2002 JEEP LIBERTY wire

(4) Install cylinder head cover assembly to cylin-
der head. Install all bolts, ensuring the two (2) bolts
containing the sealing washer are located in the cen-
ter locations of cover. Tighten bolts in sequence
shown in (Fig. 25). Using a 3 step torque method as
follows:
(a) Tighten all bolts to 4.5 N´m (40 in. lbs.).
(b) Tighten all bolts to 9.0 N´m (80 in. lbs.).
(c) Tighten all bolts to 12 N´m (105 in. lbs.).
(5) Install intake manifold.
(6) Install ignition coil and spark plug wires.
Tighten fasteners to 12 N´m (105 in. lbs.).
(7) If the PCV valve was removed, apply Mopart
Thread Sealant with Teflon to threads and install
valve to cylinder head cover. Tighten PCV valve to 8
N´m (70 in. lbs.).
(8) Connect PCV and make-up air hoses to cylin-
der head cover.
INTAKE/EXHAUST VALVES &
SEATS
DESCRIPTION
The four valves per cylinder are opened by using
roller rocker arms which pivot on hydraulic lash
adjusters. The valves have chrome plated valve
stems. Viton rubber valve stem seals are integral
with the spring seats.They have chrome plated stems
to prevent scuffing. Viton rubber valve stem seals are
integral with the spring seats. The valves, spring
retainers,and locks, are the 3 - bead lock design
CLEANING
(1) Clean all valves thoroughly and discard
burned, warped and cracked valves.
VALVE SPRINGS
REMOVAL
REMOVAL - CYLINDER HEAD ON
(1) Remove camshafts.
(2) Rotate crankshaft until piston is at TDC on
compression.
(3) With air hose attached to adapter tool installed
in spark plug hole, apply 90-120 psi air pressure.
(4) Using Special Tool MD-998772-A with adapter
6779 (Fig. 26), compress valve springs and remove
valve locks.
(5) Remove valve spring(s).
(6) Remove valve stem seal(s) by a using valve
stem seal tool (Fig. 28).
REMOVAL - CYLINDER HEAD OFF
(1) With cylinder head removed from cylinder
block, compress valve springs using a universal valve
spring compressor.
(2) Remove valve retaining locks, valve spring
retainers, valve stem seals and valve springs.
(3) Before removing valves,remove any burrs
from valve stem lock grooves to prevent dam-
age to the valve guides.Identify valves, locks and
retainers to insure installation in original location.
(4) Inspect the valves. (Refer to 9 - ENGINE/CYL-
INDER HEAD/VALVE SPRINGS - INSPECTION)
Fig. 25 CYLINDER HEAD TIGHTENING SEQUENCE
Fig. 26 Valve Spring - Removal/Installation
1 - VALVE SPRING COMPRESSOR MD 998772A
2 - AIR HOSE
KJENGINE9s-27
CYLINDER HEAD COVER (Continued)

(3) Screw oil filter on until the gasket contacts
base. Tighten to 21 N´m (15 ft. lbs.).
OIL PAN
REMOVAL
(1) Remove air cleaner assembly.
(2) Raise vehicle on hoist and drain engine oil.
(3) Loosen the engine mount thru bolts.
(4) Disconnect exhaust pipe at manifold.
(5) Remove structural collar, if equipped.
(6) Remove front axle mounting bolts, and lower
axle as far possible, if equipped.
(7) Using suitable jack, raise engine as needed.
(8) Remove oil pan attaching bolts.
(9) Remove oil pan.
(10) Clean oil pan and all gasket surfaces.
INSTALLATION
(1) Install the oil pan gasket to the block.
(2) Apply a 3MM (1/8 inch) bead of MopartEngine
RTV at the oil pump to engine block parting line
(Fig. 80).
(3) Install pan and tighten the screws to 12 N´m
(105 in. lbs.).
(4) Lower engine, and remove jack.
(5) Tighten engine mount thru bolts.
(6) Raise the front axle into position, and reinstall
front axle mounting bolts. If equipped.
(7) Reconnect exhaust pipe to manifold.
(8) Install structural collar, if equipped.
(9) Lower vehicle.(10) Fill engine crankcase with proper oil to cor-
rect level.
(11) Reinstall air cleaner assembly.
OIL PRESSURE SENSOR/
SWITCH
DESCRIPTION
The 3±wire, electrical/mechanical engine oil pres-
sure sensor (sending unit) is located in an engine oil
pressure gallery.
OPERATION
The oil pressure sensor uses three circuits. They
are:
²A 5±volt power supply from the Powertrain Con-
trol Module (PCM)
²A sensor ground through the PCM's sensor
return
²A signal to the PCM relating to engine oil pres-
sure
The oil pressure sensor has a 3±wire electrical
function very much like the Manifold Absolute Pres-
sure (MAP) sensor. Meaning different pressures
relate to different output voltages.
A 5±volt supply is sent to the sensor from the PCM
to power up the sensor. The sensor returns a voltage
signal back to the PCM relating to engine oil pres-
sure. This signal is then transferred (bussed) to the
Fig. 79 2.4 OIL FILTERFig. 80 OIL PAN GASKET INSTALLATION
1 - SEALER LOCATION
9s - 48 ENGINEKJ
OIL FILTER (Continued)

(2) Spray a small stream of water (Spray Bottle) at
the suspected leak area.
(3) If engine RPM'S change, the area of the sus-
pected leak has been found.
(4) Repair as required.
REMOVAL
(1) Disconnect negative cable from battery.
(2) Disconnect connector from inlet air tempera-
ture sensor.
(3) Disconnect air intake tube at throttle body and
remove upper air cleaner housing.
(4) Disconnect connector from throttle position
sensor (TPS).
(5) Disconnect connector from idle air control (IAC)
motor.
(6) Disconnect connector from MAP sensor.
(7) Remove vacuum lines for purge solenoid and
PCV valve at intake manifold.
(8) Remove vacuum lines for power brake booster,
LDP, EGR transducer, and speed control vacuum res-
ervoir (if equipped) at intake manifold fittings.
(9) Disconnect throttle, speed control (if equipped),
and transaxle control (if equipped) and cables from
throttle lever and bracket. (Refer to 14 - FUEL SYS-
TEM/FUEL INJECTION/THROTTLE CONTROL
CABLE - REMOVAL)
(10) Perform fuel system pressure release proce-
durebefore attempting any repairs.(Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY - STANDARD
PROCEDURE)
(11) Disconnect fuel line. (Refer to 14 - FUEL SYS-
TEM/FUEL DELIVERY/QUICK CONNECT FIT-
TING - STANDARD PROCEDURE)
(12) Disconnect coolant temperature sensor/fuel
injector wire harness connector.
(13) Disconnect fuel injector harness.
(14) Remove intake manifold to cylinder head fas-
teners.
(15) Remove the manifold from engine.
CAUTION: Cover intake manifold openings to pre-
vent foreign material from entering engine.
(16) Inspect the manifold. (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - INSPECTION)
INSPECTION
(1) Check manifold surfaces for flatness with
straight edge. Surface must be flat within 0.15 mm
per 300 mm (0.006 in. per foot) of manifold length.
(2) Inspect manifold for cracks or distortion.
Replace manifold if necessary.
INSTALLATION
(1) Clean manifold sealing surfaces.
(2) Install new manifold to cylinder head seals.
(3) Install manifold to head.
(4) Install and tighten intake manifold fasteners to
28 N´m (250 in. lbs.) in the sequence shown (Fig. 90).
Repeat procedure until all bolts are at specified
torque.
(5) Install throttle cables in bracket.
(6) Connect throttle, speed control, (if equipped),
cables to throttle lever.
(7) Connect vacuum lines for power brake booster,
LDP, EGR transducer, and speed control vacuum res-
ervoir (if equipped) at upper intake manifold fittings.
(8) Connect vacuum lines for purge solenoid and
PCV valve.
(9) Connect electrical connectors for MAP sensor,
throttle position sensor (TPS), and idle air control
(IAC) motor.
(10) Connect the fuel line. (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/QUICK CONNECT FIT-
TING - STANDARD PROCEDURE)
(11) Connect coolant temperature sensor/fuel injec-
tor wiring harness electrical connector.
(12) Install the air cleaner housing and air intake
tube to throttle body.
(13) Connect inlet air temperature sensor connec-
tor.
(14) Connect negative cable to battery.
Fig. 90 LOWER INTAKE MANIFOLD TIGHTENING
SEQUENCE
9s - 52 ENGINEKJ
INTAKE MANIFOLD (Continued)

DIAGNOSIS AND TESTING - EXHAUST SYSTEM
EXHAUST SYSTEM DIAGNOSIS CHART
CONDITION POSSIBLE CAUSE CORRECTION
EXCESSIVE EXHAUST NOISE OR
LEAKING EXHAUST GASES1. Leaks at pipe joints. 1. Tighten clamps/bolts to specified
torque at leaking joints.
2. Rusted or blown out muffler. 2. Replace muffler. Inspect exhaust
system.
3. Broken or rusted out exhaust
pipe.3. Replace exhaust pipe.
4. Exhaust pipe leaking at manifold
flange.4. Tighten/replace flange attaching
nuts/bolts.
5. Exhaust manifold cracked or
broken.5. Replace exhaust manifold.
6. Leak between exhaust manifold
and cylinder head.6. Tighten exhaust manifold to
cylinder head bolts.
7. Catalytic converter rusted or
blown out.7. Replace catalytic converter assy.
8. Restriction in exhaust system. 8. Remove restriction, if possible.
Replace restricted part if necessary.
CAUTION:
When servicing and replacing exhaust system components, disconnect the oxygen sensor connector(s). Allowing
the exhaust to hang by the oxygen sensor wires will damage the harness and/or sensor.
CATALYTIC CONVERTER
DESCRIPTION - CATALYTIC CONVERTER
WARNING: THE NORMAL OPERATING TEMPERA-
TURE OF THE EXHAUST SYSTEM IS VERY HIGH.
THEREFORE, NEVER WORK AROUND OR ATTEMPT
TO SERVICE ANY PART OF THE EXHAUST SYSTEM
UNTIL IT IS COOLED. SPECIAL CARE SHOULD BE
TAKEN WHEN WORKING NEAR THE CATALYTIC
CONVERTER. THE TEMPERATURE OF THE CON-
VERTER RISES TO A HIGH LEVEL AFTER A SHORT
PERIOD OF ENGINE OPERATION TIME.
CAUTION: DO NOT remove spark plug wires from
plugs or by any other means short out cylinders.
Failure of the catalytic converter can occur due to a
temperature increase caused by unburned fuel
passing through the converter.
The stainless steel catalytic converter body is
designed to last the life of the vehicle. Excessive heat
can result in bulging or other distortion, but exces-
sive heat will not be the fault of the converter. If
unburned fuel enters the converter, overheating may
occur. If a converter is heat-damaged, correct thecause of the damage at the same time the converter
is replaced. Also, inspect all other components of the
exhaust system for heat damage.
Unleaded gasoline must be used to avoid con-
taminating the catalyst core.
50 State emission vehicles incorporate two mini
catalytic converters located after the exhaust mani-
folds and before the inline catalytic converter.
REMOVAL
WARNING: IF TORCHES ARE USED WHEN WORK-
ING ON THE EXHAUST SYSTEM, DO NOT ALLOW
THE FLAME NEAR THE FUEL LINES.
(1) Raise and support the vehicle.
(2) Saturate the bolts and nuts with heat valve
lubricant. Allow 5 minutes for penetration.
(3) Remove the bolts from the crossover pipe to the
catalytic converter connection.
(4) Disconnect oxygen sensor wiring.
(5) Loosen the nuts from the clamp that hold the
catalytic converter to the exhaust pipe flange connec-
tion.
11 - 2 EXHAUST SYSTEMKJ
EXHAUST SYSTEM (Continued)

DIAGNOSIS AND TESTING - EXHAUST SYSTEM
EXHAUST SYSTEM DIAGNOSIS CHART
CONDITION POSSIBLE CAUSE CORRECTION
EXCESSIVE EXHAUST NOISE OR
LEAKING EXHAUST GASES1. Leaks at pipe joints. 1. Tighten clamps/bolts to specified
torque at leaking joints.
2. Rusted or blown out muffler. 2. Replace muffler. Inspect exhaust
system.
3. Broken or rusted out exhaust
pipe.3. Replace exhaust pipe.
4. Exhaust pipe leaking at manifold
flange.4. Tighten/replace flange attaching
nuts/bolts.
5. Exhaust manifold cracked or
broken.5. Replace exhaust manifold.
6. Leak between exhaust manifold
and cylinder head.6. Tighten exhaust manifold to
cylinder head bolts.
7. Catalytic converter rusted or
blown out.7. Replace catalytic converter assy.
8. Restriction in exhaust system. 8. Remove restriction, if possible.
Replace restricted part if necessary.
CAUTION:
When servicing and replacing exhaust system components, disconnect the oxygen sensor connector(s). Allowing
the exhaust to hang by the oxygen sensor wires will damage the harness and/or sensor.
CATALYTIC CONVERTER
DESCRIPTION - CATALYTIC CONVERTER
WARNING: THE NORMAL OPERATING TEMPERA-
TURE OF THE EXHAUST SYSTEM IS VERY HIGH.
THEREFORE, NEVER WORK AROUND OR ATTEMPT
TO SERVICE ANY PART OF THE EXHAUST SYSTEM
UNTIL IT IS COOLED. SPECIAL CARE SHOULD BE
TAKEN WHEN WORKING NEAR THE CATALYTIC
CONVERTER. THE TEMPERATURE OF THE CON-
VERTER RISES TO A HIGH LEVEL AFTER A SHORT
PERIOD OF ENGINE OPERATION TIME.
CAUTION: DO NOT remove spark plug wires from
plugs or by any other means short out cylinders.
Failure of the catalytic converter can occur due to a
temperature increase caused by unburned fuel
passing through the converter.
The stainless steel catalytic converter body is
designed to last the life of the vehicle. Excessive heat
can result in bulging or other distortion, but exces-
sive heat will not be the fault of the converter. If
unburned fuel enters the converter, overheating may
occur. If a converter is heat-damaged, correct thecause of the damage at the same time the converter
is replaced. Also, inspect all other components of the
exhaust system for heat damage.
Unleaded gasoline must be used to avoid con-
taminating the catalyst core.
50 State emission vehicles incorporate two mini
catalytic converters located after the exhaust mani-
folds and before the inline catalytic converter.
REMOVAL
WARNING: IF TORCHES ARE USED WHEN WORK-
ING ON THE EXHAUST SYSTEM, DO NOT ALLOW
THE FLAME NEAR THE FUEL LINES.
(1) Raise and support the vehicle.
(2) Saturate the bolts and nuts with heat valve
lubricant. Allow 5 minutes for penetration.
(3) Remove the bolts from the crossover pipe to the
catalytic converter connection.
(4) Disconnect oxygen sensor wiring.
(5) Loosen and remove the nuts from the clamp
that hold the catalytic converter to the exhaust pipe
flange connection.
11s - 2 EXHAUST SYSTEMKJ
EXHAUST SYSTEM (Continued)

(8) Pressure should not fall below30 psi for five
minutes.
(9) If pressure falls below 30 psi, it must be deter-
mined if a fuel injector, the check valve within the
fuel pump module, or a fuel tube/line is leaking.
(10) Again, start engine and bring to normal oper-
ating temperature.
(11) Shut engine off.
(12)Testing for fuel injector or fuel rail leak-
age:Clamp off the rubber hose portion of Adaptor
Tool between the fuel rail and the test port ªTº on
Adapter Tool. If pressure now holds at or above 30
psi, a fuel injector or the fuel rail is leaking.
(13)Testing for fuel pump check valve, filter,
regulator check valve or fuel tube/line leakage:
Clamp off the rubber hose portion of Adaptor Tool
between the vehicle fuel line and test port ªTº on
Adapter Tool. If pressure now holds at or above 30
psi, a leak may be found at a fuel tube/line. If no
leaks are found at fuel tubes or lines, one of the
check valves in either the electric fuel pump, fuel fil-
ter or fuel pressure regulator may be leaking.
Note: A quick loss of pressure usually indicates a
defective check valve in the pressure regulator. A
slow loss of pressure usually indicates a defective
check valve in the bottom of the fuel pump module.
The check valves are not serviced separately. Also,
the electric fuel pump is not serviced separately.
STANDARD PROCEDURE - FUEL SYSTEM
PRESSURE RELEASE
Use following procedure if the fuel injector
rail is, or is not equipped with a fuel pressure
test port.
(1) Remove fuel fill cap.
(2) Remove fuel pump relay from Power Distribu-
tion Center (PDC). For location of relay, refer to label
on underside of PDC cover.(3) Start and run engine until it stalls.
(4) Attempt restarting engine until it will no
longer run.
(5) Turn ignition key to OFF position.
CAUTION: Steps 1, 2, 3 and 4 must be performed to
relieve high pressure fuel from within fuel rail. Do
not attempt to use following steps to relieve this
pressure as excessive fuel will be forced into a cyl-
inder chamber.
(6) Unplug connector from any fuel injector.
(7) Attach one end of a jumper wire with alligator
clips (18 gauge or smaller) to either injector terminal.
(8) Connect other end of jumper wire to positive
side of battery.
(9) Connect one end of a second jumper wire to
remaining injector terminal.
CAUTION: Powering an injector for more than a few
seconds will permanently damage the injector.
(10) Momentarily touch other end of jumper wire
to negative terminal of battery for no more than a
few seconds.
(11) Place a rag or towel below fuel line quick-con-
nect fitting at fuel rail.
(12) Disconnect quick-connect fitting at fuel rail.
Refer to Quick-Connect Fittings.
(13) Return fuel pump relay to PDC.
(14) One or more Diagnostic Trouble Codes (DTC's)
may have been stored in PCM memory due to fuel
pump relay removal. The DRBtscan tool must be
used to erase a DTC.
14 - 4 FUEL DELIVERYKJ
FUEL DELIVERY (Continued)

FUEL LEVEL SENDING UNIT /
SENSOR
DESCRIPTION
The fuel gauge sending unit (fuel level sensor) is
attached to the side of the fuel pump module. The
sending unit consists of a float, an arm, and a vari-
able resistor track (card).
OPERATION
The fuel pump module has 4 different circuits
(wires). Two of these circuits are used for the fuel
gauge sending unit for fuel gauge operation, and for
certain OBD II emission requirements. The other 2
wires are used for electric fuel pump operation.
For Fuel Gauge Operation:A constant current
source of approximately 32 milliamps is supplied to
the resistor track on the fuel gauge sending unit.
This is fed directly from the Powertrain Control Mod-
ule (PCM).NOTE: For diagnostic purposes, this
12V power source can only be verified with the
circuit opened (fuel pump module electrical
connector unplugged). With the connectors
plugged, output voltages will vary from about
0.6 volts at FULL, to about 8.6 volts at EMPTY
(about 8.6 volts at EMPTY for Jeep models, and
about 7.0 volts at EMPTY for Dodge Truck mod-
els).The resistor track is used to vary the voltage
(resistance) depending on fuel tank float level. As
fuel level increases, the float and arm move up,
which decreases voltage. As fuel level decreases, the
float and arm move down, which increases voltage.
The varied voltage signal is returned back to the
PCM through the sensor return circuit.
Both of the electrical circuits between the fuel
gauge sending unit and the PCM are hard-wired (not
multi-plexed). After the voltage signal is sent from
the resistor track, and back to the PCM, the PCM
will interpret the resistance (voltage) data and send
a message across the multi-plex bus circuits to the
instrument panel cluster. Here it is translated into
the appropriate fuel gauge level reading. Refer to
Instrument Panel for additional information.
For OBD II Emission Monitor Requirements:
The PCM will monitor the voltage output sent from
the resistor track on the sending unit to indicate fuel
level. The purpose of this feature is to prevent the
OBD II system from recording/setting false misfire
and fuel system monitor diagnostic trouble codes.
The feature is activated if the fuel level in the tank
is less than approximately 15 percent of its rated
capacity. If equipped with a Leak Detection Pump
(EVAP system monitor), this feature will also be acti-
vated if the fuel level in the tank is more than
approximately 85 percent of its rated capacity.
DIAGNOSIS AND TESTING - FUEL LEVEL
SENDING UNIT
The fuel level sending unit contains a variable
resistor (track). As the float moves up or down, elec-
trical resistance will change. Refer to Instrument
Panel and Gauges for Fuel Gauge testing. To test the
gauge sending unit only, it must be removed from
vehicle. The unit is a separate part of the lower fuel
pump module section. Refer to Fuel Pump Module
Removal/Installation for procedures (remove only the
upper section of the fuel pump module). Measure the
resistance across the sending unit terminals. With
float in up position, resistance should be 20 ohms (+/-
5%). With float in down position, resistance should be
270 ohms (+/- 5%).
REMOVAL
The fuel level sending unit (fuel level sensor) and
float assembly is located on the side of the lower sec-
tion of the fuel pump module. The lower section of
the fuel pump module is located within the fuel tank.
(1) Remove lower section of fuel pump module
from fuel tank. Refer to Fuel Pump Module Removal/
Installation.
(2) To remove sending unit from pump module, lift
on plastic locking tab (Fig. 8) while sliding sending
unit upwards.
(3) Disconnect 4±wire electrical connector (Fig. 9)
from bottom of upper section of fuel pump module.
Separate necessary sending unit wiring.
Fig. 8 FUEL LEVEL SENDING UNIT
1 - LIFT TAB HERE FOR REMOVAL
2 - FUEL LEVEL SENDING UNIT
3 - LOWER SECTION OF PUMP MODULE
KJFUEL DELIVERY 14 - 9

INSTALLATION
(1) Connect necessary wiring into electrical con-
nectors. Connect 4±wire connector to upper section of
pump module.
(2) Position sending unit to pump module. Slide
and snap into place.
(3) Install lower section of fuel pump module.
Refer to Fuel Pump Module Removal/Installation.
FUEL LINES
DESCRIPTION
Also refer to Quick-Connect Fittings.
WARNING: THE FUEL SYSTEM MAY BE UNDER A
CONSTANT PRESSURE (EVEN WITH THE ENGINE
OFF). BEFORE SERVICING ANY FUEL SYSTEM
HOSES, FITTINGS, LINES, OR MOST COMPO-
NENTS, FUEL SYSTEM PRESSURE MUST BE
RELEASED. REFER TO THE FUEL SYSTEM PRES-
SURE RELEASE PROCEDURE.
The lines/tubes/hoses used on fuel injected vehicles
are of a special construction. This is due to the
higher fuel pressures and the possibility of contami-nated fuel in this system. If it is necessary to replace
these lines/tubes/hoses, only those marked EFM/EFI
may be used.
If equipped:The hose clamps used to secure rub-
ber hoses on fuel injected vehicles are of a special
rolled edge construction. This construction is used to
prevent the edge of the clamp from cutting into the
hose. Only these rolled edge type clamps may be
used in this system. All other types of clamps may
cut into the hoses and cause high-pressure fuel leaks.
Use new original equipment type hose clamps.
QUICK CONNECT FITTING
DESCRIPTION
Different types of quick-connect fittings are used to
attach various fuel system components, lines and
tubes. These are: a single-tab type, a two-tab type or
a plastic retainer ring type. Some are equipped with
safety latch clips. Some may require the use of a spe-
cial tool for disconnection and removal. Refer to
Quick-Connect Fittings Removal/Installation for more
information.
CAUTION: The interior components (o-rings, clips)
of quick-connect fittings are not serviced sepa-
rately, but new plastic spacers are available for
some types. If service parts are not available, do
not attempt to repair the damaged fitting or fuel line
(tube). If repair is necessary, replace the complete
fuel line (tube) assembly.
STANDARD PROCEDURE - QUICK-CONNECT
FITTINGS
Also refer to Fuel Tubes/Lines/Hoses and Clamps.
Different types of quick-connect fittings are used to
attach various fuel system components, lines and
tubes. These are: a single-tab type, a two-tab type or
a plastic retainer ring type. Safety latch clips are
used on certain components/lines. Certain fittings
may require use of a special tool for disconnection.
DISCONNECTING
WARNING: THE FUEL SYSTEM IS UNDER A CON-
STANT PRESSURE (EVEN WITH ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSE,
FITTING OR LINE, FUEL SYSTEM PRESSURE MUST
BE RELEASED. REFER TO FUEL SYSTEM PRES-
SURE RELEASE PROCEDURE.
Fig. 9 FUEL PRESSURE REGULATOR/SENDING
UNIT ELECTRICAL CONNECTOR
1 - UPPER SECTION OF PUMP MODULE
2 - QUICK-CONNECT FITTINGS
3 - FUEL PRESSURE REGULATOR
4 - 4-WIRE ELECTRICAL CONNECTOR
5 - FUEL TANK CHECK (CONTROL) VALVE
14 - 10 FUEL DELIVERYKJ
FUEL LEVEL SENDING UNIT / SENSOR (Continued)