What can be done about the draining of the battery by the jb power fuse on the 2002 grand Cherokee right hand drive

SOURCE: Battery drain from power door locks on 96 Grand Cherokee

The Module in the Drivers Door is notorius for this problem. I would start by changing that first. Good luck to you. Thanks for using fixya!

-JC

SOURCE: 2002 Grand Cherokee Heated Seats don't work

I will post it in 2 different posts because its too long DB

HEATED SEAT SYSTEM
Individually controlled driver and passenger side electrically heated front seats are available factoryinstalled optional equipment on this model, when it is also equipped with the power seat option. The heated seat system allows both the driver and the front seat passenger the option to select one of two seat heating ranges, Low or High, or to turn the individual seat heaters OFF using the heated seat switches located in the center lower bezel near the bottom of the instrument panel center stack. The heated seat switch circuit operates on ignition switched battery current supplied through a fuse in the junction block, only when the ignition switch is in the ON position.

The heated seat system consists of the following components

• Heated seat elements
• Heated seat sensors
• Heated seat module (or memory heated seat module)
• Heated seat switches.

The heated seat system also relies upon resources shared with other electronic modules in the vehicle over the Programmable Communications Interface (PCI) data bus network. The PCI data bus network allows the sharing of sensor information. This helps to reduce wire harness complexity, internal controller hardware, and component sensor current loads. At the same time, this system provides increased reliability enhanced diagnostics, and allows the addition of many new feature capabilities. For diagnosis of these electronic modules or of the PCI data bus network, the use of a DRB scan tool and the proper Diagnostic Procedures are recommended.

The electronic modules that may affect heated seat system operation are as follows:

• Body Control Module (BCM) - Refer to Body Control Module in Electronic Control Modules for more information.
• Heated Seat Module (HSM) - Refer to Heated Seat Module in Electronic Control Modules for more information.
• Memory Heated Seat Module (MHSM) - If the vehicle is equipped with the Memory System, refer to Memory Seat Module in Electronic Control Modules for more information.

Refer to Power Seats Premium I/III in the Contents of Wiring Diagrams for complete circuit diagrams. Following are general descriptions of the major components in the heated seat system.

The heated seat system will only operate when the ignition switch is in the ON position, and the surface temperature at the front seat heating element sensors is below the designed temperature set points of the system. The heated seat system will not operate in ambient temperatures greater than about 41 °C (105 °F) . The front seat heating elements and sensors are hard wired to the Heated Seat Module (HSM) or the Memory Heated Seat Module (MHSM).

The heated seat switches are hard wired to the Body Control Module (BCM). The BCM monitors the heated seat switch inputs, then sends heated seat switch status messages to the HSM or MHSM over the Programmable Communications Interface (PCI) data bus. The HSM or MHSM contains the control logic for the heated seat system. The HSM or MHSM responds to the heated seat switch status messages, ignition switch status messages, and the front seat heating element sensor inputs by controlling the output to the front seat heating elements through integral solid-state relays.

When a seat heater is turned ON, the sensor located on the seat cushion electric heater element provides the HSM or MHSM with an input indicating the surface temperature of the seat cushion. If the surface temperature input is below the temperature set point for the selected Low or High heated seat switch position, the HSM or MHSM energizes the integral solid-state relay, which supplies battery current to the heating elements in the seat cushion and back. When the sensor input indicates the correct temperature set point has been achieved, the HSM or MHSM de-energizes the solid-state relay. The HSM or MHSM will continue to cycle the solid-state relay as needed to maintain the temperature set point.

The HSM or MHSM and the seat heater elements operate on non-switched battery current supplied through the power seat circuit breaker in the junction block. However, the HSM or MHSM will automatically turn OFF the heating elements if it detects an open or short in the sensor circuit, a short or open in the heating element circuit causing an excessive current draw, or when the ignition switch is turned to the OFF position.

See the owner's manual in the vehicle glove box for more information on the features, use and operation of the heated seat system.

I WILL POST THE REST

SOURCE: diagram for 1998 Jeep right hand drive serpentine belt

http://www.fixya.com/cars/t2857543-need_diagram_serpentine_belt_replacement here is a link that should help u

SOURCE: changed the battery in jeep and nom the rds radio

hi
you will have to leave the radio on until it unlocks itself and resets, it could take 3mins or 3hrs, once this has happened you should be able to code the radio.
hope this helps

SOURCE: I have a slow battery drain on a 2006 Jeep

Hi
Welcome
Jb power is Junction Block power
Here is a list of tests for this problom

IGNITION-OFF DRAW TEST The term Ignition-Off Draw (IOD) identifies a normal condition where power is being drained from the battery with the ignition switch in the Off position. A normal vehicle electrical system will draw from five to thirty-five milliamperes (0.005 to 0.035 ampere) with the ignition switch in the Off position, and all non-ignition controlled circuits in proper working order. Up to thirty-five milliamperes are needed to enable the memory functions for the Powertrain Control Module (PCM), digital clock, electronically tuned radio, and other modules which may vary with the vehicle equipment.
A vehicle that has not been operated for approximately twenty days, may discharge the battery to an inadequate level. When a vehicle will not be used for twenty days or more (stored), remove the IOD fuse from the Junction Block (JB). This will reduce battery discharging.
Excessive IOD can be caused by:

1. Electrical items left on.
2. Inoperative or improperly adjusted switches.
3. Inoperative or shorted electronic modules and components.
4. An internally shorted generator.
5. Intermittent shorts in the wiring.

If the IOD is over thirty-five milliamperes, the problem must be found and corrected before replacing a battery. In most cases, the battery can be charged and returned to service after the excessive IOD condition has been corrected.
1. Verify that all electrical accessories are off. Turn off all lamps, remove the ignition key, and close all doors. If the vehicle is equipped with an illuminated entry system or an electronically tuned radio, allow the electronic timer function of these systems to automatically shut off (time out). This may take up to three minutes. See the Electronic Module Ignition-Off Draw Table for more information.
ELECTRONIC MODULE IGNITION-OFF DRAW (IOD) TABLE Module Time Out?
(If Yes, Interval And Wake-Up Input)
IOD IOD After Time Out Radio No 1 to 3 milliamperes N/A Audio Power Amplifier No up to 1 milliampere N/A Central Timer Module (CTM) No 4.75 milliamperes (max.) N/A Powertrain Control Module (PCM) No 0.95 milliampere N/A ElectroMechanical Instrument Cluster (EMIC) No 0.44 milliampere N/A Combination Flasher No 0.08 milliampere N/A 2. Determine that the underhood lamp is operating properly, then disconnect the lamp wire harness connector or remove the lamp bulb. 3. Disconnect the battery negative cable. 4. Set an electronic digital multi-meter to its highest amperage scale. Connect the multi-meter between the disconnected battery negative cable terminal clamp and the battery negative terminal post. Make sure that the doors remain closed so that the illuminated entry system is not activated. The multi-meter amperage reading may remain high for up to three minutes, or may not give any reading at all while set in the highest amperage scale, depending upon the electrical equipment in the vehicle. The multi-meter leads must be securely clamped to the battery negative cable terminal clamp and the battery negative terminal post. If continuity between the battery negative terminal post and the negative cable terminal clamp is lost during any part of the IOD test, the electronic timer function will be activated and all of the tests will have to be repeated. 5. After about three minutes, the high-amperage IOD reading on the multi-meter should become very low or nonexistent, depending upon the electrical equipment in the vehicle. If the amperage reading remains high, remove and replace each fuse in the Power Distribution Center (PDC) , one at a time until the amperage reading becomes very low, or nonexistent. (Refer to 04 - Vehicle Quick Reference/Fuse Locations and Types - Specifications) for the appropriate wiring information for complete PDC and TIPM fuse, circuit breaker, and circuit identification. This will isolate each circuit and identify the circuit that is the source of the high-amperage IOD. If the amperage reading remains high after removing and replacing each fuse and circuit breaker, disconnect the wire harness from the generator. If the amperage reading now becomes very low or nonexistent, diagnose and repair the Charging System as necessary. After the high-amperage IOD has been corrected, switch the multi-meter to progressively lower amperage scales and, if necessary, repeat the fuse and circuit breaker remove-and-replace process to identify and correct all sources of excessive IOD. It is now safe to select the lowest milliampere scale of the multi-meter to check the low-amperage IOD.
CAUTION: Do not open any doors, or turn on any electrical accessories with the lowest milliampere scale selected, or the multi-meter may be damaged.

6. Observe the multi-meter reading. The low-amperage IOD should not exceed thirty-five milliamperes (0.035 ampere). If the current draw exceeds thirty-five milliamperes, isolate each circuit using the fuse and circuit breaker remove-and-replace process in Step #5 . The multi-meter reading will drop to within the acceptable limit when the source of the excessive current draw is disconnected. Repair this circuit as required; whether a wiring short, incorrect switch adjustment, or an inoperative component is the cause.