2003 JEEP GRAND CHEROKEE cab wiring

COLUMN
TABLE OF CONTENTS
page page
COLUMN
DESCRIPTION
SERVICE WARNINGS AND CAUTIONS......7
REMOVAL.............................8
INSTALLATION.........................11
SPECIFICATIONS
TORQUE CHART......................12
SPECIAL TOOLS
STEERING COLUMN...................12
IGNITION SWITCH
DESCRIPTION.........................12
DIAGNOSIS AND TESTING - IGNITION
SWITCH............................12
REMOVAL
IGNITION SWITCH REMOVAL............13INSTALLATION
IGNITION SWITCH INSTALLATION........13
KEY-IN IGNITION SWITCH
DESCRIPTION.........................14
OPERATION...........................14
DIAGNOSIS AND TESTING
KEY-IN IGNITION SWITCH..............14
LOCK CYLINDER
REMOVAL.............................14
INSTALLATION.........................15
STEERING WHEEL
REMOVAL.............................15
INSTALLATION.........................15
COLUMN
DESCRIPTION
SERVICE WARNINGS AND CAUTIONS
DESCRIPTION
The tilt column (Fig. 1) has been designed to be
serviced as an assembly, less the wiring, switches,
shrouds, steering wheel, etc. Most steering column
components can be serviced without removing the
steering column from the vehicle.To service the steering wheel, switches or air-
bag,(Refer to 8 - ELECTRICAL/RESTRAINTS -
WARNING).
WARNING: THE AIRBAG SYSTEM IS A SENSITIVE,
COMPLEX ELECTRO-MECHANICAL UNIT. BEFORE
ATTEMPTING TO DIAGNOSE, REMOVE OR INSTALL
THE AIRBAG SYSTEM COMPONENTS YOU MUST
FIRST DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE. THEN WAIT TWO
MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
CHARGE. FAILURE TO DO SO COULD RESULT IN
ACCIDENTAL DEPLOYMENT OF THE AIRBAG AND
POSSIBLE PERSONAL INJURY. THE FASTENERS,
SCREWS, AND BOLTS, ORIGINALLY USED FOR
THE AIRBAG COMPONENTS, HAVE SPECIAL COAT-
INGS AND ARE SPECIFICALLY DESIGNED FOR THE
AIRBAG SYSTEM. THEY MUST NEVER BE
REPLACED WITH ANY SUBSTITUTES. ANYTIME A
NEW FASTENER IS NEEDED, REPLACE WITH THE
CORRECT FASTENERS PROVIDED IN THE SERVICE
PACKAGE OR FASTENERS LISTED IN THE PARTS
BOOKS.
CAUTION: Safety goggles should be worn at all
times when working on steering columns.
Fig. 1 Steering Column
WJCOLUMN 19 - 7

SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Steering Column
Steering Wheel Nut61 45 Ð
Steering Column
Column Bracket Nuts12 Ð 105
Steering Column
Shaft Coupler Bolts49 36 Ð
SPECIAL TOOLS
STEERING COLUMN
IGNITION SWITCH
DESCRIPTION
The electrical ignition switch is located on the
steering column. It is used as the main on/off switch-
ing device for most electrical components. The
mechanical key lock cylinder is used to engage/disen-
gage the electrical ignition switch.
DIAGNOSIS AND TESTING - IGNITION SWITCH
ELECTRICAL DIAGNOSIS
For ignition switch electrical schematics, refer to
Ignition Switch in Wiring Diagrams.
MECHANICAL DIAGNOSIS (KEY DIFFICULT TO
ROTATE)
Vehicles equipped with an automatic trans-
mission and a floor mounted shifter:a cable is
used to connect the interlock device in the steering
column assembly, to the transmission floor shift
lever. This interlock device is used to lock the trans-
mission shifter in the PARK position when the key
lock cylinder is rotated to the LOCKED or ACCES-
SORY position. The interlock device within the steer-
ing column is not serviceable. If repair is necessary,the steering column assembly must be replaced,(Re-
fer to 19 - STEERING/COLUMN - REMOVAL).
If the ignition key is difficult to rotate to or from
the LOCK or ACCESSORY position, it may not be
the fault of the key cylinder or the steering column
components. The brake transmission shift interlock
cable may be out of adjustment,(Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC -
44RE/SHIFT INTERLOCK MECHANISM - ADJUST-
MENTS) .
Vehicles equipped with an automatic trans-
mission and a steering column mounted shifter:
an interlock device is located within the steering col-
umn. This interlock device is used to lock the trans-
mission shifter in the PARK position when the key
lock cylinder is in the LOCKED or ACCESSORY
position. If it is difficult to rotate the key to or from
the LOCK or ACCESSORY position, the interlock
device within the steering column may be defective.
This device is not serviceable. If repair is necessary,
the steering column assembly must be replaced,(Re-
fer to 19 - STEERING/COLUMN - REMOVAL).
Vehicles equipped with a manual transmis-
sion and a floor mounted shifter:on certain mod-
els, a lever is located on the steering column behind
the ignition key lock cylinder. The lever must be
manually operated to allow rotation of the ignition
key lock cylinder to the LOCK or ACCESSORY posi-
tion. If it is difficult to rotate the key to the LOCK or
ACCESSORY position, the lever mechanism may be
defective. This mechanism is not serviceable. If
repair is necessary, the steering column assembly
must be replaced,(Refer to 19 - STEERING/COL-
UMN - REMOVAL).
On other models, the ignition key cylinder must be
depressed to allow it to be rotated into the LOCK or
ACCESSORY position. If it is difficult to rotate the
key to the LOCK or ACCESSORY position, the lock
mechanism within the steering column may be defec-
tive. This mechanism is not serviceable. If repair is
Puller C-3894-A
19 - 12 COLUMNWJ
COLUMN (Continued)

KEY-IN IGNITION SWITCH
DESCRIPTION
The key-in ignition switch is concealed within and
integral to the ignition switch, which is mounted on
the steering column. The key-in ignition switch is
actuated by the ignition lock cylinder mechanism,
and is hard wired between a body ground and the
Body Control Module (BCM) through the instrument
panel wire harness.
The key-in ignition switch cannot be adjusted or
repaired and, if faulty or damaged, the entire igni-
tion switch unit must be replaced,(Refer to 19 -
STEERING/COLUMN/LOCK CYLINDER HOUSING
- REMOVAL). For complete circuit diagrams, refer to
Body Control Modulein the Contents of Wiring
Diagrams.
OPERATION
The key-in ignition switch closes a path to ground
for the BCM when the ignition key is inserted in the
ignition lock cylinder, and opens the ground path
when the key is removed from the ignition lock cyl-
inder. The BCM monitors the key-in ignition switch
status through an internal pull-up, then sends the
proper switch status messages to other electronic
modules over the Programmable Communications
Interface (PCI) data bus network. The key-in ignition
switch status is also used by the BCM as an input
for chime warning system operation.
DIAGNOSIS AND TESTING
KEY-IN IGNITION SWITCH
For complete circuit diagrams, refer toBody Con-
trol Modulein the Contents of Wiring Diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M - PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.(1) Disconnect and isolate the battery negative
cable. Disconnect the instrument panel wire harness
connector from the key-in ignition switch connector
receptacle on the ignition switch. Check for continu-
ity between the key-in ignition switch sense and
ground terminals of the key-in ignition switch con-
nector receptacle. There should be continuity with
the key inserted in the ignition lock cylinder, and no
continuity with the key removed from the ignition
lock cylinder. If OK, go to Step 2. If not OK, replace
the faulty ignition switch unit.
(2) Check for continuity between the ground cir-
cuit cavity of the instrument panel wire harness con-
nector for the key-in ignition switch and a good
ground. There should be continuity. If OK, go to Step
3. If not OK, repair the open ground circuit to ground
as required.
(3) Disconnect the gray 26-way instrument panel
wire harness connector from the Body Control Mod-
ule (BCM) connector receptacle. Check for continuity
between the key-in ignition switch sense circuit cav-
ity of the instrument panel wire harness connector
for the key-in ignition switch and a good ground.
There should be no continuity. If OK, go to Step 4. If
not OK, repair the shorted key-in ignition switch
sense circuit as required.
(4) Check for continuity between the key-in igni-
tion switch sense circuit cavities of the instrument
panel wire harness connector for the key-in ignition
switch and the gray 26-way instrument panel wire
harness connector for the BCM. There should be con-
tinuity. If OK, use a DRB scan tool and the proper
Diagnostic Procedures manual to test the BCM. If
not OK, repair the open key-in ignition switch sense
circuit as required.
LOCK CYLINDER
REMOVAL
The ignition key must be in the key cylinder for
cylinder removal. The key cylinder must be removed
first before removing ignition switch.
(1) Disconnect negative battery cable at battery.
(2) If equipped with an automatic transmission,
place shifter in PARK position.
(3) Rotate key to ON position.
19 - 14 COLUMNWJ

CONDITION POSSIBLE CAUSES CORRECTION
CLUNK NOISE FROM
DRIVELINE ON
CLOSED THROTTLE
4-3 DOWNSHIFT1. Transmission Fluid Low. 1. Add Fluid.
2. Throttle Cable Mis-adjusted. 2. Adjust cable.
3. Overdrive Clutch Select Spacer
Wrong Spacer.3. Replace overdrive piston thrust plate spacer.
3-4 UPSHIFT
OCCURS
IMMEDIATELY AFTER
2-3 SHIFT1. Overdrive Solenoid Connector or
Wiring Shorted.1.
Test connector and wiring for loose connections,
shorts or ground and repair as needed.
2. TPS Malfunction. 2. Test TPS and replace as necessary. Check with
DRBTscan tool.
3. PCM Malfunction. 3. Test PCM with DRBTscan tool and replace
controller if faulty.
4. Overdrive Solenoid Malfunction. 4. Replace solenoid.
5. Valve Body Malfunction. 5. Remove, disassemble, clean and inspect valve
body components. Make sure all valves and plugs
slide freely in bores. Polish valves with crocus
cloth if needed.
WHINE/NOISE
RELATED TO ENGINE
SPEED1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Shift Cable Incorrect Routing. 2. Check shift cable for correct routing. Should not
touch engine or bell housing.
NO 3-4 UPSHIFT 1. O/D Switch In OFF Position. 1. Turn control switch to ON position.
2. Overdrive Circuit Fuse Blown. 2. Replace fuse. Determine why fuse failed and
repair as necessary (i.e., shorts or grounds in
circuit).
3. O/D Switch Wire Shorted/Open
Cut.3. Check wires/connections with 12V test lamp
and voltmeter. Repair damaged or loose
wire/connection as necessary.
4. Distance or Coolant Sensor
Malfunction.4. Check with DRBTscan tool and repair or
replace as necessary.
5. TPS Malfunction. 5. Check with DRBTscan tool and replace if
necessary.
6. Neutral Sense to PCM Wire
Shorted/Cut.6. Test switch/sensor as described in service
section and replace if necessary. Engine no start.
7. PCM Malfunction. 7. Check with DRBTscan tool and replace if
necessary.
8. Overdrive Solenoid Shorted/
Open.8. Replace solenoid if shorted or open and repair
loose or damaged wires (DRBTscan tool).
9. Solenoid Feed Orifice in Valve
Body Blocked.9. Remove, disassemble, and clean valve body
thoroughly. Check feed orifice.
10. Overdrive Clutch Failed. 10. Disassemble overdrive and repair as needed.
11. Hydraulic Pressure Low. 11. Pressure test transmission to determine
cause.
12. Valve Body Valve Stuck. 12. Repair stuck 3-4 shift valve, 3-4 timing valve.
13. O/D Piston Incorrect Spacer. 13. Remove unit, check end play and install
correct spacer.
14. Overdrive Piston Seal Failure. 14. Replace both seals.
15. O/D Check Valve/Orifice Failed. 15. Check for free movement and secure
assembly (in piston retainer). Check ball bleed
orifice.
WJAUTOMATIC TRANSMISSION - 42RE 21 - 23
AUTOMATIC TRANSMISSION - 42RE (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
SLIPS IN OVERDRIVE
FOURTH GEAR1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Overdrive Clutch Pack Worn. 2. Remove overdrive unit and rebuild clutch pack.
3. Overdrive Piston Retainer Bleed
Orifice Blown Out.3. Disassemble transmission, remove retainer and
replace orifice.
4. Overdrive Piston or Seal
Malfunction.4. Remove overdrive unit. Replace seals if worn.
Replace piston if damaged. If piston retainer is
damaged, remove and disassemble the
transmission.
5. 3-4 Shift Valve, Timing Valve or
Accumulator Malfunction.5. Remove and overhaul valve body. Replace
accumulator seals. Make sure all valves operate
freely in bores and do not bind or stick. Make sure
valve body screws are correctly tightened and
separator plates are properly positioned.
6. Overdrive Unit Thrust Bearing
Failure.6. Disassemble overdrive unit and replace thrust
bearing (NO. 1 thrust bearing is between
overdrive piston and clutch hub; NO. 2 thrust
bearing is between the planetary gear and the
direct clutch spring plate; NO. 3 thrust bearing is
between overrunning clutch hub and output shaft).
7. O/D Check Valve/Bleed Orifice
Failure.7. Check for function/secure orifice insert in O/D
piston retainer.
DELAYED 3-4
UPSHIFT (SLOW TO
ENGAGE)1. Fluid Level Low. 1. Add fluid and check for leaks.
2. Throttle Valve Cable Mis-
adjusted.2. Adjust throttle valve cable.
3. Overdrive Clutch Pack
Worn/Burnt.3. Remove unit and rebuild clutch pack.
4. TPS Faulty. 4. Test with DRBTscan tool and replace as
necessary
5. Overdrive Clutch Bleed Orifice
Plugged.5. Disassemble transmission and replace orifice.
6. Overdrive Solenoid or Wiring
Shorted/Open.6. Test solenoid and check wiring for loose/
corroded connections or shorts/grounds. Replace
solenoid if faulty and repair wiring if necessary.
7. Overdrive Excess Clearance. 7. Remove unit. Measure end play and select
proper spacer.
8. O/D Check Valve Missing or
Stuck.8. Check for presence of check valve. Repair or
replace as required.
TORQUE
CONVERTER LOCKS
UP IN SECOND
AND/OR THIRD
GEARLockup Solenoid, Relay or Wiring
Shorted/Open.Test solenoid, relay and wiring for continuity,
shorts or grounds. Replace solenoid and relay if
faulty. Repair wiring and connectors as necessary.
HARSH 1-2, 2-3, 3-4
OR 3-2 SHIFTSLockup Solenoid Malfunction. Remove valve body and replace solenoid
assembly.
21 - 24 AUTOMATIC TRANSMISSION - 42REWJ
AUTOMATIC TRANSMISSION - 42RE (Continued)

PARK/NEUTRAL POSITION
SWITCH
DIAGNOSIS AND TESTING - PARK/NEUTRAL
POSITION SWITCH
The center terminal of the park/neutral position
switch is the starter-circuit terminal. It provides the
ground for the starter solenoid circuit through the
selector lever in PARK and NEUTRAL positions only.
The outer terminals on the switch are for the backup
lamp circuit.
SWITCH TEST
To test the switch, remove the wiring connector.
Test for continuity between the center terminal and
the transmission case. Continuity should exist only
when the transmission is in PARK or NEUTRAL.Shift the transmission into REVERSE and test
continuity at the switch outer terminals. Continuity
should exist only when the transmission is in
REVERSE. Continuity should not exist between the
outer terminals and the case.
Check gearshift linkage adjustment before replac-
ing a switch that tests faulty.
REMOVAL
(1) Raise vehicle and position drain pan under
switch.
(2) Disconnect switch wires.
(3) Remove switch from case.
INSTALLATION
(1) Move shift lever to PARK and NEUTRAL posi-
tions. Verify that switch operating lever fingers are
centered in switch opening in case (Fig. 198).
Fig. 197 Brake Transmission Shift Interlock
1 - SHIFT MECHANISM 4 - STEERING COLUMN ASSEMBLY
2 - SHIFTER BTSI LEVER 5 - INTERLOCK CABLE
3 - ADJUSTMENT CLIP
WJAUTOMATIC TRANSMISSION - 42RE 21 - 109
PARK LOCK CABLE (Continued)

(8) Disengage all wiring connectors from the
shifter assembly.
(9) Remove all nuts holding the shifter assembly to
the floor pan (Fig. 239).
(10) Remove the shifter assembly from the vehicle.
INSTALLATION
(1) Place the floor shifter lever in PARK position.
(2) Loosen the adjustment screw on the shift cable.
(3) Verify that the park lock cable adjustment tab
is pulled upward to the unlocked position.
(4) Install wiring harness to the shifter assembly
bracket. Engage any wire connectors removed from
the shifter assembly.
(5) Install the transfer case shift cable to the
shifter assembly bracket. Install clip to hold cable to
the bracket.
(6) Snap the transfer case shift cable, if equipped,
onto the transfer case shift lever pin.
(7) Install the park lock cable into the shifter
assembly bracket and into the shifter BTSI lever.(Re-
fer to 21 - TRANSMISSION/TRANSAXLE/AUTO-
MATIC/SHIFT INTERLOCK MECHANISM -
ADJUSTMENTS)
(8) Install the shift cable to the shifter assembly
bracket. Push cable into the bracket until secure.
(9) Install shifter assembly onto the shifter assem-
bly studs on the floor pan.
(10) Install the nuts to hold the shifter assembly
onto the floor pan. Tighten nuts to 28 N´m (250
in.lbs.).
(11) Snap the shift cable onto the shift lever pin.
(12) Verify that the shift lever is in the PARK posi-
tion.
(13) Tighten the adjustment screw to 7 N´m (65
in.lbs.).
(14) Place the key in the accessory position.(15) Push downward on the park lock cable adjust-
ment tab to lock the adjustment.
(16) Verify correct shifter, park lock, and BTSI
operation.
(17) Install any console parts removed for access to
shift lever assembly and shift cables. (Refer to 23 -
BODY/INTERIOR/FLOOR CONSOLE - INSTALLA-
TION)
SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive
applications is a linear actuator. It is a device that
produces motion in a straight line. This straight line
motion can be either forward or backward in direc-
tion, and short or long distance.
A solenoid is an electromechanical device that uses
a magnetic force to perform work. It consists of a coil
of wire, wrapped around a magnetic core made from
steel or iron, and a spring loaded, movable plunger,
which performs the work, or straight line motion.
The solenoids used in transmission applications
are attached to valves which can be classified asnor-
mally openornormally closed. Thenormally
opensolenoid valve is defined as a valve which
allows hydraulic flow when no current or voltage is
applied to the solenoid. Thenormally closedsole-
noid valve is defined as a valve which does not allow
hydraulic flow when no current or voltage is applied
to the solenoid. These valves perform hydraulic con-
trol functions for the transmission and must there-
fore be durable and tolerant of dirt particles. For
these reasons, the valves have hardened steel pop-
pets and ball valves. The solenoids operate the valves
directly, which means that the solenoids must have
very high outputs to close the valves against the siz-
able flow areas and line pressures found in current
transmissions. Fast response time is also necessary
to ensure accurate control of the transmission.
The strength of the magnetic field is the primary
force that determines the speed of operation in a par-
ticular solenoid design. A stronger magnetic field will
cause the plunger to move at a greater speed than a
weaker one. There are basically two ways to increase
the force of the magnetic field:
1. Increase the amount of current applied to the
coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the num-
ber of turns by using thin wire that can completely
fill the available space within the solenoid housing.
The strength of the spring and the length of the
plunger also contribute to the response speed possi-
ble by a particular solenoid design.
Fig. 239 Shifter Assembly
1 - FLOOR PAN
2 - SHIFTER ASSEMBLY
WJAUTOMATIC TRANSMISSION - 42RE 21 - 125
SHIFT MECHANISM (Continued)

Replace the driving shell if worn, cracked or dam-
aged.
Replace planetary gear sets if gears, pinion pins, or
carrier are damaged in any way. Replace the annulus
gears and supports if either component is worn or
damaged.
Replace the output shaft if the machined surfaces
are scored, pitted, or damaged in any way. Also
replace the shaft if the splines are damaged, or
exhibits cracks at any location.
ASSEMBLY
(1) Clean and inspect all components. Replace any
components which show evidence of excessive wear
or scoring.
(2) Install the number 11 bearing into the input
planetary carrier so that the inner race will be
toward the front of the transmission (Fig. 104).
(3) Install the input sun gear into the input carrier
(Fig. 104).
(4) Install the number 10 bearing onto the rear of
the reverse planetary carrier with the inner race
toward the carrier (Fig. 104).
(5) Install the number 9 bearing onto the front of
the reverse planetary carrier with the outer race
toward the carrier and the inner race facing upward
(Fig. 104).
(6) Install the reverse planetary gear carrier into
the input carrier (Fig. 104).
(7) Install the input annulus gear into the input
carrier (Fig. 104).
(8) Install the snap-ring to hold the input annulus
gear into the input carrier (Fig. 104).
SHIFT MECHANISM
DESCRIPTION
The gear shift mechanism provides six shift posi-
tions which are:
²Park (P)
²Reverse (R)
²Neutral (N)
²Drive (D)
²Manual second (2)
²Manual low (1)
OPERATION
MANUAL LOW (1) range provides FIRST gear
only. Overrun braking is also provided in this range.
MANUAL SECOND (2) range provides FIRST and
SECOND gear only.
DRIVE range provides FIRST, SECOND, THIRD
and OVERDRIVE FOURTH and FIFTH gear ranges.
The shift into OVERDRIVE FOURTH and FIFTH
gear range occurs only after the transmission hascompleted the shift into D THIRD gear range. No
further movement of the shift mechanism is required
to complete the 3-4 or 4-5 shifts.
The FOURTH and FIFTH gear upshifts occurs
automatically when the overdrive selector switch is
in the ON position. An upshift to FOURTH and
FIFTH gears may not occur or may be delayed in
some of the possible shift schedules. (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/TRANSMISSION CONTROL MODULE -
OPERATION)
REMOVAL
(1) Remove any necessary console parts for access
to shift lever assembly and shifter cables. (Refer to
23 - BODY/INTERIOR/FLOOR CONSOLE -
REMOVAL)
(2) Shift transmission into PARK.
(3) Disconnect the transmission shift cable at shift
lever and shifter assembly bracket (Fig. 105).
(4) Disconnect the park lock cable from the shifter
BTSI lever and the shifter assembly bracket. (Fig.
106)
(5) Disconnect the transfer case shift cable from
the transfer case shift lever pin (Fig. 107), if
equipped.
(6) Remove the clip holding the transfer case shift
cable to the shifter assembly bracket, if equipped.
(7) Remove the transfer case shift cable from the
shifter assembly bracket, if equipped.
(8) Disengage all wiring connectors from the
shifter assembly.
(9) Remove all nuts holding the shifter assembly to
the floor pan (Fig. 108).
Fig. 105 Transmission Shift Cable
1 - SHIFT LEVER PIN
2 - ADJUSTMENT SCREW
3 - SHIFT CABLE
4 - SHIFTER ASSEMBLY BRACKET
WJAUTOMATIC TRANSMISSION - 545RFE 21 - 261
PLANETARY GEARTRAIN (Continued)