2002 JEEP LIBERTY gas type

STARTING SYSTEM
TABLE OF CONTENTS
page page
STARTING SYSTEM
DESCRIPTION.........................32
OPERATION...........................32
DIAGNOSIS AND TESTING - STARTING
SYSTEM............................33
INSPECTION - STARTING SYSTEM.........37
SPECIFICATIONS
TORQUE - GAS POWERED.............38
STARTER MOTOR - GAS POWERED......39
STARTER MOTOR
DIAGNOSIS AND TESTING - STARTER
MOTOR .............................39REMOVAL.............................39
INSTALLATION.........................41
STARTER MOTOR RELAY
DESCRIPTION.........................41
OPERATION...........................42
DIAGNOSIS AND TESTING -
STARTER RELAY......................42
REMOVAL.............................43
INSTALLATION.........................43
STARTING SYSTEM
DESCRIPTION
The starting system consists of:
²Starter relay
²Starter motor (including an integral starter sole-
noid)
Other components to be considered as part of start-
ing system are:
²Battery
²Battery cables
²Ignition switch and key lock cylinder
²Clutch pedal position switch (manual transmis-
sion)
²Park/neutral position switch (automatic trans-
mission)
²Wire harnesses and connections.
The Battery, Starting, and Charging systems oper-
ate in conjunction with one another, and must be
tested as a complete system. For correct operation of
starting/charging systems, all components used in
these 3 systems must perform within specifications.
When attempting to diagnose any of these systems, it
is important that you keep their interdependency in
mind.
The diagnostic procedures used in each of these
groups include the most basic conventional diagnostic
methods, to the more sophisticated On-Board Diag-
nostics (OBD) built into the Powertrain Control Mod-
ule (PCM). Use of an induction-type milliampere
ammeter, volt/ohmmeter, battery charger, carbon pile
rheostat (load tester), and 12-volt test lamp may be
required.Certain starting system components are monitored
by the PCM and may produce a Diagnostic Trouble
Code (DTC). Refer to Emission Control. See Diagnos-
tic Trouble Codes for additional information and a
list of codes.
OPERATION
The starting system components form two separate
circuits. A high-amperage feed circuit that feeds the
starter motor between 150 and 350 amperes (700
amperes - diesel engine), and a low-amperage control
circuit that operates on less than 20 amperes. The
high-amperage feed circuit components include the
battery, the battery cables, the contact disc portion of
the starter solenoid, and the starter motor. The low-
amperage control circuit components include the igni-
tion switch, the clutch pedal position switch (manual
transmission), the park/neutral position switch (auto-
matic transmission), the starter relay, the electro-
magnetic windings of the starter solenoid, and the
connecting wire harness components.
If the vehicle is equipped with a manual transmis-
sion, it has a clutch pedal position switch installed in
series between the ignition switch and the coil bat-
tery terminal of the starter relay. This normally open
switch prevents the starter relay from being ener-
gized when the ignition switch is turned to the
momentary Start position, unless the clutch pedal is
depressed. This feature prevents starter motor oper-
ation while the clutch disc and the flywheel are
engaged. The starter relay coil ground terminal is
always grounded on vehicles with a manual trans-
mission.
8F - 32 STARTING SYSTEMKJ

STARTER MOTOR - GAS POWERED
Starter Motor and Solenoid
Manufacturer Mitsubishi
Engine Application 2.4L / 3.7L
Power Rating 1.4 Kilowatt (1.9 Horsepower)
Voltage12 Volts
** Number of Permanent Magnets 6
Number of Brushes 4
Drive Type Planetary Gear Reduction
Free Running Test Voltage 11.2 Volts
Free Running Test Maximum Amperage Draw 90 Amperes
Free Running Test Minimum Speed 2400 rpm
Solenoid Closing Maximum Voltage Required 7.8 Volts
* Cranking Amperage Draw Test 160 Amperes
*Test at operating temperature. Cold engine, tight (new) engine, or heavy oil will increase starter amperage draw.
**The starter is equipped with permanent magnets. Never strike the starter case to attempt to loosen a sticking/
stuck armature as permanent magnets may crack or break.
STARTER MOTOR
DIAGNOSIS AND TESTING - STARTER MOTOR
Correct starter motor operation can be confirmed
by performing the following free running bench test.
This test can only be performed with starter motor
removed from vehicle. Refer to Specifications for
starter motor specifications.
(1) Remove starter motor from vehicle. Refer to
Starter Motor Removal and Installation.
(2) Mount starter motor securely in a soft-jawed
bench vise. The vise jaws should be clamped on the
mounting flange of starter motor. Never clamp on
starter motor by field frame.
(3) Connect a suitable volt-ampere tester and a
12-volt battery to starter motor in series, and set
ammeter to 100 ampere scale. See instructions pro-
vided by manufacturer of volt-ampere tester being
used.
(4) Install jumper wire from solenoid terminal to
solenoid battery terminal. The starter motor should
operate. If starter motor fails to operate, replace
faulty starter motor assembly.
(5) Adjust carbon pile load of tester to obtain free
running test voltage. Refer to Specifications for
starter motor free running test voltage specifications.
(6) Note reading on ammeter and compare reading
to free running test maximum amperage draw. Refer
to Specifications for starter motor free running test
maximum amperage draw specifications.(7) If ammeter reading exceeds maximum amper-
age draw specification, replace faulty starter motor
assembly.
STARTER SOLENOID
This test can only be performed with starter motor
removed from vehicle.
(1) Remove starter motor from vehicle. Refer to
Starter Motor Removal and Installation.
(2) Disconnect wire from solenoid field coil termi-
nal.
(3) Check for continuity between solenoid terminal
and solenoid field coil terminal with a continuity
tester (Fig. 7). There should be continuity. If OK, go
to Step 4. If not OK, replace faulty starter motor
assembly.
(4) Check for continuity between solenoid terminal
and solenoid case (Fig. 8). There should be continuity.
If not OK, replace faulty starter motor assembly.
REMOVAL
2.4L 4±Cylinder
(1) Disconnect and isolate negative battery cable.
(2) Raise and support vehicle.
(3) Remove solenoid wire from solenoid terminal
(Fig. 11).
(4) Remove battery cable from stud on starter sole-
noid (Fig. 11).
(5) Remove 2 starter mounting bolts (Fig. 9) and
remove starter from vehicle.
KJSTARTING SYSTEM 8F - 39
STARTING SYSTEM (Continued)

Typically, the vehicle occupants recall more about
the events preceding and following a collision than
they have of an airbag deployment itself. This is
because the airbag deployment and deflation occur so
rapidly. In a typical 48 kilometer-per-hour (30 mile-
per-hour) barrier impact, from the moment of impact
until the airbags are fully inflated takes about 40
milliseconds. Within one to two seconds from the
moment of impact, the airbags are almost entirely
deflated. The times cited for these events are approx-
imations, which apply only to a barrier impact at the
given speed. Actual times will vary somewhat,
depending upon the vehicle speed, impact angle,
severity of the impact, and the type of collision.
When the ACM monitors a problem in any of the
dual front airbag system circuits or components,
including the seat belt tensioner, it stores a fault
code or Diagnostic Trouble Code (DTC) in its memory
circuit and sends an electronic message to the EMIC
to turn on the airbag indicator. When the SIACM
monitors a problem in any of the side curtain airbag
system circuits or component, it stores a fault code or
Diagnostic Trouble Code (DTC) in its memory circuit
and sends an electronic message to the ACM, and the
ACM sends an electronic message to the EMIC to
turn on the airbag indicator. Proper testing of the
airbag system components, the Programmable Com-
munication Interface (PCI) data bus, the data bus
message inputs to and outputs from the EMIC, the
SIACM, or the ACM, as well as the retrieval or era-
sure of a DTC from the ACM, SIACM, or EMIC
requires the use of 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 all of the factory-installed passive restraints.
WARNING - RESTRAINT SYSTEM
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, FRAYED, OR TORN. STRAIGHTEN
ANY BELT THAT IS TWISTED. TIGHTEN ANY
LOOSE FASTENERS. REPLACE ANY BELT THAT
HAS A DAMAGED OR INOPERATIVE BUCKLE OR
RETRACTOR. REPLACE ANY BELT THAT HAS A
BENT OR DAMAGED LATCH PLATE OR ANCHOR
PLATE. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE DAIMLERCHRYSLER MOPAR PARTS
CATALOG.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 SENSOR, 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.
WARNING: AN AIRBAG INFLATOR UNIT MAY CON-
TAIN SODIUM AZIDE AND POTASSIUM NITRATE.
THESE MATERIALS ARE POISONOUS AND
EXTREMELY FLAMMABLE. CONTACT WITH ACID,
WATER, OR HEAVY METALS MAY PRODUCE HARM-
FUL AND IRRITATING GASES (SODIUM HYDROXIDE
IS FORMED IN THE PRESENCE OF MOISTURE) OR
COMBUSTIBLE COMPOUNDS. AN AIRBAG INFLA-
TOR UNIT MAY ALSO CONTAIN A GAS CANISTER
PRESSURIZED TO OVER 2500 PSI. DO NOT
ATTEMPT TO DISMANTLE AN AIRBAG UNIT OR
TAMPER WITH ITS INFLATOR. DO NOT PUNCTURE,
INCINERATE, OR BRING INTO CONTACT WITH
ELECTRICITY. DO NOT STORE AT TEMPERATURES
EXCEEDING 93É C (200É F).
WARNING: WHEN HANDLING A SEAT BELT TEN-
SIONER RETRACTOR, PROPER CARE SHOULD BE
EXERCISED TO KEEP FINGERS OUT FROM UNDER
THE RETRACTOR COVER AND AWAY FROM THE
SEAT BELT WEBBING WHERE IT EXITS FROM THE
RETRACTOR COVER.
WARNING: REPLACE ALL RESTRAINT SYSTEM
COMPONENTS ONLY WITH PARTS SPECIFIED IN
THE DAIMLERCHRYSLER MOPAR PARTS CATA-
LOG. SUBSTITUTE PARTS MAY APPEAR INTER-
CHANGEABLE, BUT INTERNAL DIFFERENCES MAY
RESULT IN INFERIOR OCCUPANT PROTECTION.
KJRESTRAINTS 8O - 5
RESTRAINTS (Continued)

The resistive membrane-type horn switch is
secured with heat stakes to the inside surface of the
driver airbag trim cover, between the trim cover and
the folded airbag cushion. The horn switch ground
pigtail wire has a female spade terminal connector
that receives a path to ground through a male spade
terminal that is integral to the driver airbag housing
stamping and is located near the upper right corner
on the back of the housing (Fig. 15). The horn switch
feed pigtail wire has a white, molded plastic insula-
tor that is secured by an integral retainer to a
mounting hole located near the lower left corner on
the back of the housing, and is connected to the vehi-
cle electrical system through a take out and connec-
tor of the steering wheel wire harness.
The airbag used in this model is a multistage, Next
Generation-type that complies with revised federal
airbag standards to deploy with less force than those
used in some prior models. A 67 centimeter (26.5
inch) diameter, radial deploying fabric cushion with
tethers is used. The airbag inflator is a dual-initiator,
non-azide, pyrotechnic-type unit with four mounting
studs and is secured to the stamped metal airbag
housing using four hex nuts with washers. Two
keyed and color-coded connector receptacles on the
driver airbag inflator connect the two inflator initia-
tors to the vehicle electrical system through two yel-
low-jacketed, two-wire pigtail harnesses of the
clockspring. The driver airbag and horn switch unit
cannot be repaired, and must be replaced if deployed
or in any way damaged.OPERATION
The multistage driver airbag is deployed by electri-
cal signals generated by the Airbag Control Module
(ACM) through the driver airbag squib 1 and squib 2
circuits to the two initiators in the airbag inflator. By
using two initiators, the airbag can be deployed at
multiple levels of force. The force level is controlled
by the ACM to suit the monitored impact conditions
by providing one of three delay intervals between the
electrical signals provided to the two initiators. The
longer the delay between these signals, the less force-
fully the airbag will deploy. When the ACM sends the
proper electrical signals to each initiator, the electri-
cal energy generates enough heat to initiate a small
pyrotechnic charge which, in turn ignites chemical
pellets within the inflator. Once ignited, these chem-
ical pellets burn rapidly and produce a large quantity
of nitrogen gas. The inflator is sealed to the back of
the airbag housing and a diffuser in the inflator
directs all of the nitrogen gas into the airbag cush-
ion, causing the cushion to inflate. As the cushion
inflates, the driver airbag trim cover will split at pre-
determined breakout lines, then fold back out of the
way along with the horn switch unit. Following an
airbag deployment, the airbag cushion quickly
deflates by venting the nitrogen gas towards the
instrument panel through vent holes within the fab-
ric used to construct the back (steering wheel side)
panel of the airbag cushion.
Some of the chemicals used to create the nitrogen
gas may be considered hazardous while in their solid
state before they are burned, but they are securely
sealed within the airbag inflator. Typically, both ini-
tiators are used and all potentially hazardous chem-
icals are burned during an airbag deployment event.
However, it is possible for only one initiator to be
used during a deployment due to an airbag system
fault; therefore, it is necessary to always confirm
that both initiators have been used in order to avoid
the improper disposal of potentially live pyrotechnic
or hazardous materials. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - SER-
VICE AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT). The nitrogen gas that is produced
when the chemicals are burned is harmless. How-
ever, a small amount of residue from the burned
chemicals may cause some temporary discomfort if it
contacts the skin, eyes, or breathing passages. If skin
or eye irritation is noted, rinse the affected area with
plenty of cool, clean water. If breathing passages are
irritated, move to another area where there is plenty
of clean, fresh air to breath. If the irritation is not
alleviated by these actions, contact a physician.
Fig. 15 Driver Airbag Housing
1 - HOUSING
2 - HORN SWITCH GROUND WIRE
3 - HORN SWITCH FEED WIRE
4 - INFLATOR
5 - TRIM COVER
8O - 18 RESTRAINTSKJ
DRIVER AIRBAG (Continued)

The hybrid-type inflator assembly includes a small
canister of highly compressed gas. When the ACM
sends the proper electrical signal to the airbag infla-
tor, the initiator converts the electrical energy into
chemical energy. This chemical energy opens up a
burst disk to allow the inert gas to flow into the air-
bag cushion. The inflator is sealed to the airbag
cushion so that all of the released inert gas is
directed into the airbag cushion, causing the cushion
to inflate. As the cushion inflates, the passenger air-
bag door will split at predetermined tear seam lines
on the inside surface of the door and the door will
pivot downwards out of the way. Following a passen-
ger airbag deployment, the airbag cushion quickly
deflates by venting the inert gas through vent holes
within the fabric used to construct the sides of the
airbag cushion.
Typically, both initiators are used during an airbag
deployment event. However, it is possible for only one
initiator to be used during a deployment due to an
airbag system fault; therefore, it is necessary to
always confirm that both initiators have been used in
order to avoid the improper disposal of potentially
live pyrotechnic materials. (Refer to 8 - ELECTRI-
CAL/RESTRAINTS - STANDARD PROCEDURE -
SERVICE AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT).
REMOVAL
The following procedure is for replacement of a
faulty or damaged passenger airbag. If the passenger
airbag has been deployed, review the recommended
procedures for service after a supplemental restraint
deployment before removing the airbag from the
vehicle. (Refer to 8 - ELECTRICAL/RESTRAINTS -
STANDARD PROCEDURE - SERVICE AFTER A
SUPPLEMENTAL RESTRAINT DEPLOYMENT).
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.WARNING: WHEN REMOVING A DEPLOYED AIR-
BAG, RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
MAY BE DEPOSITS ON THE AIRBAG UNIT AND
OTHER INTERIOR SURFACES. IN LARGE DOSES,
THESE DEPOSITS MAY CAUSE IRRITATION TO THE
SKIN AND EYES.
(1) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) Remove the passenger airbag door from the
instrument panel. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/PASSENGER AIRBAG DOOR - REMOV-
AL).
(3) Remove the two screws on each side of the pas-
senger airbag that secure the passenger airbag to the
metal brackets on the instrument panel support
structure (Fig. 25).
(4) Disengage the passenger airbag wire harness
connector from the retainer securing the connector to
the metal bracket on the instrument panel support
structure above the airbag by sliding both halves of
the connector to the left.
(5) Disconnect the passenger airbag pigtail wire
connector from the instrument panel wire harness
connector for the airbag. To disconnect the connector:
(a) Slide the red Connector Position Assurance
(CPA) lock on the top of the connector toward the
side of the connector.
(b) Depress the connector latch tab and pull the
two halves of the connector straight away from
each other.
Fig. 25 Passenger Airbag Remove/Install
1 - PASSENGER AIRBAG
2 - WIRE HARNESS CONNECTOR
3 - SCREW (4)
4 - GLOVE BOX LATCH STRIKER
8O - 28 RESTRAINTSKJ
PASSENGER AIRBAG (Continued)

screws. A two-wire pigtail harness is routed forward
from the airbag inflator through a trough along the
top of the plastic airbag channel on the roof rail and
down the B-pillar, where it is retained by three rout-
ing clips. The pigtail harness is connected to a take
out and connector of the body wire harness on the
B-pillar, which connects to the respective right or left
Side Impact Airbag Control Module (SIACM) on the
sill panel at the base of the B-pillar.
The side curtain airbag unit cannot be adjusted or
repaired and must be replaced if deployed, faulty, or
in any way damaged. Once a side curtain airbag has
been deployed, the complete airbag unit, the head-
liner, the upper A, B, and C-pillar trim, and all other
visibly damaged components must be replaced.
OPERATION
Each side curtain airbag is deployed individually by
an electrical signal generated by the left or right Side
Impact Airbag Control Module (SIACM) to which it is
connected through left or right curtain airbag line 1 and
line 2 (or squib) circuits. The hybrid-type inflatorassembly for each airbag contains a small canister of
highly compressed helium gas. When the SIACM sends
the proper electrical signal to the airbag inflator, the
electrical energy creates enough heat to ignite chemical
pellets within the inflator. Once ignited, these chemicals
burn rapidly and produce the pressure necessary to rup-
ture a containment disk in the helium gas canister. The
inflator and helium gas canister are sealed and con-
nected to a tubular manifold so that all of the released
gas is directed into the folded curtain airbag cushion,
causing the cushion to inflate.
As the airbag cushion inflates it will drop down
from the roof rail between the edge of the headliner
and the side glass/body pillars to form a curtain-like
cushion to protect the vehicle occupants during a side
impact collision. The front tether keeps the front por-
tion of the bag taut, thus ensuring that the bag will
deploy in the proper position. Following the airbag
deployment, the airbag cushion quickly deflates by
venting the helium gas through the loose weave of
the cushion fabric, and the deflated cushion hangs
down loosely from the roof rail.
Fig. 37 Side Curtain Airbag
1 - INFLATOR
2 - MANIFOLD
3 - CHANNEL
4 - TETHER5 - PIGTAIL WIRE RETAINER (3)
6 - PUSH-IN FASTENER (4)
7 - BRACKET (3)
KJRESTRAINTS 8O - 39
SIDE CURTAIN AIRBAG (Continued)

headliner hose is glued to top of the headliner and
routed along the right roof side rail to the rear of the
vehicle. At the rear of the vehicle, the headliner hose
passes through a hole at the rear portion of the roof
rear inner header panel and is connected to the rear
check valve. From the rear check valve, there is a
short section of hose that connects the rear check
valve to the rear washer nozzle.
Washer hose is available for service only as roll
stock, which must then be cut to length. The head-
liner washer hose is integral to the headliner unit
and, if faulty or damaged, the headliner unit must be
replaced. However, the headliner hose is marked
with a white cut line on the A-pillar where the hose
should be cut and spliced with a plastic in-line con-
nector fitting to facilitate headliner removal without
the need to remove the instrument panel. (Refer to
23 - BODY/INTERIOR/HEADLINER - REMOVAL
AND INSTALLATION). The molded plastic washer
hose fittings cannot be repaired. If these fittings are
faulty or damaged, they must be replaced.
OPERATION
Washer fluid in the washer reservoir is pressurized
and fed by the washer pump/motor through the rear
washer system plumbing and fittings to the rear
washer nozzle located on the roof panel above the
rear flip-up glass opening. Whenever routing the
washer hose or a wire harness containing a washer
hose, it must be routed away from hot, sharp, or
moving parts; and, sharp bends that might pinch the
hose must be avoided.
REAR WASHER NOZZLE
DESCRIPTION
The rear washer nozzle is a fluidic-type unit con-
structed of molded plastic (Fig. 6). The nozzle is
secured by a snap fit in a dedicated mounting hole
located in the rear edge of the roof panel above the
rear flip-up glass opening and to the right of the
Center High Mounted Stop Lamp (CHMSL) unit. A
rubber gasket on the back of the nozzle seals the noz-
zle to the roof panel opening. The back of the nozzle
includes an integral alignment feature on the left
side, an integral engagement tab on the top, an inte-
gral latch feature on the bottom, and the washer
plumbing nipple which are all concealed between the
outer roof panel and the rear roof inner header. The
rear washer nozzle latch feature is a one time com-
ponent, and will be damaged if the nozzle is removed
from its mounting hole for service. The rear washer
nozzle cannot be adjusted or repaired. If faulty or
damaged, the entire nozzle unit must be replaced.
OPERATION
The rear washer nozzle is designed to dispense
washer fluid into the wiper pattern area on the out-
side of the rear flip-up glass. Pressurized washer
fluid is fed to the nozzle from the washer reservoir by
the washer pump/motor through a single hose, which
is attached to a barbed nipple on the back of the rear
washer nozzle. The rear washer nozzle incorporates a
fluidic design, which causes the nozzle to emit the
pressurized washer fluid as an oscillating stream to
more effectively cover a larger area of the glass area
to be cleaned.
REMOVAL
NOTE: The rear washer nozzle latch feature is a one
time component, and will be damaged if the nozzle is
removed from its mounting hole for service. If
removed from its mounting hole for any reason, the
rear washer nozzle must be replaced with a new unit.
(1) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the bottom of the rear
washer nozzle away from the roof panel until the
latch feature at the bottom of the nozzle that secures
it in the mounting hole of the roof panel snaps.
(2) Pull the rear washer nozzle out from the roof
panel far enough to access the washer hose (Fig. 7).
(3) Disconnect the washer hose from the barbed
nipple on the back of the rear washer nozzle.
(4) Discard the rear washer nozzle.
Fig. 6 Rear Washer Nozzle
1 - ENGAGEMENT TAB (TOP)
2 - GASKET
3 - REAR WASHER NOZZLE
4 - ALIGNMENT FEATURE
5 - ORIFICE
6 - LATCH FEATURE (BOTTOM)
7 - NIPPLE
8R - 36 REAR WIPERS/WASHERSKJ
REAR WASHER HOSES/TUBES (Continued)

ENGINE BLOCK
DESCRIPTION
The cylinder block is made of cast iron. The block
is a closed deck design with the left bank forward. To
provide high rigidity and improved NVH an
enhanced compacted graphite bedplate (Fig. 31) is
bolted to the block. The block design allows coolant
flow between the cylinders bores, and an internal
coolant bypass to a single poppet inlet thermostat is
included in the cast aluminum front cover.
STANDARD PROCEDURE - CYLINDER BORE
HONING
Before honing, stuff plenty of clean shop towels
under the bores and over the crankshaft to keep
abrasive materials from entering the crankshaft
area.
(1) Used carefully, the Cylinder Bore Sizing Hone
C-823, equipped with 220 grit stones, is the best tool
for this job. In addition to deglazing, it will reduce
taper and out-of-round, as well as removing light
scuffing, scoring and scratches. Usually, a few strokes
will clean up a bore and maintain the required lim-
its.
CAUTION: DO NOT use rigid type hones to remove
cylinder wall glaze.
(2) Deglazing of the cylinder walls may be done if
the cylinder bore is straight and round. Use a cylin-
der surfacing hone, Honing Tool C-3501, equipped
with 280 grit stones (C-3501-3810). about 20-60
strokes, depending on the bore condition, will be suf-
ficient to provide a satisfactory surface. Using honingoil C-3501-3880, or a light honing oil, available from
major oil distributors.
CAUTION: DO NOT use engine or transmission oil,
mineral spirits, or kerosene.
(3) Honing should be done by moving the hone up
and down fast enough to get a crosshatch pattern.
The hone marks should INTERSECT at 50É to 60É
for proper seating of rings (Fig. 32).
(4) A controlled hone motor speed between 200 and
300 RPM is necessary to obtain the proper cross-
hatch angle. The number of up and down strokes per
minute can be regulated to get the desired 50É to 60É
angle. Faster up and down strokes increase the cross-
hatch angle.
(5) After honing, it is necessary that the block be
cleaned to remove all traces of abrasive. Use a brush
to wash parts with a solution of hot water and deter-
gent. Dry parts thoroughly. Use a clean, white, lint-
free cloth to check that the bore is clean. Oil the
bores after cleaning to prevent rusting.
CLEANING
Thoroughly clean the oil pan and engine block gas-
ket surfaces.
Use compressed air to clean out:
²The galley at the oil filter adaptor hole.
²The front and rear oil galley holes.
²The feed holes for the crankshaft main bearings.
Fig. 31 CYLINDER BLOCK BEDPLATE
1 - Cylinder Block Bedplate
2 - Crankshaft Position Sensor
3 - Crankshaft Main Bearing Caps
Fig. 32 Cylinder Bore Crosshatch Pattern
1 - CROSSHATCH PATTERN
2 - INTERSECT ANGLE
KJENGINE - 3.7L 9 - 39