2003 JEEP GRAND CHEROKEE Vacuum system

EMIC also uses several hard wired inputs in order to
perform its many functions. The EMIC module incor-
porates a blue-green digital Vacuum Fluorescent Dis-
play (VFD) for displaying odometer and trip
odometer information.
The EMIC houses six analog gauges and has pro-
visions for up to twenty indicators (Fig. 2). The
EMIC includes the following analog gauges:
²Coolant Temperature Gauge
²Fuel Gauge
²Oil Pressure Gauge
²Speedometer
²Tachometer
²Voltage Gauge
Some of the EMIC indicators are automatically
configured when the EMIC is connected to the vehi-
cle electrical system for compatibility with certain
optional equipment or equipment required for regula-
tory purposes in certain markets. While each EMIC
may have provisions for indicators to support every
available option, the configurable indicators will not
be functional in a vehicle that does not have the
equipment that an indicator supports. The EMIC
includes provisions for the following indicators (Fig.
2):
²Airbag Indicator (with Airbags only)
²Antilock Brake System (ABS) Indicator
²Brake Indicator
²Check Gauges Indicator
²Coolant Low Indicator (with Diesel Engine
only)
²Cruise Indicator
²Four-Wheel Drive Part Time Indicator
(with Selec-Trac NVG-242 Transfer Case only)
²Front Fog Lamp Indicator (with Front Fog
Lamps only)
²High Beam Indicator
²Low Fuel Indicator
²Malfunction Indicator Lamp (MIL)
²Overdrive-Off Indicator (except Diesel
Engine)
²Rear Fog Lamp Indicator (with Rear Fog
Lamps only)
²Seatbelt Indicator
²Sentry Key Immobilizer System (SKIS)
Indicator
²Transmission Overtemp Indicator (except
Diesel Engine)²Turn Signal (Right and Left) Indicators
²Wait-To-Start Indicator (with Diesel Engine
only)
²Water-In-Fuel Indicator (with Diesel Engine
only)
Many indicators in the EMIC are illuminated by a
dedicated Light Emitting Diode (LED) that is sol-
dered onto the EMIC electronic circuit board. The
LEDs are not available for service replacement and,
if damaged or faulty, the entire EMIC must be
replaced. Base cluster illumination is accomplished
by dimmable incandescent back lighting, which illu-
minates the gauges for visibility when the exterior
lighting is turned on. Premium cluster illumination
is accomplished by a dimmable electro-luminescent
lamp that is serviced only as a unit with the EMIC.
Each of the incandescent bulbs is secured by an inte-
gral bulb holder to the electronic circuit board from
the back of the cluster housing. The incandescent
bulb/bulb holder units are available for service
replacement.
Hard wired circuitry connects the EMIC to the
electrical system of the vehicle. These hard wired cir-
cuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be con-
nected to each other, to the vehicle electrical system
and to the EMIC through the use of a combination of
soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
The EMIC modules for this model are serviced only
as complete units. The EMIC module cannot be
adjusted or repaired. If a gauge, an LED indicator,
the VFD, the electronic circuit board, the circuit
board hardware, the cluster overlay, the electro-lumi-
nescent lamp (premium model only) or the EMIC
housing are damaged or faulty, the entire EMIC mod-
ule must be replaced. The cluster lens, hood and
mask unit and the individual incandescent lamp
bulbs with holders are available for service replace-
ment.
WJINSTRUMENT CLUSTER 8J - 3
INSTRUMENT CLUSTER (Continued)

an input from the auto headlamp light sensor to
determine the ambient light levels. If the BCM
decides that the exterior lighting is turned on in the
daylight, it overrides the selected panel dimmer
switch signal by sending a message over the PCI
data bus to illuminate all vacuum fluorescent dis-
plays at full brightness for improved visibility in day-
time light levels. The automatic parade mode has no
effect on the incandescent bulb illumination intensity.
The hard wired cluster illumination circuits
between the left (lighting) multi-function switch and
the BCM may be diagnosed using conventional diag-
nostic tools and methods. The electro-luminescent
lamp is diagnosed using the EMIC self-diagnostic
actuator test. (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER - DIAGNOSIS AND TESTING).
However, proper testing of the EMIC and the elec-
tronic dimming level messages sent by the BCM over
the PCI data bus requires the use of a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
CHIME SERVICE
The EMIC is programmed to request chime service
from the Body Control Module (BCM) when certain
indicators are illuminated. The EMIC chime request
for illumination of the low fuel indicator is a cus-
tomer programmable feature. When the programmed
conditions are met, the EMIC generates an electronic
chime request message and sends it over the PCI
data bus to the BCM. Upon receiving the proper
chime request, the BCM activates an integral chime
tone generator to provide the audible chime tone to
the vehicle operator. (Refer to 8 - ELECTRICAL/
CHIME WARNING SYSTEM - OPERATION). Proper
testing of the PCI data bus and the electronic chime
request message outputs from the EMIC requires the
use of a DRBIIItscan tool. Refer to the appropriate
diagnostic information.
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER
If all of the instrument cluster gauges and/or indi-
cators are inoperative, refer to PRELIMINARY
DIAGNOSIS . If an individual gauge or Programma-
ble Communications Interface (PCI) data bus mes-
sage-controlled indicator is inoperative, refer to
ACTUATOR TEST . If an individual hard wired indi-
cator is inoperative, refer to the diagnosis and testing
information for that specific indicator. If the base
instrument cluster incandescent illumination lighting
is inoperative, refer to CLUSTER ILLUMINATION
DIAGNOSIS . If the premium instrument cluster
electro-luminescent illumination lighting is inopera-
tive, refer to ACTUATOR TEST . Refer to the appro-
priate wiring information. The wiring information
includes wiring diagrams, proper wire and connectorrepair procedures, details of wire harness routing
and retention, connector pin-out information and
location views for the various wire harness connec-
tors, splices and grounds.
NOTE: Occasionally, a condition may be encoun-
tered where the gauge pointer for the speedometer
or the tachometer becomes caught on the wrong
side of the pointer stop. To correct this condition,
the technician should use a DRBIIITscan tool and
the appropriate diagnostic information to perform
the instrument cluster self-diagnostic actuator test
procedure. When performed, the actuator test pro-
cedure will automatically return the pointer to the
correct side of the pointer stop.
PRELIMINARY DIAGNOSIS
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SIDE CURTAIN AIRBAG,
FRONT IMPACT SENSOR, SIDE IMPACT SENSOR,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: ON VEHICLES EQUIPPED WITH THE
PREMIUM INSTRUMENT CLUSTER, THE CLUSTER
CIRCUITRY PROVIDES AN ALTERNATING CURRENT
TO SUPPLY POWER TO THE ELECTRO-LUMINES-
CENT ILLUMINATION LAMP THROUGH A PIGTAIL
WIRE AND CONNECTOR THAT IS ACCESSIBLE AT
THE BACK OF THE CLUSTER HOUSING. USE
PROPER PRECAUTIONS WHEN HANDLING THIS
UNIT DURING DIAGNOSIS OR SERVICE TO AVOID
ELECTRICAL SHOCK AND POSSIBLE PERSONAL
INJURY.
(1) Check the fused B(+) fuse (Fuse 17 - 10
ampere) in the Junction Block (JB). If OK, go to Step
2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
(Fuse 17 - 10 ampere) in the JB. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit between
WJINSTRUMENT CLUSTER 8J - 7
INSTRUMENT CLUSTER (Continued)

the JB and the Power Distribution Center (PDC) as
required.
(3) Check the fused ignition switch output (run-
start) fuse (Fuse 22 - 10 ampere) in the JB. If OK, go
to Step 4. If not OK, repair the shorted circuit or
component as required and replace the faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-start) fuse (Fuse 22 - 10 ampere) in the
JB. If OK, go to Step 5. If not OK, repair the open
fused ignition switch output (run-start) circuit
between the JB and the ignition switch as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the instrument cluster. Reconnect the bat-
tery negative cable. Check for battery voltage at the
fused B(+) circuit cavity of the instrument panel wire
harness connector for the instrument cluster. If OK,
go to Step 6. If not OK, repair the open fused B(+)
circuit between the instrument cluster and the JB as
required.
(6) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run-start) circuit cavity of the instrument
panel wire harness connector for the instrument clus-
ter. If OK, go to Step 7. If not OK, repair the open
fused ignition switch output (run-start) circuit
between the instrument cluster and the JB as
required.
(7) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Check for continuity between each of the ground cir-
cuit cavities of the instrument panel wire harness
connector for the instrument cluster and a good
ground. There should be continuity. If OK, refer to
the ACTUATOR TEST . If not OK, repair the open
ground circuit(s) between the instrument cluster and
ground (G200) as required.
ACTUATOR TEST
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SIDE CURTAIN AIRBAG,
FRONT IMPACT SENSOR, SIDE IMPACT SENSOR,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: ON VEHICLES EQUIPPED WITH THE
PREMIUM INSTRUMENT CLUSTER, THE CLUSTER
CIRCUITRY PROVIDES AN ALTERNATING CURRENT
TO SUPPLY POWER TO THE ELECTRO-LUMINES-
CENT ILLUMINATION LAMP THROUGH A PIGTAIL
WIRE AND CONNECTOR THAT IS ACCESSIBLE AT
THE BACK OF THE CLUSTER HOUSING. USE
PROPER PRECAUTIONS WHEN HANDLING THIS
UNIT DURING DIAGNOSIS OR SERVICE TO AVOID
ELECTRICAL SHOCK AND POSSIBLE PERSONAL
INJURY.
The instrument cluster actuator test will put the
instrument cluster into its self-diagnostic mode. In
this mode the instrument cluster can perform a self-
diagnostic test that will confirm that the instrument
cluster circuitry, the gauges, the PCI data bus mes-
sage controlled indicators, and the electro-lumines-
cent illumination lamp (if equipped) are capable of
operating as designed. During the actuator test the
instrument cluster circuitry will sweep each of the
gauge needles across the gauge faces, illuminate each
of the segments in the Vacuum-Fluorescent Display
(VFD), turn all of the PCI data bus message-con-
trolled indicators on and off again, and turn the elec-
tro-luminescent illumination lamp (if equipped) on
and off again.
Successful completion of the actuator test will con-
firm that the instrument cluster is operational. How-
ever, there may still be a problem with the PCI data
bus, the Powertrain Control Module, the Airbag Con-
trol Module (ACM), the Body Control Module (BCM),
the Controller Anti-lock Brake (CAB), the Sentry Key
Immobilizer Module (SKIM), or the inputs to one of
these electronic control modules. Use a DRBIIItscan
tool to diagnose these components. Refer to the
appropriate diagnostic information.
If an individual indicator lamp or the electro-lumi-
nescent illumination lamp do not illuminate during
the actuator test, the instrument cluster should be
removed. However, check that the incandescent lamp
bulb is not faulty, that the bulb holder is properly
installed on the instrument cluster electronic circuit
board, or that the electro-luminescent lamp pigtail
wire connector is properly connected to the instru-
ment cluster electronic circuit board before consider-
ing instrument cluster replacement. If the bulb and
bulb holder, or the electro-luminescent lamp connec-
tion check OK, replace the faulty instrument cluster
unit.
(1) Begin the test with the ignition switch in the
Off position.
(2) Depress the odometer/trip odometer switch but-
ton.
8J - 8 INSTRUMENT CLUSTERWJ
INSTRUMENT CLUSTER (Continued)

instrument cluster logic circuit, and that logic will
only allow this indicator to operate when the instru-
ment cluster receives a battery current input on the
fused ignition switch output (run-start) circuit.
Therefore, the indicator will always be off when the
ignition switch is in any position except On or Start.
The bulb only illuminates when it is provided a path
to ground by the instrument cluster transistor. The
instrument cluster will turn on the MIL for the fol-
lowing reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the MIL is illuminated for
about three seconds as a bulb test.
²MIL Lamp-On Message- Each time the clus-
ter receives a MIL lamp-on message from the PCM,
the indicator will be illuminated. The indicator can
be flashed on and off, or illuminated solid, as dic-
tated by the PCM message. For some DTC's, if a
problem does not recur, the PCM will send a MIL
lamp-off message automatically. Other DTC's may
require that a fault be repaired and the PCM be
reset before a MIL lamp-off message will be sent. For
more information on the PCM and the DTC set and
reset parameters, (Refer to 25 - EMISSIONS CON-
TROL - OPERATION).
²Communication Error- If the cluster receives
no MIL lamp-on or lamp-off messages from the PCM
for twenty consecutive seconds, the MIL is illumi-
nated by the instrument cluster. The indicator
remains controlled and illuminated by the cluster
until a valid MIL lamp-on or lamp-off message is
received from the PCM.
²Actuator Test- Each time the cluster is put
through the actuator test, the MIL will be turned on
for the duration of the test to confirm the functional-
ity of the bulb and the cluster control circuitry.
The PCM continually monitors each of the many
fuel and emissions system circuits and sensors to
decide whether the system is in good operating con-
dition. The PCM then sends the proper MIL lamp-on
or lamp-off messages to the instrument cluster. If the
MIL fails to light during the bulb test, replace the
bulb with a known good unit. For further diagnosis of
the MIL or the instrument cluster circuitry that con-
trols the indicator, (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - DIAGNOSIS AND
TESTING). If the instrument cluster turns on the
MIL after the bulb test, it may indicate that a mal-
function has occurred and that the fuel and emis-
sions system may require service. For proper
diagnosis of the fuel and emissions systems, the
PCM, the PCI data bus, or the electronic message
inputs to the instrument cluster that control the
MIL, a DRBIIItscan tool is required. Refer to the
appropriate diagnostic information.ODOMETER
DESCRIPTION
An odometer and trip odometer are standard
equipment in all instrument clusters. The odometer
and trip odometer information are displayed in a
common electronic, blue-green Vacuum-Fluorescent
Display (VFD), which is located in the lower edge of
the speedometer dial face in the instrument cluster
and, when illuminated, is visible through a small
window cutout in the gauge overlay. However, the
odometer and trip odometer information are not dis-
played simultaneously. The trip odometer reset
switch on the instrument cluster electronic circuit
board toggles the display between odometer and trip
odometer modes by depressing the odometer/trip
odometer switch button that extends through the
lower edge of the cluster lens to the right of the
speedometer.
All odometer and trip odometer distance informa-
tion is stored in the instrument cluster memory. This
distance information can be increased when the
proper inputs are provided to the instrument cluster,
but the distance information cannot be decreased.
The odometer can display values up to 999,999 kilo-
meters (999,999 miles). The odometer will not roll
over, but will latch at the maximum value. The trip
odometer can display values up to 999.9 kilometers
(999.9 miles) before it rolls over to zero. The odome-
ter display does not have a decimal point and will
not show values less than a full unit (kilometer or
mile), the trip odometer display does have a decimal
point and will show tenths of a unit (kilometer or
mile).
The unit of measure for the odometer and trip
odometer display is not shown in the VFD. The unit
of measure for the odometer/trip odometer is selected
at the time that the instrument cluster is manufac-
tured, and cannot be changed. If the instrument clus-
ter has a kilometers-per-hour primary speedometer
scale, the odometer/trip odometer registers kilome-
ters; and, if the cluster features a miles-per-hour pri-
mary speedometer scale, the odometer/trip odometer
registers miles.
During daylight hours (exterior lamps Off) the
VFD is illuminated at full brightness for clear visibil-
ity. At night (exterior lamps are On) the instrument
cluster converts an electronic dimming level message
received from the Body Control Module (BCM) over
the Programmable Communications Interface (PCI)
data bus to a digital dimming level signal for control-
ling the lighting level of the VFD. However, a
ªParadeº mode position of the panel lamps dimmer
control ring on the control stalk of the left (lighting)
multi-function switch allows the VFD to be illumi-
8J - 24 INSTRUMENT CLUSTERWJ
MALFUNCTION INDICATOR LAMP (MIL) (Continued)

(6) Disconnect the roof wire harness connectors
from the Electronic Vehicle Information Center con-
nector receptacle, the reading and courtesy lamp wire
harness connector and, if the vehicle is so equipped,
from the back of the power sunroof switch.
(7) Remove the overhead console from the head-
liner.
INSTALLATION
(1) Position the overhead console near the mount-
ing location on the headliner.
(2) Reconnect the roof wire harness connectors to
the Electronic Vehicle Information Center connector
receptacle, the reading and courtesy lamp wire har-
ness connector and, if the vehicle is so equipped, to
the back of the power sunroof switch.
(3) Align the two snap clips on the rear of the
overhead console housing with their receptacles in
the overhead console retainer bracket.
(4) Push upward firmly and evenly on the sides of
the overhead console housing over both of the snap
clip locations until each of the two snap clips is fully
engaged with its receptacle in the overhead console
retainer bracket.
(5) Install and tighten the screw that secures the
front of the overhead console housing to the overhead
console retainer bracket. Tighten the screw to 1.2
N´m (10 in. lbs.).
(6) Reconnect the battery negative cable.
SPECIAL TOOLS
OVERHEAD CONSOLE SYSTEMS
ELECTRONIC VEHICLE INFO
CENTER
DESCRIPTION
The Electronic Vehicle Information Center (EVIC)
is located in the overhead console on models
equipped with this option. Three versions of the
EVIC module are available on the Grand Cherokee.
These three versions are identical except that some
models include an integral three-push button Univer-
sal Transmitter transceiver and/or Tire Pressure
Monitoring System (TPM). All three EVIC modules
feature a large Vacuum Fluorescent Display (VFD)
screen for displaying information, and back-lit push
buttons function switches labeled C/T (compass/tem-
perature), RESET, STEP, and MENU. The VFD
screen can also display a vehicle graphic that is used
Fig. 4 Variance Settings
Degaussing Tool 6029
8M - 6 MESSAGE SYSTEMSWJ
OVERHEAD CONSOLE (Continued)

OPERATION
The EVIC has access to both non-switched and
ignition switched sources of battery current so that
some of its features remain operational at any time,
while others may only operate with the ignition
switch in the On position. When the ignition switch
is turned to the On position, the EVIC module VFD
will return to the last function being displayed before
the ignition was turned to the Off position.
The compass/temperature display is the normal
EVIC display. With the ignition switch in the On
position, momentarily depressing and releasing the
C/T (compass/temperature) push button switch will
cause the EVIC to return to the compass/tempera-
ture/trip computer display mode from any other
mode. While in the compass/temperature/trip com-
puter display mode, momentarily depressing and
releasing the Step push button will step through the
available trip computer display options.
The EVIC trip computer features several functions
that can be reset. The functions that can be reset
are: average fuel economy, trip odometer and elapsed
time. With the ignition switch in the On position and
with one of the functions of the trip computer that
can be reset currently displayed, depressing the
Reset push button twice within three seconds will
perform a global reset, and all of the trip computer
information that can be reset will be reset to zero.
With the ignition switch in the On position and the
function that is to be reset currently displayed,
momentarily depressing and releasing the Reset
push button once will perform a local reset, and only
the value of the displayed function will be reset to
zero. A global or local reset will only occur if the
function currently displayed is a function that can be
reset. The distance to service function can also be
reset using the local reset method, but it will reset
back to the Service Interval distance that is set in
the EVIC programmable features mode. Refer to
ELECTRONIC VEHICLE INFORMATION CEN-
TER PROGRAMMINGin the Service Procedures
section of this group for more information on setting
the Service Interval.
For more information on the features, control func-
tions and setting procedures for the EVIC module,
see the owner's manual in the vehicle glove box.
DIAGNOSIS AND TESTING - ELECTRONIC
VEHICLE INFORMATION CENTER
If the problem with the Electronic Vehicle Informa-
tion Center (EVIC) is a temperature reading of 130É
F or -40ÉF shown in the compass/temperature dis-
play, refer toAmbient Temperature Sensor Diag-
nosis and Testingin this group. If the problem with
the EVIC is an inaccurate or scrambled display, refer
toSelf-Diagnostic Testin this group. If the prob-lem with the EVIC is incorrect Vacuum Fluorescent
Display (VFD) dimming levels, use a DRBtscan tool
and the proper Diagnostic Procedures manual to test
for the correct dimming message inputs being
received from the Body Control Module (BCM) over
the Programmable Communications Interface (PCI)
data bus. If the problem is a no-display condition,
use the following procedures. For complete circuit
diagrams, refer toOverhead Consolein Wiring
Diagrams.
(1) Check the fused B(+) fuse in the junction block.
If OK, go to Step 2. If not OK, repair the shorted cir-
cuit or component as required and replace the faulty
fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the junction block. If OK, go to Step 3. If not OK,
repair the open fused B(+) circuit to the fused B(+)
fuse in the PDC as required.
(3) Check the fused ignition switch output (run/
start) fuse in the junction block. If OK, go to Step 4.
If not OK, repair the shorted circuit or component as
required and replace the faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) fuse in the junction block. If OK,
go to Step 5. If not OK, repair the open fused ignition
switch output (run/start) circuit to the ignition switch
as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the overhead console. Check for continuity
between the ground circuit cavity of the roof wire
harness connector for the EVIC module and a good
ground. There should be continuity. If OK, go to Step
6. If not OK, repair the open ground circuit to ground
as required.
(6) Connect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
roof wire harness connector for the EVIC module. If
OK, go to Step 7. If not OK, repair the open fused
B(+) circuit to the fused B(+) fuse in the junction
block as required.
(7) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) circuit cavity of the roof wire har-
ness connector for the EVIC module. If OK, refer to
Self-Diagnostic Testbelow for further diagnosis of
the EVIC module and the PCI data bus. If not OK,
repair the open fused ignition switch output (run/
start) circuit to the fuse in the junction block as
required.
SELF-DIAGNOSTIC TEST
A self-diagnostic test is used to determine that the
EVIC module is operating properly, and that all PCI
WJMESSAGE SYSTEMS 8M - 9
ELECTRONIC VEHICLE INFO CENTER (Continued)

WARNING: IF YOU EXPERIENCE SKIN IRRITATION
DURING CLEANUP, RUN COOL WATER OVER THE
AFFECTED AREA. ALSO, IF YOU EXPERIENCE IRRITA-
TION OF THE NOSE OR THROAT, EXIT THE VEHICLE
FOR FRESH AIR UNTIL THE IRRITATION CEASES. IF
IRRITATION CONTINUES, SEE A PHYSICIAN.
(1) Begin the cleanup by using a vacuum cleaner
to remove any residual powder from the vehicle inte-
rior. Clean from outside the vehicle and work your
way inside, so that you avoid kneeling or sitting on a
non-cleaned area.
(2) Be certain to vacuum the heater and air condi-
tioning outlets as well (Fig. 4). Run the heater and
air conditioner blower on the lowest speed setting
and vacuum any powder expelled from the outlets.
CAUTION: Deployed front airbags having two initia-
tors (squibs) in the airbag inflator may or may not
have live pyrotechnic material within the inflator. Do
not dispose of these airbags unless you are sure of
complete deployment. Refer to AIRBAG SQUIB STA-
TUS . Refer to the Hazardous Substance Control
System for proper disposal procedures. Dispose of
all non-deployed and deployed airbags in a manner
consistent with state, provincial, local, and federal
regulations.
(3) Next, remove the deployed supplemental
restraints from the vehicle. Refer to the appropriate
service removal procedures.
(4) You may need to vacuum the interior of the
vehicle a second time to recover all of the powder.
STANDARD PROCEDURE - VERIFICATION TEST
The following procedure should be performed using
a DRBIIItscan tool to verify proper supplemental
restraint system operation following the service or
replacement of any supplemental restraint system
component.WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (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 DISABLE THE SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) During the following test, the battery negative
cable remains disconnected and isolated, as it was
during the airbag component removal and installa-
tion procedures.
(2) Be certain that the DRBIIItscan tool contains
the latest version of the proper DRBIIItsoftware.
Connect the DRBIIItto the 16-way Data Link Con-
nector (DLC). The DLC is located on the driver side
lower edge of the instrument panel, outboard of the
steering column (Fig. 5).
(3) Turn the ignition switch to the On position and
exit the vehicle with the DRBIIItscan tool.
Fig. 4 Vacuum Heater and A/C Outlets - Typical
Fig. 5 16-Way Data Link Connector - Typical
1 - 16±WAY DATA LINK CONNECTOR
2 - BOTTOM OF INSTRUMENT PANEL
8O - 8 RESTRAINTSWJ
RESTRAINTS (Continued)

SPEED CONTROL
TABLE OF CONTENTS
page page
SPEED CONTROL
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING - ROAD TEST.....2
SPECIFICATIONS
TORQUE - SPEED CONTROL.............3
CABLE
DESCRIPTION..........................3
OPERATION............................3
REMOVAL
REMOVAL - 4.0L.......................3
REMOVAL - 4.7L.......................3
INSTALLATION
INSTALLATION - 4.0L...................4
INSTALLATION - 4.7L...................4
SERVO
DESCRIPTION..........................5OPERATION............................5
REMOVAL.............................5
INSTALLATION..........................6
SWITCH
DESCRIPTION..........................7
OPERATION............................7
REMOVAL.............................7
INSTALLATION..........................7
VACUUM RESERVOIR
DESCRIPTION..........................8
OPERATION............................8
DIAGNOSIS AND TESTING - VACUUM
RESERVOIR..........................8
REMOVAL.............................8
INSTALLATION..........................9
SPEED CONTROL
DESCRIPTION
The speed control system is electronically con-
trolled and vacuum operated. Electronic control of
the speed control system is integrated into the Pow-
ertrain Control Module (PCM). The controls consist
of two steering wheel mounted switches. The
switches are labeled: ON/OFF, RES/ACCEL, SET,
COAST, and CANCEL.
The system is designed to operate at speeds above
30 mph (50 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
OPERATION
When speed control is selected by depressing the
ON switch, the PCM allows a set speed to be stored
in PCM RAM for speed control. To store a set speed,
depress the SET switch while the vehicle is moving
at a speed between 35 and 85 mph. In order for the
speed control to engage, the brakes cannot be
applied, nor can the gear selector be indicating the
transmission is in Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Depressing the OFF switch
²Depressing the CANCEL switch.
²Depressing the clutch pedal (if equipped).
NOTE: Depressing the OFF switch or turning off the
ignition switch will erase the set speed stored in
the PCM.
For added safety, the speed control system is pro-
grammed to disengage for any of the following condi-
tions:
²An indication of Park or Neutral
²A rapid increase rpm (indicates that the clutch
has been disengaged)
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The speed signal increases at a rate of 10 mph
per second (indicates that the coefficient of friction
between the road surface and tires is extremely low)
WJSPEED CONTROL 8P - 1