2002 JEEP LIBERTY stop start

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - WATER LEAKS
Water leaks can be caused by poor sealing,
improper body component alignment, body seam
porosity, missing plugs, or blocked drain holes. Cen-
trifugal and gravitational force can cause water to
drip from a location away from the actual leak point,
making leak detection difficult. All body sealing
points should be water tight in normal wet-driving
conditions. Water flowing downward from the front of
the vehicle should not enter the passenger or luggage
compartment. Moving sealing surfaces will not
always seal water tight under all conditions. At
times, side glass or door seals will allow water to
enter the passenger compartment during high pres-
sure washing or hard driving rain (severe) condi-
tions. Overcompensating on door or glass
adjustments to stop a water leak that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After completing
a repair, water test vehicle to verify leak has stopped
before returning vehicle to use.
VISUAL INSPECTION BEFORE WATER LEAK TESTS
Verify that floor and body plugs are in place, body
drains are clear, and body components are properly
aligned and sealed. If component alignment or seal-
ing is necessary, refer to the appropriate section of
this group for proper procedures.
WATER LEAK TESTS
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS
OR TOOLS IN WATER TEST AREA. PERSONAL
INJURY CAN RESULT.
When the conditions causing a water leak have
been determined, simulate the conditions as closely
as possible.
²If a leak occurs with the vehicle parked in a
steady light rain, flood the leak area with an open-
ended garden hose.
²If a leak occurs while driving at highway speeds
in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the
spray in a direction comparable to actual conditions.
²If a leak occurs when the vehicle is parked on an
incline, hoist the end or side of the vehicle to simu-
late this condition. This method can be used when
the leak occurs when the vehicle accelerates, stops or
turns. If the leak occurs on acceleration, hoist the
front of the vehicle. If the leak occurs when braking,
hoist the back of the vehicle. If the leak occurs on left
turns, hoist the left side of the vehicle. If the leak
occurs on right turns, hoist the right side of the vehi-cle. For hoisting recommendations refer to Group 0,
Lubrication and Maintenance, General Information
section.
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water
test and watch for water tracks or droplets forming
on the inside of the vehicle. If necessary, remove inte-
rior trim covers or panels to gain visual access to the
leak area. If the hose cannot be positioned without
being held, have someone help do the water test.
Some water leaks must be tested for a considerable
length of time to become apparent. When a leak
appears, find the highest point of the water track or
drop. The highest point usually will show the point of
entry. After leak point has been found, repair the
leak and water test to verify that the leak has
stopped.
Locating the entry point of water that is leaking
into a cavity between panels can be difficult. The
trapped water may splash or run from the cavity,
often at a distance from the entry point. Most water
leaks of this type become apparent after accelerating,
stopping, turning, or when on an incline.
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use
a suitable mirror to gain visual access. A mirror can
also be used to deflect light to a limited-access area
to assist in locating a leak point.
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can
be detected without water testing. Position the vehi-
cle in a brightly lit area. From inside the darkened
luggage compartment inspect around seals and body
seams. If necessary, have a helper direct a drop light
over the suspected leak areas around the luggage
compartment. If light is visible through a normally
sealed location, water could enter through the open-
ing.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compart-
ment cannot be detected by water testing, pressurize
the passenger compartment and soap test exterior of
the vehicle. To pressurize the passenger compart-
ment, close all doors and windows, start engine, and
set heater control to high blower in HEAT position. If
engine can not be started, connect a charger to the
battery to ensure adequate voltage to the blower.
With interior pressurized, apply dish detergent solu-
tion to suspected leak area on the exterior of the
vehicle. Apply detergent solution with spray device or
soft bristle brush. If soap bubbles occur at a body
seam, joint, seal or gasket, the leak entry point could
be at that location.
23 - 2 BODYKJ
BODY (Continued)

DIAGNOSIS AND TESTING - HEATER
PERFORMANCE
Before performing the following tests, refer to Cool-
ing for the procedures to check the radiator coolant
level, serpentine drive belt tension, radiator air flow
and the radiator fan operation. Also be certain that
the accessory vacuum supply line is connected at the
engine intake manifold.
MAXIMUM HEATER OUTPUT
Engine coolant is delivered to the heater core
through two heater hoses. With the engine idling atnormal operating temperature, set the temperature
control knob in the full hot position, the mode control
switch knob in the floor heat position, and the blower
motor switch knob in the highest speed position.
Using a test thermometer, check the temperature of
the air being discharged at the HVAC housing floor
outlets. Compare the test thermometer reading to the
Temperature Reference chart.
Temperature Reference
Ambient Air Temperature15.5É C
(60É F)21.1É C
(70É F)26.6É C
(80É F)32.2É C
(90É F)
Minimum Air Temperature at
Floor Outlet52.2É C
(126É F)56.1É C
(133É F)59.4É C
(139É F)62.2É C
(144É F)
If the floor outlet air temperature is too low, refer
to Cooling to check the engine coolant temperature
specifications. Both of the heater hoses should be hot
to the touch. The coolant return heater hose should
be slightly cooler than the coolant supply heater
hose. If the return hose is much cooler than the sup-
ply hose, locate and repair the engine coolant flow
obstruction in the cooling system. Refer to Cooling
for the procedures.
OBSTRUCTED COOLANT FLOW Possible loca-
tions or causes of obstructed coolant flow:
²Pinched or kinked heater hoses.
²Improper heater hose routing.
²Plugged heater hoses or supply and return ports
at the cooling system connections.
²A plugged heater core.
If proper coolant flow through the cooling system is
verified, and heater outlet air temperature is still
low, a mechanical problem may exist.
MECHANICAL PROBLEMS Possible locations or
causes of insufficient heat:
²An obstructed cowl air intake.
²Obstructed heater system outlets.
²A blend door not functioning properly.
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be
adjusted with the temperature control knob on theA/C Heater control panel, the following could require
service:
²The A/C Heater control.
²The blend door actuator.
²The blend door.
²Improper engine coolant temperature.
DIAGNOSIS AND TESTING - VACUUM SYSTEM
Vacuum control is used to operate the mode doors
in the heater-only and a/c heater housings. Testing of
the heater-only and A/C Heater mode control switch
operation will determine if the vacuum, electrical,
and mechanical controls are functioning. However, it
is possible that a vacuum control system that oper-
ates perfectly at engine idle (high engine vacuum)
may not function properly at high engine speeds or
loads (low engine vacuum). This can be caused by
leaks in the vacuum system, or a faulty vacuum
check valve.
A vacuum system test will help to identify the
source of poor vacuum system performance or vac-
uum system leaks. Before starting this test, stop the
engine and make certain that the problem is not a
disconnected vacuum supply tube at the engine
intake manifold vacuum tap or at the vacuum reser-
voir.
24 - 6 HEATING & AIR CONDITIONINGKJ
HEATING & AIR CONDITIONING (Continued)

LEAK DETECTION PUMP MONITOR (IF EQUIPPED)
The leak detection assembly incorporates two pri-
mary functions: it must detect a leak in the evapora-
tive system and seal the evaporative system so the
leak detection test can be run.
The primary components within the assembly are:
A three port solenoid that activates both of the func-
tions listed above; a pump which contains a switch,
two check valves and a spring/diaphragm, a canister
vent valve (CVV) seal which contains a spring loaded
vent seal valve.
Immediately after a cold start, between predeter-
mined temperature thresholds limits, the three port
solenoid is briefly energized. This initializes the
pump by drawing air into the pump cavity and also
closes the vent seal. During non test conditions the
vent seal is held open by the pump diaphragm
assembly which pushes it open at the full travel posi-
tion. The vent seal will remain closed while the
pump is cycling due to the reed switch triggering of
the three port solenoid that prevents the diaphragm
assembly from reaching full travel. After the brief
initialization period, the solenoid is de-energized
allowing atmospheric pressure to enter the pump
cavity, thus permitting the spring to drive the dia-
phragm which forces air out of the pump cavity and
into the vent system. When the solenoid is energized
and de energized, the cycle is repeated creating flow
in typical diaphragm pump fashion. The pump is con-
trolled in 2 modes:
Pump Mode:The pump is cycled at a fixed rate to
achieve a rapid pressure build in order to shorten the
overall test length.
Test Mode:The solenoid is energized with a fixed
duration pulse. Subsequent fixed pulses occur when
the diaphragm reaches the Switch closure point.
The spring in the pump is set so that the system
will achieve an equalized pressure of about 7.5º
water. The cycle rate of pump strokes is quite rapid
as the system begins to pump up to this pressure. As
the pressure increases, the cycle rate starts to drop
off. If there is no leak in the system, the pump would
eventually stop pumping at the equalized pressure. If
there is a leak, it will continue to pump at a rate rep-
resentative of the flow characteristic of the size of the
leak. From this information we can determine if the
leak is larger than the required detection limit (cur-
rently set at .040º orifice by CARB). If a leak is
revealed during the leak test portion of the test, the
test is terminated at the end of the test mode and no
further system checks will be performed.
After passing the leak detection phase of the test,
system pressure is maintained by turning on the
LDP's solenoid until the purge system is activated.
Purge activation in effect creates a leak. The cycle
rate is again interrogated and when it increases dueto the flow through the purge system, the leak check
portion of the diagnostic is complete.
The canister vent valve will unseal the system
after completion of the test sequence as the pump
diaphragm assembly moves to the full travel position.
Evaporative system functionality will be verified by
using the stricter evap purge flow monitor. At an
appropriate warm idle the LDP will be energized to
seal the canister vent. The purge flow will be clocked
up from some small value in an attempt to see a
shift in the 02 control system. If fuel vapor, indicated
by a shift in the 02 control, is present the test is
passed. If not, it is assumed that the purge system is
not functioning in some respect. The LDP is again
turned off and the test is ended.
MISFIRE MONITOR
Excessive engine misfire results in increased cata-
lyst temperature and causes an increase in HC emis-
sions. Severe misfires could cause catalyst damage.
To prevent catalytic convertor damage, the PCM
monitors engine misfire.
The Powertrain Control Module (PCM) monitors
for misfire during most engine operating conditions
(positive torque) by looking at changes in the crank-
shaft speed. If a misfire occurs the speed of the
crankshaft will vary more than normal.
FUEL SYSTEM MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the Air Fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio of 14.7 to 1. This is done by making
short term corrections in the fuel injector pulse width
based on the O2S sensor output. The programmed
memory acts as a self calibration tool that the engine
controller uses to compensate for variations in engine
specifications, sensor tolerances and engine fatigue
over the life span of the engine. By monitoring the
actual fuel-air ratio with the O2S sensor (short term)
and multiplying that with the program long-term
(adaptive) memory and comparing that to the limit,
it can be determined whether it will pass an emis-
sions test. If a malfunction occurs such that the PCM
cannot maintain the optimum A/F ratio, then the
MIL will be illuminated.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
25 - 18 EMISSIONS CONTROLKJ
EMISSIONS CONTROL (Continued)

Normal vehicle miles or engine misfire can cause a
catalyst to decay. This can increase vehicle emissions
and deteriorate engine performance, driveability and
fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S's) to monitor the efficiency of the converter. The
dual O2S's sensor strategy is based on the fact that
as a catalyst deteriorates, its oxygen storage capacity
and its efficiency are both reduced. By monitoring
the oxygen storage capacity of a catalyst, its effi-
ciency can be indirectly calculated. The upstream
O2S is used to detect the amount of oxygen in the
exhaust gas before the gas enters the catalytic con-
verter. The PCM calculates the A/F mixture from the
output of the O2S. A low voltage indicates high oxy-
gen content (lean mixture). A high voltage indicates a
low content of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S's.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S's is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL will be illu-
minated.
DESCRIPTION - TRIP DEFINITION
The term ªTripº has different meanings depending
on what the circumstances are. If the MIL (Malfunc-
tion Indicator Lamp) is OFF, a Trip is defined as
when the Oxygen Sensor Monitor and the Catalyst
Monitor have been completed in the same drive cycle.
When any Emission DTC is set, the MIL on the
dash is turned ON. When the MIL is ON, it takes 3good trips to turn the MIL OFF. In this case, it
depends on what type of DTC is set to know what a
ªTripº is.
For the Fuel Monitor or Mis-Fire Monitor (contin-
uous monitor), the vehicle must be operated in the
ªSimilar Condition Windowº for a specified amount of
time to be considered a Good Trip.
If a Non-Contiuous OBDII Monitor fails twice in a
row and turns ON the MIL, re-running that monitor
which previously failed, on the next start-up and
passing the monitor, is considered to be a Good Trip.
These will include the following:
²Oxygen Sensor
²Catalyst Monitor
²Purge Flow Monitor
²Leak Detection Pump Monitor (if equipped)
²EGR Monitor (if equipped)
²Oxygen Sensor Heater Monitor
If any other Emission DTC is set (not an OBDII
Monitor), a Good Trip is considered to be when the
Oxygen Sensor Monitor and Catalyst Monitor have
been completed; or 2 Minutes of engine run time if
the Oxygen Sensor Monitor or Catalyst Monitor have
been stopped from running.
It can take up to 2 Failures in a row to turn on the
MIL. After the MIL is ON, it takes 3 Good Trips to
turn the MIL OFF. After the MIL is OFF, the PCM
will self-erase the DTC after 40 Warm-up cycles. A
Warm-up cycle is counted when the ECT (Engine
Coolant Temperature Sensor) has crossed 160ÉF and
has risen by at least 40ÉF since the engine has been
started.
DESCRIPTION - COMPONENT MONITORS
There are several components that will affect vehi-
cle emissions if they malfunction. If one of these com-
ponents malfunctions the Malfunction Indicator
Lamp (MIL) will illuminate.
Some of the component monitors are checking for
proper operation of the part. Electrically operated
components now have input (rationality) and output
(functionality) checks. Previously, a component like
the Throttle Position sensor (TPS) was checked by
the PCM for an open or shorted circuit. If one of
these conditions occurred, a DTC was set. Now there
is a check to ensure that the component is working.
This is done by watching for a TPS indication of a
greater or lesser throttle opening than MAP and
engine rpm indicate. In the case of the TPS, if engine
vacuum is high and engine rpm is 1600 or greater
and the TPS indicates a large throttle opening, a
DTC will be set. The same applies to low vacuum if
the TPS indicates a small throttle opening.
All open/short circuit checks or any component that
has an associated limp in will set a fault after 1 trip
with the malfunction present. Components without
KJEMISSIONS CONTROL 25 - 19
EMISSIONS CONTROL (Continued)

²Priority4ÐTwotrip failure or matured fault
for fuel system (rich/lean) and misfire or one trip cat-
alyst damaging misfire.
Non-emissions related failures have no priority.
One trip failures of two trip faults have low priority.
Two trip failures or matured faults have higher pri-
ority. One and two trip failures of fuel system and
misfire monitor take precedence over non-fuel system
and non-misfire failures.
DTC Self Erasure
With one trip components or systems, the MIL is
illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure
in two consecutive trips for MIL illumination. Upon
failure of the first test, the Task Manager enters a
maturing code. If the component fails the test for a
second time the code matures and a DTC is set.
After three good trips the MIL is extinguished and
the Task Manager automatically switches the trip
counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
component does not fail again.
For misfire and fuel system monitors, the compo-
nent must pass the test under a Similar Conditions
Window in order to record a good trip. A Similar Con-
ditions Window is when engine RPM is within  375
RPM and load is within  10% of when the fault
occurred.
NOTE: It is important to understand that a compo-
nent does not have to fail under a similar window of
operation to mature. It must pass the test under a
Similar Conditions Window when it failed to record
a Good Trip for DTC erasure for misfire and fuel
system monitors.
DTCs can be erased anytime with a DRB III. Eras-
ing the DTC with the DRB III erases all OBD II
information. The DRB III automatically displays a
warning that erasing the DTC will also erase all
OBD II monitor data. This includes all counter infor-
mation for warm-up cycles, trips and Freeze Frame.
Trip Indicator
TheTripis essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
set of vehicle operating conditions that must be met
for a specific monitor to run. All trips begin with a
key cycle.
Good Trip
The Good Trip counters are as follows:
²Specific Good Trip
²Fuel System Good Trip
²Misfire Good Trip
²Alternate Good Trip (appears as a Global Good
Trip on DRB III)²Comprehensive Components
²Major Monitor
²Warm-Up Cycles
Specific Good Trip
The term Good Trip has different meanings
depending on the circumstances:
²If the MIL is OFF, a trip is defined as when the
Oxygen Sensor Monitor and the Catalyst Monitor
have been completed in the same drive cycle.
²If the MIL is ON and a DTC was set by the Fuel
Monitor or Misfire Monitor (both continuous moni-
tors), the vehicle must be operated in the Similar
Condition Window for a specified amount of time.
²If the MIL is ON and a DTC was set by a Task
Manager commanded once-per-trip monitor (such as
the Oxygen Sensor Monitor, Catalyst Monitor, Purge
Flow Monitor, Leak Detection Pump Monitor, EGR
Monitor or Oxygen Sensor Heater Monitor), a good
trip is when the monitor is passed on the next start-
up.
²If the MIL is ON and any other emissions DTC
was set (not an OBD II monitor), a good trip occurs
when the Oxygen Sensor Monitor and Catalyst Mon-
itor have been completed, or two minutes of engine
run time if the Oxygen Sensor Monitor and Catalyst
Monitor have been stopped from running.
Fuel System Good Trip
To count a good trip (three required) and turn off
the MIL, the following conditions must occur:
²Engine in closed loop
²Operating in Similar Conditions Window
²Short Term multiplied by Long Term less than
threshold
²Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will
count a good trip (three required) and turn off the
MIL.
Misfire Good Trip
If the following conditions are met the PCM will
count one good trip (three required) in order to turn
off the MIL:
²Operating in Similar Condition Window
²1000 engine revolutions with no misfire
Warm-Up Cycles
Once the MIL has been extinguished by the Good
Trip Counter, the PCM automatically switches to a
Warm-Up Cycle Counter that can be viewed on the
DRB III. Warm-Up Cycles are used to erase DTCs
and Freeze Frames. Forty Warm-Up cycles must
occur in order for the PCM to self-erase a DTC and
Freeze Frame. A Warm-Up Cycle is defined as fol-
lows:
²Engine coolant temperature must start below
and rise above 160É F
²Engine coolant temperature must rise by 40É F
²No further faults occur
25 - 22 EMISSIONS CONTROLKJ
EMISSIONS CONTROL (Continued)

(4) Carefully install vapor/vacuum lines to LDP,
and install hose to LDP filter.The vapor/vacuum
lines and hoses must be firmly connected.
Check the vapor/vacuum lines at the LDP, LDP
filter and EVAP canister duty cycle purge sole-
noid for damage or leaks. If a leak is present, a
Diagnostic Trouble Code (DTC) may be set.
ORVR
DESCRIPTION
The ORVR (On-Board Refueling Vapor Recovery)
system consists of a unique fuel tank, flow manage-
ment valve, fluid control valve, one-way check valve
and vapor canister (Fig. 1).
OPERATION
The ORVR (On-Board Refueling Vapor Recovery)
system is used to remove excess fuel tank vapors.
This is done while the vehicle is being refueled. Cer-
tain ORVR components can be found in (Fig. 1).
Fuel flowing into the fuel filler tube (approx. 1º
I.D.) creates an aspiration effect drawing air into the
fuel fill tube. During refueling, the fuel tank is
vented to the EVAP canister to capture escaping
vapors. With air flowing into the filler tube, there are
no fuel vapors escaping to the atmosphere. Once the
refueling vapors are captured by the EVAP canister,the vehicle's computer controlled purge system draws
vapor out of the canister for the engine to burn. The
vapor flow is metered by the purge solenoid so that
there is no, or minimal impact on driveability or
tailpipe emissions.
As fuel starts to flow through the fuel fill tube, it
opens the normally closed check valve and enters the
fuel tank. Vapor or air is expelled from the tank
through the control valve and on to the vapor canis-
ter. Vapor is absorbed in the EVAP canister until
vapor flow in the lines stops. This stoppage occurs
following fuel shut-off, or by having the fuel level in
the tank rise high enough to close the control valve.
This control valve contains a float that rises to seal
the large diameter vent path to the EVAP canister.
At this point in the refueling process, fuel tank pres-
sure increases, the check valve closes (preventing liq-
uid fuel from spiting back at the operator), and fuel
then rises up the fuel filler tube to shut off the dis-
pensing nozzle.
PCV VALVE
DESCRIPTION
2.4L
The 2.4L 4-cylinder engine is equipped with a
closed crankcase ventilation system and a Positive
Crankcase Ventilation (PCV) valve.
This system consists of:
²a PCV valve attached to the left/front side of the
valve cover (Fig. 5). It is secured with 1 bolt. An
o-ring is used to seal valve to valve cover (Fig. 6).
²the air cleaner housing
²tubes and hoses to connect the system compo-
nents.
3.7L
The 3.7L V-6 engine is equipped with a closed
crankcase ventilation system and a Positive Crank-
case Ventilation (PCV) valve.
This system consists of:
²a PCV valve mounted to the oil filler housing
(Fig. 7). The PCV valve is sealed to the oil filler
housing with an o-ring.
²the air cleaner housing
²two interconnected breathers threaded into the
rear of each cylinder head (Fig. 8).
²tubes and hoses to connect the system compo-
nents.
Fig. 4 LDP ELECTRICAL CONNECTOR
1 - LEAK DETECTION PUMP (LDP)
2 - ELECTRICAL CONNECTOR
3 - FUEL FILTER
KJEVAPORATIVE EMISSIONS 25 - 29
LEAK DETECTION PUMP (Continued)

INTAKE MANIFOLD LEAKS - DIAGNOSIS
AND TESTING........................9-68
INTAKE/EXHAUST VALVES & SEATS -
DESCRIPTION........................9-26
INTAKE/EXHAUST VALVES & SEATS -
INSTALLATION....................9-28,9-36
INTAKE/EXHAUST VALVES & SEATS -
REMOVAL.......................9-27,9-35
INTERIOR - DESCRIPTION, LAMPS/
LIGHTING..........................8L-65
INTERIOR - DIAGNOSIS AND TESTING,
LAMPS/LIGHTING....................8L-68
INTERIOR - OPERATION, LAMPS/
LIGHTING..........................8L-67
INTERIOR - SPECIFICATIONS,
LAMPS/LIGHTING....................8L-71
INTERLOCK CABLE - INSTALLATION,
PARK .............................21-153
INTERLOCK CABLE - REMOVAL, PARK . . . 21-153
INTERLOCK SYSTEM - DESCRIPTION,
BRAKE TRANSMISSION SHIFT.........21-124
INTERLOCK SYSTEM - DIAGNOSIS AND
TESTING, BRAKE TRANSMISSION
SHIFT.............................21-125
INTERLOCK SYSTEM - OPERATION,
BRAKE TRANSMISSION SHIFT.........21-125
INTERMEDIATE SHAFT - INSTALLATION . . . 19-11
INTERMEDIATE SHAFT - REMOVAL......19-11
INTERNATIONAL SYMBOLS -
DESCRIPTION......................Intro.-4
INTERNATIONAL SYMBOLS -
DESCRIPTION.........................0-1
INTRODUCTION - DIAGNOSIS AND
TESTING, ENGINE DIAGNOSIS............9-4
INTRUSION TRANSCEIVER MODULE -
DESCRIPTION.......................8Q-14
INTRUSION TRANSCEIVER MODULE -
INSTALLATION......................8Q-16
INTRUSION TRANSCEIVER MODULE -
OPERATION.........................8Q-15
INTRUSION TRANSCEIVER MODULE -
REMOVAL..........................8Q-15
INVERTED FLARING - STANDARD
PROCEDURE, DOUBLE..................5-8
IOD FUSE - DESCRIPTION...........8W-97-3
IOD FUSE - INSTALLATION...........8W-97-3
IOD FUSE - OPERATION.............8W-97-3
IOD FUSE - REMOVAL..............8W-97-3
ISO FLARING - STANDARD PROCEDURE....5-8
JOINT - DESCRIPTION, UPPER
SUSPENSION ARM, BUSHINGS, AND
BALL...............................2-20
JOINT - DIAGNOSIS AND TESTING,
LOWER BALL........................2-10
JOINT - INSTALLATION, UPPER BALL.....2-20
JOINT - OPERATION, UPPER
SUSPENSION ARM, BUSHINGS, AND
BALL...............................2-20
JOINT - REMOVAL, UPPER BALL.........2-20
JOINT/BOOT-INNER - INSTALLATION, CV . . . 3-17
JOINT/BOOT-INNER - REMOVAL, CV.......3-15
JOINT/BOOT-OUTER - INSTALLATION, CV . . . 3-13
JOINT/BOOT-OUTER - REMOVAL, CV......3-12
JOINTS - ASSEMBLY, SINGLE CARDAN
UNIVERSAL...........................3-9
JOINTS - DISASSEMBLY, SINGLE
CARDAN UNIVERSAL...................3-8
JOUNCE BUMPER - INSTALLATION.......2-19
JOUNCE BUMPER - REMOVAL...........2-19
JUMP STARTING PROCEDURE -
STANDARD PROCEDURE
.................0-5
JUNCTION BLOCK - DESCRIPTION
.....8W-97-4
JUNCTION BLOCK - DESCRIPTION
........5-20
JUNCTION BLOCK - DIAGNOSIS AND
TESTING
.........................8W-97-4
JUNCTION BLOCK - INSTALLATION
.......5-20
JUNCTION BLOCK - OPERATION
......8W-97-4
JUNCTION BLOCK - OPERATION
..........5-20
JUNCTION BLOCK - REMOVAL
...........5-20
KEY - DESCRIPTION, TRANSPONDER
....8Q-18
KEY - OPERATION, TRANSPONDER
......8Q-18
KEY IMMOBILIZER MODULE -
DESCRIPTION, SENTRY
................8E-15
KEY IMMOBILIZER MODULE -
INSTALLATION, SENTRY
...............8E-18
KEY IMMOBILIZER MODULE -
OPERATION, SENTRY
.................8E-16KEY IMMOBILIZER MODULE - REMOVAL,
SENTRY............................8E-17
KEY TRANSPONDER PROGRAMMING -
STANDARD PROCEDURE, SENTRY........8Q-8
KEY-IN IGNITION SWITCH -
DESCRIPTION.......................19-10
KEY-IN IGNITION SWITCH - DIAGNOSIS
AND TESTING.......................19-10
KEYLESS ENTRY MODULE -
DESCRIPTION, REMOTE................8N-7
KEYLESS ENTRY MODULE - DIAGNOSIS
AND TESTING, REMOTE................8N-7
KEYLESS ENTRY MODULE -
INSTALLATION, REMOTE...............8N-7
KEYLESS ENTRY MODULE - OPERATION,
REMOTE............................8N-7
KEYLESS ENTRY MODULE - REMOVAL,
REMOTE............................8N-7
KEYLESS ENTRY TRANSMITTER -
DIAGNOSIS AND TESTING, REMOTE......8N-8
KEYLESS ENTRY TRANSMITTER -
SPECIFICATIONS, REMOTE..............8N-9
KNEE BLOCKER - INSTALLATION.......23-155
KNEE BLOCKER - REMOVAL...........23-155
KNOCK SENSOR - DESCRIPTION.........8I-11
KNOCK SENSOR - INSTALLATION........8I-12
KNOCK SENSOR - OPERATION..........8I-11
KNOCK SENSOR - REMOVAL............8I-12
KNUCKLE - INSTALLATION...............2-9
KNUCKLE - REMOVAL...................2-9
LABEL - DESCRIPTION, VEHICLE
EMISSION CONTROL INFORMATION
(VECI)............................Intro.-8
LABEL - DESCRIPTION, VEHICLE SAFETY
CERTIFICATION.....................Intro.-9
LACE - INSTALLATION, OPENING TRIM . . 23-180
LACE - REMOVAL, OPENING TRIM......23-180
LAMP BULB - INSTALLATION, ASH
RECEIVER..........................8L-71
LAMP BULB - INSTALLATION, CARGO....8L-73
LAMP BULB - INSTALLATION, CENTER
HIGH MOUNTED STOP................8L-19
LAMP BULB - INSTALLATION,
COURTESY.........................8L-76
LAMP BULB - INSTALLATION, FRONT....8L-27
LAMP BULB - INSTALLATION, FRONT
FOG ...............................8L-22
LAMP BULB - INSTALLATION, FRONT
POSITION..........................8L-28
LAMP BULB - INSTALLATION, LICENSE
PLATE .............................8L-45
LAMP BULB - INSTALLATION, READING . . . 8L-79
LAMP BULB - INSTALLATION, REAR.....8L-59
LAMP BULB - INSTALLATION, REPEATER . . 8L-60
LAMP BULB - INSTALLATION, VANITY....8L-84
LAMP BULB - REMOVAL, ASH RECEIVER . . 8L-71
LAMP BULB - REMOVAL, CARGO........8L-72
LAMP BULB - REMOVAL, CENTER HIGH
MOUNTED STOP.....................8L-18
LAMP BULB - REMOVAL, COURTESY.....8L-75
LAMP BULB - REMOVAL, FRONT........8L-26
LAMP BULB - REMOVAL, FRONT FOG....8L-21
LAMP BULB - REMOVAL, FRONT
POSITION..........................8L-28
LAMP BULB - REMOVAL, LICENSE
PLATE .............................8L-44
LAMP BULB - REMOVAL, READING......8L-79
LAMP BULB - REMOVAL, REAR.........8L-58
LAMP BULB - REMOVAL, REPEATER.....8L-60
LAMP BULB - REMOVAL, VANITY........8L-83
LAMP INDICATOR - DESCRIPTION,
FRONT FOG.........................8J-19
LAMP INDICATOR - DESCRIPTION, REAR
FOG ...............................8J-27
LAMP INDICATOR - OPERATION, FRONT
FOG ...............................8J-19
LAMP INDICATOR - OPERATION, REAR
FOG ...............................8J-27
LAMP (MIL) - DESCRIPTION,
MALFUNCTION INDICATOR.............8J-24
LAMP (MIL) - OPERATION,
MALFUNCTION INDICATOR
.............8J-24
LAMP RELAY - DESCRIPTION, DAYTIME
RUNNING
...........................8L-20
LAMP RELAY - DESCRIPTION, FRONT
FOG
...............................8L-22
LAMP RELAY - DESCRIPTION, PARK
.....8L-54
LAMP RELAY - DESCRIPTION, REAR FOG
. 8L-56LAMP RELAY - DIAGNOSIS AND
TESTING, FRONT FOG.................8L-23
LAMP RELAY - DIAGNOSIS AND
TESTING, PARK......................8L-55
LAMP RELAY - DIAGNOSIS AND
TESTING, REAR FOG..................8L-57
LAMP RELAY - INSTALLATION, DAYTIME
RUNNING...........................8L-21
LAMP RELAY - INSTALLATION, FRONT
FOG ...............................8L-24
LAMP RELAY - INSTALLATION, PARK.....8L-56
LAMP RELAY - INSTALLATION, REAR
FOG ...............................8L-58
LAMP RELAY - OPERATION, DAYTIME
RUNNING...........................8L-20
LAMP RELAY - OPERATION, FRONT FOG . . 8L-22
LAMP RELAY - OPERATION, PARK.......8L-54
LAMP RELAY - OPERATION, REAR FOG . . . 8L-57
LAMP RELAY - REMOVAL, DAYTIME
RUNNING...........................8L-21
LAMP RELAY - REMOVAL, FRONT FOG . . . 8L-24
LAMP RELAY - REMOVAL, PARK........8L-55
LAMP RELAY - REMOVAL, REAR FOG....8L-58
LAMP REPLACEMENT - STANDARD
PROCEDURE, CMTC...................8M-2
LAMP REPLACEMENT - STANDARD
PROCEDURE, COURTESY...............8M-2
LAMP SWITCH - DESCRIPTION, BACKUP . . 8L-15
LAMP SWITCH - DESCRIPTION, BRAKE . . . 8L-16
LAMP SWITCH - DIAGNOSIS AND
TESTING, BACKUP.....................8L-15
LAMP SWITCH - DIAGNOSIS AND
TESTING, BRAKE.....................8L-17
LAMP SWITCH - INSTALLATION, BRAKE . . 8L-18
LAMP SWITCH - INSTALLATION, CARGO . . 8L-74
LAMP SWITCH - INSTALLATION,
READING...........................8L-80
LAMP SWITCH - OPERATION, BACKUP . . . 8L-15
LAMP SWITCH - OPERATION, BRAKE.....8L-16
LAMP SWITCH - REMOVAL, BRAKE......8L-17
LAMP SWITCH - REMOVAL, CARGO......8L-73
LAMP SWITCH - REMOVAL, READING....8L-80
LAMP UNIT - ADJUSTMENT, FRONT FOG . . 8L-25
LAMP UNIT - INSTALLATION, ASH
RECEIVER..........................8L-72
LAMP UNIT - INSTALLATION, CARGO.....8L-74
LAMP UNIT - INSTALLATION, CENTER
HIGH MOUNTED STOP................8L-19
LAMP UNIT - INSTALLATION, COURTESY . . 8L-77
LAMP UNIT - INSTALLATION, FRONT.....8L-28
LAMP UNIT - INSTALLATION, FRONT
FOG ...............................8L-25
LAMP UNIT - INSTALLATION, LICENSE
PLATE .............................8L-46
LAMP UNIT - INSTALLATION, READING . . . 8L-81
LAMP UNIT - INSTALLATION, REAR......8L-60
LAMP UNIT - INSTALLATION, REPEATER . . 8L-61
LAMP UNIT - REMOVAL, ASH RECEIVER . . 8L-72
LAMP UNIT - REMOVAL, CARGO........8L-74
LAMP UNIT - REMOVAL, CENTER HIGH
MOUNTED STOP.....................8L-19
LAMP UNIT - REMOVAL, COURTESY.....8L-76
LAMP UNIT - REMOVAL, FRONT.........8L-27
LAMP UNIT - REMOVAL, FRONT FOG.....8L-25
LAMP UNIT - REMOVAL, LICENSE PLATE . . 8L-45
LAMP UNIT - REMOVAL, READING.......8L-81
LAMP UNIT - REMOVAL, REAR..........8L-59
LAMP UNIT - REMOVAL, REPEATER......8L-60
LAMPS/LIGHTING - EXTERIOR -
DESCRIPTION........................8L-2
LAMPS/LIGHTING - EXTERIOR -
DIAGNOSIS AND TESTING..............8L-7
LAMPS/LIGHTING - EXTERIOR -
OPERATION..........................8L-5
LAMPS/LIGHTING - EXTERIOR -
SPECIFICATIONS.....................8L-15
LAMPS/LIGHTING - INTERIOR -
DESCRIPTION.......................8L-65
LAMPS/LIGHTING - INTERIOR -
DIAGNOSIS AND TESTING.............8L-68
LAMPS/LIGHTING - INTERIOR -
OPERATION
.........................8L-67
LAMPS/LIGHTING - INTERIOR -
SPECIFICATIONS
.....................8L-71
LASH ADJUSTER - DIAGNOSIS AND
TESTING, HYDRAULIC
..............9-19,9-30
LATCH - ACCESS PANEL - DESCRIPTION
. 23-139
LATCH - ACCESS PANEL - INSTALLATION
. 23-139
14 INDEXKJ
Description Group-Page Description Group-Page Description Group-Page

MOTOR - OPERATION, IDLE AIR
CONTROL..........................14-35
MOTOR - OPERATION, REAR WIPER.....8R-41
MOTOR - REMOVAL, BLOWER..........24-30
MOTOR - REMOVAL, DRIVE...........23-182
MOTOR - REMOVAL, HEADLAMP
LEVELING..........................8L-36
MOTOR - REMOVAL, IDLE AIR CONTROL . . 14-36
MOTOR - REMOVAL, REAR WIPER......8R-42
MOTOR - REMOVAL, STARTER..........8F-39
MOTOR - REMOVAL, WINDOW..........8N-22
MOTOR, GAS POWERED - STARTER......8F-39
MOTOR RELAY - DESCRIPTION,
BLOWER...........................24-20
MOTOR RELAY - DESCRIPTION,
STARTER ...........................8F-41
MOTOR RELAY - DIAGNOSIS AND
TESTING, BLOWER...................24-21
MOTOR RELAY - INSTALLATION,
BLOWER...........................24-22
MOTOR RELAY - INSTALLATION,
STARTER ...........................8F-43
MOTOR RELAY - OPERATION, BLOWER . . . 24-20
MOTOR RELAY - OPERATION, STARTER . . . 8F-42
MOTOR RELAY - REMOVAL, BLOWER....24-21
MOTOR RELAY - REMOVAL, STARTER....8F-43
MOTOR RESISTOR - DESCRIPTION,
BLOWER...........................24-22
MOTOR RESISTOR - DIAGNOSIS AND
TESTING, BLOWER.....................24-22
MOTOR RESISTOR - INSTALLATION,
BLOWER...........................24-22
MOTOR RESISTOR - OPERATION,
BLOWER...........................24-22
MOTOR RESISTOR - REMOVAL,
BLOWER...........................24-22
MOTOR SWITCH - DESCRIPTION,
BLOWER...........................24-23
MOTOR SWITCH - DIAGNOSIS AND
TESTING, BLOWER...................24-23
MOTOR SWITCH - INSTALLATION,
BLOWER...........................24-23
MOTOR SWITCH - OPERATION, BLOWER . . 24-23
MOTOR SWITCH - REMOVAL, BLOWER . . . 24-23
MOUNT - INSTALLATION, FRONT.........9-57
MOUNT - INSTALLATION, REAR..........9-57
MOUNT - REMOVAL, FRONT.............9-56
MOUNT - REMOVAL, REAR..............9-57
MOUNTED STOP LAMP BULB -
INSTALLATION, CENTER HIGH..........8L-19
MOUNTED STOP LAMP BULB -
REMOVAL, CENTER HIGH..............8L-18
MOUNTED STOP LAMP UNIT -
INSTALLATION, CENTER HIGH..........8L-19
MOUNTED STOP LAMP UNIT -
REMOVAL, CENTER HIGH..............8L-19
MOUNTING - STANDARD PROCEDURE,
MATCH .............................22-3
MOUNTING - STANDARD PROCEDURE,
WHEEL............................22-10
MOUNTING BRACKET - INSTALLATION,
PASSENGER AIRBAG.................8O-31
MOUNTING BRACKET - REMOVAL,
PASSENGER AIRBAG.................8O-31
MUFFLER - DESCRIPTION...............11-4
MUFFLER - INSTALLATION
..............11-5
MUFFLER - REMOVAL
..................11-5
MULTI-FUNCTION SWITCH -
DESCRIPTION
.......................8L-46
MULTI-FUNCTION SWITCH - DIAGNOSIS
AND TESTING
.......................8L-50
MULTI-FUNCTION SWITCH -
INSTALLATION
.......................8L-53
MULTI-FUNCTION SWITCH - OPERATION
. . 8L-48
MULTI-FUNCTION SWITCH - REMOVAL
. . . 8L-53
NAME PLATES - INSTALLATION,
EXTERIOR
.........................23-141
NAME PLATES - REMOVAL, EXTERIOR
. . . 23-140
NOISE - DIAGNOSIS AND TESTING, A/C
COMPRESSOR
.......................24-42
NOISE - DIAGNOSIS AND TESTING,
WIND
...............................23-3
NOISE DIAGNOSIS, DIAGNOSIS AND
TESTING - WATER DRAINAGE AND
WIND
.............................23-176
NOISE OR VIBRATION - DIAGNOSIS AND
TESTING, TIRE
.......................22-8NOISE SUPPRESSION GROUND STRAP -
DESCRIPTION, RADIO..................8A-9
NOISE SUPPRESSION GROUND STRAP -
INSTALLATION, RADIO................8A-11
NOISE SUPPRESSION GROUND STRAP -
OPERATION, RADIO..................8A-10
NOISE SUPPRESSION GROUND STRAP -
REMOVAL, RADIO....................8A-10
NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS - STANDARD
PROCEDURE, HANDLING...............8O-6
NON-MONITORED CIRCUITS -
DESCRIPTION.......................25-20
NOZZLE - DESCRIPTION, FRONT
WASHER...........................8R-11
NOZZLE - DESCRIPTION, REAR WASHER . 8R-36
NOZZLE - INSTALLATION, FRONT
WASHER...........................8R-11
NOZZLE - INSTALLATION, REAR
WASHER...........................8R-37
NOZZLE - OPERATION, FRONT WASHER . . 8R-11
NOZZLE - OPERATION, REAR WASHER . . . 8R-36
NOZZLE - REMOVAL, FRONT WASHER....8R-11
NOZZLE - REMOVAL, REAR WASHER....8R-36
NUMBER - DESCRIPTION, VEHICLE
IDENTIFICATION....................Intro.-8
NV1500 - ASSEMBLY, MANUAL.........21-13
NV1500 - CLEANING, MANUAL..........21-10
NV1500 - DESCRIPTION, MANUAL........21-1
NV1500 - DISASSEMBLY, MANUAL........21-4
NV1500 - INSPECTION, MANUAL..........21-11
NV1500 - INSTALLATION, EXTENSION
HOUSING SEAL......................21-32
NV1500 - INSTALLATION, MANUAL......21-29
NV1500 - MANUAL...................21-30
NV1500 - OPERATION, MANUAL..........21-1
NV1500 - REMOVAL, EXTENSION
HOUSING SEAL......................21-32
NV1500 - REMOVAL, MANUAL...........21-3
NV1500 - SPECIFICATIONS.............21-30
NV231 - ASSEMBLY, TRANSFER CASE . . . 21-194
NV231 - CLEANING, TRANSFER CASE . . . 21-190
NV231 - DESCRIPTION, TRANSFER CASE . . . 0-3
NV231 - DESCRIPTION, TRANSFER CASE . 21-178
NV231 - DIAGNOSIS AND TESTING,
TRANSFER CASE....................21-180
NV231 - DISASSEMBLY, TRANSFER
CASE.............................21-182
NV231 - INSPECTION, TRANSFER CASE . . 21-190
NV231 - INSTALLATION, TRANSFER
CASE.............................21-205
NV231 - OPERATION, TRANSFER CASE . . 21-179
NV231 - REMOVAL, TRANSFER CASE....21-181
NV231 - TRANSFER CASE.............21-206
NV242 - ASSEMBLY, TRANSFER CASE . . . 21-230
NV242 - CLEANING, TRANSFER CASE . . . 21-227
NV242 - DESCRIPTION, TRANSFER CASE . . . 0-3
NV242 - DESCRIPTION, TRANSFER CASE . 21-215
NV242 - DIAGNOSIS AND TESTING,
TRANSFER CASE....................21-216
NV242 - DISASSEMBLY, TRANSFER
CASE.............................21-218
NV242 - INSPECTION, TRANSFER CASE . . 21-228
NV242 - INSTALLATION, TRANSFER
CASE.............................21-243
NV242 - OPERATION, TRANSFER CASE . . 21-215
NV242 - REMOVAL, TRANSFER CASE....21-217
NV242 - TRANSFER CASE.............21-244
NV242 TRANSFER CASE,
SPECIFICATIONS....................21-244
NV3550 - ASSEMBLY, MANUAL.........21-48
NV3550 - CLEANING, MANUAL..........21-46
NV3550 - DESCRIPTION, MANUAL.......21-33
NV3550 - DISASSEMBLY, MANUAL.......21-35
NV3550 - INSPECTION, MANUAL........21-46
NV3550 - INSTALLATION, EXTENSION
HOUSING BUSHING...................21-74
NV3550 - INSTALLATION, EXTENSION
HOUSING SEAL......................21-74
NV3550 - INSTALLATION, MANUAL......21-70
NV3550 - MANUAL...................21-71
NV3550 - OPERATION, MANUAL
.........21-33
NV3550 - REMOVAL, EXTENSION
HOUSING BUSHING
...................21-73
NV3550 - REMOVAL, EXTENSION
HOUSING SEAL
......................21-74
NV3550 - REMOVAL, MANUAL
..........21-34
ODOMETER - DESCRIPTION
............8J-25ODOMETER - OPERATION..............8J-25
OFF INDICATOR - DESCRIPTION,
OVERDRIVE.........................8J-26
OFF INDICATOR - OPERATION,
OVERDRIVE.........................8J-26
OIL - DESCRIPTION, REFRIGERANT......24-53
OIL - OPERATION, REFRIGERANT........24-54
OIL - STANDARD PROCEDURE, ENGINE....9-61
OIL FILTER - INSTALLATION.............9-63
OIL FILTER - REMOVAL.................9-63
OIL GALLERY PLUGS - STANDARD
PROCEDURE, ENGINE CORE.............9-10
OIL LEAK - DIAGNOSIS AND TESTING,
ENGINE.............................9-60
OIL LEVEL - STANDARD PROCEDURE,
REFRIGERANT.......................24-54
OIL PAN - CLEANING..................9-63
OIL PAN - DESCRIPTION................9-63
OIL PAN - INSPECTION.................9-63
OIL PAN - INSTALLATION...............9-64
OIL PAN - REMOVAL...................9-63
OIL PRESSURE - DIAGNOSIS AND
TESTING, ENGINE.....................9-60
OIL PRESSURE INDICATOR -
DESCRIPTION, LOW..................8J-23
OIL PRESSURE INDICATOR -
OPERATION, LOW....................8J-23
OIL PRESSURE SENSOR/SWITCH -
DESCRIPTION........................9-65
OIL PRESSURE SENSOR/SWITCH -
INSTALLATION........................9-65
OIL PRESSURE SENSOR/SWITCH -
OPERATION..........................9-65
OIL PRESSURE SENSOR/SWITCH -
REMOVAL...........................9-65
OIL PUMP - ASSEMBLY................9-67
OIL PUMP - ASSEMBLY..............21-151
OIL PUMP - CLEANING...............21-150
OIL PUMP - DESCRIPTION............21-147
OIL PUMP - DISASSEMBLY.............9-65
OIL PUMP - DISASSEMBLY............21-149
OIL PUMP - INSPECTION...............9-66
OIL PUMP - INSPECTION.............21-150
OIL PUMP - INSTALLATION.............9-67
OIL PUMP - OPERATION..............21-147
OIL PUMP - REMOVAL.................9-65
OIL PUMP FRONT SEAL - INSTALLATION . 21-152
OIL PUMP FRONT SEAL - REMOVAL....21-152
OIL PUMP VOLUME CHECK - STANDARD
PROCEDURE.......................21-148
OIL SEAL - FRONT - INSTALLATION,
CRANKSHAFT........................9-47
OIL SEAL - FRONT - REMOVAL,
CRANKSHAFT........................9-46
OIL SEAL - REAR - INSTALLATION,
CRANKSHAFT........................9-48
OIL SEAL - REAR - REMOVAL,
CRANKSHAFT........................9-48
ON-BOARD DIAGNOSTICS (OBD) -
DIAGNOSIS AND TESTING...............7-3
ON/OFF RELAY - DESCRIPTION, WIPER . . . 8R-25
ON/OFF RELAY - DIAGNOSIS AND
TESTING, WIPER.....................8R-26
ON/OFF RELAY - INSTALLATION, WIPER . . 8R-26
ON/OFF RELAY - OPERATION, WIPER....8R-25
ON/OFF RELAY - REMOVAL, WIPER......8R-26
OPEN-CIRCUIT VOLTAGE TEST -
STANDARD PROCEDURE...............8F-12
OPENING DIMENSIONS -
SPECIFICATIONS....................23-111
OPENING FLARE MOLDINGS -
INSTALLATION, FRONT WHEEL.........23-145
OPENING FLARE MOLDINGS -
INSTALLATION, REAR WHEEL..........23-145
OPENING FLARE MOLDINGS -
REMOVAL, FRONT WHEEL............23-145
OPENING FLARE MOLDINGS -
REMOVAL, REAR WHEEL.............23-145
OPENING REINFORCEMENT -
INSTALLATION, GRILLE...............23-142
OPENING REINFORCEMENT - REMOVAL,
GRILLE
...........................23-142
OPENING TRIM LACE - INSTALLATION
. . . 23-180
OPENING TRIM LACE - REMOVAL
......23-180
OPENING WEATHERSTRIP -
INSTALLATION, SWING GATE
..........23-186
OPENING WEATHERSTRIP - REMOVAL,
SWING GATE
.......................23-186
KJINDEX 17
Description Group-Page Description Group-Page Description Group-Page