molded plastic housing and is connected to all of therequired inputs and outputs by five integral male
spade-type terminals that extend from the bottom of
the relay base.
The park lamp relay cannot be adjusted or
repaired and, if faulty or damaged, the unit must be
replaced.
OPERATION
The park lamp relay is an electromechanical
switch that uses a low current input from the Body
Control Module (BCM) to control a high current out-
put to the park lamps. The movable common feed
contact point is held against the fixed normally
closed contact point by spring pressure. When the
relay coil is energized, an electromagnetic field is
produced by the coil windings. This electromagnetic
field draws the movable relay contact point away
from the fixed normally closed contact point, and
holds it against the fixed normally open contact
point. When the relay coil is de-energized, spring
pressure returns the movable contact point back
against the fixed normally closed contact point. A
resistor is connected in parallel with the relay coil in
the relay, and helps to dissipate voltage spikes and
electromagnetic interference that can be generated as
the electromagnetic field of the relay coil collapses.
The park lamp relay terminals are connected to
the vehicle electrical system through a connector
receptacle in the Junction Block (JB). The inputs and
outputs of the headlamp low beam relay include:
²Common Feed Terminal- The common feed
terminal (30) is connected to the park lamps through
the park lamp relay output circuit and provides
ground to the park lamps when the relay is de-ener-
gized, and battery current to the park lamps when-
ever the relay is energized.
²Coil Ground Terminal- The coil ground termi-
nal (85) is connected to a control output of the Body
Control Module (BCM) through a park lamp relay
control circuit. The BCM controls park lamp opera-
tion by controlling a ground path through this cir-
cuit.
²Coil Battery Terminal- The coil battery ter-
minal (86) receives battery current at all times from
a fuse in the PDC through a fused B(+) circuit.
²Normally Open Terminal- The normally open
terminal (87) receives battery current at all times
from a fuse in the Power Distribution Center (PDC)
through a fused B(+) circuit.
²Normally Closed Terminal- The normally
closed terminal (87A) is connected to ground at all
times through a ground circuit that receives ground
through a splice block located in the instrument
panel wire harness with an eyelet terminal connector
that is secured by a nut to a ground stud on the
Fig. 53 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
8L - 54 LAMPS/LIGHTING - EXTERIORKJ
MULTI-FUNCTION SWITCH (Continued)

READING LAMP UNIT
REMOVAL
If the vehicle is equipped with an optional Com-
pass Mini-Trip Computer (CMTC), the reading lamps
are housed in the overhead console. (Refer to 8 -
ELECTRICAL/OVERHEAD CONSOLE - REMOV-
AL).
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Using a trim stick or another suitable wide
flat-bladed tool, gently pry between the flange
around the edge of the reading lamp unit housing
and the headliner to release the metal snap clip on
each side of the housing from the receptacles in the
mounting bracket above the headliner (Fig. 14).
(3) Pull the reading lamp unit away from the
headliner far enough to access and disconnect the
body wire harness connector for the lamp from the
connector on the lamp unit housing.
(4) If the vehicle is equipped with an optional
power sunroof, disconnect the body wire harness con-
nector for the sunroof switch from the connector
receptacle on the back of the switch.
(5) Remove the reading lamp unit from the mount-
ing hole in the headliner.
INSTALLATION
If the vehicle is equipped with an optional Com-
pass Mini-Trip Computer (CMTC), the reading lamps
are housed in the overhead console. (Refer to 8 -
ELECTRICAL/OVERHEAD CONSOLE - INSTALLA-
TION).
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERINGWHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) Position the reading lamp unit to the mounting
hole in the headliner.
(2) If the vehicle is equipped with an optional
power sunroof, reconnect the body wire harness con-
nector for the sunroof switch to the connector recep-
tacle on the back of the switch.
(3) Reconnect the body wire harness connector for
the reading lamp to the connector on the lamp unit
housing.
(4) With the curved corners of the reading lamp
lenses oriented towards the rear of the vehicle, posi-
tion the reading lamp unit housing into the headliner
mounting hole and align the metal snap clip on each
side of the housing with their receptacles in the
mounting bracket above the headliner (Fig. 14).
(5) Using hand pressure, press upward firmly and
evenly on both ends of the reading lamp unit until
both snap clips are fully engaged in their receptacles.
(6) Reconnect the battery negative cable.
Fig. 14 Reading Lamp Unit Remove/Install
1 - TRIM STICK
2 - SUNROOF SWITCH
3 - READING LAMP UNIT
4 - HEADLINER
5 - LENS (2)
KJLAMPS/LIGHTING - INTERIOR 8L - 81