2002 JEEP LIBERTY tire type

STANDARD PROCEDURE - DISC BRAKE
ROTOR
The disc brake rotor can be machined if scored or
worn. The lathe must machine both sides of the rotor
simultaneously with dual cutter heads. The rotor
mounting surface must be clean before placing on the
lathe. Equipment capable of machining only one side
at a time may produce a tapered rotor. A hub
mounted on-vehicle lathe is recommended. This type
of lathe trues the rotor to the vehicles hub/bearing.CAUTION: Brake rotors that do not meet minimum
thickness specifications before or after machining
must be replaced.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the tire and wheel assembly.
(3) Remove the caliper adapter (Fig. 30). (Refer to
5 - BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - REMOVAL).
CAUTION: Never allow the disc brake caliper to
hang from the brake hose. Damage to the brake
hose will result. Provide a suitable support to hang
the caliper securely.
(4) Remove the disc brake rotor.
INSTALLATION
(1) Install the disc brake rotor to the hub.
(2) Install the caliper mounting adapter. (Refer to
5 - BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - INSTALLATION).
(3) Install the tire and wheel assembly. (Refer to
22 - TIRES/WHEELS/WHEELS - STANDARD PRO-
CEDURE).
Fig. 28 Checking Rotor Runout And Thickness
Variation
1 - DIAL INDICATOR
Fig. 29 Measuring Rotor Thickness
1 - MICROMETER
2 - ROTOR
Fig. 30 DISC BRAKE ROTOR
1 - DISC BRAKE ROTOR
2 - CALIPER ADAPTER
3 - DISC BRAKE CALIPER
4 - SHOES
KJBRAKES - BASE 5 - 19
ROTORS (Continued)

SPECIFICATIONS
BRAKE FLUID
The brake fluid used in this vehicle must conform
to DOT 3 specifications and SAE J1703 standards.
No other type of brake fluid is recommended or
approved for usage in the vehicle brake system. Use
only Mopar brake fluid or an equivalent from a
tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid
from an container which has been left open. An
open container will absorb moisture from the air
and contaminate the fluid.
CAUTION: Never use any type of a petroleum-based
fluid in the brake hydraulic system. Use of such
type fluids will result in seal damage of the vehicle
brake hydraulic system causing a failure of the
vehicle brake system. Petroleum based fluids would
be items such as engine oil, transmission fluid,
power steering fluid, etc.
DRUM
DIAGNOSIS AND TESTING - BRAKE DRUM
The maximum allowable diameter of the drum
braking surface is indicated on the drum outer edge.
Generally, a drum can be machined to a maximum of
1.52 mm (0.060 in.) oversize. Always replace the
drum if machining would cause drum diameter to
exceed the size limit indicated on the drum.
BRAKE DRUM RUNOUT
Measure drum diameter and runout with an accu-
rate gauge. The most accurate method of measure-
ment involves mounting the drum in a brake lathe
and checking variation and runout with a dial indi-
cator.
Variations in drum diameter should not exceed
0.076 mm (0.003 in.). Drum runout should not exceed
0.20 mm (0.008 in.) out of round. Machine the drum
if runout or variation exceed these values. Replace
the drum if machining causes the drum to exceed the
maximum allowable diameter.
STANDARD PROCEDURES - BRAKE DRUM
MACHINING
The brake drums can be machined on a drum lathe
when necessary. Initial machining cuts should be lim-
ited to 0.12 - 0.20 mm (0.005 - 0.008 in.) at a time as
heavier feed rates can produce taper and surface
variation. Final finish cuts of 0.025 to 0.038 mm(0.001 to 0.0015 in.) are recommended and will gen-
erally provide the best surface finish.
Be sure the drum is securely mounted in the lathe
before machining operations. A damper strap should
always be used around the drum to reduce vibration
and avoid chatter marks.
The maximum allowable diameter of the drum
braking surface is stamped or cast into the drum
outer edge.
CAUTION: Replace the drum if machining will cause
the drum to exceed the maximum allowable diame-
ter.
SUPPORT PLATE
REMOVAL
REMOVAL - 198 RBI AXLE
(1) Remove wheel and tire assembly.
(2) Remove the brake drum.
(3) Remove the brake shoes.
(4) Remove parking brake cable from parking
brake lever.
(5) Compress parking brake cable retainer tabs.
Then push retainer and cable through and out of
support plate.
(6) Disconnect brake line at wheel cylinder.
(7) Remove wheel cylinder from support plate,(Re-
fer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
WHEEL CYLINDERS - REMOVAL).
(8) Remove the four bolts attaching the support
plate to axle and remove the support plate with the
axle, bearing and seal.
(9) Remove axle shaft,(Refer to 3 - DIFFEREN-
TIAL & DRIVELINE/REAR AXLE/AXLE SHAFTS -
REMOVAL).
REMOVAL - 8 1/4 AXLE
(1) Remove the wheel and tire assembly.
(2) Remove the brake drum.
(3) Install the brake pedal prop rod.
(4) Remove the brake shoes (Refer to 5 - BRAKES/
HYDRAULIC/MECHANICAL/BRAKE PADS/SHOES
- REMOVAL).
(5) Remove parking brake cable from parking
brake lever.
(6) Compress parking brake cable retainer tabs.
Then push retainer and cable through and out of
support plate.
(7) Disconnect the brake line at wheel cylinder.
(8) Remove the wheel cylinder from the support
plate,(Refer to 5 - BRAKES/HYDRAULIC/MECHAN-
ICAL/WHEEL CYLINDERS - REMOVAL).
KJBRAKES - BASE 5 - 27
FLUID (Continued)

ELECTRICAL
DESCRIPTION
Three wheel speed sensors are used. The front sen-
sors are mounted to the steering knuckles. The rear
sensor is mounted at the top of the rear axle differ-
ential carrier. Tone wheels are mounted to the out-
board ends of the front axle shafts. The gear type
tone wheel serves as the trigger mechanism for each
sensor.
OPERATION
The sensors convert wheel speed into a small digi-
tal signal. The CAB sends 12 volts to the sensors.
The sensor has an internal magneto resistance
bridge that alters the voltage and amperage of the
signal circuit. This voltage and amperage is changed
by magnetic induction when the toothed tone wheel
passes the wheel speed sensor. This digital signal is
sent to the CAB. The CAB measures the voltage and
amperage of the digital signal for each wheel.
FRONT WHEEL SPEED
SENSOR
REMOVAL
(1) Disconnect the front wheel speed sensor wire
connector that is located on the inboard side of the
respective wheel house.
(2) Raise and support the vehicle.
(3) Remove the tire and wheel assembly.
(4) Remove the caliper adapter. (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - REMOVAL).
CAUTION: Never allow the disc brake caliper to
hang from the brake hose. Damage to the brake
hose with result. Provide a suitable support to hang
the caliper securely.
(5) Remove the disc brake rotor. (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/ROTORS -
REMOVAL).
(6) Remove the wheel speed sensor mounting bolt
to the hub (Fig. 1).
(7) Remove the wheel speed sensor wire from the
hub/bearing (Fig. 1).
(8) Remove the wheel speed sensor wire hold down
from the knuckle (Fig. 1).
(9) Remove the wheel speed sensor wire thru the
wheel well.
(10) Remove the wheel speed sensor from the vehi-
cle.
INSTALLATION
(1) Install the wheel speed sensor to the vehicle.
(2) Install the wheel speed sensor wire thru the
wheel well.
(3) Install the wheel speed sensor wire to the hub/
bearing.
(4) Install the wheel speed sensor wire hold down
to the knuckle.
(5) Install the wheel speed sensor mounting bolt to
the hub. Tighten the mounting bolt to 14 N´m (10
ft.lbs.).
(6) Install the disc brake rotor (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/ROTORS -
INSTALLATION).
(7) Install the disc brake caliper adapter. (Refer to
5 - BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - INSTALLATION).
(8) Install the tire and wheel assembly (Refer to 22
- TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE).
(9) Reconnect the front wheel speed sensor wire
connector to the inboard side of the wheel house
being worked on.
Fig. 1 FRONT WHEEL SPEED SENSOR
1 - WHEEL SPEED SENSOR WIRE
2 - WHEEL SPEED SENSOR
3 - ROTOR
4 - WHEEL SPEED SENSOR WIRE HOLD DOWN
5 - 34 BRAKES - ABSKJ

flip-up glass ajar switch, the hood ajar switch (in
required markets only), and the Remote Keyless
Entry (RKE) module to control the features of the
optional Vehicle Theft Security System (VTSS).
Hard wired circuitry connects the BCM to the elec-
trical system of the vehicle. These hard wired circuits
are integral to several wire harnesses, which are
routed throughout the vehicle and retained by many
different methods. These circuits may be connected to
each other, to the vehicle electrical system and to the
BCM through the use of a combination of soldered
splices, splice block connectors, and many different
types of wire harness terminal connectors and insu-
lators. Refer to the appropriate wiring information.
The wiring information includes wiring diagrams,
proper wire and connector repair procedures, further
details on wire harness routing and retention, as well
as pin-out and location views for the various wire
harness connectors, splices and grounds.
Many of the electronic features in the vehicle con-
trolled or supported by the BCM are programmable
using a customer programming procedure or the
DRBIIItscan tool. In addition, the BCM software is
Flash compatible, which means it can be repro-
grammed using Flash reprogramming procedures.
However, if any of the BCM hardware components is
damaged or faulty, the entire BCM unit must be
replaced.
OPERATION
The microprocessor-based Body Control Module
(BCM) monitors many hard wired switch and sensor
inputs as well as those resources it shares with other
electronic modules in the vehicle through its commu-
nication over the Programmable Communications
Interface (PCI) data bus network. The internal pro-
gramming and all of these inputs allow the BCM
microprocessor to determine the tasks it needs to
perform and their priorities, as well as both the stan-
dard and optional features that it should provide.
The BCM programming then performs those tasks
and provides those features through both PCI data
bus communication with other electronic modules
and through hard wired outputs through a number of
driver circuits, relays, and actuators. These outputs
allow the BCM the ability to control numerous acces-
sory systems in the vehicle.
The BCM operates on battery current received
through a fuse in the Junction Block (JB) on a non-
switched fused B(+) circuit, through another fuse in
the JB on a fused ignition switch output (run-start)
circuit, and through a third fuse in the JB on a fused
ignition switch output (run-acc) circuit. This arrange-
ment allows the BCM to provide some features
regardless of the ignition switch position, while other
features will operate only with the ignition switch inthe On, Start, and/or Accessory positions. All of the
battery current circuits are connected to the BCM
through the JB/BCM connector. The BCM receives
ground through five separate circuits. Three of these
circuits are connected to the BCM through a connec-
tor and take out of the instrument panel wire har-
ness on three separate ground circuits, while the
other two circuits are connected to the BCM through
the JB/BCM connector. All of these circuits are
grounded through a splice block located in the instru-
ment panel wire harness with an eyelet terminal con-
nector that is secured by a nut to a ground stud on
the driver side instrument panel end bracket near
the JB.
The BCM monitors its own internal circuitry as
well as many of its input and output circuits, and
will store a Diagnostic Trouble Code (DTC) in elec-
tronic memory for any failure it detects. These DTCs
can be retrieved and diagnosed using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
HARD WIRED INPUTS The hard wired inputs to
the BCM include the following:
²A/C on/off control
²Ambient temperature sensor signal
²Body control module flash enable
²Door lock switch mux
²Driver door ajar switch sense
²Flip-up glass ajar switch sense
²Flip-up glass release switch sense
²Fog lamp switch sense
²Front wiper park switch sense
²Front wiper switch mux
²Front washer pump driver
²Fused B(+)
²Fused ignition switch output (run-acc)
²Fused ignition switch output (run-start)
²Headlamp switch mux
²High beam switch sense
²Hood ajar switch sense - premium with
VTSS - in markets where required only
²Key-in ignition switch sense
²Left cylinder lock switch sense - premium
with VTSS only - omitted in some markets as
required
²Panel lamps dimmer switch mux
²Passenger doors ajar switch sense (input
from three ajar switches connected in parallel)
²Radio control mux - premium with remote
radio switches only
²Rear courtesy lamp control
²Rear window defogger control
²Rear wiper intermittent driver
²Rear wiper on driver
²Right cylinder lock switch sense - premium
with VTSS only - omitted in some markets as
required
KJELECTRONIC CONTROL MODULES 8E - 5
BODY CONTROL MODULE (Continued)

GENERATOR
DESCRIPTION
The generator is belt-driven by the engine using a
serpentine type drive belt. It is serviced only as a
complete assembly. If the generator fails for any rea-
son, the entire assembly must be replaced.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The stator winding connections deliver the induced
AC current to 3 positive and 3 negative diodes for
rectification. From the diodes, rectified DC current is
delivered to the vehicle electrical system through the
generator battery terminal.
Although the generators appear the same exter-
nally, different generators with different output rat-
ings are used on this vehicle. Be certain that the
replacement generator has the same output rating
and part number as the original unit. Refer to Spec-
ifications and see Generator Ratings for amperage
ratings and part numbers.
Noise emitting from the generator may be caused
by: worn, loose or defective bearings; a loose or defec-
tive drive pulley; incorrect, worn, damaged or misad-
justed fan drive belt; loose mounting bolts; a
misaligned drive pulley or a defective stator or diode.
REMOVAL
Gasoline Powered Engines
CAUTION: DISCONNECT NEGATIVE CABLE FROM
BATTERY BEFORE REMOVING BATTERY OUTPUT
WIRE FROM GENERATOR. FAILURE TO DO SO
CAN RESULT IN INJURY.
(1) Disconnect and isolate negative battery cable
at battery.
CAUTION: Never force a belt over a pulley rim
using a screwdriver. The synthetic fiber of the belt
can be damaged.CAUTION: When installing a serpentine accessory
drive belt, the belt MUST be routed correctly. The
water pump will be rotating in the wrong direction if
the belt is installed incorrectly, causing the engine
to overheat. Refer to belt routing label in engine
compartment, or refer to Belt Schematics in Cooling
System.
(2) Remove generator drive belt. Refer to 7, Cool-
ing System for procedures.
(3) Unsnap plastic protective cover (Fig. 2) from
B+ mounting stud.
(4) Remove B+ terminal mounting nut (Fig. 2) at
top of generator.
(5) Disconnect field wire electrical connector at
rear of generator (Fig. 2) by pushing on connector
tab.
(6) 2.4L Engine: Remove 2 generator mounting
bolts (Fig. 3).
(7) 3.7L Engine: Remove 1 vertical generator
mounting bolt and 2 horizontal mounting bolts (Fig.
4).
(8) Remove generator from vehicle.
Fig. 2 GENERATOR ELECTRICAL CONNECTORS -
TYPICAL
1 - PROTECTIVE CAP
2-B+NUT
3 - B+ TERMINAL
4 - FIELD ELECTRICAL CONNECTOR
KJCHARGING SYSTEM 8F - 25

DIAGNOSIS AND TESTING - REAR WINDOW
DEFOGGER SYSTEM
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information). The operation of
the electrically heated rear window defogger system
can be confirmed in one of the following manners:
²Turn the ignition switch to the run position.
²Set the defogger switch in the run position. The
rear window defogger operation can be checked by
feeling the rear window or outside rear view mirror
glass. A distinct difference in temperature between
the grid lines and the adjacent clear glass or the mir-
ror glass can be detected within three to four min-
utes of operation.
²Using a 12-volt DC voltmeter, contact the rear
glass heating grid terminal B (right side) with the
negative lead, and terminal A (left side) with the pos-
itive lead (Fig. 1). The voltmeter should read battery
voltage.
The above checks will confirm system operation.
Illumination of the defogger switch indicator lamp
means that there is electrical current available at the
output of the defogger relay, but does not confirmthat the electrical current is reaching the rear glass
heating grid lines.
If the defogger system does not operate, the prob-
lem should be isolated in the following manner:
(1) Confirm that the ignition switch is in the run
position.
(2) Ensure that the rear glass heating grid feed
and ground wires are connected to the glass. Confirm
that the ground wire has continuity to ground.
(3) Check the fuses in the Power Distribution Cen-
ter (PDC) and in the junction block. The fuses must
be tight in their receptacles and all electrical connec-
tions must be secure.
When the above steps have been completed and the
rear glass or outside rear view mirror heating grid is
still inoperative, one or more of the following is
faulty:
²Defogger switch
²Defogger relay
²HVAC control head circuitry
²Rear window grid lines (all grid lines would
have to be broken or one of the feed wires discon-
nected for the entire system to be inoperative)
²Outside rear view mirror heating grid.
If setting the defogger switch to the On position
produces a severe voltmeter deflection, check for a
short circuit between the defogger relay output and
the rear glass or outside rear view mirror heating
grids.
STANDARD PROCEDURE - REAR GLASS
HEATING GRID REPAIR
Repair of the rear glass heating grid lines, bus
bars, terminals or pigtail wires can be accomplished
using a Mopar Rear Window Defogger Repair Kit
(Part Number 4267922) or equivalent.
WARNING: MATERIALS CONTAINED IN THE REPAIR
KIT MAY CAUSE SKIN OR EYE IRRITATION. THE
KIT CONTAINS EPOXY RESIN AND AMINE TYPE
HARDENER, WHICH ARE HARMFUL IF SWAL-
LOWED. AVOID CONTACT WITH THE SKIN AND
EYES. FOR SKIN CONTACT, WASH THE AFFECTED
AREAS WITH SOAP AND WATER. FOR CONTACT
WITH THE EYES, FLUSH WITH PLENTY OF WATER.
DO NOT TAKE INTERNALLY. IF TAKEN INTER-
NALLY, INDUCE VOMITING AND CALL A PHYSICIAN
IMMEDIATELY. USE WITH ADEQUATE VENTILA-
TION. DO NOT USE NEAR FIRE OR FLAME. CON-
TAINS FLAMMABLE SOLVENTS. KEEP OUT OF THE
REACH OF CHILDREN.
(1) Mask the repair area so that the conductive
epoxy can be applied neatly. Extend the epoxy appli-
cation onto the grid line or the bus bar on each side
of the break (Fig. 2).
Fig. 1 REAR WINDOW DEFOGGER
1 - DEFOGGER BACKGLASS
2 - HEATED GLASS CONNECTOR9A9
3 - HINDGE MOUNTING SCREWS (2)
4 - HINDGE (LEFT SIDE)
5 - HINDGE MOUNTING SCREWS (2)
6 - HINDGE (RIGHT SIDE)
7 - HEATED GLASS CONNECTOR9B9
8 - BACKGLASS DEFOGGER GRID
8G - 4 WINDOW DEFOGGERKJ
WINDOW DEFOGGER (Continued)

REAR WINDOW DEFOGGER
SWITCH
DESCRIPTION
The rear window defogger switch is installed in the
instrument panel HVAC contol head assembly. The
momentary-type switch provides a hard-wired ground
signal to the HVAC control head each time it is
depressed. The instrument cluster rear window
defogger timer and logic circuitry responds by ener-
gizing or de-energizing the rear window defogger
relay.
OPERATION
Energizing the rear window defogger relay pro-
vides electrical current to the rear window defogger
grid and, if the vehicle is so equipped, the outside
rear view mirror heating grids. An amber indicator
lamp in the defogger switch, which lights to indicate
when the defogger system is turned On, is also pow-
ered by the defogger relay output.
The defogger switch illumination lamp and indica-
tor lamp bulbs are serviceable. The defogger switch
cannot be repaired and, if faulty or damaged the
entire HVAC control head assembly must be
replaced.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - REAR WINDOW
DEFOGGER SWITCH
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information).
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 AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable. Remove the HVAC control head assembly from
the instrument panel and unplug the defogger switch
wire harness connector-B.
(2) Check for continuity between the ground cir-
cuit cavity of the defogger switch wire harness con-nector and a good ground. There should be
continuity. If OK, go to Step 3. If not OK, repair the
open circuit as required.
(3) Check for continuity between the ground cir-
cuit terminal and the rear window defogger switch
sense circuit terminal on the back of the defogger
switch housing (Fig. 5). There should be momentary
continuity as the defogger switch button is depressed,
and then no continuity. If OK, (Refer to 8 - ELEC-
TRICAL/HEATED GLASS/REAR WINDOW DEFOG-
GER SWITCH - DIAGNOSIS AND TESTING -
INSTRUMENT CLUSTER REAR WINDOW DEFOG-
GER FUNCTION) If not OK, replace the faulty
switch (Fig. 5).
(4) Check switch position continuity between:
CONTACT PINS
1 - OFF LAMPS A-1 - A-7
2 - ON MOMENTARY B-6 - B-8
3 - ILLUMINATION LAMP A-7 - A-1
4 - INDICATOR LAMP B-12 - B-7
Fig. 5 A/C HEATER CONTROL HEAD (Rear View)
1 - A/C HEATER CONTROL HEAD
2 - A/C HEATER CONTROL HEAD LIGHT
3 - REAR WINDOW DEFOGGER SWITCH AND TEMPERATURE
BLEND DOOR- CONNECTOR B (12 PIN)
4 - A/C HEATER CONTROL HEAD LIGHT
5 - MODE SELECT CONTROL
6 - BLOWER SPEED CONTROL- CONNECTOR A (7 PIN)
7 - MOUNTING SCREWS (4)
8G - 8 WINDOW DEFOGGERKJ

The heated seat module monitors inputs from the
heated seat sensors and the heated seat switches. In
response to these inputs the heated seat module uses
its internal programming to control outputs to the
heated seat elements in both front seats and to con-
trol the heated seat LED indicator lamps located in
both of the heated seat switches. The heated seat
module is also programmed to provide self-diagnostic
capability. When the module detects certain failures
within the heated seat system, it will provide a
visual indication of the failure by flashing the indica-
tor lamps in the affected heated seat switch. The
heated seat module will automatically turn off the
heated seat elements if it detects a short or open in
the heated seat element circuit or a heated seat sen-
sor value that is out of range.
DIAGNOSIS AND TESTING - HEATED SEAT
SYSTEM
HEATED SEAT SYSTEM SELF-DIAGNOSIS
The heated seat system is capable of performing
some self-diagnostics. The following table depicts the
various monitored failures which will be reported to
the vehicle operator or technician by flashing the
individual heated seat switch Light Emitting Diode
(LED) indicator lamps. Refer to the Heated Seat Sys-
tem Self-Diagnosis table for failure identification.
The driver side heated seat switch indicator lamps
will flash if a failure occurs in the driver side heated
seat, and the passenger side heated seat switch indi-
cator lamps will flash for a passenger side heated
seat failure. If a monitored heated seat system fail-
ure occurs, the switch indicator lamps will flash at a
pulse rate of about one-half second on, followed by
about one-half second off for a duration of about one
minute after the switch for the faulty heated seat is
depressed in either the Low or High direction. This
process will repeat every time the faulty heated seat
switch is actuated until the problem has been cor-
rected.
Heated Seat System Self-Diagnosis
Monitored FailureSwitch High
Indicator LampSwitch Low
Indicator Lamp
Heated Seat
Element ShortedFlashing Flashing
Heated Seat
Element OpenFlashing Off
Heated Seat
Sensor Value Out
of RangeOff FlashingIf the heated seat system failure is identified by
flashing heated seat switch indicator lamps, go to the
appropriate diagnosis and testing procedure in this
section and confirm the condition, using the step by
step procedure. If the monitored failure is confirmed,
replace the component. If the monitored failure is not
confirmed, replace the heated seat module with a
known good unit and retest the system.
HEATED SEAT SYSTEM TESTING
Refer toWiring Diagramsfor the location of com-
plete heated seat system wiring diagrams. Before
testing the individual components in the heated seat
system, perform the following preliminary checks:
²If a single indicator lamp for one heated seat
switch does not operate and the heated seat elements
do heat, refer toDiagnosis and Testing the
Heated Seat Switchin this section for the location
of heated seat switch diagnosis and testing proce-
dures.
²If both indicator lamps for a heated seat switch
operate, but the heated seat elements do not heat,
refer toDiagnosis and Testing the Heated Seat
Modulein Electronic Control Modules for the loca-
tion of heated seat module diagnosis and testing pro-
cedures.
²If an indicator lamp on either heated seat switch
remains illuminated after the heated seat has been
turned Off, refer toDiagnosis and Testing the
Heated Seat Modulein Electronic Control Modules
for the location of heated seat module diagnosis and
testing procedures. Also refer to the Body Diagnostic
Manual for additional diagnosis and testing proce-
dures.
DRIVER SEAT HEATER
SWITCH
DESCRIPTION
The heated seat switches are located on the out-
board cushion side shield of the driver and passenger
front seats (Fig. 1). The two, three-position rocker
type switches provide a resistor multiplexed signal to
the Heated Seat Module through separate hard wired
circuits. Each switch has an Off, Low and High set-
ting. Each switch contains two light emitting diodes
(LED), one for each High and Low setting to let the
occupant know that the seat heater system is on.
The heated seat switches and their LED's cannot
be repaired. If either switch is faulty or damaged the
entire switch must be replaced.
KJHEATED SEAT SYSTEM 8G - 11
HEATED SEAT SYSTEM (Continued)