2002 JEEP LIBERTY air vents

odor that may change with age. Consequently, odor
and color cannot be used to indicate the fluid condi-
tion or the need for a fluid change.
FLUID ADDITIVES
DaimlerChrysler strongly recommends against the
addition of any fluids to the transmission, other than
those automatic transmission fluids listed above.
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks.
Various ªspecialº additives and supplements exist
that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup-
ported to the satisfaction of DaimlerChrysler and
these additivesmust not be used.The use of trans-
mission ªsealersº should also be avoided, since they
may adversely affect the integrity of transmission
seals.
DESCRIPTION - TRANSFER CASE - NV231
Recommended lubricant for the NV231 transfer
case is MopartATF +4, type 9602, Automatic Trans-
mission Fluid.
DESCRIPTION - TRANSFER CASE - NV242
Recommended lubricant for the NV242 transfer
case is MopartATF+4, type 9602 Automatic Trans-
mission Fluid.
DESCRIPTION - ENGINE COOLANT
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL
BASE COOLANT AND IS HARMFUL IF SWAL-
LOWED OR INHALED. IF SWALLOWED, DRINK
TWO GLASSES OF WATER AND INDUCE VOMIT-
ING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT
STORE IN OPEN OR UNMARKED CONTAINERS.
WASH SKIN AND CLOTHING THOROUGHLY AFTER
COMING IN CONTACT WITH ETHYLENE GLYCOL.
KEEP OUT OF REACH OF CHILDREN. DISPOSE OF
GLYCOL BASE COOLANT PROPERLY, CONTACT
YOUR DEALER OR GOVERNMENT AGENCY FOR
LOCATION OF COLLECTION CENTER IN YOUR
AREA. DO NOT OPEN A COOLING SYSTEM WHEN
THE ENGINE IS AT OPERATING TEMPERATURE OR
HOT UNDER PRESSURE, PERSONAL INJURY CAN
RESULT. AVOID RADIATOR COOLING FAN WHEN
ENGINE COMPARTMENT RELATED SERVICE IS
PERFORMED, PERSONAL INJURY CAN RESULT.
CAUTION: Use of Propylene Glycol based coolants
is not recommended, as they provide less freeze
protection and less corrosion protection.The cooling system is designed around the coolant.
The coolant must accept heat from engine metal, in
the cylinder head area near the exhaust valves and
engine block. Then coolant carries the heat to the
radiator where the tube/fin radiator can transfer the
heat to the air.
The use of aluminum cylinder blocks, cylinder
heads, and water pumps requires special corrosion
protection. MopartAntifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769), or the equiva-
lent ethylene glycol base coolant with organic corro-
sion inhibitors (called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% Ethylene Glycol and 50% distilled
water to obtain a freeze point of -37ÉC (-35ÉF). If it
loses color or becomes contaminated, drain, flush,
and replace with fresh properly mixed coolant solu-
tion.
CAUTION: MoparTAntifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769) may not be
mixed with any other type of antifreeze. Mixing of
coolants other than specified (non-HOAT or other
HOAT), may result in engine damage that may not
be covered under the new vehicle warranty, and
decreased corrosion protection.
COOLANT PERFORMANCE
The required ethylene-glycol (antifreeze) and water
mixture depends upon climate and vehicle operating
conditions. The coolant performance of various mix-
tures follows:
Pure Water-Water can absorb more heat than a
mixture of water and ethylene-glycol. This is for pur-
pose of heat transfer only. Water also freezes at a
higher temperature and allows corrosion.
100 percent Ethylene-Glycol-The corrosion
inhibiting additives in ethylene-glycol need the pres-
ence of water to dissolve. Without water, additives
form deposits in system. These act as insulation
causing temperature to rise to as high as 149ÉC
(300ÉF). This temperature is hot enough to melt plas-
tic and soften solder. The increased temperature can
result in engine detonation. In addition, 100 percent
ethylene-glycol freezes at -22ÉC (-8ÉF).
50/50 Ethylene-Glycol and Water-Is the recom-
mended mixture, it provides protection against freez-
ing to -37ÉC (-34ÉF). The antifreeze concentration
must alwaysbe a minimum of 44 percent, year-
round in all climates. If percentage is lower, engine
parts may be eroded by cavitation. Maximum protec-
tion against freezing is provided with a 68 percent
antifreeze concentration, which prevents freezing
down to -67.7ÉC (-90ÉF). A higher percentage will
freeze at a warmer temperature. Also, a higher per-
KJLUBRICATION & MAINTENANCE 0 - 3
FLUID TYPES (Continued)

CLEANING
Clean the caliper components with clean brake
fluid or brake clean only. Wipe the caliper and piston
dry with lint free towels or use low pressure com-
pressed air.
CAUTION: Do not use gasoline, kerosene, thinner,
or similar solvents. These products may leave a
residue that could damage the piston and seal.
INSPECTION
The piston is made from a phenolic resin (plastic
material) and should be smooth and clean.
The piston must be replaced if cracked or scored.
Do not attempt to restore a scored piston surface by
sanding or polishing.
CAUTION: If the caliper piston is replaced, install
the same type of piston in the caliper. Never inter-
change phenolic resin and steel caliper pistons.The pistons, seals, seal grooves, caliper bore and
piston tolerances are different.
The bore can belightlypolished with a brake
hone to remove very minor surface imperfections
(Fig. 22). The caliper should be replaced if the bore is
severely corroded, rusted, scored, or if polishing
would increase bore diameter more than 0.025 mm
(0.001 inch).
ASSEMBLY
CAUTION: Dirt, oil, and solvents can damage cali-
per seals. Insure assembly area is clean and dry.
(1) Lubricate caliper piston bore, new piston seal
and piston with clean brake fluid.
(2) Lubricate caliper bushings and interior of
bushing boots with silicone grease.
(3) Install bushing boots in caliper, then insert
bushing into boot and push bushing into place (Fig.
23).
(4) Install new piston seal into seal groove with
finger (Fig. 24).
(5) Install new dust boot on caliper piston and seat
boot in piston groove (Fig. 25).
(6) Press piston into caliper bore by hand, use a
turn and push motion to work piston into seal (Fig.
26).
(7) Press caliper piston to bottom of bore.
(8) Seat dust boot in caliper with Installer Tool
C-4842 and Tool Handle C-4171 (Fig. 27).
(9) Replace caliper bleed screw if removed.
Fig. 20 PISTON SEAL REMOVAL - TYPICAL
1 - REMOVE SEAL WITH WOOD PENCIL OR SIMILAR TOOL
2 - PISTON SEAL
Fig. 21 MOUNTING BOLT BUSHING AND BOOT -
TYPICAL
1 - CALIPER SLIDE BUSHING
2 - BOOT
Fig. 22 POLISHING PISTON BORE - TYPICAL
1 - SPECIAL HONE
2 - CALIPER
3 - PISTON BORE
5 - 16 BRAKES - BASEKJ
DISC BRAKE CALIPERS (Continued)

POWER BRAKE BOOSTER
DESCRIPTION
The booster assembly consists of a housing divided
into separate chambers by two internal diaphragms.
The outer edge of each diaphragm is attached to the
booster housing. The diaphragms are connected to
the booster primary push rod.
Two push rods are used in the booster. The pri-
mary push rod connects the booster to the brake
pedal. The secondary push rod connects the booster
to the master cylinder to stroke the cylinder pistons.
OPERATION
The atmospheric inlet valve is opened and closed
by the primary push rod. Booster vacuum supply is
through a hose attached to an intake manifold fitting
at one end and to the booster check valve at the
other. The vacuum check valve in the booster housing
is a one-way device that prevents vacuum leak back.
Power assist is generated by utilizing the pressure
differential between normal atmospheric pressure
and a vacuum. The vacuum needed for booster oper-
ation is taken directly from the engine intake mani-
fold. The entry point for atmospheric pressure is
through a filter and inlet valve at the rear of the
housing (Fig. 33).
The chamber areas forward of the booster dia-
phragms are exposed to vacuum from the intake
manifold. The chamber areas to the rear of the dia-
phragms, are exposed to normal atmospheric pres-
sure of 101.3 kilopascals (14.7 pounds/square in.).Brake pedal application causes the primary push
rod to open the atmospheric inlet valve. This exposes
the area behind the diaphragms to atmospheric pres-
sure. The resulting pressure differential provides the
extra apply force for power assist.
The booster check valve, check valve grommet and
booster seals are serviceable.
DIAGNOSIS AND TESTING - MASTER
CYLINDER/POWER BOOSTER
(1) Start engine and check booster vacuum hose
connections. A hissing noise indicates vacuum leak.
Correct any vacuum leak before proceeding.
(2) Stop engine and shift transmission into Neu-
tral.
(3) Pump brake pedal until all vacuum reserve in
booster is depleted.
(4) Press and hold brake pedal under light foot
pressure. The pedal should hold firm, if the pedal
falls away master cylinder is faulty (internal leak-
age).
(5) Start engine and note pedal action. It should
fall away slightly under light foot pressure then hold
firm. If no pedal action is discernible, power booster,
vacuum supply, or vacuum check valve is faulty. Pro-
ceed to the POWER BOOSTER VACUUM TEST.
(6) If the POWER BOOSTER VACUUM TEST
passes, rebuild booster vacuum reserve as follows:
Release brake pedal. Increase engine speed to 1500
rpm, close the throttle and immediately turn off igni-
tion to stop engine.
(7) Wait a minimum of 90 seconds and try brake
action again. Booster should provide two or more vac-
uum assisted pedal applications. If vacuum assist is
not provided, booster is faulty.
POWER BOOSTER VACUUM TEST
(1) Connect vacuum gauge to booster check valve
with short length of hose and T-fitting (Fig. 34).
(2) Start and run engine at curb idle speed for one
minute.
(3) Observe the vacuum supply. If vacuum supply
is not adequate, repair vacuum supply.
(4) Clamp hose shut between vacuum source and
check valve.
(5) Stop engine and observe vacuum gauge.
(6) If vacuum drops more than one inch Hg (33
millibars) within 15 seconds, booster diaphragm or
check valve is faulty.
POWER BOOSTER CHECK VALVE TEST
(1) Disconnect vacuum hose from check valve.
(2) Remove check valve and valve seal from
booster.
(3) Use a hand operated vacuum pump for test.
Fig. 32 BOOSTER PUSH ROD
1 - MASTER CYLINDER ASSEMBLY
2 - BRAKE BOOSTER
3 - CLIP
4 - BRAKE PEDAL
5 - BOOSTER ROD
KJBRAKES - BASE 5 - 21
PEDAL (Continued)

WARNING
WARNING:: EXERCISE CARE WHEN SERVICING
CLUTCH COMPONENTS. FACTORY INSTALLED
CLUTCH DISCS DO NOT CONTAIN ASBESTOS
FIBERS. DUST AND DIRT ON CLUTCH PARTS MAY
CONTAIN ASBESTOS FIBERS FROM AFTERMAR-
KET COMPONENTS. BREATHING EXCESSIVE CON-
CENTRATIONS OF THESE FIBERS CAN CAUSE
SERIOUS BODILY HARM. WEAR A RESPIRATOR
DURING SERVICE AND NEVER CLEAN CLUTCH
COMPONENTS WITH COMPRESSED AIR OR WITH
A DRY BRUSH. EITHER CLEAN THE COMPONENTS
WITH A WATER DAMPENED RAGS OR USE A VAC-
UUM CLEANER SPECIFICALLY DESIGNED FOR
REMOVING ASBESTOS FIBERS AND DUST. DO NOT
CREATE DUST BY SANDING A CLUTCH DISC.
REPLACE THE DISC IF THE FRICTION MATERIAL IS
DAMAGED OR CONTAMINATED. DISPOSE OF ALL
DUST AND DIRT CONTAINING ASBESTOS FIBERS
IN SEALED BAGS OR CONTAINERS. THIS WILL
HELP MINIMIZE EXPOSURE TO YOURSELF AND TO
OTHERS. FOLLOW ALL RECOMMENDED SAFETY
PRACTICES PRESCRIBED BY THE OCCUPATIONAL
SAFETY AND HEALTH ADMINISTRATION (OSHA)
AND THE ENVIRONMENTAL SAFETY AGENCY
(EPA), FOR THE HANDLING AND DISPOSAL OF
PRODUCTS CONTAINING ASBESTOS.
DIAGNOSIS AND TESTING - CLUTCH
Drive the vehicle at normal speeds. Shift the trans-
mission through all gear ranges and observe clutch
action. If the clutch chatters, grabs, slips or does not
release properly, remove and inspect the clutch com-
ponents. If the problem is noise or hard shifting, fur-
ther diagnosis may be needed as the transmission or
another driveline component may be at fault.
NOTE: Vehicles equipped with a Dual Mass Fly-
wheel may produce a rattle when the engine is shut
off. This noise is considered normal.
CLUTCH CONTAMINATION
Fluid contamination is a frequent cause of clutch
malfunctions. Oil, water or clutch fluid on the clutch
disc and pressure plate surfaces will cause chatter,
slip and grab. Inspect components for oil, hydraulic
fluid or water/road splash contamination.
Oil contamination indicates a leak at either the
rear main seal or transmission input shaft. Clutch
fluid leaks are usually from damaged slave cylinder
push rod seals. Heat buildup caused by slippage
between the pressure plate, disc and flywheel can
bake the oil residue onto the components. The glaze-
like residue ranges in color from amber to black.Road splash contamination is dirt/water entering
the clutch housing due to loose bolts, housing cracks.
Driving through deep water puddles can force water/
road splash into the housing through such openings.
IMPROPER RELEASE OR CLUTCH ENGAGEMENT
Clutch release or engagement problems are caused
by wear or damage clutch components. A visual
inspection of the release components will usually
reveal the problem part.
Release problems can result in hard shifting and
noise. Look for leaks at the clutch cylinders and
interconnecting line and loose slave cylinder bolts.
Also worn/loose release fork, pivot stud, clutch disc,
pressure plate or release bearing.
Engagement problems can result in slip, chatter/
shudder and noisy operation. The causes may be
clutch disc contamination, wear, distortion or fly-
wheel damage. Visually inspect to determine the
actual cause of the problem.
CLUTCH MISALIGNMENT
Clutch components must be in proper alignment
with the crankshaft and transmission input shaft.
Misalignment caused by excessive runout or warpage
of any clutch component will cause grab, chatter and
improper clutch release.
PRESSURE PLATE AND DISC RUNOUT
Check the clutch disc before installation. Axial
(face) runout of anewdisc should not exceed 0.50
mm (0.020 in.). Measure runout about 6 mm (1/4 in.)
from the outer edge of the disc facing. Obtain
another disc if runout is excessive.
Check condition of the clutch before installation. A
warped cover or diaphragm spring will cause grab
and incomplete release or engagement. Be careful
when handling the cover and disc. Impact can distort
the cover, diaphragm spring, release fingers and the
hub of the clutch disc.
Use an alignment tool when positioning the disc on
the flywheel. The tool prevents accidental misalign-
ment which could result in cover distortion and disc
damage.
A frequent cause of clutch cover distortion (and
consequent misalignment) is improper bolt tighten-
ing.
FLYWHEEL RUNOUT
Check flywheel runout whenever misalignment is
suspected. Flywheel runout should not exceed 0.08
mm (0.003 in.). Measure runout at the outer edge of
the flywheel face with a dial indicator. Mount the
indicator on a stud installed in place of one of the fly-
wheel bolts.
6 - 2 CLUTCHKJ
CLUTCH (Continued)

DESCRIPTION - COOLING SYSTEM ROUTING
3.7L ENGINE
For cooling system routing refer to (Fig. 1).
DESCRIPTION - HOSE CLAMPS
The cooling system utilizes spring type hose
clamps. If a spring type clamp replacement is neces-
sary, replace with the original Mopartequipment
spring type clamp.
WARNING: CONSTANT TENSION HOSE CLAMPS
ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094) (Fig. 2). SNAP-ON CLAMP TOOL (NUMBER
HPC-20) MAY BE USED FOR LARGER CLAMPS.ALWAYS WEAR SAFETY GLASSES WHEN SERVIC-
ING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the
tongue of constant tension clamps. If replacement
is necessary, use only a original equipment clamp
with matching number or letter (Fig. 2).
OPERATION
OPERATION - COOLING SYSTEM
The cooling system regulates engine operating tem-
perature. It allows the engine to reach normal oper-
ating temperature as quickly as possible. It also
maintains normal operating temperature and pre-
vents overheating.
Fig. 1 Engine Cooling System 3.7L Engine
1 - LH CYL. HEAD
2 - AIR BLEED
3 - THERMOSTAT LOCATION
4 - RH CYL. HEAD5 - RH BANK CYL. BLOCK
6 - LH BANK CYL. BLOCK
7 - COOLANT TEMP. SENSOR
7 - 2 COOLINGKJ
COOLING (Continued)

OPERATION
OPERATION - COOLING SYSTEM
The cooling system regulates engine operating tem-
perature. It allows the engine to reach normal oper-
ating temperature as quickly as possible. It also
maintains normal operating temperature and pre-
vents overheating.
The cooling system also provides a means of heat-
ing the passenger compartment and cooling the auto-
matic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
OPERATION - HOSE CLAMPS
The spring type hose clamp applies constant ten-
sion on a hose connection. To remove a spring type
hose clamp, only use constant tension clamp pliers
designed to compress the hose clamp.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - ON-BOARD
DIAGNOSTICS (OBD)
COOLING SYSTEM RELATED DIAGNOSTICS
The powertrain control module (PCM) has been
programmed to monitor certain cooling system com-
ponents:
²If the engine has remained cool for too long a
period, such as with a stuck open thermostat, a Diag-
nostic Trouble Code (DTC) can be set.
²If an open or shorted condition has developed in
the relay circuit controlling the electric radiator fan,
a Diagnostic Trouble Code (DTC) can be set.
If the problem is sensed in a monitored circuit
often enough to indicated an actual problem, a DTC
is stored. The DTC will be stored in the PCM mem-
ory for eventual display to the service technician.
(Refer to 25 - EMISSIONS CONTROL - DESCRIP-
TION).
ACCESSING DIAGNOSTIC TROUBLE CODES
To read DTC's and to obtain cooling system data,
(Refer to 25 - EMISSIONS CONTROL - DESCRIP-
TION).
ERASING TROUBLE CODES
After the problem has been repaired, use the DRB
scan tool to erase a DTC. Refer to the appropriate
Powertrain Diagnostic Procedures service informa-
tion for operation of the DRB scan tool.
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS
ENGINE COOLING SYSTEM OVERHEATING
Establish what driving conditions caused the com-
plaint. Abnormal loads on the cooling system such as
the following may be the cause:
²PROLONGED IDLE
²VERY HIGH AMBIENT TEMPERATURE
²SLIGHT TAIL WIND AT IDLE
²SLOW TRAFFIC
²TRAFFIC JAMS
²HIGH SPEED
²STEEP GRADES
Driving techniques that avoid overheating are:
²Idle with A/C off when temperature gauge is at
end of normal range.
(1) TRAILER TOWING:
Consult Trailer Towing section of owners manual.
Do not exceed limits.
(2) RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been per-
formed on vehicle that may effect cooling system.
This may be:
²Engine adjustments (incorrect timing)
²Slipping engine accessory drive belt(s)
²Brakes (possibly dragging)
²Changed parts. Incorrect water pump, or pump
rotating in wrong direction due to belt not correctly
routed
²Reconditioned radiator or cooling system refill-
ing (possibly under filled or air trapped in system).
NOTE: If investigation reveals none of the previous
items as a cause for an engine overheating com-
plaint, refer to following Cooling System Diagnosis
charts.
These charts are to be used as a quick-reference
only. Refer to the group text for information.
DIAGNOSIS AND TESTING - COOLING SYSTEM
LEAKS
ULTRAVIOLET LIGHT METHOD
A leak detection additive is available through the
parts department that can be added to cooling sys-
tem. The additive is highly visible under ultraviolet
light (black light). Pour one ounce of additive into
cooling system. Place heater control unit in HEAT
position. Start and operate engine until radiator
upper hose is warm to touch. Aim the commercially
available black light tool at components to be
checked. If leaks are present, black light will cause
additive to glow a bright green color.
7s - 2 COOLING - 2.4LKJ
COOLING - 2.4L (Continued)

Propylene-glycol/ethylene-glycol Mixtures can
cause the destabilization of various corrosion inhibi-
tors, causing damage to the various cooling system
components. Also, once ethylene-glycol and propy-
lene-glycol based coolants are mixed in the vehicle,
conventional methods of determining freeze point will
not be accurate. Both the refractive index and spe-
cific gravity differ between ethylene glycol and propy-
lene glycol.
OPERATION
Coolant flows through the engine block absorbing
the heat from the engine, then flows to the radiator
where the cooling fins in the radiator transfers the
heat from the coolant to the atmosphere. During cold
weather the ethylene-glycol coolant prevents water
present in the cooling system from freezing within
temperatures indicated by mixture ratio of coolant to
water.
COOLANT RECOVERY PRESS
CONTAINER
DESCRIPTION
This system works along with the radiator pres-
sure cap. This is done by using thermal expansion
and contraction of the coolant to keep the coolant
free of trapped air. It provides:
²A volume for coolant expansion and contraction.
²A convenient and safe method for checking/ad-
justing coolant level at atmospheric pressure. This is
done without removing the radiator pressure cap.
²Some reserve coolant to the radiator to cover
minor leaks and evaporation or boiling losses.
As the engine cools, a vacuum is formed in the
cooling system of both the radiator and engine. Cool-
ant will then be drawn from the coolant tank and
returned to a proper level in the radiator.
The coolant reservoir/overflow system has a radia-
tor mounted pressurized cap, an overflow tube, and a
plastic coolant reservoir/overflow tank, mounted to
the right side of the cowl. It is mounted to the cowl
with two nuts on top, and a slide bracket on the bot-
tom.
OPERATION
The pressure chamber keeps the coolant free of
trapped air, provides a volume for expansion and con-
traction, and provides a convenient and safe method
for checking and adjusting coolant level at atmo-
spheric pressure. It also provides some reserve cool-
ant to cover minor leaks, evaporation or boiling
losses. The overflow chamber allows coolant recovery
in case of an overheat.
ENGINE BLOCK HEATER - 2.4L
DESCRIPTION
The block heater is operated by ordinary house
current (110 Volt A.C.) through a power cord and con-
nector located in the engine compartment. The
heater is mounted in a core hole (in place of a core
hole plug) in the engine block, with the heating ele-
ment immersed in coolant.
CAUTION: The power cord must be secured in its
retainer clips, and not positioned so it could con-
tact linkages or exhaust manifolds and become
damaged.
OPERATION
The block heater element is submerged in the cool-
ing system's coolant. When electrical power (110 volt
A.C.) is applied to the element, it creates heat. This
heat is transferred to the engine coolant. This pro-
vides easier engine starting and faster warm-up
when vehicle is operated in areas having extremely
low temperatures.
REMOVAL - 2.4L
(1) Drain cooling system (Refer to 7 - COOLING/
ENGINE - STANDARD PROCEDURE).
(2) Raise vehicle on hoist.
(3) Detach power cord plug from heater.
(4) Loosen screw in center of heater. Remove
heater assembly.
INSTALLATION - 2.4L
(1) Thoroughly clean core hole and heater seat.
(2) Insert heater assembly (Fig. 1) with element
loop positionedupward.
(3) With heater seated, tighten center screw
securely to assure a positive seal.
CAUTION: To prevent damage, the power cord must
be secured in it's retaining clips, and not positioned
so it could contact linkages or exhaust manifold.
(4) Connect power cord to heater.
(5) Lower vehicle.
(6) Fill cooling system (Refer to 7 - COOLING/EN-
GINE - STANDARD PROCEDURE).
7s - 20 ENGINEKJ
COOLANT (Continued)

If the vehicle is equipped with an automatic trans-
mission, battery voltage is supplied through the low-
amperage control circuit to the coil battery terminal
of the starter relay when the ignition switch is
turned to the momentary Start position. The park/
neutral position switch is installed in series between
the starter relay coil ground terminal and ground.
This normally open switch prevents the starter relay
from being energized and the starter motor from
operating unless the automatic transmission gear
selector is in the Neutral or Park positions.
When the starter relay coil is energized, the nor-
mally open relay contacts close. The relay contacts
connect the relay common feed terminal to the relay
normally open terminal. The closed relay contacts
energize the starter solenoid coil windings.
The energized solenoid pull-in coil pulls in the sole-
noid plunger. The solenoid plunger pulls the shift
lever in the starter motor. This engages the starter
overrunning clutch and pinion gear with the starter
ring gear on the manual transmission flywheel or on
the automatic transmission torque converter or
torque converter drive plate.
As the solenoid plunger reaches the end of its
travel, the solenoid contact disc completes the high-
amperage starter feed circuit and energizes the sole-
noid plunger hold-in coil. Current now flows betweenthe solenoid battery terminal and the starter motor,
energizing the starter.
Once the engine starts, the overrunning clutch pro-
tects the starter motor from damage by allowing the
starter pinion gear to spin faster than the pinion
shaft. When the driver releases the ignition switch to
the On position, the starter relay coil is de-energized.
This causes the relay contacts to open. When the
relay contacts open, the starter solenoid plunger
hold-in coil is de-energized.
When the solenoid plunger hold-in coil is de-ener-
gized, the solenoid plunger return spring returns the
plunger to its relaxed position. This causes the con-
tact disc to open the starter feed circuit, and the shift
lever to disengage the overrunning clutch and pinion
gear from the starter ring gear.
DIAGNOSIS AND TESTING - STARTING
SYSTEM
The battery, starting, and charging systems oper-
ate in conjunction with one another, and must be
tested as a complete system. For correct starting/
charging system operation, all of the components
involved in these 3 systems must perform within
specifications.
Starting System Diagnosis
CONDITION POSSIBLE CAUSE CORRECTION
STARTER FAILS TO
OPERATE.1. Battery discharged or
faulty.1. Refer to Battery. Charge or replace battery, if required.
2. Starting circuit wiring
faulty.2. Refer to 8, Wiring Diagrams. Test and repair starter
feed and/or control circuits, if required.
3. Starter relay faulty. 3. Refer to Starter Relay in Diagnosis and Testing.
Replace starter relay if required.
4. Ignition switch faulty. 4. Refer to Ignition Switch and Key Lock Cylinder.
Replace ignition switch if required.
5. Clutch pedal position
switch faulty.5. Refer to Clutch Pedal Position Switch.
6. Park/Neutral position
switch faulty or
misadjusted.6. Refer to Park/Neutral Position Switch. Replace
park/neutral position switch if required.
7. Starter solenoid faulty. 7. Refer to Starter Motor. Replace starter motor assembly
if required.
8. Starter motor faulty. 8. If all other starting system components and circuits test
OK, replace starter motor.
KJSTARTING SYSTEM 8F - 33
STARTING SYSTEM (Continued)