2003 JEEP GRAND CHEROKEE pack

POWER SEAT SYSTEM
TABLE OF CONTENTS
page page
POWER SEAT SYSTEM
DESCRIPTION
DESCRIPTION........................18
DESCRIPTION - MEMORY SYSTEM.......19
OPERATION
OPERATION - POWER SEAT SYSTEM.....20
OPERATION - MEMORY SYSTEM.........20
DIAGNOSIS AND TESTING
DIAGNOSIS & TESTING - POWER SEAT
SYSTEM............................20
DIAGNOSIS & TESTING - MEMORY
SYSTEM............................20
DRIVER SEAT SWITCH
DESCRIPTION.........................21
OPERATION...........................21
DIAGNOSIS AND TESTING - DRIVER SEAT
SWITCH............................22
REMOVAL.............................23
INSTALLATION.........................23
LUMBAR CONTROL SWITCH
DESCRIPTION.........................24
OPERATION...........................24
DIAGNOSIS AND TESTING - POWER LUMBAR
SWITCH............................24
REMOVAL.............................24
INSTALLATION.........................25
LUMBAR MOTOR
DESCRIPTION.........................25OPERATION...........................26
DIAGNOSIS AND TESTING - POWER LUMBAR
ADJUSTER..........................26
MEMORY SET SWITCH
DESCRIPTION.........................26
OPERATION...........................26
DIAGNOSIS AND TESTING - MEMORY
SWITCH............................27
REMOVAL.............................27
INSTALLATION.........................27
PASSENGER SEAT SWITCH
DESCRIPTION.........................27
OPERATION...........................28
DIAGNOSIS AND TESTING - PASSENGER
SEAT SWITCH........................28
REMOVAL.............................29
INSTALLATION.........................29
RECLINER MOTOR
DESCRIPTION.........................30
OPERATION...........................30
DIAGNOSIS AND TESTING - RECLINER
MOTOR .............................30
POWER SEAT TRACK
DESCRIPTION.........................31
OPERATION...........................32
DIAGNOSIS AND TESTING - POWER SEAT
TRACK.............................32
POWER SEAT SYSTEM
DESCRIPTION
DESCRIPTION
Driver and passenger power front seats are an
available factory-installed option for this vehicle. The
power seat system option allows the driver and front
seat passenger to electrically adjust their seating
positions for optimum control and comfort using the
power seat switches located on the outboard seat
cushion side shield of each front seat. The power seat
system receives battery current through a fuse in the
Power Distribution Center (PDC) and a circuit
breaker in the junction block so that the power seats
remain operational, regardless of the ignition switch
position.Four power seat options are offered on this vehicle,
depending upon the model. They are as follows:
²Six-way power drivers seat with manual
passenger seat- This power seat package is an
option on Laredo models equipped with cloth-
trimmed seats and includes a six-way adjustable
driver seat track with manual seat back recliners.
²Six-way power driver and passenger seat-
This power seat package is an option on Laredo mod-
els equipped with cloth or leather-trimmed seats and
includes six-way adjustable seat tracks with manual
seat back recliners. Heated Seats are available on
leather-trimmed seats.
²Ten-way power drivers seat with Memory
and Six-way power passenger seat- This power
seat package is standard on Limited models. This
option includes a six-way adjustable seat track with
power seat back recliners and power lumbar supports
for the driver and six-way only for the passenger.
8N - 18 POWER SEAT SYSTEMWJ

depending upon the vehicle speed, impact angle,
severity of the impact, and the type of collision.
When the ACM monitors a problem in any of the
airbag system circuits or components, it stores a
fault code or Diagnostic Trouble Code (DTC) in its
memory circuit and sends an electronic message to
the EMIC to turn on the airbag indicator. Proper
testing of the airbag system components, the Pro-
grammable Communication Interface (PCI) data bus,
the data bus message inputs to and outputs from the
EMIC or the ACM, as well as the retrieval or erasure
of a DTC from the ACM or EMIC requires the use of
a DRBIIItscan tool. Refer to the appropriate diag-
nostic information.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of all of the factory-installed passive restraints.
WARNING - RESTRAINT SYSTEM
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 DAIMLERCHRYSLER MOPAR PARTS
CATALOG.
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.WARNING: AN AIRBAG INFLATOR UNIT MAY CON-
TAIN SODIUM AZIDE AND POTASSIUM NITRATE.
THESE MATERIALS ARE POISONOUS AND
EXTREMELY FLAMMABLE. CONTACT WITH ACID,
WATER, OR HEAVY METALS MAY PRODUCE HARM-
FUL AND IRRITATING GASES (SODIUM HYDROXIDE
IS FORMED IN THE PRESENCE OF MOISTURE) OR
COMBUSTIBLE COMPOUNDS. AN AIRBAG INFLA-
TOR UNIT MAY ALSO CONTAIN A GAS CANISTER
PRESSURIZED TO OVER 2500 PSI. DO NOT
ATTEMPT TO DISMANTLE AN AIRBAG UNIT OR
TAMPER WITH ITS INFLATOR. DO NOT PUNCTURE,
INCINERATE, OR BRING INTO CONTACT WITH
ELECTRICITY. DO NOT STORE AT TEMPERATURES
EXCEEDING 93É C (200É F).
WARNING: REPLACE ALL RESTRAINT SYSTEM
COMPONENTS ONLY WITH PARTS SPECIFIED IN
THE DAIMLERCHRYSLER MOPAR PARTS CATA-
LOG. SUBSTITUTE PARTS MAY APPEAR INTER-
CHANGEABLE, BUT INTERNAL DIFFERENCES MAY
RESULT IN INFERIOR OCCUPANT PROTECTION.
WARNING: THE FASTENERS, SCREWS, AND
BOLTS ORIGINALLY USED FOR THE RESTRAINT
SYSTEM COMPONENTS HAVE SPECIAL COATINGS
AND ARE SPECIFICALLY DESIGNED FOR THE
RESTRAINT SYSTEM. THEY MUST NEVER BE
REPLACED WITH ANY SUBSTITUTES. ANY TIME A
NEW FASTENER IS NEEDED, REPLACE IT WITH
THE CORRECT FASTENERS PROVIDED IN THE
SERVICE PACKAGE OR SPECIFIED IN THE
DAIMLERCHRYSLER MOPAR PARTS CATALOG.
WARNING: WHEN A STEERING COLUMN HAS AN
AIRBAG UNIT ATTACHED, NEVER PLACE THE COL-
UMN ON THE FLOOR OR ANY OTHER SURFACE
WITH THE STEERING WHEEL OR AIRBAG UNIT
FACE DOWN.
DIAGNOSIS AND TESTING - SUPPLEMENTAL
RESTRAINT SYSTEM
Proper diagnosis and testing of the supplemental
restraint system components, the PCI data bus, the
data bus message inputs to and outputs from the
ElectroMechanical Instrument Cluster (EMIC) or the
Airbag Control Module (ACM), as well as the
retrieval or erasure of a Diagnostic Trouble Code
(DTC) from the ACM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
WJRESTRAINTS 8O - 5
RESTRAINTS (Continued)

²Ohmmeter - Used to check the resistance
between two points of a circuit. Low or no resistance
in a circuit means good continuity.
CAUTION: Most of the electrical components used
in today's vehicles are Solid State. When checking
resistance in these circuits use a meter with a 10 -
megohm or greater impedance rating. In addition,
make sure the power is disconnected from the cir-
cuit. Circuits that are powered up by the vehicle's
electrical system can cause damage to the equip-
ment and provide false readings.
²Probing Tools - These tools are used for probing
terminals in connectors (Fig. 5). Select the proper
size tool from Special Tool Package 6807, and insert
it into the terminal being tested. Use the other end
of the tool to insert the meter probe.
INTERMITTENT AND POOR CONNECTIONS
Most intermittent electrical problems are caused
by faulty electrical connections or wiring. It is also
possible for a sticking component or relay to cause a
problem. Before condemning a component or wiring
assembly, check the following items.
²Connectors are fully seated
²Spread terminals, or terminal push out
²Terminals in the wiring assembly are fully
seated into the connector/component and locked into
position
²
Dirt or corrosion on the terminals. Any amount of
corrosion or dirt could cause an intermittent problem
²Damaged connector/component casing exposing
the item to dirt or moisture
²Wire insulation that has rubbed through causing
a short to ground
²Some or all of the wiring strands broken inside
of the insulation
²Wiring broken inside of the insulation
TROUBLESHOOTING WIRING PROBLEMS
When troubleshooting wiring problems there are
six steps which can aid in the procedure. The stepsare listed and explained below. Always check for non-
factory items added to the vehicle before doing any
diagnosis. If the vehicle is equipped with these items,
disconnect them to verify these add-on items are not
the cause of the problem.
(1) Verify the problem.
(2) Verify any related symptoms. Do this by per-
forming operational checks on components that are
in the same circuit. Refer to the wiring diagrams.
(3) Analyze the symptoms. Use the wiring dia-
grams to determine what the circuit is doing, where
the problem most likely is occurring and where the
diagnosis will continue.
(4) Isolate the problem area.
(5) Repair the problem area.
(6) Verify the proper operation. For this step,
check for proper operation of all items on the
repaired circuit. Refer to the wiring diagrams.
STANDARD PROCEDURE
STANDARD PROCEDURE - ELECTROSTATIC
DISCHARGE (ESD) SENSITIVE DEVICES
All ESD sensitive components are solid state and a
symbol (Fig. 6) is used to indicate this. When handling
any component with this symbol, comply with the fol-
lowing procedures to reduce the possibility of electro-
static charge build up on the body and inadvertent
discharge into the component. If it is not known
whether the part is ESD sensitive, assume that it is.
(1) Always touch a known good ground before han-
dling the part. This should be repeated while han-
dling the part and more frequently after sliding
across a seat, sitting down from a standing position,
or walking a distance.
(2) Avoid touching electrical terminals of the part,
unless instructed to do so by a written procedure.
(3) When using a voltmeter, be sure to connect the
ground lead first.
(4) Do not remove the part form it's protective
packing until it is time to install the part.
(5) Before removing the part from it's pakage,
ground the pakage to a known good ground on the
vehicle.
Fig. 5 PROBING TOOL
1 - SPECIAL TOOL 6801
2 - PROBING END
Fig. 6 ELECTROSTATIC DISCHARGE SYMBOL
8W - 01 - 8 8W-01 WIRING DIAGRAM INFORMATIONWJ
WIRING DIAGRAM INFORMATION (Continued)

STANDARD PROCEDURE - TESTING FOR A
SHORT TO GROUND ON FUSES POWERING
SEVERAL LOADS
(1) Refer to the wiring diagrams and disconnect or
isolate all items on the suspected fused circuits.
(2) Replace the blown fuse.
(3) Supply power to the fuse by turning ON the
ignition switch or re-connecting the battery.
(4) Start connecting or energizing the items in the
fuse circuit one at a time. When the fuse blows the
circuit with the short to ground has been isolated.
STANDARD PROCEDURE - TESTING FOR A
VOLTAGE DROP
(1) Connect the positive lead of the voltmeter to
the side of the circuit closest to the battery (Fig. 9).
(2) Connect the other lead of the voltmeter to the
other side of the switch, component or circuit.
(3) Operate the item.
(4) The voltmeter will show the difference in volt-
age between the two points.
SPECIAL TOOLS
WIRING/TERMINAL
Fig. 9 TESTING FOR VOLTAGE DROP
PROBING TOOL PACKAGE 6807
TERMINAL PICK TOOL SET 6680
TERMINAL REMOVING TOOLS 6932 AND 8638
TERMINAL REMOVING TOOL 6934
8W - 01 - 10 8W-01 WIRING DIAGRAM INFORMATIONWJ
WIRING DIAGRAM INFORMATION (Continued)

the same time, the power distribution system was
designed to provide ready access to these electrical
distribution points for the vehicle technician to use
when conducting diagnosis and repair of faulty cir-
cuits. The power distribution system can also prove
useful for the sourcing of additional electrical circuits
that may be required to provide the electrical current
needed to operate accessories that the vehicle owner
may choose to have installed in the aftermarket.
NOTE: DO NOT ATTEMPT TO SWAP POWER DIS-
TRIBUTION CENTERS FROM ONE VEHICLE TO
ANOTHER. MOST OF THESE ASSEMBLIES ARE
VEHICLE FEATURE SPECIFIC AND THEREFORE
NOT INTERCHANGEABLE. ALWAYS USE THE COR-
RECT PART NUMBERED ASSEMBLY WHEN DIAG-
NOSING OR REPLACING A POWER DISTRIBUTION
CENTER.
SPECIAL TOOLS
POWER DISTRIBUTION SYSTEMS
CIGAR LIGHTER OUTLET
DESCRIPTION
A cigar lighter outlet is standard equipment on
this model. On models equipped with the optional
Smoker's Package, the cigar lighter knob and heating
element are included. On models without the Smok-
er's Package, the cigar lighter outlet is equipped with
a snap fit plastic cap and is treated as an extra
accessory power outlet. The cigar lighter outlet is
installed in the instrument panel center lower bezel,
which is located near the bottom of the instrument
panel center stack area, below the heater and air
conditioner controls. The cigar lighter outlet is
secured by a snap fit within the center lower bezel.The cigar lighter outlet, plastic cap and the knob
and heating element unit are available for service
replacement. These components cannot be repaired
and, if faulty or damaged, they must be replaced.
OPERATION
The cigar lighter consists of two major components:
a knob and heating element unit, and the cigar
lighter base or outlet shell. The receptacle shell is
connected to ground, and an insulated contact in the
bottom of the shell is connected to battery current.
The cigar lighter receives battery voltage from a fuse
in the junction block when the ignition switch is in
the Accessory or On positions.
The cigar lighter knob and heating element are
encased within a spring-loaded housing, which also
features a sliding protective heat shield. When the
knob and heating element are inserted in the outlet
shell, the heating element resistor coil is grounded
through its housing to the outlet shell. If the cigar
lighter knob is pushed inward, the heat shield slides
up toward the knob exposing the heating element,
and the heating element extends from the housing
toward the insulated contact in the bottom of the
outlet shell.
Two small spring-clip retainers are located on
either side of the insulated contact inside the bottom
of the outlet shell. These clips engage and hold the
heating element against the insulated contact long
enough for the resistor coil to heat up. When the
heating element is engaged with the contact, battery
current can flow through the resistor coil to ground,
causing the resistor coil to heat.
When the resistor coil becomes sufficiently heated,
excess heat radiates from the heating element caus-
ing the spring-clips to expand. Once the spring-clips
expand far enough to release the heating element,
the spring-loaded housing forces the knob and heat-
ing element to pop back outward to their relaxed
position. When the cigar lighter knob and element
are pulled out of the outlet shell, the protective heat
shield slides downward on the housing so that the
heating element is recessed and shielded around its
circumference for safety.
DIAGNOSIS AND TESTING - CIGAR LIGHTER
OUTLET
For complete circuit diagrams, refer toHorn/Ci-
gar Lighter/Power Outletin 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) Turn the ignition switch to the On position.
Check for battery voltage at the fused B(+) fuse in
Terminal Pick Kit 6680
8W - 97 - 2 8W-97 POWER DISTRIBUTIONWJ
POWER DISTRIBUTION (Continued)

DIAGNOSIS AND TESTINGÐREAR SEAL AREA
LEAKS
Since it is sometimes difficult to determine the
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The
following steps should be followed to help pinpoint
the source of the leak.
If the leakage occurs at the crankshaft rear oil seal
area:
(1) Disconnect the battery.
(2) Raise the vehicle.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil.
Use a black light to check for the oil leak:
(a) Circular spray pattern generally indicates
seal leakage or crankshaft damage.
(b) Where leakage tends to run straight down,
possible causes are a porous block, distributor seal,
camshaft bore cup plugs, oil galley pipe plugs, oil
filter runoff, and main bearing cap to cylinder
block mating surfaces.
(4) If no leaks are detected, pressurized the crank-
case as outlined in (Refer to 9 - ENGINE/LUBRICA-
TION - DIAGNOSIS AND TESTING)
CAUTION: Do not exceed 20.6 kPa (3 psi).
(5) If the leak is not detected, very slowly turn the
crankshaft and watch for leakage. If a leak is
detected between the crankshaft and seal while
slowly turning the crankshaft, it is possible the
crankshaft seal surface is damaged. The seal area on
the crankshaft could have minor nicks or scratches
that can be polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks or
scratches. The crankshaft seal flange is specially
machined to complement the function of the rear oil
seal.
(6) For bubbles that remain steady with shaft
rotation, no further inspection can be done until dis-
assembled. Refer to the service DiagnosisÐMechani-
cal, under the Oil Leak row, for components
inspections on possible causes and corrections.
(7) After the oil leak root cause and appropriate
corrective action have been identified, (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT OIL
SEAL - REAR - REMOVAL), for proper replacement
procedures.
STANDARD PROCEDURE
STANDARD PROCEDURE - FORM-IN-PLACE
GASKETS AND SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results.Do not use form-in-
place gasket material unless specified.Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, MopartATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARtENGINE RTV GEN II
MopartEngine RTV GEN II is used to seal com-
ponents exposed to engine oil. This material is a spe-
cially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Always
inspect the package for the expiration date before
use.
MOPARtATF RTV
MopartATF RTV is a specifically designed black
silicone rubber RTV that retains adhesion and seal-
ing properties to seal components exposed to auto-
matic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARtGASKET MAKER
MopartGasket Maker is an anaerobic type gasket
material. The material cures in the absence of air
when squeezed between two metallic surfaces. It will
not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces.
Do not use on flexible metal flanges.
MOPARtGASKET SEALANT
MopartGasket Sealant is a slow drying, perma-
nently soft sealer. This material is recommended for
sealing threaded fittings and gaskets against leakage
of oil and coolant. Can be used on threaded and
machined parts under all temperatures. This mate-
rial is used on engines with multi-layer steel (MLS)
cylinder head gaskets. This material also will pre-
vent corrosion. MopartGasket Sealant is available in
a 13 oz. aerosol can or 4oz./16 oz. can w/applicator.
WJENGINE - 4.0L 9 - 9
ENGINE - 4.0L (Continued)

STANDARD PROCEDURE
STANDARD PROCEDURE - REPAIR DAMAGED
OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain
the original center line.
Damaged or worn threads can be repaired. Essen-
tially, this repair consists of:
²Drilling out worn or damaged threads.
²Tapping the hole with a special Heli-Coil Tap, or
equivalent.
²Installing an insert into the tapped hole to bring
the hole back to its original thread size.
STANDARD PROCEDURE - FORM-IN-PLACE
GASKETS AND SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results.Do not use form-in-
place gasket material unless specified.Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
width is essential to obtain a leak-free gasket.
There are numerous types of form-in-place gasket
materials that are used in the engine area. Mopart
Engine RTV GEN II, MopartATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARtENGINE RTV GEN II
MopartEngine RTV GEN II is used to seal com-
ponents exposed to engine oil. This material is a spe-
cially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Always
inspect the package for the expiration date before
use.
MOPARtATF RTV
MopartATF RTV is a specifically designed black
silicone rubber RTV that retains adhesion and seal-
ing properties to seal components exposed to auto-
matic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
tubes and has a shelf life of one year. After one year
this material will not properly cure. Always inspect
the package for the expiration date before use.
MOPARtGASKET MAKER
MopartGasket Maker is an anaerobic type gasket
material. The material cures in the absence of airwhen squeezed between two metallic surfaces. It will
not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces.
Do not use on flexible metal flanges.
MOPARtGASKET SEALANT
MopartGasket Sealant is a slow drying, perma-
nently soft sealer. This material is recommended for
sealing threaded fittings and gaskets against leakage
of oil and coolant. Can be used on threaded and
machined parts under all temperatures. This mate-
rial is used on engines with multi-layer steel (MLS)
cylinder head gaskets. This material also will pre-
vent corrosion. MopartGasket Sealant is available in
a 13 oz. aerosol can or 4oz./16 oz. can w/applicator.
FORM-IN-PLACE GASKET AND SEALER
APPLICATION
Assembling parts using a form-in-place gasket
requires care but it's easier then using precut gas-
kets.
MopartGasket Maker material should be applied
sparingly 1 mm (0.040 in.) diameter or less of sealant
to one gasket surface. Be certain the material sur-
rounds each mounting hole. Excess material can eas-
ily be wiped off. Components should be torqued in
place within 15 minutes. The use of a locating dowel
is recommended during assembly to prevent smear-
ing material off the location.
MopartEngine RTV GEN II or ATF RTV gasket
material should be applied in a continuous bead
approximately 3 mm (0.120 in.) in diameter. All
mounting holes must be circled. For corner sealing, a
3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the
center of the gasket contact area. Uncured sealant
may be removed with a shop towel. Components
should be torqued in place while the sealant is still
wet to the touch (within 10 minutes). The usage of a
locating dowel is recommended during assembly to
prevent smearing material off the location.
MopartGasket Sealant in an aerosol can should be
applied using a thin, even coat sprayed completely
over both surfaces to be joined, and both sides of a
gasket. Then proceed with assembly. Material in a
can w/applicator can be brushed on evenly over the
sealing surfaces. Material in an aerosol can should be
used on engines with multi-layer steel gaskets.
STANDARD PROCEDURE - ENGINE GASKET
SURFACE PREPARATION
To ensure engine gasket sealing, proper surface
preparation must be performed, especially with the
use of aluminum engine components and multi-layer
steel cylinder head gaskets.
Neveruse the following to clean gasket surfaces:
²Metal scraper
9 - 70 ENGINE - 4.7LWJ
ENGINE - 4.7L (Continued)

(12) Remove first three ignition coils on each bank
(cylinders #1, 3, 5, 2, 4 and 6). Refer to Ignition Coil
Removal/Installation.
(13) Remove 4 fuel rail mounting bolts (Fig. 22).
(14) Gently rock and pullleftside of fuel rail until
fuel injectors just start to clear machined holes in
cylinder head. Gently rock and pullrightside of rail
until injectors just start to clear cylinder head holes.
Repeat this procedure (left/right) until all injectors
have cleared cylinder head holes.
(15) Remove fuel rail (with injectors attached)
from engine.
(16) If fuel injectors are to be removed, refer to
Fuel Injector Removal/Installation.
REMOVAL - 4.0L
The fuel damper is not serviced separately.
WARNING: THE FUEL SYSTEM IS UNDER CON-
STANT FUEL PRESSURE EVEN WITH ENGINE OFF.
THIS PRESSURE MUST BE RELEASED BEFORE
SERVICING FUEL RAIL.
(1) Remove fuel tank filler tube cap.
(2) Perform Fuel System Pressure Release Proce-
dure.
(3) Disconnect negative battery cable from battery.(4) Remove air tube at top of throttle body. Note:
Some engine/vehicles may require removal of air
cleaner ducts at throttle body.
(5) Disconnect electrical connectors at all 6 fuel
injectors. To remove connector refer to (Fig. 25). Push
red colored slider away from injector (1). While push-
ing slider, depress tab (2) and remove connector (3)
from injector. The factory fuel injection wiring har-
ness is numerically tagged (INJ 1, INJ 2, etc.) for
injector position identification. If harness is not
tagged, note wiring location before removal.
(6) Remove oxygen sensor wiring clip nuts at fuel
rail mounting studs (certain emissions packages
only).
(7) Disconnect fuel supply line latch clip and fuel
line at fuel rail. Refer to Quick-Connect Fittings.
(8) Disconnect throttle cable at throttle body. Refer
to Throttle Cable Removal/Installation.
Fig. 23 Remove/Install Injector ConnectorÐ4.7L V-8
Engine
Fig. 24 Fuel Rail MountingÐ4.0L Engine
1 - INJ. #1
2 - INJ. #2
3 - INJ. #3
4 - INJ. #4
5 - INJ. #5
6 - INJ. #6
7 - FUEL INJECTOR RAIL
8 - FUEL DAMPER
9 - PRESSURE TEST PORT CAP
10 - MOUNTING BOLTS (4)
11 - QUICK-CONNECT FITTING
WJFUEL DELIVERY 14 - 17
FUEL RAIL (Continued)