2003 JEEP GRAND CHEROKEE speed

BATTERY SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
THE BATTERY STATE OF
CHARGE CANNOT BE
MAINTAINED.1. The battery has an
incorrect size or rating for
this vehicle.1. Refer to Battery System Specifications for the
proper specifications. Replace an incorrect
battery, as required.
2. The battery terminal
connections are loose or
corroded.2. Refer to Battery Cable for the proper cable
diagnosis and testing procedures. Clean and
tighten the battery terminal connections, as
required.
3. The electrical system
ignition-off draw is excessive.3. Refer to the IGNITION-OFF DRAW TEST
Standard Procedure for the proper test
procedures. Repair the faulty electrical system, as
required.
4. The battery is faulty. 4. Test the battery using the Micro 420 battery
tester. Refer to Standard Procedures for
additional test procedures. Replace the faulty
battery, as required.
5. The starting system is
faulty.5. Determine if the starting system is performing
to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
6. The charging system is
faulty.6. Determine if the charging system is performing
to specifications using the Micro 420 battery.
Refer to Charging System for additional charging
system diagnosis and testing procedures. Repair
the faulty charging system, as required.
7. Electrical loads exceed the
output of the charging
system.7. Inspect the vehicle for aftermarket electrical
equipment which might cause excessive electrical
loads.
8. Slow driving or prolonged
idling with high-amperage
draw systems in use.8. Advise the vehicle operator, as required.
THE BATTERY WILL NOT
ACCEPT A CHARGE.1. The battery is faulty. 1. Test the battery using the Micro 420 battery
tester. Charge or replace the faulty battery, as
required.
ABNORMAL BATTERY DISCHARGING
Any of the following conditions can result in abnor-
mal battery discharging:
1. A faulty or incorrect charging system compo-
nent. Refer to Charging System for additional charg-
ing system diagnosis and testing procedures.
2. A faulty or incorrect battery. Use Micro 420 bat-
tery tester and refer to Battery System for additional
battery diagnosis and testing procedures.
3. A faulty circuit or component causing excessive
ignition-off draw.4. Electrical loads that exceed the output of the
charging system. This can be due to equipment
installed after manufacture, or repeated short trip
use.
5. A faulty or incorrect starting system component.
Refer to Starting System for the proper starting sys-
tem diagnosis and testing procedures.
6. Corroded or loose battery posts and/or terminal
clamps.
7. Slow driving speeds (heavy traffic conditions) or
prolonged idling, with high-amperage draw systems
in use.
8F - 4 BATTERY SYSTEMWJ
BATTERY SYSTEM (Continued)

SPECIFICATIONS
TORQUE - STARTER
DESCRIPTION N-m Ft. Lbs. In. Lbs.
Stater Motor (B+) Terminal
(Diesel)27 20
Stater Motor (B+) Terminal
(Except Diesel)11.3 100
Starter Motor Retaining Bolts
(Diesel)27 20
Starter Motor Retaining Bolt
(Forward Facing 4.0L)41 30
Starter Motor Retaining Bolt
(Forward Facing 4.7L)54 40
Starter Motor Retaining Bolt
(Rearward Facing 4.7L)54 40
STARTER MOTOR - GAS POWERED
Starter Motor and Solenoid
Manufacturer Mitsubishi
Engine Application 4.0L/4.7L
Power Rating 1.4 Kilowatt (1.9 Horsepower)
Voltage12 Volts
Number of Fields 4
Number of Poles 4
Number of Brushes 4
Drive Type Planetary Gear Reduction
Free Running Test Voltage 11.2 Volts
Free Running Test Maximum Amperage Draw 90 Amperes
Free Running Test Minimum Speed 2400 rpm
Solenoid Closing Maximum Voltage Required 7.8 Volts
*Cranking Amperage Draw Test 160 Amperes
*Test at operating temperature. Cold engine, tight (new) engine, or heavy oil will increase starter amperage draw.
STARTER MOTOR
DESCRIPTION
The starter motors used for both the 4.0L and the
4.7L engines available in this model are very similar,
but are not interchangeable. Both starter motors are
mounted with two screws to the automatic transmis-
sion torque converter housing and are located on the
right side of the engine.
Each of these starter motors incorporates several
of the same features to create a reliable, efficient,compact, lightweight and powerful unit. The electric
motors of both starters feature four electromagnetic
field coils wound around four pole shoes, and four
brushes contact the motor commutator. Both starter
motors are rated at 1.4 kilowatts (about 1.9 horse-
power) output at 12 volts.
Both of these starter motors are serviced only as a
unit with their starter solenoids, and cannot be
repaired. If either component is faulty or damaged,
the entire starter motor and starter solenoid unit
must be replaced.
WJSTARTING 8F - 35
STARTING (Continued)

OPERATION
These starter motors are equipped with a plane-
tary gear reduction (intermediate transmission) sys-
tem. The planetary gear reduction system consists of
a gear that is integral to the output end of the elec-
tric motor armature shaft that is in continual
engagement with a larger gear that is splined to the
input end of the starter pinion gear shaft. This fea-
ture makes it possible to reduce the dimensions of
the starter. At the same time, it allows higher arma-
ture rotational speed and delivers increased torque
through the starter pinion gear to the starter ring
gear.
The starter motors for both engines are activated
by an integral heavy duty starter solenoid switch
mounted to the overrunning clutch housing. This
electromechanical switch connects and disconnects
the feed of battery voltage to the starter motor and
actuates a shift fork that engages and disengages the
starter pinion gear with the starter ring gear.
Both starter motors use an overrunning clutch and
starter pinion gear unit to engage and drive a starter
ring gear that is integral to the torque converter
drive plate mounted on the rear crankshaft flange.
DIAGNOSIS AND TESTING - STARTER MOTOR
Correct starter motor operation can be confirmed
by performing the following free running bench test.
This test can only be performed with the starter
motor removed from the vehicle. Refer toStarting
Systemin the Specifications section of this group for
the starter motor specifications.
(1) Remove the starter motor from the vehicle.
Refer toStarter Motorin the Removal and Instal-
lation section of this group for the procedures.
(2) Mount the starter motor securely in a soft-
jawed bench vise. The vise jaws should be clamped
on the mounting flange of the starter motor. Never
clamp on the starter motor by the field frame.
(3) Connect a suitable volt-ampere tester and a
12-volt battery to the starter motor in series, and set
the ammeter to the 100 ampere scale. See the
instructions provided by the manufacturer of the
volt-ampere tester being used.
(4) Install a jumper wire from the solenoid termi-
nal to the solenoid battery terminal. The starter
motor should operate. If the starter motor fails to
operate, replace the faulty starter motor assembly.
(5) Adjust the carbon pile load of the tester to
obtain the free running test voltage. Refer toStart-
ing Systemin the Specifications section of this
group for the starter motor free running test voltage
specifications.
(6) Note the reading on the ammeter and compare
this reading to the free running test maximum
amperage draw. Refer toStarting Systemin theSpecifications section of this group for the starter
motor free running test maximum amperage draw
specifications.
(7) If the ammeter reading exceeds the maximum
amperage draw specification, replace the faulty
starter motor assembly.
STARTER SOLENOID
This test can only be performed with the starter
motor removed from the vehicle.
(1) Remove the starter motor from the vehicle.
Refer toStarter Motorin the Removal and Instal-
lation section of this group for the procedures.
(2) Disconnect the wire from the solenoid field coil
terminal.
(3) Check for continuity between the solenoid ter-
minal and the solenoid field coil terminal with a con-
tinuity tester (Fig. 7). There should be continuity. If
OK, go to Step 4. If not OK, replace the faulty starter
motor assembly.
(4) Check for continuity between the solenoid ter-
minal and the solenoid case (Fig. 8). There should be
continuity. If not OK, replace the faulty starter motor
assembly.
Fig. 7 Continuity Test Between Solenoid Terminal
and Field Coil Terminal - Typical
1 - SOLENOID
2 - SOLENOID TERMINAL
3 - OHMMETER
4 - FIELD COIL TERMINAL
Fig. 8 Continuity Test Between Solenoid Terminal
1 - SOLENOID
2 - SOLENOID TERMINAL
3 - OHMMETER
8F - 36 STARTINGWJ
STARTER MOTOR (Continued)

INSTALLATION
INSTALLATION - 4.0L
SENSOR ONLY - 4.0L
The Camshaft Position Sensor (CMP) on the 4.0L
6±cylinder engine is bolted to the top of the oil pump
drive shaft assembly (Fig. 6). The sensor and drive
shaft assembly is located on the right side of the
engine near the oil filter (Fig. 7).
(1) Install sensor to oil pump drive.
(2) Install 2 sensor mounting bolts and tighten to
2 N´m (15 in. lbs.) torque.
(3) Connect electrical connector to CMP sensor.
OIL PUMP DRIVE AND SENSOR - 4.0L
(1) Clean oil pump drive mounting hole area of
engine block.
(2) Install new oil pump drive-to-engine block gas-
ket.
(3) Temporarily install a toothpick or similar tool
through access hole at side of oil pump drive housing.
Align toothpick into mating hole on pulse ring (Fig.
8).(4) Install oil pump drive into engine while align-
ing into slot on oil pump. Rotate oil pump drive back
to its original position and install hold-down clamp
and bolt. Finger tighten bolt. Do not do a final tight-
ening of bolt at this time.
(5) If engine crankshaft or camshaft has been
rotated, such as during engine tear-down, CMP sen-
sor relationship must be reestablished.
(a) Remove ignition coil rail assembly. Refer to
Ignition Coil Removal/Installation.
(b) Remove cylinder number 1 spark plug.
(c) Hold a finger over the open spark plug hole.
Rotate engine at vibration dampener bolt until
compression (pressure) is felt.
(d) Slowly continue to rotate engine. Do this
until timing index mark on vibration damper pul-
ley aligns with top dead center (TDC) mark (0
degree) on timing degree scale (Fig. 9). Always
rotate engine in direction of normal rotation. Do
not rotate engine backward to align timing marks.
(e) Install oil pump drive into engine while
aligning into slot on oil pump. If pump drive will
not drop down flush to engine block, the oil pump
slot is not aligned. Remove oil pump drive and
align slot in oil pump to shaft at bottom of drive.
Install into engine. Rotate oil pump drive back to
its original position and install hold-down clamp
and bolt. Finger tighten bolt. Do not do a final
tightening of bolt at this time.
(f) Remove toothpick from housing.
(6) Install sensor to oil pump drive. After installa-
tion, the CMP sensor should face rear of engine 0É.
(7) Install 2 sensor mounting bolts and tighten to
2 N´m (15 in. lbs.) torque.
(8) Connect electrical connector to CMP sensor.
(9) If removed, install spark plug and ignition coil
rail.
To verify correct rotational position of oil pump
drive, the DRB scan tool must be used.
WARNING: WHEN PERFORMING THE FOLLOWING
TEST, THE ENGINE WILL BE RUNNING. BE CARE-
FUL NOT TO STAND IN LINE WITH THE FAN
BLADES OR FAN BELT. DO NOT WEAR LOOSE
CLOTHING.
(10) Connect DRB scan tool to data link connector.
The data link connector is located in passenger com-
partment, below and to left of steering column.
(11) Gain access to SET SYNC screen on DRB.
(12) Follow directions on DRB screen and start
engine. Bring to operating temperature (engine must
be in ªclosed loopº mode).
(13) With engine running atidle speed, the words
IN RANGE should appear on screen along with 0É.
This indicates correct position of oil pump drive.
Fig. 10 CMP LocationÐ4.7L Engine
1 - RIGHT CYLINDER HEAD
2 - CAMSHAFT POSITION SENSOR
3 - MOUNTING BOLT
4 - ELEC. CONNECTOR
8I - 8 IGNITION CONTROLWJ
CAMSHAFT POSITION SENSOR (Continued)

The voltage signal produced by the knock sensor
increases with the amplitude of vibration. The PCM
receives the knock sensor voltage signal as an input.
If the signal rises above a predetermined level, the
PCM will store that value in memory and retard
ignition timing to reduce engine knock. If the knock
sensor voltage exceeds a preset value, the PCM
retards ignition timing for all cylinders. It is not a
selective cylinder retard.
The PCM ignores knock sensor input during engine
idle conditions. Once the engine speed exceeds a
specified value, knock retard is allowed.
Knock retard uses its own short term and long
term memory program.
Long term memory stores previous detonation
information in its battery-backed RAM. The maxi-
mum authority that long term memory has over tim-
ing retard can be calibrated.
Short term memory is allowed to retard timing up
to a preset amount under all operating conditions (as
long as rpm is above the minimum rpm) except at
Wide Open Throttle (WOT). The PCM, using short
term memory, can respond quickly to retard timing
when engine knock is detected. Short term memory
is lost any time the ignition key is turned off.
NOTE: Over or under tightening the sensor mount-
ing bolts will affect knock sensor performance, pos-
sibly causing improper spark control. Always use
the specified torque when installing the knock sen-
sors.
REMOVAL
4.7L High-Output Engine Only
The 2 knock sensors are bolted into the cylinder
block under the intake manifold (Fig. 22).
NOTE: The left sensor is identified by an identifica-
tion tag (LEFT). It is also identified by a larger bolt
head. The Powertrain Control Module (PCM) must
have and know the correct sensor left/right posi-
tions. Do not mix the sensor locations.
(1) Disconnect knock sensor dual pigtail harness
connector from engine wiring harness connector. This
connection is made near the right/rear of intake man-
ifold (Fig. 23).
(2) Remove intake manifold. Refer to Engine sec-
tion.
(3) Remove sensor mounting bolts (Fig. 22). Note
foam strip on bolt threads. This foam is used only to
retain the bolts to sensors for plant assembly. It is
not used as a sealant. Do not apply any adhesive,
sealant or thread locking compound to these bolts.
(4) Remove sensors from engine.
Fig. 22 KNOCK SENSOR LOCATION - 4.7L H.O.
1 - KNOCK SENSORS (2)
2 - MOUNTING BOLTS
3 - INTAKE MANIFOLD (CUTAWAY)
4 - PIGTAIL CONNECTOR
Fig. 23 KNOCK SENSOR ELEC. CONNECTOR - 4.7L
H.O.
1 - KNOCK SENSOR PIGTAIL HARNESS CONNECTOR
2 - ENGINE WIRING HARNESS
8I - 14 IGNITION CONTROLWJ
KNOCK SENSOR (Continued)

INSTRUMENT CLUSTER
TABLE OF CONTENTS
page page
INSTRUMENT CLUSTER
DESCRIPTION..........................2
OPERATION............................4
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER............................7
REMOVAL.............................9
DISASSEMBLY.........................10
ASSEMBLY............................11
INSTALLATION.........................12
ABS INDICATOR
DESCRIPTION.........................13
OPERATION...........................13
AIRBAG INDICATOR
DESCRIPTION.........................14
OPERATION...........................14
BRAKE/PARK BRAKE INDICATOR
DESCRIPTION.........................15
OPERATION...........................15
DIAGNOSIS AND TESTING - BRAKE
INDICATOR..........................16
CHECK GAUGES INDICATOR
DESCRIPTION.........................16
OPERATION...........................17
COOLANT LOW INDICATOR
DESCRIPTION.........................17
OPERATION...........................18
CRUISE INDICATOR
DESCRIPTION.........................18
OPERATION...........................18
ENGINE TEMPERATURE GAUGE
DESCRIPTION.........................19
OPERATION...........................19
FRONT FOG LAMP INDICATOR
DESCRIPTION.........................20
OPERATION...........................20
FUEL GAUGE
DESCRIPTION.........................21
OPERATION...........................21
HIGH BEAM INDICATOR
DESCRIPTION.........................22
OPERATION...........................22
LOW FUEL INDICATOR
DESCRIPTION.........................22
OPERATION...........................23
MALFUNCTION INDICATOR LAMP (MIL)
DESCRIPTION.........................23OPERATION...........................23
ODOMETER
DESCRIPTION.........................24
OPERATION...........................25
OIL PRESSURE GAUGE
DESCRIPTION.........................25
OPERATION...........................26
OVERDRIVE OFF INDICATOR
DESCRIPTION.........................26
OPERATION...........................26
REAR FOG LAMP INDICATOR
DESCRIPTION.........................27
OPERATION...........................27
SEATBELT INDICATOR
DESCRIPTION.........................28
OPERATION...........................28
SHIFT INDICATOR (TRANSFER CASE)
DESCRIPTION.........................29
OPERATION...........................29
SKIS INDICATOR
DESCRIPTION.........................29
OPERATION...........................29
SPEEDOMETER
DESCRIPTION.........................30
OPERATION...........................31
TACHOMETER
DESCRIPTION.........................31
OPERATION...........................31
TRANS TEMP INDICATOR
DESCRIPTION.........................32
OPERATION...........................32
TURN SIGNAL INDICATOR
DESCRIPTION.........................33
OPERATION...........................33
DIAGNOSIS AND TESTING - TURN SIGNAL
INDICATOR..........................33
VOLTAGE GAUGE
DESCRIPTION.........................34
OPERATION...........................34
WAIT-TO-START INDICATOR
DESCRIPTION.........................35
OPERATION...........................35
WATER-IN-FUEL INDICATOR
DESCRIPTION.........................36
OPERATION...........................36
WJINSTRUMENT CLUSTER 8J - 1

INSTRUMENT CLUSTER
DESCRIPTION
The instrument cluster for this model is an Elec-
troMechanical Instrument Cluster (EMIC) module
that is located in the instrument panel above the
steering column opening, directly in front of the
driver (Fig. 1). The remainder of the EMIC, including
the mounts and the electrical connections, are con-
cealed behind the cluster bezel. The EMIC gauges
and indicators are protected by an integral clear
plastic cluster lens, and are visible through a dedi-
cated hooded opening in the instrument panel top
pad. Just behind and integral to the cluster lens are
the cluster hood and cluster mask, which are con-
structed of molded black plastic. Two cluster masks
are used: A base version features a black matte face
and no trim ring around the perimeter of each gauge
opening, while a premium version features a black
matte face and a raised trim ring around the perim-
eter of each gauge opening. The cluster hood serves
as a visor and shields the face of the cluster from
ambient light and reflections to reduce glare, while
the cluster mask serves to separate and define the
individual gauges of the EMIC. On the lower edge of
the cluster lens just right of the speedometer, the
black plastic odometer/trip odometer switch button
protrudes through dedicated holes in the cluster
mask and the cluster lens. The molded plastic EMIC
lens, hood and mask unit has four integral mounting
tabs, two tabs extend down vertically from the lower
edge of the unit and two tabs extend horizontally
rearward from the upper surface of the hood. The
two lower mounting tabs are used to secure theEMIC to the molded plastic instrument panel cluster
carrier with two screws, while the two upper tabs are
secured to the underside of the hood formation of the
instrument panel top pad with two screws. A single
molded connector receptacle located on the EMIC
electronic circuit board is accessed from the back of
the cluster housing and is connected to the vehicle
electrical system through a single dedicated take out
and connector of the instrument panel wire harness.
The cluster mask features two large round open-
ings near its center through which the two major
gauges are visible, and two smaller round openings
stacked at the outboard side of each of the large
openings through which the four minor gauges are
visible. The cluster mask and the dial faces of the
gauges are laminated plastic units. The dark, visible
surface of the mask and the gauge dial faces are the
outer layer or overlay, which is translucent. The
darkness of this outer layer prevents the cluster from
appearing too cluttered or busy by concealing the
cluster indicators that are not illuminated, while the
translucence of this layer allows those indicators and
icons that are illuminated to be readily visible. The
underlying layer of the cluster mask overlay is
opaque and allows light from the various indicators
behind it to be visible through the outer layer of the
mask and gauge dial faces only through predeter-
mined cutouts. On the base instrument clusters the
graphics, increments, and numerals on the gauge
faces are also translucent and illuminated from
behind, while the orange gauge pointers are illumi-
nated internally. On the premium instrument clus-
ters the graphics, increments, numerals and gauge
needles are opaque while the remainder of the gauge
faces are translucent and illuminated from behind by
an electro-luminescent lamp. The EMIC electronic
circuitry is protected by a molded plastic rear cover
that features several round access holes for service of
the incandescent cluster indicator and illumination
lighting lamps and a large rectangular access hole
for the EMIC connector receptacle. The EMIC rear
cover is secured to the cluster housing with screws,
while the cluster lens, hood, and mask unit is
secured to the cluster housing with several integral
plastic latch features.
Twelve versions of the EMIC module are offered on
this model, two base and ten premium. These ver-
sions accommodate all of the variations of optional
equipment and regulatory requirements for the vari-
ous markets in which the vehicle will be offered. This
module utilizes integrated circuitry and information
carried on the Programmable Communications Inter-
face (PCI) data bus network for control of all gauges
and many of the indicators. (Refer to 8 - ELECTRI-
CAL/ELECTRONIC CONTROL MODULES/COM-
MUNICATION - DESCRIPTION - PCI BUS). The
Fig. 1 Instrument Cluster
1 - INSTRUMENT PANEL TOP PAD HOOD FORMATION
2 - INSTRUMENT CLUSTER
3 - CLUSTER BEZEL
8J - 2 INSTRUMENT CLUSTERWJ

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)