2002 JEEP LIBERTY service

SEAT - FRONT
REMOVAL
WARNING: DISABLE THE SUPPLEMENTAL
RESTRAINTS SYSTEM BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, DRIVER
AIRBAG, PASSENGER AIRBAG, SEAT BELT TEN-
SIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (GROUND) CABLE, THEN WAIT TWO MINUTES
FOR THE SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DIS-
ABLE THE SUPPLEMENTAL RESTRAINTS SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT AND POSSIBLE PERSONAL INJURY.
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 MOPAR PARTS CATALOG.
(1) Remove the seat belt anchor bolt. (Refer to 8 -
ELECTRICAL/RESTRAINTS/SEAT BELT &
RETRACTOR - REMOVAL)
(2) Slide seat back and remove the front bolts.
(Fig. 1)
(3) Slide seat to forward position and remove the
rear bolt/nut.
(4) Disconnect the electrical connectors and
remove the seat.
INSTALLATION
WARNING: DISABLE THE SUPPLEMENTAL
RESTRAINTS SYSTEM BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, DRIVER
AIRBAG, PASSENGER AIRBAG, SEAT BELT TEN-
SIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-TIVE (GROUND) CABLE, THEN WAIT TWO MINUTES
FOR THE SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DIS-
ABLE THE SUPPLEMENTAL RESTRAINTS SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT AND POSSIBLE PERSONAL INJURY.
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 MOPAR PARTS CATALOG.
(1) Install the seats and connect the electrical con-
nectors.
(2) Slide the seat to the rearward position and
install the bolts.
(3) Tighten the outboard bolt to 43 N´m (32 ft. lbs.)
and then tighten the inboard bolt to 43 N´m (32 ft.
lbs.).
Fig. 1 FRONT SEATS
1 - FRONT SEATS
2 - BOLTS
3 - STUDS
4 - ELECTRICAL CONNECTORS
5 - NUTS
KJSEATS 23 - 165

HEATING & AIR CONDITIONING
TABLE OF CONTENTS
page page
HEATING & AIR CONDITIONING
DESCRIPTION
DESCRIPTION - HEATER AND AIR
CONDITIONER........................1
DESCRIPTION - COOLING SYSTEM
REQUIREMENTS.......................1
DESCRIPTION - REFRIGERANT SYSTEM
SERVICE PORT........................2
OPERATION
OPERATION - HEATER AND AIR
CONDITIONER........................2
OPERATION - REFRIGERANT SYSTEM
SERVICE PORT........................2
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
PERFORMANCE.......................2DIAGNOSIS AND TESTING - HEATER
PERFORMANCE.......................6
DIAGNOSIS AND TESTING - VACUUM
SYSTEM.............................6
STANDARD PROCEDURE - DIODE
REPLACEMENT.......................9
SPECIFICATIONS
A/C APPLICATION TABLE................9
SPECIFICATIONS.....................10
CONTROLS.............................11
DISTRIBUTION..........................29
PLUMBING.............................38
HEATING & AIR
CONDITIONING
DESCRIPTION
DESCRIPTION - HEATER AND AIR
CONDITIONER
All vehicles are equipped with a common HVAC
housing assembly (Fig. 1). The system combines air
conditioning, heating, and ventilating capabilities in
a single unit housing mounted under the instrument
panel. On heater-only systems, the evaporator coil is
omitted from the housing.
DESCRIPTION - COOLING SYSTEM
REQUIREMENTS
To maintain the performance level of the HVAC
system, the engine cooling system must be properly
maintained. The use of a bug screen is not recom-
mended. Any obstructions in front of the radiator or
condenser will reduce the performance of the air con-
ditioning and engine cooling systems.
The engine cooling system includes the heater core
and the heater hoses. Refer to Engine Cooling for
more information before the opening of, or attempt-
ing any service to the engine cooling system.
Fig. 1 Blend Door
1 - DEFROSTER DOOR
2- HEATER CORE
3- BLEND DOORS
4- BLOWER MOTOR HOUSING
5- EVAPORATOR (A/C ONLY)
6- LOWER HVAC CASE ASSEMBLY
KJHEATING & AIR CONDITIONING 24 - 1

DESCRIPTION - REFRIGERANT SYSTEM
SERVICE PORT
The two refrigerant system service ports are used
to charge, recover/recycle, evacuate, and test the air
conditioning refrigerant system. Unique service port
coupler sizes are used on the R-134a system, to
ensure that the refrigerant system is not accidentally
contaminated by the use of the wrong refrigerant
(R-12), or refrigerant system service equipment.
OPERATION
OPERATION - HEATER AND AIR CONDITIONER
The heater and optional air conditioner are blend-
air type systems. In a blend-air system, a blend door
controls the amount of unconditioned air (or cooled
air from the evaporator on models with air condition-
ing) that is allowed to flow through, or around, the
heater core. A temperature control knob on the A/C
Heater control panel determines the discharge air
temperature by controlling an electric actuator,
which moves the blend door. This allows an almost
immediate control of the output air temperature of
the system.
The mode control knob on the heater-only or A/C
Heater control panel is used to direct the conditioned
air to the selected system outlets. Both mode control
switches use engine vacuum to control the mode
doors, which are operated by vacuum actuators.
On all vehicles, the outside air intake can be shut
off by selecting the Recirculation Mode with the
mode control knob. This will operate a vacuum actu-
ated recirculation door that closes off the outside
fresh air intake and recirculates the air that is
already inside the vehicle.
The optional air conditioner for all models is
designed for the use of non-CFC, R-134a refrigerant.
The air conditioning system has an evaporator to cool
and dehumidify the incoming air prior to blending it
with the heated air. This air conditioning system
uses a fixed orifice tube in the liquid line near the
condenser outlet tube to meter refrigerant flow to the
evaporator coil. To maintain minimum evaporator
temperature and prevent evaporator freezing, the
A/C low pressure switch on the accumulator cycles
the compressor clutch.
OPERATION - REFRIGERANT SYSTEM SERVICE
PORT
The high pressure service port is located on the
refrigerant line, near the discharge port of the com-
pressor. The low pressure service port is located on
the liquid line at the side of the engine compartment,
near the condensor.Each of the service ports has a threaded plastic
protective cap installed over it from the factory. After
servicing the refrigerant system, always reinstall
both of the service port caps.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
PERFORMANCE
The air conditioning system is designed to provide
the passenger compartment with low temperature
and low humidity air. The evaporator, located in the
HVAC housing on the dash panel below the instru-
ment panel, is cooled to temperatures near the freez-
ing point. As warm damp air passes through the
cooled evaporator, the air transfers its heat to the
refrigerant in the evaporator and the moisture in the
air condenses on the evaporator fins. During periods
of high heat and humidity, an air conditioning sys-
tem will be more effective in the Recirculation Mode.
With the system in the Recirculation Mode, only air
from the passenger compartment passes through the
evaporator. As the passenger compartment air dehu-
midifies, the air conditioning system performance
levels improve.
Humidity has an important bearing on the temper-
ature of the air delivered to the interior of the vehi-
cle. It is important to understand the effect that
humidity has on the performance of the air condition-
ing system. When humidity is high, the evaporator
has to perform a double duty. It must lower the air
temperature, and it must lower the temperature of
the moisture in the air that condenses on the evapo-
rator fins. Condensing the moisture in the air trans-
fers heat energy into the evaporator fins and tubing.
This reduces the amount of heat the evaporator can
absorb from the air. High humidity greatly reduces
the ability of the evaporator to lower the temperature
of the air.
However, evaporator capacity used to reduce the
amount of moisture in the air is not wasted. Remov-
ing some of the moisture out of the air entering the
vehicle adds to the comfort of the passengers.
Although, an owner may expect too much from the
air conditioning system on humid days. A perfor-
mance test is the best way to determine whether the
system is performing up to standard. This test also
provides valuable clues as to the possible cause of
trouble with the air conditioning system.
Before proceeding, (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - WARNING) and
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - CAUTION). The air temperature in
the test room and in the vehicle must be a minimum
of 21É C (70É F) for this test.
24 - 2 HEATING & AIR CONDITIONINGKJ
HEATING & AIR CONDITIONING (Continued)

(1) Connect a tachometer a manifold gauge set or
A/C recycling/charging station.
(2) Set the A/C Heater mode control switch knob in
the Recirculation Mode position, the temperature
control knob in the full cool position, and the blower
motor switch knob in the highest speed position.
(3) Start the engine and hold the idle at 1,000 rpm
with the compressor clutch engaged.
(4) The engine should be at operating temperature.
The doors and windows must be closed.
(5) Insert a thermometer in the driver side center
A/C (panel) outlet. Operate the engine for five min-
utes.
(6) The compressor clutch may cycle, depending
upon the ambient temperature and humidity. If the
clutch cycles, unplug the a/c low pressure switch wire
harness connector. (Fig. 2). Place a jumper wire
across the terminals of the a/c low pressure switch
wire harness connector.
(7) With the compressor clutch engaged, record the
discharge air temperature and the compressor dis-
charge pressure.
(8) Compare the discharge air temperature to the
Performance Temperature and Pressure chart. If the
discharge air temperature is high, (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -DIAGNOSIS AND TESTING - REFRIGERANT SYS-
TEM LEAKS) and (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - SPECIFICATIONS -
CHARGE CAPACITY).
Performance Temperature and Pressure
Ambient Air
Temperature21É C
(70É F)27É C
(80É F)32É C
(90É F)38É C
(100É F)43É C
(110É F)
Air Temperature at
Center Panel Outlet7É C
(45É F)7É C
(45É F)13É C
(55É F)13É C
(55É F)18É C
(64É F)
Compressor Inlet
Pressure at Service
Port (low Side)138 to 207 kPa
(20 to 30 psi)172 to 241
kPa
(25 to 35 psi)207 to 276
kPa
(30 to 40 psi)241 to 310
kPa
(35 to 45 psi)276 to 345 kPa
(40 to 50 psi)
Condensor Out
Pressuree at Service
POrt (High Side)1034 to 1724
kPa
(150 to 250
psi)1379 to 2068
kPa
(200 to 300
psi)1724 to 2413
kPa
(250 to 350
psi)1999 to 2689
kPa
(290 to 390
psi)2413 to 2965
kPa
(350 to 430 psi)
(9) Compare the compressor discharge pressure to
the Performance Temperature and Pressure chart. If
the compressor discharge pressure is high, see the
Pressure Diagnosis chart.
Fig. 2 A/C LOW PRESSURE SWITCH - TYPICAL
1 - A/C LOW PRESSURE SWITCH
2 - ACCUMULATOR
KJHEATING & AIR CONDITIONING 24 - 3
HEATING & AIR CONDITIONING (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)

Use an adjustable vacuum test set (Special Tool
C-3707-B) and a suitable vacuum pump to test the
HVAC vacuum control system. With a finger placed
over the end of the vacuum test hose probe (Fig. 3),
adjust the bleed valve on the test set gauge to obtain
a vacuum of exactly 27 kPa (8 in. Hg.). Release and
block the end of the probe several times to verify that
the vacuum reading returns to the exact 27 kPa (8
in. Hg.) setting. Otherwise, a false reading will be
obtained during testing.
VACUUM CHECK VALVE
(1) Remove the vacuum check valve. The valve is
located in the vacuum supply tube (black) at the
HVAC system vacuum tee.
(2) Connect the test set vacuum supply hose to the
A/C Heater Control side of the valve. When con-
nected to this side of the check valve, no vacuum
should pass and the test set gauge should return to
the 27 kPa (8 in. Hg.) setting. If OK, go to Step 3. If
not OK, replace the faulty valve.
(3) Connect the test set vacuum supply hose to the
engine vacuum side of the valve. When connected to
this side of the check valve, vacuum should flow
through the valve without restriction. If not OK,
replace the faulty valve.
A/C HEATER CONTROLS
(1) Connect the test set vacuum probe to the
HVAC vacuum supply (black) tube at the tee in the
engine compartment. Position the test set gauge so
that it can be viewed from the passenger compart-
ment.(2) Place the A/C Heater Mode Control switch
knob in each mode position, one position at a time,
and pause after each selection. The test set gauge
should return to the 27 kPa (8 in. Hg.) setting
shortly after each selection is made. If not OK, a
component or vacuum line in the vacuum circuit of
the selected mode has a leak. See the procedure in
Locating Vacuum Leaks.
CAUTION: Do not use lubricant on the switch ports
or in the holes in the plug, as lubricant will ruin the
vacuum valve in the switch. A drop of clean water
in the connector plug holes will help the connector
slide onto the switch ports.
LOCATING VACUUM LEAKS
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect the vacuum harness connector from
the back of the HVAC control head(Refer to 24 -
HEATING & AIR CONDITIONING/CONTROLS/A/C
HEATER CONTROL - REMOVAL).
(2) Connect the test set vacuum hose probe to each
port in the HVAC housing half of the vacuum har-
ness connector, one port at a time, and pause after
each connection. The test set gauge should return to
the 27 kPa (8 in. Hg.) setting shortly after each con-
nection is made. If OK, replace the faulty A/C Heater
Control. If not OK, go to Step 3.
(3) Determine the vacuum line color of the vacuum
circuit that is leaking. To determine the vacuum line
colors, refer to the Vacuum Circuits chart (Fig. 4).
(4) Disconnect and plug the vacuum line from the
component (fitting, actuator, valve, switch, or reser-
voir) on the other end of the leaking circuit. Instru-
ment panel disassembly or removal may be necessary
to gain access to some components. See the appropri-
ate service procedures.
Fig. 3 ADJUST VACUUM TEST BLEED VALVE
1 - VACUUM PUMP TOOL C-4289
2 - VACUUM TEST SET C-3707
3 - BLEED VALVE
4 - PROBE
KJHEATING & AIR CONDITIONING 24 - 7
HEATING & AIR CONDITIONING (Continued)

A/C COMPRESSOR CLUTCH
DESCRIPTION - 3.7L and 2.4L
The compressor clutch assembly consists of a sta-
tionary electromagnetic coil, a rotor bearing and
rotor assembly, and a clutch plate (Fig. 1). The elec-
tromagnetic coil unit and the rotor bearing and rotor
assembly are each retained on the nose of the com-
pressor front housing with snap rings. The clutch
plate is keyed to the compressor shaft and secured
with a nut. These components provide the means to
engage and disengage the compressor from the
engine serpentine accessory drive belt.
OPERATION - 3.7L and 2.4L
When the clutch coil is energized, it magnetically
draws the clutch into contact with the rotor and
drives the compressor shaft. When the coil is not
energized, the rotor freewheels on the clutch rotor
bearing, which is part of the rotor. The compressor
clutch and coil are the only serviced parts on the
compressor.
The compressor clutch engagement is controlled by
several components: the A/C Heater mode control
switch, the A/C low pressure switch, the A/C high
pressure switch, the compressor clutch relay, and the
Powertrain Control Module (PCM). The PCM may
delay compressor clutch engagement for up to thirty
seconds. Refer to Electronic Control Modules for
more information on the PCM controls.
DIAGNOSIS AND TESTING - A/C COMPRESSOR
CLUTCH COIL
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information). The battery must
be fully-charged before performing the following
tests. Refer to Battery for more information.
(1) Connect an ammeter (0 to 10 ampere scale) in
series with the clutch coil terminal. Use a voltmeter
(0 to 20 volt scale) with clip-type leads for measuring
the voltage across the battery and the compressor
clutch coil.
(2) With the A/C Heater mode control switch in
any A/C mode, and the blower motor switch in the
lowest speed position, start the engine and run it at
normal idle.
(3) The compressor clutch coil voltage should read
within 0.2 volts of the battery voltage. If there is
voltage at the clutch coil, but the reading is not
within 0.2 volts of the battery voltage, test the clutch
coil feed circuit for excessive voltage drop and repair
as required. If there is no voltage reading at the
clutch coil, use a DRB IIItscan tool and (Refer to
Appropriate Diagnostic Information) for testing of the
compressor clutch circuit and PCM control. The fol-
lowing components must be checked and repaired as
required before you can complete testing of the clutch
coil:
²Fuses in the junction block and the Power Dis-
tribution Center (PDC)
²A/C heater mode control switch
²Compressor clutch relay
²A/C high pressure switch
²A/C low pressure switch
²Powertrain Control Module (PCM).
(4) The compressor clutch coil is acceptable if the
current draw measured at the clutch coil is 2.0 to 3.9
amperes with the electrical system voltage at 11.5 to
12.5 volts. This should only be checked with the work
area temperature at 21É C (70É F). If system voltage
is more than 12.5 volts, add electrical loads by turn-
ing on electrical accessories until the system voltage
drops below 12.5 volts.
(a) If the clutch coil current reading is four
amperes or more, the coil is shorted and should be
replaced.
(b) If the clutch coil current reading is zero, the
coil is open and should be replaced.
STANDARD PROCEDURE - A/C COMPRESSOR
CLUTCH BREAK-IN
After a new compressor clutch has been installed,
cycle the compressor clutch approximately twenty
times (five seconds on, then five seconds off). During
this procedure, set the A/C Heater control to the
Recirculation Mode, the blower motor switch in the
highest speed position, and the engine speed at 1500
Fig. 1 COMPRESSOR CLUTCH - TYPICAL
1 - CLUTCH PLATE
2 - NOT USED ON KJ
3 - ROTOR
4 - COIL
5 - CLUTCH SHIMS
6 - SNAP RING
7 - SNAP RING
24 - 12 CONTROLSKJ

to 2000 rpm. This procedure (burnishing) will seat
the opposing friction surfaces and provide a higher
compressor clutch torque capability.
REMOVAL
The refrigerant system can remain fully-charged
during compressor clutch, rotor, or coil replacement.
The compressor clutch can be serviced in the vehicle.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the serpentine drive belt(Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
(3) Unplug the compressor clutch coil wire harness
connector.
(4) Remove the four bolts that secure the compres-
sor to the mounting bracket.
(5) Remove the compressor from the mounting
bracket. Support the compressor in the engine com-
partment while servicing the clutch.
(6) Insert the two pins of the spanner wrench
(Special Tool C-4489 or equivalent) into the holes of
the clutch plate. Hold the clutch plate stationary and
remove the hex nut (Fig. 2).(7) Remove the clutch plate.
(8) Remove the compressor clutch shims.
(9) Remove the external front housing snap ring
with snap ring pliers (Fig. 3).
(10) Install the lip of the rotor puller (Special Tool
C-6141-1 or equivalent) into the snap ring groove
exposed in the previous step, and install the shaft
protector (Special Tool C-6141-2 or equivalent) (Fig.
4).
Fig. 2 CLUTCH NUT REMOVE
1 - CLUTCH PLATE
2 - SPANNER
Fig. 3 EXTERNAL SNAP RING REMOVE
1 - PULLEY
2 - SNAP RING PLIERS
Fig. 4 SHAFT PROTECTOR AND PULLER
1 - PULLER JAW
2 - SHAFT PROTECTOR
KJCONTROLS 24 - 13
A/C COMPRESSOR CLUTCH (Continued)