2002 JEEP LIBERTY tire type

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

INSTALLATION
CAUTION: Always use the correct bulb size and
type for replacement. An incorrect bulb size or type
may overheat and cause damage to the lamp, the
socket and/or the lamp wiring.
NORTH AMERICA
(1) Align the base of the bulb with the receptacle
in the license plate lamp unit socket.
(2) Push the bulb straight into the license plate
lamp unit socket until it is firmly seated.
(3) Reach through the opening in the rear bumper
fascia between the license plate and the lamp to
align the socket and bulb with the socket opening on
the back of the lamp unit housing (Fig. 45).
(4) Push the socket and bulb straight into the
license plate lamp unit housing until it is firmly
seated.
(5) Reconnect the battery negative cable.
REST-OF-WORLD
(1) Align the base of the bulb with the receptacle
in the license plate lamp unit socket.
(2) Push the bulb straight into the license plate
lamp unit socket until it is firmly seated.
(3) Align the socket and bulb with the socket open-
ing on the top of the license plate lamp unit housing
(Fig. 47).
(4) Push the socket and bulb straight into the
license plate lamp unit housing until it is firmly
seated.(5) Rotate the socket on the top of the license plate
lamp unit housing clockwise about 30 degrees.
(6) Swing the license plate bracket back against
the spare tire (Fig. 46).
(7) Lift up the bottom of the license mounting
plate far enough to install and tighten the two
screws that secure the license plate bracket to the
special lug nuts on the spare tire. Tighten the screws
to 28 N´m (21 ft. lbs.).
(8) Lower the bottom of the license mounting plate
and, using hand pressure, snap it into place on the
license plate bracket.
(9) Reconnect the battery negative cable.
LICENSE PLATE LAMP UNIT
REMOVAL
NORTH AMERICA
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the two screws that secure the license
plate lamp unit to the rear bumper fascia (Fig. 48).
(3) Pull the license plate lamp unit down and out
through the mounting hole in the rear bumper fascia
far enough to access and disconnect the wire harness
connector for the lamp socket pigtail wire.
(4) Remove the license plate lamp unit from the
rear bumper fascia.
Fig. 47 License Plate Lamp Bulb Remove/Install -
Rest-Of-World
1 - LAMP UNIT (2)
2 - LICENSE PLATE BRACKET
3 - SCREW (4)
4 - BULB & SOCKET (2)
Fig. 48 License Plate Lamp Unit Remove/Install
1 - REAR BUMPER FASCIA
2 - LICENSE PLATE LAMP UNIT
3 - SCREW (2)
KJLAMPS8Ls-45
LICENSE PLATE LAMP BULB (Continued)

are closed and the accelerator pedal is depressed.
The rolling door lock feature can be disabled if
desired.
This vehicle also offers several customer program-
mable features, which allows the selection of several
optional electronic features to suit individual prefer-
ences.
The power lock system for this vehicle can also be
operated remotely using the available Remote Key-
less Entry (RKE) system radio frequency transmit-
ters, if equipped.
Certain functions and features of the power lock
system rely upon resources shared with other elec-
tronic modules in the vehicle over the Programmable
Communications Interface (PCI) data bus network.
For proper diagnosis of these electronic modules or of
the PCI data bus network, the use of a DRBIIItscan
tool and the appropriate diagnostic information are
required.
REMOTE KEYLESS ENTRY
A Radio Frequency (RF) type Remote Keyless
Entry (RKE) system is an available factory-installed
option on this model. The RKE system allows the use
of a remote battery-powered radio transmitter to sig-
nal the Body Control Module (BCM) to actuate the
power lock system. The RKE receiver operates on
non-switched battery current through a fuse in the
Junction Block (JB), so that the system remains
operational, regardless of the ignition switch position.
The RKE transmitters are also equipped with a
Panic button. If the Panic button on the RKE trans-
mitter is depressed, the horn will sound and the
exterior lights will flash on the vehicle for about
three minutes, or until the Panic button is depressed
a second time. A vehicle speed of about 25.7 kilome-
ters-per-hour (15 miles-per-hour) will also cancel the
panic event.
The RKE system can also perform other functions
on this vehicle. If the vehicle is equipped with the
optional Vehicle Theft Security System (VTSS), the
RKE transmitter will arm the VTSS when the Lock
button is depressed, and disarm the VTSS when the
Unlock button is depressed.
The RKE system includes two transmitters when
the vehicle is shipped from the factory, but the sys-
tem can retain the vehicle access codes of up to four
transmitters. The transmitter codes are retained in
the RKE receiver memory, even if the battery is dis-
connected. If an RKE transmitter is faulty or lost,
new transmitter vehicle access codes can be pro-
grammed into the system using a DRBIIItscan tool.
This vehicle also offers several customer program-
mable features, which allows the selection of several
optional electronic features to suit individual prefer-ences. Customer programmable feature options
affecting the RKE system include:
²Remote Unlock Sequence- Allows the option
of having only the driver side front door unlock when
the RKE transmitter Unlock button is depressed the
first time. The remaining doors and the tailgate
unlock when the button is depressed a second time
within 5 seconds of the first unlock press. Another
option is having all doors and the tailgate unlock
upon the first depression of the RKE transmitter
Unlock button.
²Sound Horn on Lock- Allows the option of
having the horn sound a short chirp as an audible
verification that the RKE system received a valid
Lock request from the RKE transmitter, or having no
audible verification.
²Flash Lights with Lock and Unlock- Allows
the option of having the lights flash as an optical ver-
ification that the RKE system received a valid Lock
request or Unlock request from the RKE transmitter,
or having no optical verification.
²Programming Additional Transmitters-
Allows up to four transmitter vehicle access codes to
be stored in the receiver memory.
Certain functions and features of the RKE system
rely upon resources shared with other electronic
modules in the vehicle over the Programmable Com-
munications Interface (PCI) data bus network. The
PCI data bus network allows the sharing of sensor
information. This helps to reduce wire harness com-
plexity, internal controller hardware, and component
sensor current loads. For diagnosis of these electronic
modules or of the PCI data bus network, the use of a
DRBIIItscan tool and the appropriate diagnostic
information are required.
TAILGATE / FLIP-UP GLASS POWER RELEASE
SYSTEM
A power operated tailgate / flip-up glass release
system is standard factory installed equipment on
this model. The entire system is controlled by the
Body Control Module (BCM). The tailgate / flip-up
glass power release system allows the flip-up glass
latch to be released electrically by actuating a switch
located integral to the outside tailgate handle. By
pulling the handle to the first detent or turning the
key cylinder to unlock, the flip-up glass will open.
Pulling the handle to the second detent will allow the
tailgate to open.
The tailgate / flip-up glass release system operates
on non-switched battery current supplied through a
fuse in the junction block so that the system remains
functional, regardless of the ignition switch position.
However, the BCM prevents the flip-up glass latch
from being actuated when the tailgate latch is
locked.
8N - 2 POWER LOCKSKJ
POWER LOCKS (Continued)

OPERATION
The power seat system receives battery current
through a fuse in the Power Distribution Center
(PDC) and a circuit breaker in the Junction Block,
regardless of the ignition switch position.
When a power seat switch control knob or knobs
are actuated, a battery feed and a ground path are
applied through the switch contacts to the appropri-
ate power seat track adjuster motor. The selected
adjuster motor operates to move the seat track
through its drive unit in the selected direction until
the switch is released, or until the travel limit of the
seat track is reached. When the switch is moved in
the opposite direction, the battery feed and ground
path to the motor are reversed through the switch
contacts. This causes the adjuster motor to run in the
opposite direction.
Refer to the owner's manual in the vehicle glove
box for more information on the features, use and
operation of the power seat system.
DIAGNOSIS AND TESTING - POWER SEATS
Before any testing of the power seat system is
attempted, the battery should be fully-charged and
all wire harness connections and pins cleaned and
tightened to ensure proper continuity and grounds.
Refer to the appropriate wiring information. The wir-
ing information includes wiring diagrams, proper
wire and connector repair procedures, further details
on wire harness routing and retention, as well as
pin-out and joint connector location views for the var-
ious wire harness connectors, splices and grounds.
(1) If all power seats are inoperative, check the
automatic resetting circuit breaker in the Junction
Block. (Refer to 8 - ELECTRICAL/POWER DISTRI-
BUTION/CIRCUIT BREAKER - DIAGNOSIS AND
TESTING).
(2) With the dome lamp on, apply the power seat
switch in the direction of the failure.
(3) If the dome lamp dims, the seat or the power
seat track may be jammed. Check under and behind
the seat for binding or obstructions.
(4) If the dome lamp does not dim, proceed with
testing of the individual power seat system compo-
nents and circuits.
SEAT TRACK
DESCRIPTION
The six-way power seat option includes a power
seat track assembly located under each front seat
(Fig. 2). The power seat track assembly replaces the
standard manually operated seat tracks. The lower
half of the power seat track is secured at the frontwith two bolts to the floor panel seat cross member,
and at the rear with one bolt and one nut to the floor
panel. Four bolts secure the bottom of the seat cush-
ion frame to the upper half of the power seat track
unit.
The power seat track assembly cannot be repaired,
and is serviced only as a complete assembly. If any
component in this assembly is faulty or damaged, the
entire power seat track must be replaced.
OPERATION
The power seat track unit includes three reversible
electric motors that are secured to the upper half of
the track unit. Each motor moves the seat adjuster
through a combination of worm-drive gearboxes and
screw-type drive units. Each of the three driver side
power seat track motors also has a position potenti-
ometer integral to the motor assembly, which elec-
tronically monitors the motor position.
The front and rear of the seat are operated by two
separate vertical adjustment motors. These motors
can be operated independently of each other, tilting
the entire seat assembly forward or rearward; or,
they can be operated in unison by selecting the
proper power seat switch functions, which will raise
or lower the entire seat assembly. The third motor is
the horizontal adjustment motor, which moves the
seat track in the forward and rearward directions.
Fig. 2 Power Seat Track - Typical
1 - POWER SEAT ADJUSTER AND MOTORS
2 - SEAT CUSHION FRAME
3 - POWER SEAT TRACK ASSEMBLY
KJPOWER SEATS 8N - 15
POWER SEATS (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)

FRONT WIPER MODULE
DESCRIPTION
The front wiper module bracket is secured with
two nuts below the wiper motor through rubber insu-
lators to two weld studs on the bottom of the cowl
plenum panel beneath the cowl plenum cover/grille
panel (Fig. 14). Two screws secure the top of the
module bracket to the cowl plenum panel through
rubber insulators located on the outboard end of each
pivot bracket. The ends of the wiper pivot shafts that
protrude through dedicated openings in the cowl ple-
num cover/grille panel to drive the wiper arms and
blades are the only visible components of the front
wiper module. The front wiper module consists of the
following major components:
²Bracket- The front wiper module bracket con-
sists of a long tubular steel main member that has a
die cast pivot bracket formation near each end where
the two wiper pivots are secured. A stamped steel
mounting plate for the wiper motor is secured with
welds near the center of the main member. A short
stamped steel tab that extends laterally from one
side of the mounting plate provides a mounting loca-
tion for the wiper motor pigtail wire connector.
²Crank Arm- The front wiper motor crank arm
is a stamped steel unit with a slotted hole on thedriven end that is secured to the wiper motor output
shaft with a nut, and has a ball stud secured to the
drive end.
²Linkage- Two stamped steel drive links con-
nect the wiper motor crank arm to the wiper pivot
lever arms. The right side drive link has a plastic
socket-type bushing on each end. The left side drive
link has a plastic socket-type bushing on one end,
and a plastic sleeve-type bushing on the other end.
The socket-type bushing on one end of each drive
link is snap-fit over the ball stud on the lever arm of
its respective pivot. The left side drive link sleeve-
type bushing end is then fit over the motor crank
arm ball stud, and the other socket-type bushing of
the right side drive link is snap-fit over the exposed
end of the wiper motor crank arm ball stud.
²Motor- The front wiper motor is secured with
three screws to the motor mounting plate near the
center of the wiper module bracket. The wiper motor
output shaft passes through a hole in the module
bracket, where a nut secures the wiper motor crank
arm to the motor output shaft. The two-speed perma-
nent magnet wiper motor features an integral trans-
mission, an internal park switch, and an internal
automatic resetting circuit breaker. A molded plastic
shield covers the top of the motor.
²Pivots- The two front wiper pivots are secured
within the die cast pivot brackets on the outboard
ends of the wiper module main member. The lever
arms that extend from the center of the pivot shafts
each have a ball stud on their end. The upper end of
each pivot shaft where the wiper arms will be fas-
tened each is tapered and serrated with a threaded
stud formation at the tip. The lower ends of the pivot
shafts are installed through lubricated bushings in
the pivot brackets and are secured with snap rings. A
molded plastic shield covers each pivot shaft where it
enters the pivot bracket.
The front wiper module cannot be adjusted or
repaired. If any component of the module is faulty or
damaged, the entire front wiper module unit must be
replaced.
OPERATION
The front wiper module operation is controlled by
the battery current inputs received by the wiper
motor from the wiper on/off and wiper high/low
relays. The wiper motor speed is controlled by cur-
rent flow to either the low speed or the high speed
set of brushes. The park switch is a single pole, sin-
gle throw, momentary switch within the wiper motor
that is mechanically actuated by the wiper motor
transmission components. The park switch alter-
nately closes the wiper park switch sense circuit to
ground or to battery current, depending upon the
position of the wipers on the glass. This feature
Fig. 14 Front Wiper Module
1 - PIVOT BRACKET (2)
2 - MOTOR COVER
3 - MOTOR BRACKET
4 - LINKAGE BUSHING (4)
5 - DRIVE LINK (2)
6 - PIVOT SHAFT (2)
7 - INSULATOR (4)
8 - PIVOT CRANK ARM (2)
9 - PIVOT COVER
10 - MOTOR CRANK ARM
11 - PIGTAIL WIRE CONNECTOR
KJFRONT WIPERS/WASHERS 8R - 15

housing connects the unit to the vehicle electrical
system through a dedicated take out and connector of
the headlamp and dash wire harness. The washer
pump/motor unit cannot be repaired. If faulty or
damaged, the entire washer pump/motor unit must
be replaced.
OPERATION
The washer pump/motor unit features a reversible
electric motor. The direction of the motor is con-
trolled by hard wired outputs from the momentary
front and rear washer switch circuitry contained
within the right (wiper) control stalk of the multi-
function switch. When battery current and ground
are applied to the two pump motor terminals, the
motor rotates in one direction. When the polarity of
these connections is reversed, the motor rotates in
the opposite direction. When the pump motor is ener-
gized, the rotor-type pump pressurizes the washer
fluid and forces it through one of the two pump out-
let nipples, and into the front or rear washer plumb-
ing.Washer fluid is gravity-fed from the washer reser-
voir to the inlet port of the washer pump housing. An
integral shuttle valve is located in a housing on the
outlet port side of the pump housing (Fig. 19). This
shuttle valve controls which washer system plumbing
receives the washer fluid being pressurized by the
pump. When the pump impeller rotates in the coun-
terclockwise direction (viewed from the bottom), pres-
surized washer fluid is pushed out the front washer
system port and biases the shuttle valve to the left,
sealing off the rear washer system outlet nipple.
When the pump impeller rotates in the clockwise
direction (viewed from the bottom), pressurized
washer fluid is pushed out the rear washer system
port and biases the shuttle valve to the right, sealing
off the front washer system outlet nipple.
The washer pump/motor unit can be diagnosed
using conventional diagnostic tools and methods.
REMOVAL
(1) Turn the front wheels full lock to the right.
(2) Disconnect and isolate the battery negative
cable.
(3) Raise and support the vehicle.
(4) Unsnap and lift the cover over the access hole
at the front of the right front wheel house splash
shield.
(5) Place a clean container on the floor beneath the
washer pump/motor location to catch any washer
fluid that is spilled during the following procedure.
(6) Reach through the access hole and firmly grasp
the top of the washer pump/motor housing.
Fig. 18 Washer Pump/Motor
1 - SNAP POST
2 - CONNECTOR RECEPTACLE
3 - MOTOR
4 - PUMP
5 - FRONT WASHER OUTLET NIPPLE
6 - SHUTTLE VALVE
7 - REAR WASHER OUTLET NIPPLE
8 - INLET NIPPLE
9 - FILTER SCREEN
Fig. 19 Washer Pump Fluid Flow
1 - IMPELLER ROTATION (VIEWED FROM BOTTOM)
2 - IMPELLER OUTPUT
3 - REAR WASHER OUTLET NIPPLE
4 - SHUTTLE VALVE
5 - FRONT WASHER OUTLET NIPPLE
KJFRONT WIPERS/WASHERS 8R - 19
WASHER PUMP/MOTOR (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)