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seat
electrical and
remove the seat track from the seat cushion.
(5) Remove the necessary components that must be transferred to the replacement seat track (seat belt buckles, wire harness, etc.).
INSTALLATION
(1) Install the necessary components that must be transferred to the replacement seat track (seat belt buckles, wire harness, etc.).
(2) Position the seat track and install the retaining nuts on the seat cushion pan studs. Torque the bolts to 25 N·m.
(3) Route and connect the power seat electrical on
the seat track and cushion pan.
(4) Install the power seat switch on the seat. Refer to the procedure in this section of the service man- ual.
(5) Install the seat in the vehicle (Refer to 23 -
BODY/SEATS/SEAT - INSTALLATION). (6) Connect the negative battery cable.
POWER SEATS
8N - 19
LUMBAR CONTROL SWITCH DESCRIPTION
The power lumbar seat option includes an electri- cally operated lumbar support mechanism. A single two-way momentary power lumbar switch is integral with the power seat switches. The power lumbar switch is secured to the back of the seat cushion side shield with screws, and the switch paddle protrudes through a hole to the outside of the shield. The switch paddle is located in a shallow depression molded into the outer surface of the seat cushion side shield that helps to shroud it from unintentional actuation when entering or leaving the vehicle.
The power lumbar switches cannot be adjusted or repaired and, if faulty or damaged, the seat switch assembly must be replaced.
OPERATION
When the power lumbar switch paddle is actuated, a battery feed and a ground path are applied through the switch contacts to the power lumbar adjuster motor. The motor operates to move the lumbar adjuster through its drive unit in the selected direc- tion until the switch is released, or until the travel limit of the adjuster is reached. When the switch is moved in the opposite direction, the battery feed and ground path to the motor are reversed through the switch contacts. This causes the motor to run in the opposite direction.
The power lumbar switch should not be held applied in either direction after the adjuster has reached its travel limit. The power lumbar adjuster motor contains a self-resetting circuit breaker to pro- tect it from overload. However, consecutive or fre- quent resetting of the circuit breaker must not be allowed to continue, or the motor may be damaged.
REMOVAL
The power lumbar switch is integral with the other power seat switches. Refer to the appropriate driver or passenger power front seat switch removal and/or installation procedure.
LUMBAR MOTOR DESCRIPTION
The power lumbar seat option includes an electri- cally operated lumbar support mechanism. The only visible evidence of this option is the separate power lumbar switch control paddle that is located on the outboard seat cushion side shield, next to the other power seat switch control knobs. The power lumbar adjuster and motor are concealed beneath the seat back trim cover and padding, where they are secured
POWER SEATS
8N - 20
LUMBAR MOTOR (Continued)to a molded plastic back panel and to the seat back frame.
The power lumbar adjuster cannot be repaired, and is serviced only as a unit with the seat back frame. If the power lumbar adjuster or the seat back frame are damaged or faulty, the entire seat back frame unit must be replaced (Refer to 23 - BODY/SEATS/ SEAT BACK - REMOVAL).
OPERATION
The power lumbar adjuster mechanism includes a reversible electric motor that is secured to the inboard side of the seat back panel and is connected to a worm-drive gearbox. The motor and gearbox operate the lumbar adjuster mechanism in the center of the seat back by extending and retracting a cable that actuates a lever. The action of this lever com- presses or relaxes a grid of flexible slats. The more this grid is compressed, the more the slats bow out- ward against the center of the seat back padding, providing additional lumbar support.
DIAGNOSIS AND TESTING - LUMBAR MOTOR
Actuate the power lumbar switch to move the power lumbar adjuster in each direction. The power lumbar adjuster should move in both directions. It should be noted that the power lumber adjuster nor- mally operates very quietly and exhibits little visible movement. If the power lumbar adjuster fails to oper- ate in only one direction, move the adjuster a short distance in the opposite direction and test again to be certain that the adjuster is not at its travel limit. If the power lumbar adjuster fails to operate in only
DR
one direction, Test the appropriate power seat switch as described in this group. If the power lumbar adjuster fails to operate in either direction, perform the following tests. For complete circuit diagrams, refer to Wiring.
(1) Check the power seat circuit breaker. If OK, go to Step 2. If not OK, replace the faulty power seat circuit breaker.
(2) Check for battery voltage at the power seat cir- cuit breaker. If OK, go to Step 3. If not OK, repair the open fused B(+) circuit to the fuse in the Inte- grated Power Module as required.
(3) Remove the outboard seat cushion side shield from the seat. Disconnect the seat wire harness con- nector from the power lumbar switch connector receptacle. Check for battery voltage at the fused B(+) circuit cavity of the power seat wire harness connector for the power lumbar switch. If OK, go to Step 4. If not OK, repair the open fused B(+) circuit to the power seat as required.
(4) Check for continuity between the ground cir- cuit cavity of the power seat wire harness connector for the power lumbar switch and a good ground. There should be continuity. If OK, go to Step 5. If not OK, repair the open ground circuit to ground as required.
(5) Test the power lumbar switch. . If the switch tests OK, test the circuits of the power seat wire har- ness between the power lumbar adjuster motor and the power lumbar switch for shorts or opens. If the circuits check OK, replace the faulty seat back frame assembly. If the circuits are not OK, repair the power seat wire harness as required.
DR
POWER WINDOWS
8N - 21
POWER WINDOWS
TABLE OF CONTENTS
page
page
POWER WINDOWS
WINDOW SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 21
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
DIAGNOSIS AND TESTING - POWERWINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
DIAGNOSIS AND TESTING - WINDOW
SWITCH
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23WINDOW MOTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
POWER WINDOWS DESCRIPTION
The power window system allows each of the door windows to be raised and lowered electrically by actuating a switch on each door panel. A master switch on the drivers door allows the driver to raise or lower each of the passenger door windows and to lock out the individual switches on the passenger doors from operation. The power window system receives battery feed through a fuse in the Integrated Power Module (IPM) and a circuit breaker located in the instrument panel wiring harness near the park brake pedal, only when the ignition switch is in the RUN or ACCESSORY position.
OPERATION
WINDOW SWITCH
The power window switches control the battery and ground feeds to the power window motors. The passenger door power window switches receive their battery and ground feeds through the circuitry of the drivers window switch. When the power window lock- out switch is in the Lock position, the battery feed for the passenger door window switches is inter- rupted.
WINDOW MOTOR
Window motors use permanent type magnets. The B+ and ground applied at the motor terminal pins will cause the motor to rotate in one direction. Reversing current through the motor terminals will cause the motor to rotate in the opposite direction.
Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.
DIAGNOSIS AND TESTING - POWER WINDOWS WIRING VOLTAGE TEST
The following wiring test determines whether or not voltage is continuous through the body harness to the front switch.
(1) Remove the Driver Door Module (Refer to 8 - ELECTRICAL/POWER LOCKS/DOOR MODULE - REMOVAL).
(2) Disconnect wire connector from back of power
window switch.
(3) Switch ignition to the ON position. (4) Connect the clip end of a 12 volt test light to Pin 14 of the window switch harness connector. Touch the test light probe to Pin 10. † If the test light illuminates, the wiring circuit † If the lamp does not illuminate, first check the fuse in the Integrated Power Module (IPM). Check the circuit breaker located near the park brake pedal. If fuse and circuit breaker are OK, then check for a broken wire.
between the battery and switch is OK.
Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds. POWER WINDOW MOTOR TEST
If the power window motor is receiving proper cur- rent and ground and does not operate, proceed with motor test. Refer to the appropriate wiring informa- tion. The wiring information includes wiring dia- grams, proper wire and connector repair procedures, details of wire harness routing and retention, connec- tor pin-out information and location views for the various wire harness connectors, splices and grounds. (1) Remove front door trim panel as necessary to gain access to power window motor wire connector
POWER WINDOWS
8N - 22
POWER WINDOWS (Continued)DR
(Refer to 23 - BODY/DOOR - FRONT/TRIM PANEL - REMOVAL).
(2) Disconnect power window motor wire connector
from door harness.
(3) Using two jumper wires, connect one to a bat-
tery (+) source and the other to a good ground (-).
(4) Connect the Negative (-) jumper probe to one of
the motor connector terminals.
(5) Momentarily touch the Positive (+) probe to the other motor connector terminal.
jumper
When positive probe is connected the motor should rotate in one direction to either move window up or down. If window is all the way up or down the motor will grunt and the inner door panel will flex when actuated in that one direction.
(6) Reverse jumper probes at the motor connector terminals and window should now move in opposite direction. If window does not move or grunt, replace the motor.
If window moved completely up or down, reverse the jumper probes and cycle window to the opposite position to verify full operation.
If motor grunts and does not move, verify that reg-
ulator is not binding.
(1) Check the fuse in the Integrated Power Module (IPM) and the circuit breaker located near the park brake pedal. If OK, go to Step 2. If not OK, replace the faulty fuse or circuit breaker.
(2) Turn the ignition switch to the On position. Check for battery voltage at the fuse in the Inte- grated Power Module (IPM). If OK, turn the ignition switch to the Off position and go to Step 3. If not OK, check circuit breaker and repair the circuit to the ignition switch as required.
(3) Disconnect and isolate the battery negative cable. Remove the power window switch unit from the door trim panel (passenger doors). The drivers door switch is included with the Driver Door Module (Refer to 8 - ELECTRICAL/POWER LOCKS/DOOR MODULE - DIAGNOSIS AND TESTING) for service procedures. Unplug the wire harness connector from the switch unit.
(4) Test the power window switch continuity. See the Power Window Switch Continuity charts to deter- mine if the continuity is correct in the Off, Up and Down switch positions (Fig. 1). If OK, (Refer to 8 - ELECTRICAL/POWER WINDOWS - DIAGNOSIS AND TESTING). If not OK, replace the faulty switch.
WINDOW MOTOR REMOVAL
The window motor is serviced with the window reg- ulator (Refer to 23 - BODY/DOOR - FRONT/WINDOW REGULATOR - REMOVAL) or (Refer to 23 - BODY/ DOORS - REAR/WINDOW REGULATOR - REMOVAL).
(LED)
The Light-Emitting Diode
WINDOW SWITCH DIAGNOSIS AND TESTING - WINDOW SWITCH illumination lamps for all of the power window and lock switch and bezel unit switch paddles receive battery current through the power window circuit breaker in the junction block. If all of the LEDs are inoperative in both the power window and lock switch units and the power windows are inoperative, (Refer to 8 - ELEC- TRICAL/POWER WINDOWS - DIAGNOSIS AND TESTING). If the power windows operate, but any or all of the LEDs are inoperative, the power window and lock switch units with the inoperative LED(s) is faulty and must be replaced. For complete circuit dia- grams, refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin- out information and location views for the various wire harness connectors, splices and grounds.
Fig.1PASSENGERDOORSWITCH
POWER WINDOW SWITCH CONTINUITY
CHART
SWITCH POSITION
NEUTRAL UP (FRONT PASSENGER)
UP (REAR
PASSENGER) DOWN (FRONT PASSENGER) DOWN (REAR PASSENGER)
CONTINUITY BETWEEN PIN 2 AND 5, PIN 4 AND 1
PIN 6 AND 5
PIN 6 AND 1
PIN 6 AND 1
PIN 6 AND 5
DR WINDOW SWITCH (Continued) REMOVAL
FRONT PASSENGER
INSTALLATION
FRONT PASSENGER
POWER WINDOWS
8N - 23
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door trim panel
(Refer to 23 - BODY/DOOR - FRONT/TRIM PANEL - REMOVAL). (3) Remove the switch from the trim panel bezel.
REAR PASSENGER
cable.
(1) Disconnect and isolate the battery negative
(2) Remove the door trim panel
(Refer to 23 - BODY/DOORS - REAR/TRIM PANEL - REMOVAL).
(3) Gently pry switch from door trim panel.
(1) Insert switch to trim panel bezel. (2) Install door trim panel (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - INSTALLATION).
(3) Connect battery negative cable.
REAR PASSENGER
(1) Install switch to door trim panel (2) Install door trim panel (Refer to 23 - BODY/
DOORS - REAR/TRIM PANEL - INSTALLATION).
(3) Connect battery negative cable.
DR
RESTRAINTS
8O - 1
RESTRAINTS
TABLE OF CONTENTS
page
page
RESTRAINTS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
WARNINGWARNINGS - RESTRAINT SYSTEM . . . . . . . . 5
DIAGNOSIS AND TESTING - SUPPLEMENTAL
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27
FRONT OUTBOARD SEAT BELT &
RETRACTOR REMOVAL
REMOVAL - STANDARD CAB REMOVAL - QUAD CAB
. . . . . . . . . . . . 28
. . . . . . . . . . . . . . . . 29RESTRAINT SYSTEM . . . . . . . . . . . . . . . . . . . 6
INSTALLATION
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
NON-DEPLOYED SUPPLEMENTAL RESTRAINTS . . . . . . . . . . . . . . . . . . . . . . . . . 6
STANDARD PROCEDURE - SERVICE
AFTER A SUPPLEMENTAL RESTRAINT DEPLOYMENT. . . . . . . . . . . . . . . . . . . . . . . . . 7
STANDARD PROCEDURE - VERIFICATION
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ACM COVER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9AIRBAG CONTROL MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12AUTOMATIC LOCKING RETRACTOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14CHILD RESTRAINT ANCHOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17CLOCKSPRING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
STANDARD PROCEDURE - CLOCKSPRINGCENTERING . . . . . . . . . . . . . . . . . . . . . . . . . 19
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21DRIVER AIRBAG
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 22
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24FRONT CENTER SEAT BELT & RETRACTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 26FRONT CENTER SEAT BELT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
INSTALLATION - STANDARD CAB . . . . . . . . . 31
INSTALLATION - QUAD CAB . . . . . . . . . . . . . 32FRONT OUTBOARD SEAT BELT BUCKLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 34PASSENGER AIRBAG
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 34
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 37PASSENGER AIRBAG ON/OFF SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 38
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 39REAR CENTER SEAT BELT & RETRACTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 40REAR OUTBOARD SEAT BELT & RETRACTOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 42REAR SEAT BELT BUCKLE
REMOVAL
REMOVAL - CENTER & LEFT OUTBOARD . . 43
REMOVAL - CENTER ANCHOR & RIGHTOUTBOARD . . . . . . . . . . . . . . . . . . . . . . . . . . 43
INSTALLATION
INSTALLATION - CENTER & LEFT
OUTBOARD . . . . . . . . . . . . . . . . . . . . . . . . . . 45
INSTALLATION - CENTER ANCHOR &
RIGHT OUTBOARD . . . . . . . . . . . . . . . . . . . . 45
SEAT BELT SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 46
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
DIAGNOSIS AND TESTING - SEAT BELTSWITCH
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
SEAT BELT TENSIONER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 47
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 48SEAT BELT TENSION REDUCER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 48
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 498O - 2
RESTRAINTS
DR
DIAGNOSIS AND TESTING - SEAT BELT
TENSION REDUCER . . . . . . . . . . . . . . . . . . . 49
SEAT BELT TURNING LOOP ADJUSTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 50SIDE CURTAIN AIRBAG
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 51
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 53SIDE IMPACT AIRBAG CONTROL MODULE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 53
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
REMOVALREMOVAL REMOVAL
. . . . . . . . . . . . . . . . . . . . . . . . . . . 55
. . . . . . . . . . . . . . . . . . . . . . . . . . . 55INSTALLATION
INSTALLATION INSTALLATION
. . . . . . . . . . . . . . . . . . . . . . . 56
. . . . . . . . . . . . . . . . . . . . . . . 57RESTRAINTS DESCRIPTION
An occupant restraint system is standard factory- installed safety equipment on this model. Available occupant restraints for this model include both active and passive types. Active restraints are those which require the vehicle occupants to take some action to employ, such as fastening a seat belt; while passive restraints require no action by the vehicle occupants to be employed (Fig. 1).
ACTIVE RESTRAINTS
The active restraints for this model include: † Front Seat Belts - Both outboard front seating positions are equipped with three-point seat belt sys- tems employing a lower B-pillar mounted inertia latch-type emergency locking retractor, height-adjust- able upper B-pillar mounted turning loops, a fixed lower seat belt anchor secured to the lower B-pillar (standard cab) or floor panel adjacent to the B-pillar (quad cab), and a traveling end-release seat belt buckle secured to the inboard seat track. The driver side retractor for standard cab models includes an electrically actuated seat belt tension reducer. The passenger side front seat retractor for all models is also switchable from an emergency locking retractor to an automatic locking retractor. The front seat belt buckle for the driver side of all models includes an integral seat belt switch that detects whether its seat belt has been fastened. The center front seating posi- tion for standard cab models is also equipped with a employing a floor panel three-point mounted inertia latch-type retractor, a routing bracket and bezel near the top of the cab back panel, and two fixed end-release buckles secured to the cen- ter seat cushion frame. The center front seating posi- tion for quad cab models is equipped with a fixed lap belt and an end-release buckle secured to the center seat cushion frame. † Rear Seat Belts - All three rear seating posi- tions are equipped with three-point seat belt sys- tems. The outboard seating position belts employ a lower C-pillar mounted inertia latch-type emergency locking retractor, a fixed position upper C-pillar mounted turning loop, and a fixed lower seat belt
seat belt
anchor secured to the lower C-pillar. The rear seat center seating position belt has a rear floor panel mounted inertia latch-type emergency locking retrac- tor and a routing bracket and bezel on the top of the cab back panel. The end-release buckle units for the right outboard seating position and the center seat- ing position lower anchor are integral to the center retractor mounting bracket on the rear floor panel. The end-release buckle units for the center and left outboard seating positions are individually secured to the rear floor panel on models with the standard equipment rear bench seat, or secured with the rear seat mounting hardware on models with the optional 60/40 split rear bench seat. † Child Restraint Anchors - All standard cab models are equipped with two, fixed-position, child seat upper tether anchors that are integral to the upper cab back panel reinforcement and concealed behind individual trim cover and bezel units that are integral to the cab back trim panel. All quad cab models are equipped with three child seat upper tether anchor straps that are secured to the upper cab back panel reinforcement, behind the upright rear seat back. Two lower anchors are also provided for the front outboard seating position of standard cab models, and for each rear outboard seating posi- tion on quad cab models. These lower anchors are accessed from the front of the seat where the seat back meets the seat cushion. The child seat tether and lower anchors for the front seat are deleted on quad cab models.
PASSIVE RESTRAINTS
include the following:
The passive restraints available for this model † Dual Front Airbags - Next Generation driver and front passenger airbags are available for this model. This airbag system is a passive, inflatable, Supplemental Restraint System (SRS) and vehicles with this equipment can be readily identified by the “SRS - AIRBAG” logo molded into the driver airbag trim cover in the center of the steering wheel and also into the passenger airbag door on the instru- ment panel above the glove box (Fig. 2). Vehicles with the airbag system can also be identified by the airbag indicator, which will illuminate in the instru-
DR RESTRAINTS (Continued)
RESTRAINTS
8O - 3
Fig.1SupplementalRestraintSystem
1 - AIRBAG CONTROL MODULE 2 - PASSENGER AIRBAG 3 - PASSENGER AIRBAG ON/OFF SWITCH (STD CAB ONLY) 4 - DRIVER AIRBAG
5 - SIDE CURTAIN AIRBAG 6 - SIDE IMPACT AIRBAG CONTROL MODULE 7 - SEAT BELT TENSIONER
ment cluster for about six seconds as a bulb test each time the ignition switch is turned to the On position. A pyrotechnic-type seat belt tensioner is integral to the front outboard seat belt retractors mounted on each lower B-pillar of all models equipped with dual front airbags. † Side Curtain Airbags - Optional side curtain airbags are available for this model when it is also equipped with dual front airbags. This airbag system is a passive, inflatable, Supplemental Restraint Sys- tem (SRS) and vehicles with this equipment can be readily identified by a molded identification trim but-
ton with the “SRS - AIRBAG” logo located on the headliner above each B-pillar (Fig. 2).
The supplemental restraint system includes the following major components, which are described in further detail elsewhere in this service information: † Airbag Control Module - The Airbag Control Module (ACM) is located on a mount on the floor panel transmission tunnel, below the center of the instrument panel. † Airbag Indicator - The airbag indicator is inte- gral to the ElectroMechanical Instrument Cluster (EMIC), which is located on the instrument panel in front of the driver.
RESTRAINTS
8O - 4
RESTRAINTS (Continued)Fig.2SRSLogo
† Clockspring - The clockspring is located near the top of the steering column, directly beneath the steering wheel. † Driver Airbag - The driver airbag is located in the center of the steering wheel, beneath the driver airbag trim cover. † Driver Knee Blocker - The driver knee blocker is a structural unit secured to the back side of and integral to the instrument panel steering column opening cover. † Passenger Airbag - The passenger airbag is located on the instrument panel, beneath the passen- ger airbag door on the instrument panel above the glove box on the passenger side of the vehicle. † Passenger Airbag On/Off Switch - Standard cab models without a rear seat are equipped with a passenger airbag on/off switch, which is located on the right side of the instrument panel center bezel. † Passenger Knee Blocker - The passenger knee blocker is a structural reinforcement that is integral to and concealed within the glove box door. † Seat Belt Tensioner - The seat belt tensioner is integral to the front outboard seat belt retractor units on vehicles equipped with dual front airbags. † Side Impact Airbag Control Module - Two Side Impact Airbag Control Modules (SIACM) are used on vehicles with the optional side curtain air- bags, one left side and one right side. One SIACM is located behind the B-pillar trim above the outboard front seat belt retractor within each B-pillar. † Side Curtain Airbag - In vehicles equipped with this option, a side curtain airbag is located on each inside roof side rail above the headliner, and extends from the A-pillar to the B-pillar on standard cab models, and from the A-pillar to the C-pillar on quad cab models.
The ACM, both SIACMs, and the EMIC each con- tain a central processing unit and programming that allow them to communicate with each other using
DR
the Programmable Communications Interface (PCI) data bus network. This method of communication is used by the ACM for control of the airbag indicator on all models equipped with dual front airbags. (Refer to 8 - ELECTRICAL/ELECTRONIC CON- TROL MODULES/COMMUNICATION - DESCRIP- TION).
Hard wired circuitry connects the supplemental restraint system components to each other through the electrical system of the vehicle. These hard wired circuits 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 supplemental restraint system compo- nents through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insu- lators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, further details on wire harness routing and retention, as well as pin-out and location views for the various wire harness connectors, splices and grounds.
OPERATION
ACTIVE RESTRAINTS
The primary passenger restraints in this or any other vehicle are the standard equipment factory-in- stalled seat belts and child restraint anchors. Seat belts and child restraint anchors are referred to as an active restraint because the vehicle occupants are required to physically fasten and properly adjust these restraints in order to benefit from them. 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 active restraints.
PASSIVE RESTRAINTS
The passive restraints are referred to as a supple- mental restraint system because they were designed and are intended to enhance the protection for the occupants of the vehicle only when used in conjunc- tion with the seat belts. They are referred to as pas- sive restraints because the vehicle occupants are not required to do anything to make them operate; how- ever, the vehicle occupants must be wearing their seat belts in order to obtain the maximum safety benefit factory-installed supplemental restraint system.
from the
The supplemental restraint system electrical cir- cuits are continuously monitored and controlled by a microprocessor and software contained within the Airbag Control Module (ACM) and, on vehicles equipped with the side curtain airbags, both Side
DR RESTRAINTS (Continued)
RESTRAINTS
8O - 5
of
the
supplemental
Impact Airbag Control Modules (SIACM). An airbag indicator in the ElectroMechanical Instrument Clus- ter (EMIC) illuminates for about six seconds as a bulb test each time the ignition switch is turned to the On or Start positions. Following the bulb test, the airbag indicator is turned on or off by the ACM to indicate the status of the supplemental restraint system. If the airbag indicator comes on at any time other than during the bulb test, it indicates that there is a problem in the supplemental restraint sys- tem electrical circuits. Such a problem may cause air- bags not to deploy when required, or to deploy when not required. Deployment
restraints depends upon the angle and severity of an impact. Deployment is not based upon vehicle speed; rather, deployment is based upon the rate of deceleration as measured by the forces of gravity (G force) upon the impact sensors. When an impact is severe enough, the microprocessor in the ACM or the SIACM signals the inflator of the appropriate airbag units to deploy their airbag cushions. The outboard front seat belt tensioners are provided with a deployment signal by the ACM in conjunction with the driver and passen- ger airbags. During a frontal vehicle impact, the knee blockers work in concert with properly fastened and adjusted seat belts to restrain both the driver and the front seat passenger in the proper position for an airbag deployment. The knee blockers also absorb and distribute the crash energy from the driver and the front seat passenger to the structure of the instrument panel. The seat belt tensioner removes the slack from the outboard front seat belts to provide further assurance that the driver and front seat passenger are properly positioned and restrained for an airbag deployment.
Typically, the vehicle occupants recall more about the events preceding and following a collision than they do of an airbag deployment itself. This is because the airbag deployment and deflation occur so rapidly. In a typical 48 kilometer-per-hour (30 mile- per-hour) barrier impact, from the moment of impact until the airbags are fully inflated takes about 40
milliseconds. Within one to two seconds from the moment of impact, the airbags are almost entirely deflated. The times cited for these events are approx- imations, which apply only to a barrier impact at the times will vary somewhat, given speed. Actual 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 dual front airbag system circuits or components, including the seat belt tensioners, 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. When the SIACM monitors a problem in any of the side curtain airbag system circuits or component, it stores a fault code or DTC in its memory circuit and sends an electronic message to the ACM, and the ACM sends an elec- tronic message to the EMIC to turn on the airbag the indicator. Proper supplemental restraint the Programmable Communications Interface (PCI) data bus, the elec- tronic message inputs to and outputs from the EMIC, the SIACM, or the ACM, as well as the retrieval or erasure of a DTC from the ACM, SIACM, or EMIC requires the use of a DRBIIIt scan tool. Refer to the appropriate diagnostic information.
of system components,
testing
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
WARNINGS - RESTRAINT SYSTEM
THAT
IS CUT,
WARNING: DURING AND FOLLOWING ANY SEAT BELT OR CHILD RESTRAINT ANCHOR SERVICE, CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES, MOUNTING HARDWARE, RETRACTORS, TETHER STRAPS, AND ANCHORS FOR PROPER INSTALLA- TION, OPERATION, OR DAMAGE. REPLACE ANY BELT 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. REPLACE ANY CHILD RESTRAINT ANCHOR OR THE UNIT TO WHICH THE ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT BELT OR CHILD RESTRAINT COMPONENT. ALWAYS REPLACE DAMAGED OR FAULTY SEAT BELT AND CHILD RESTRAINT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR PARTS CATALOG.
RESTRAINTS
8O - 6
RESTRAINTS (Continued)WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY 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 PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
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 93° C (200° F).
WARNING: WHEN HANDLING A SEAT BELT TEN- SIONER RETRACTOR, PROPER CARE SHOULD BE EXERCISED TO KEEP FINGERS OUT FROM UNDER THE RETRACTOR COVER AND AWAY FROM THE SEAT BELT WEBBING WHERE IT EXITS FROM THE RETRACTOR COVER.
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
DR
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
system components,
Proper diagnosis and testing of the supplemental restraint the Programmable Communications Interface (PCI) data bus, the data bus electronic message inputs to and outputs from the ElectroMechanical Instrument Cluster (EMIC), the Airbag Control Module (ACM), or the Side Impact Airbag Control Module (SIACM) as well as the retrieval or erasure of a Diagnostic Trouble Code (DTC) from the ACM or SIACM requires the use of a DRBIIIt scan tool. Refer to the appropriate diagnos- tic information.
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY 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 PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING NON-DEPLOYED SUPPLEMENTAL RESTRAINTS At no time should any source of electricity be per- mitted near the inflator on the back of a non-de- ployed airbag or seat belt tensioner. When carrying a non-deployed airbag, the trim cover or airbag cushion side of the unit should be pointed away from the body to minimize injury in the event of an accidental deployment. If the airbag unit is placed on a bench or any other surface, the trim cover or airbag cushion side of the unit should be face up to minimize move-
RESTRAINTS
8O - 7
age. Because the ACM and SIACM each contain impact sensors that are used by the supplemental restraint system to monitor or confirm the direction and severity of a vehicle impact, improper orientation or insecure fastening of these components may cause airbags not to deploy when required, or to deploy when not required. All other vehicle components should be closely inspected following any supplemen- tal restraint deployment, but are to be replaced only as required by the extent of the visible damage incurred.
CLEANUP PROCEDURE
Following a supplemental restraint deployment, the vehicle interior will contain a powdery residue. This residue consists primarily of harmless particu- late by-products of the small pyrotechnic charge that initiates the propellant used to deploy a supplemen- tal restraint. However, this residue may also contain traces of sodium hydroxide powder, a chemical by-product of the propellant material that is used to generate the inert gas that inflates the airbag. Since sodium hydroxide powder can irritate the skin, eyes, nose, or throat, be certain to wear safety glasses, rubber gloves, and a long-sleeved shirt during cleanup (Fig. 3).
DR RESTRAINTS (Continued)
ment in the event of an accidental deployment. When handling a non-deployed seat belt tensioner, take proper care to keep fingers out from under the retractor cover and away from the seat belt webbing where it exits from the retractor cover. In addition, the supplemental restraint system should be dis- armed whenever any steering wheel, steering col- umn, seat belt tensioner, driver airbag, passenger airbag, side curtain airbag, or instrument panel com- ponents require diagnosis or service. Failure to observe this warning could result in accidental air- bag deployment and possible personal injury.
All damaged, faulty or non-deployed airbags and seat belt tensioners which are replaced on vehicles are to be handled and disposed of properly. If an air- bag or seat belt tensioner unit is faulty or damaged and non-deployed, refer to the Hazardous Substance Control System for proper disposal. Dispose of all non-deployed and deployed airbags and seat belt ten- sioners in a manner consistent with state, provincial, local and federal regulations.
SUPPLEMENTAL RESTRAINT STORAGE
Airbags and seat belt tensioners must be stored in their original, special container until they are used for service. Also, they must be stored in a clean, dry environment; away from sources of extreme heat, sparks, and high electrical energy. Always place or store any airbag on a surface with its trim cover or airbag cushion side facing up, to minimize movement in case of an accidental deployment.
STANDARD PROCEDURE - SERVICE AFTER A SUPPLEMENTAL RESTRAINT DEPLOYMENT
If
Any vehicle which is to be returned to use follow- ing a supplemental restraint deployment, must have the deployed restraints replaced. In addition, if the driver airbag has been deployed, the clockspring must be replaced. the passenger airbag is deployed, the passenger airbag door must be replaced. The seat belt tensioners are deployed by the same signal that deploys the driver and passen- ger airbags and must also be replaced if either front airbag has been deployed. If a side curtain airbag has been deployed, the complete airbag unit, the headliner, as well as the upper A, B, and C-pillar trim must be replaced. These components are not intended for reuse and will be damaged or weakened as a result of a supplemental restraint deployment, which may or may not be obvious during a visual inspection.
It is also critical that the mounting surfaces and/or mounting brackets for the Airbag Control Module (ACM) and Side Impact Airbag Control Module (SIACM) be closely inspected and restored to their original conditions following any vehicle impact dam-
Fig.3WearSafetyGlassesandRubberGloves-
Typical
WARNING: IF YOU EXPERIENCE SKIN IRRITATION DURING CLEANUP, RUN COOL WATER OVER THE AFFECTED AREA. ALSO, IF YOU EXPERIENCE IRRITATION OF THE NOSE OR THROAT, EXIT THE VEHICLE FOR FRESH AIR UNTIL THE IRRITATION CEASES. IF IRRITATION CONTINUES, SEE A PHYSI- CIAN.
(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
DR
PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
(1) During the following test, the battery negative cable remains disconnected and isolated, as it was during the supplemental restraint system component removal and installation procedures.
(2) Be certain that the DRBIIIt scan tool contains the latest version of the proper DRBIIIt software. Connect the DRBIIIt to 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).
RESTRAINTS
8O - 8
RESTRAINTS (Continued)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.
Fig.4VacuumHeaterandA/COutlets-Typical
CAUTION: All damaged, faulty, or non-deployed supplemental restraints which are replaced on vehi- cles are to be handled and disposed of properly. If an airbag unit or seat belt tensioner unit is faulty or damaged and non-deployed, refer to the Hazardous Substance Control System for proper disposal. Be certain to dispose of all non-deployed and deployed supplemental restraints in a manner consistent with state, provincial, local and federal regulations.
remove
(3) Next,
supplemental restraints from the vehicle. Refer to the appropriate service removal procedures.
deployed
the
(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 DRBIIIt scan 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, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
Fig.516-WayDataLinkConnector-Typical
1 - 16–WAY DATA LINK CONNECTOR 2 - BOTTOM OF INSTRUMENT PANEL
(3) Turn the ignition switch to the On position and
exit the vehicle with the DRBIIIt scan tool.
(4) Check to be certain that nobody is in the vehi-
cle, then reconnect the battery negative cable.
(5) Using the DRBIIIt, read and record the active
(current) Diagnostic Trouble Code (DTC) data.
(6) Next, use the DRBIIIt to read and record any
stored (historical) DTC data.
(7) If any DTC is found in Step 5 or Step 6, refer
to the appropriate diagnostic information.
(8) Use the DRBIIIt to erase the stored DTC data. If any problems remain, the stored DTC data will not erase. Refer to the appropriate diagnostic informa- tion to diagnose any stored DTC that will not erase.
DR RESTRAINTS (Continued)
If the stored DTC information is successfully erased, go to Step 9.
(9) Turn the ignition switch to the Off position for about fifteen seconds, and then back to the On posi- tion. Observe the airbag indicator in the instrument cluster. It should illuminate for six to eight seconds, and then go out. This indicates that the supplemen- tal restraint system is functioning normally and that the repairs are complete. If the airbag indicator fails to light, or lights and stays on, there is still an active supplemental restraint system fault or malfunction. Refer to the appropriate diagnostic information to diagnose the problem.
ACM COVER REMOVAL
The Airbag Control Module (ACM) cover is used only on models with an automatic transmission. Mod- els with a manual transmission require that the floor console be removed to access the ACM for service. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - REMOVAL).
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY 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 PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
(1) Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
(2) Using a trim stick or another suitable wide flat-bladed tool, gently pry each side of the ACM cover away from the instrument panel at each side of the center bracket on the floor panel transmission tunnel far enough to disengage the two snap clip retainers from the instrument panel receptacles (Fig. 6).
(3) Remove the ACM cover from the instrument
panel.
RESTRAINTS
8O - 9
Fig.6ACMCoverRemove/Install
1 - INSTRUMENT PANEL RECEPTACLE (2) 2 - ACM COVER
INSTALLATION
The Airbag Control Module (ACM) cover is used only on models with an automatic transmission. Mod- els with a manual transmission require that the floor console be reinstalled following ACM service. (Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INSTALLATION).
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY 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 PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
(1) Position the ACM cover to the instrument
panel (Fig. 6).
(2) Align the snap clip retainer on each side of the ACM cover with the instrument panel receptacle at each side of the center bracket on the floor panel transmission tunnel.
(3) Using hand pressure, press firmly and evenly on the outside of the ACM cover over each snap clip retainer location until each retainer is fully engaged in its instrument panel receptacle.
(4) Reconnect the battery negative cable.
8O - 10
RESTRAINTS
DR
AIRBAG CONTROL MODULE DESCRIPTION
are only serviced as a unit with the ACM. The ACM cannot be repaired or adjusted and, if damaged or faulty, it must be replaced.
OPERATION
The microprocessor in the Airbag Control Module (ACM) contains the front supplemental restraint sys- tem logic circuits and controls all of the front supple- mental restraint system components. The ACM uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the DRBIIIt scan tool using the Programma- ble Communications Interface (PCI) data bus net- work. This method of communication is used for control of the airbag indicator in the ElectroMechani- cal Instrument Cluster (EMIC) and for supplemental restraint system diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel. (Refer to 8 - ELECTRICAL/INSTRUMENT CLUSTER/AIRBAG INDICATOR - OPERATION).
The ACM microprocessor continuously monitors all of the front supplemental restraint system electrical circuits to determine the system readiness. If the ACM detects a monitored system fault, it sets an active and stored Diagnostic Trouble Code (DTC) and sends electronic messages to the EMIC over the PCI data bus to turn on the airbag indicator. An active fault only remains for the duration of the fault, or in some cases, the duration of the current ignition switch cycle, while a stored fault causes a DTC to be stored in memory by the ACM. For some DTCs, if a fault does not recur for a number of ignition cycles, the ACM will automatically erase the stored DTC. For other internal faults, the stored DTC is latched forever.
In standard cab models, the ACM also monitors a resistor multiplexed input from the passenger airbag on/off switch and provides a control output for the Off indicator in the switch through a passenger air- bag indicator driver circuit. If the passenger airbag on/off switch is set to the Off position, the ACM turns on the passenger airbag on/off switch Off indicator and will internally disable the passenger airbag from being deployed if an impact is detected that is suffi- cient for an airbag deployment. The ACM also turns on the on/off switch Off indicator for about seven sec- onds each time the ignition switch is turned to the On position as a bulb test. Following the bulb test, the ACM controls the status of the Off indicator based upon the resistance of the input from the on/off switch. The ACM will also set and/or store a DTC for faults it detects in the passenger airbag on/off switch circuits, and will turn on the airbag indicator in the EMIC if a fault has been detected.
Fig.7AirbagControlModule
1 - AIRBAG CONTROL MODULE 2 - ORIENTATION ARROW 3 - CONNECTOR RECEPTACLE
The Airbag Control Module (ACM) is secured with four screws to the top mounting surface of a stamped steel bracket welded onto the top of the floor panel transmission tunnel forward of the instrument panel center support bracket and below the instrument panel center stack in the passenger compartment of the vehicle (Fig. 7). Concealed within a hollow in the center of the die cast aluminum ACM housing is the electronic circuitry of the ACM which includes a microprocessor, an electronic impact sensor, an elec- tromechanical safing sensor, and an energy storage capacitor. A stamped metal cover plate is secured to the bottom of the ACM housing with four screws to enclose and protect the internal electronic circuitry and components.
The ACM housing has integral mounting flanges on each side. Two of the mounting flanges, one on each side, have an integral locating pin on their lower surface. The left flanges have round mounting holes, while the flanges on the right side have slotted mounting holes. An arrow cast into the top of the ACM housing near the rear provides a visual verifi- cation of the proper orientation of the unit, and should always be pointed toward the front of the vehicle. A molded plastic electrical connector recepta- cle containing twenty-three terminal pins exits the rearward facing side of the ACM housing. These ter- minal pins connect the ACM to the vehicle electrical system through a dedicated take out and connector of the instrument panel wire harness.
The impact sensor and safing sensor internal to the ACM are calibrated for the specific vehicle, and
DR AIRBAG CONTROL MODULE (Continued)
RESTRAINTS
8O - 11
On models equipped with optional side curtain air- bags, the ACM communicates with both the left and right Side Impact Airbag Control Modules (SIACM) over the PCI data bus. The SIACM notifies the ACM when it has detected a monitored system fault and stored a DTC in memory for its respective side cur- tain airbag system, and the ACM sets a DTC and controls the airbag indicator operation accordingly.
The ACM receives battery current through two cir- cuits; a fused ignition switch output (run) circuit through a fuse in the Integrated Power Module (IPM), and a fused ignition switch output (run-start) circuit through a second fuse in the IPM. The ACM receives ground through a ground circuit and take out of the instrument panel wire harness. This take out has a single eyelet terminal connector that is secured by a ground screw to the instrument panel support structure. These connections allow the ACM to be operational whenever the ignition switch is in the Start or On positions. The ACM also contains an energy-storage capacitor. When the ignition switch is in the Start or On positions, this capacitor is contin- ually being charged with enough electrical energy to deploy the front supplemental restraint components for up to one second following a battery disconnect or failure. The purpose of the capacitor is to provide backup supplemental restraint system protection in case there is a loss of battery current supply to the ACM during an impact.
Two sensors are contained within the ACM; an electronic impact sensor, and a safing sensor. The electronic impact sensor is an accelerometer that senses the rate of vehicle deceleration, which pro- vides verification of the direction and severity of an impact. The safing sensor is an electromechanical sensor within the ACM that provides an additional logic input to the ACM microprocessor. The safing sensor is a normally open switch that is used to ver- ify the need for a front supplemental restraint deployment by detecting impact energy of a lesser magnitude than that of the electronic impact sensor, and must be closed in order for the front airbags or seat belt tensioners to deploy. A pre-programmed decision algorithm in the ACM microprocessor deter- mines when the deceleration rate as signaled by the impact sensor and the safing sensor indicate an impact that is severe enough to require front supple- mental restraint system protection and, based upon the status of the passenger airbag on/off switch input and the severity of the monitored impact, determines what combination of seat belt tensioner and front air- bag deployment is required for each front seating position. When the programmed conditions are met, the ACM sends the proper electrical signals to deploy the seat belt tensioners and dual front airbags.
The hard wired inputs and outputs for the ACM may be diagnosed and tested using conventional diagnostic tools and procedures. However, conven- tional diagnostic methods will not prove conclusive in the diagnosis of the ACM, the PCI data bus network, or the electronic message inputs to and outputs from the ACM. The most reliable, efficient, and accurate means to diagnose the ACM, the PCI data bus net- work, and the electronic message inputs to and out- puts from the ACM requires the use of a DRBIIIt scan tool. Refer to the appropriate diagnostic infor- mation.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY 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 PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
WARNING: THE AIRBAG CONTROL MODULE CON- TAINS THE IMPACT SENSOR, WHICH ENABLES THE SYSTEM TO DEPLOY THE FRONT SUPPLE- MENTAL RESTRAINTS. NEVER STRIKE OR DROP THE AIRBAG CONTROL MODULE, AS IT CAN DAM- AGE THE IMPACT SENSOR OR AFFECT ITS CALI- BRATION. IF AN AIRBAG CONTROL MODULE IS ACCIDENTALLY DROPPED DURING SERVICE, THE MODULE MUST BE SCRAPPED AND REPLACED WITH A NEW UNIT. FAILURE TO OBSERVE THIS WARNING COULD RESULT IN ACCIDENTAL, INCOMPLETE, OR IMPROPER FRONT SUPPLEMEN- TAL RESTRAINT DEPLOYMENT AND POSSIBLE OCCUPANT INJURIES.
(1) Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
(2) On models with a manual
transmission, remove the floor console from the top of the floor panel transmission tunnel. (Refer to 23 - BODY/IN- TERIOR/FLOOR CONSOLE - REMOVAL).
(3) On models with an automatic transmission, remove the ACM cover from the instrument panel.
RESTRAINTS
8O - 12
AIRBAG CONTROL MODULE (Continued)DR
(Refer COVER - REMOVAL).
to 8 - ELECTRICAL/RESTRAINTS/ACM
(4) Reach through the rearward facing opening below the instrument panel center stack support bracket on the top of the floor panel transmission tunnel to access and disconnect the instrument panel wire harness connector for the Airbag Control Mod- ule (ACM) from the ACM connector receptacle located on the rearward facing side of the module (Fig. 8). To disconnect the instrument panel wire harness con- nector from the ACM:
(a) Slide the red Connector Position Assurance (CPA) lock on the top of the connector toward the side of the connector.
(b) Depress the connector latch tab and pull the connector straight away from the ACM connector receptacle.
Fig.8AirbagControlModuleRemove/Install
1 - WIRE HARNESS CONNECTOR 2 - AIRBAG CONTROL MODULE 3 - SCREW (4) 4 - FLOOR PANEL TRANSMISSION TUNNEL
(5) From the right side of the floor panel transmis- sion tunnel, loosen each of the two screws that secure the right side of the ACM to the bracket on the floor panel transmission tunnel about 7 millimeters (0.25
inch).(6) From the left side of the floor panel transmis- sion tunnel, remove the two screws that secure the left side of the ACM to the bracket on the floor panel transmission tunnel.
(7) Still working from the left side of the floor panel transmission tunnel, lift the ACM upward far enough to disengage the locating pins on the bottom of the ACM mounting flanges from the locating holes in the mounting bracket, then slide the ACM toward the left far enough to disengage the slotted holes in the right ACM mounting flanges from under the heads of the two previously loosened right mounting screws.
(8) Remove the ACM from the left side of the floor
panel transmission tunnel.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, DRIVER AIRBAG, PASSENGER AIRBAG, SEAT BELT TENSIONER, SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCON- NECT AND ISOLATE THE BATTERY 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 PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
THE
WARNING: THE AIRBAG CONTROL MODULE CON- TAINS THE IMPACT SENSOR, WHICH ENABLES THE SYSTEM TO DEPLOY THE FRONT SUPPLE- MENTAL RESTRAINTS. NEVER STRIKE OR DROP THE AIRBAG CONTROL MODULE, AS IT CAN DAM- AGE THE IMPACT SENSOR OR AFFECT ITS CALI- BRATION. IF AN AIRBAG CONTROL MODULE IS ACCIDENTALLY DROPPED DURING SERVICE, THE MODULE MUST BE SCRAPPED AND REPLACED WITH A NEW UNIT. FAILURE TO OBSERVE THIS WARNING COULD RESULT IN ACCIDENTAL, INCOMPLETE, OR IMPROPER FRONT SUPPLEMEN- TAL RESTRAINT DEPLOYMENT AND POSSIBLE OCCUPANT INJURIES.
(1) Position the Airbag Control Module (ACM) to the left side of the floor panel transmission tunnel near the ACM bracket (Fig. 8). When the ACM is cor- rectly positioned, the arrow on the ACM housing will be pointed forward in the vehicle.
(2) From the left side of the floor panel transmis- sion tunnel, slide the ACM toward the right far enough to engage the slotted holes in the right ACM mounting flanges under the heads of the two previ- ously loosened right mounting screws, then engage
DR AIRBAG CONTROL MODULE (Continued)
RESTRAINTS
8O - 13
the locating pins on the bottom of the ACM mounting flanges into the locating holes in the bracket.
(3) Still working from the left side of the floor panel transmission tunnel, install and tighten the two screws that secure the left ACM mounting flanges to the bracket that is welded onto the floor panel transmission tunnel. Tighten the screws to 14
N·m (10 ft. lbs.).(4) From the right side of the floor panel transmis- sion tunnel, tighten each of the two screws that secure the right side of the ACM to the bracket on the floor panel transmission tunnel. Tighten the screws to 14 N·m (10 ft. lbs.).
(5) Reach through the rearward facing opening below the instrument panel center stack support bracket on the top of the floor panel transmission tunnel to access and reconnect the instrument panel wire harness connector for the ACM to the ACM con- nector receptacle located on the rearward facing side of the module. Be certain that the latch and the red Connector Position Assurance (CPA) lock on the con- nector are each fully engaged.
(6) On models with an automatic transmission, reinstall the ACM cover onto the instrument panel. (Refer to 8 - ELECTRICAL/RESTRAINTS/ACM COVER - INSTALLATION).
(7) On models with a manual transmission, rein- stall the floor console onto the top of the floor panel transmission tunnel. (Refer to 23 - BODY/INTERI- OR/FLOOR CONSOLE - INSTALLATION).
(8) Do not reconnect the battery negative cable at this time. The supplemental restraint system verifi- cation test procedure should be performed following service of any supplemental restraint system compo- nent. (Refer to 8 - ELECTRICAL/RESTRAINTS - STANDARD PROCEDURE - VERIFICATION TEST).
AUTOMATIC LOCKING RETRACTOR DESCRIPTION
Fig.9AutomaticLockingRetractor
1 - TENSIONER HOUSING OR CHAMBER 2 - GAS GENERATOR 3 - TENSIONER PIGTAIL WIRE 4 - SPOOL 5 - TENSION REDUCER (DRIVER SIDE ON STANDARD CAB ONLY) 6 - REDUCER CONNECTOR RECEPTACLE 7 - RETRACTOR LOCKING MECHANISM COVER
The seat belt retractors used in all seating posi- tions include an inertia-type, emergency locking mechanism as standard equipment (Fig. 9). However, the retractor locking mechanism for the passenger side front seating position is mechanically switchable from an emergency locking retractor to an automatic locking retractor. The primary function of this fea- ture is to securely accommodate a child seat in the passenger side front seating position of the vehicle without the need for a self-cinching seat belt tip half latch plate unit or another supplemental device that would be required to prevent the seat belt webbing from unwinding freely from the retractor spool of an inertia-type emergency locking retractor mechanism. The automatic locking mechanism is integral to the passenger side front seat belt and retractor unit and is concealed beneath a molded plastic cover located on the same side of the retractor spool as the seat belt tensioner housing. The retractor is secured to the inner B-pillar on the right side of the vehicle and is concealed beneath the molded plastic inner B-pil- lar trim. The automatic locking mechanism cannot be adjusted or repaired and, if faulty or damaged, the entire passenger side front seat belt and retractor unit must be replaced.
DR
The retractor is returned to standard emergency locking mode by unbuckling the combination lap and shoulder belt buckle and allowing the belt webbing to be almost fully retracted onto the retractor spool. The emergency locking mode is confirmed by the absence of the audible clicking or ratcheting sound as the belt webbing retracts. This mode will allow the belt to unwind from and wind onto the retractor spool freely unless and until a predetermined inertia load is sensed, or until the retractor is again switched to the automatic locking mode.
RESTRAINTS
8O - 14
AUTOMATIC LOCKING RETRACTOR (Continued) OPERATIONThe automatic locking mode of the retractor is engaged and the retractor is switched from operating as a standard inertia-type emergency locking retrac- tor by first buckling the combination lap and shoul- der belt buckle. Then grasp the shoulder belt and pull all of the webbing out of the retractor. Once all of the belt webbing is extracted from the spool, the retractor will automatically become engaged in the pre-locked automatic locking mode and will make an audible clicking or ratcheting sound as the shoulder belt is allowed to retract to confirm that the auto- matic locking mode is now engaged. Once the auto- matic locking mode is engaged, the retractor will remain locked and the belt will remain tight around whatever it is restraining.
CHILD RESTRAINT ANCHOR
DESCRIPTION
1 - LOWER ANCHOR (PROVIDED FOR OUTBOARD SEATING POSITION ONLY)
2 - TETHER ANCHOR (PROVIDED FOR CENTER AND OUTBOARD SEATING POSITIONS)
Fig.10ChildRestraintAnchorLocation-StandardCab
DR CHILD RESTRAINT ANCHOR (Continued)
RESTRAINTS
8O - 15
1 - LOWER ANCHOR (PROVIDED FOR REAR OUTBOARD SEATING POSITIONS ONLY)
2 - TETHER ANCHOR (PROVIDED FOR REAR CENTER AND OUTBOARD SEATING POSITIONS)
Fig.11ChildRestraintAnchorLocation-QuadCab
This model is equipped with a Lower Anchors and Tether for CHildren, or LATCH child restraint anchorage system (Fig. 10) or (Fig. 11). The LATCH system provides for the installation of suitable child restraints in certain seating positions without using the standard equipment seat belt provided for that seating position. Standard cab models are equipped with a fixed-position child restraint upper tether anchor for the front center and outboard seating posi- tions, and child restraint lower anchors for the front outboard seating position. Quad cab models are equipped with a fixed-position child restraint upper tether anchor strap for the rear center and both rear outboard seating positions, and child restraint lower anchors for both rear outboard seating positions. All front seat child restraint anchors are deleted on quad cab models.
The two upper tether anchors for standard cab models are integral to the upper cab back panel rein- forcement and are concealed behind individual trim cover and bezel units that are integral to the cab back trim panel (Fig. 12). These upper tether anchors cannot be adjusted or repaired and, if faulty or dam- aged, they must be replaced as a unit with the upper cab back panel reinforcement. The upper tether anchor trim covers and bezels are serviced as a unit with the cab back trim panel.
The three upper tether anchor straps for quad cab models are secured to the upper cab back panel rein- forcement with screws (Fig. 13). These anchor straps are concealed behind the upright rear seat back. The
Fig.12ChildTetherAnchor-StandardCab
1 - COVER & BEZEL (2) 2 - CAB BACK TRIM PANEL 3 - ANCHOR (2)
upper tether anchor straps are available for individ- ual service replacement.
The lower anchors for all models are integral to their respective front or rear seat cushion frame (Fig. 14) or (Fig. 15). Round markers with an imprinted child seat icon on the standard cab front seat back trim cover helps identify the anchor locations for that application because they may be otherwise difficult to see with the seat back in the upright position. These lower anchors are each constructed from round steel
RESTRAINTS
8O - 16
CHILD RESTRAINT ANCHOR (Continued)DR
Fig.13ChildTetherStrap-QuadCab
1 - TETHER STRAP (3) 2 - CAB BACK PANEL 3 - SCREW (3)
is formed into a U-shape,
bar stock that then securely welded at each end to the seat cushion frame. They are each accessed from the front of their respective seats, at each side where the seat back meets the seat cushion. These lower anchors cannot be adjusted or repaired and, if faulty or damaged, they must be replaced as a unit with the seat cush- ion frame. On quad cab models, if the lower anchors have been bent or broken as a result of a vehicle col- lision, the latch for the affected rear seat cushion frame unit must also be replaced.
Fig.15ChildRestraintLowerAnchor-QuadCab
RearSeat
1 - REAR SEAT BACK 2 - LOWER ANCHOR (2 PER OUTBOARD REAR SEATING POSITION) 3 - REAR SEAT CUSHION
THAT
IS CUT,
WARNING: DURING AND FOLLOWING ANY SEAT BELT OR CHILD RESTRAINT ANCHOR SERVICE, CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES, MOUNTING HARDWARE, RETRACTORS, TETHER STRAPS, AND ANCHORS FOR PROPER INSTALLA- TION, OPERATION, OR DAMAGE. REPLACE ANY BELT 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. REPLACE ANY CHILD RESTRAINT ANCHOR OR THE UNIT TO WHICH THE ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT BELT OR CHILD RESTRAINT COMPONENT. ALWAYS REPLACE DAMAGED OR FAULTY SEAT BELT AND CHILD RESTRAINT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR PARTS CATALOG.
Fig.14ChildRestraintLowerAnchor-Standard
CabFrontSeat
1 - FRONT SEAT BACK 2 - LOWER ANCHOR (2) - PASSENGER SIDE OUTBOARD SEATING POSITION ONLY 3 - LOWER ANCHOR MARKER (2) 4 - FRONT SEAT CUSHION
OPERATION
See the owner’s manual in the vehicle glove box for more information on the proper use of all of the fac- tory-installed child restraint anchors.
REMOVAL
The following procedure applies only to the rear seat upper child tether straps used on quad cab mod- els. The child restraint anchors used in other models and locations are integral to other components and cannot be serviced separately.
DR CHILD RESTRAINT ANCHOR (Continued)
RESTRAINTS
8O - 17
THAT
IS CUT,
WARNING: DURING AND FOLLOWING ANY SEAT BELT OR CHILD RESTRAINT ANCHOR SERVICE, CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES, MOUNTING HARDWARE, RETRACTORS, TETHER STRAPS, AND ANCHORS FOR PROPER INSTALLA- TION, OPERATION, OR DAMAGE. REPLACE ANY BELT 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. REPLACE ANY CHILD RESTRAINT ANCHOR OR THE UNIT TO WHICH THE ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT BELT OR CHILD RESTRAINT COMPONENT. ALWAYS REPLACE DAMAGED OR FAULTY SEAT BELT AND CHILD RESTRAINT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR PARTS CATALOG.
(1) Remove the rear seat from the vehicle. (Refer
to 23 - BODY/SEATS/SEAT - REAR - REMOVAL).
(2) Remove the screw that secures the child tether strap to the upper cab back panel reinforcement (Fig. 16).
(3) Remove the child tether strap from the upper
cab back panel reinforcement.
INSTALLATION
The following procedure applies only to the rear seat upper child tether straps used on quad cab mod- els. The child restraint anchors used in other models and locations are integral to other components and cannot be serviced separately.
WARNING: DURING AND FOLLOWING ANY SEAT BELT OR CHILD RESTRAINT ANCHOR SERVICE, CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES, MOUNTING HARDWARE, RETRACTORS, TETHER STRAPS, AND ANCHORS FOR PROPER INSTALLA- TION, OPERATION, OR DAMAGE. REPLACE ANY BELT FRAYED, OR TORN.
IS CUT,
THAT
Fig.16ChildTetherStrap-QuadCab
1 - TETHER STRAP (3) 2 - CAB BACK PANEL 3 - SCREW (3)
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. REPLACE ANY CHILD RESTRAINT ANCHOR OR THE UNIT TO WHICH THE ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT BELT OR CHILD RESTRAINT COMPONENT. ALWAYS REPLACE DAMAGED OR FAULTY SEAT BELT AND CHILD RESTRAINT COMPONENTS WITH THE CORRECT, NEW AND UNUSED REPLACEMENT PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR PARTS CATALOG.
(1) Position the child tether strap onto the upper
cab back panel reinforcement (Fig. 16).
(2) Install and tighten the screw that secures the child tether strap to the upper cab back panel rein- forcement. Tighten the screw to 14 N·m (10 ft. lbs.). (3) Reinstall the rear seat into the vehicle. (Refer to 23 - BODY/SEATS/SEAT - REAR - INSTALLA- TION).
8O - 18
RESTRAINTS
CLOCKSPRING DESCRIPTION
DR
Fig.17Clockspring
1 - PIGTAIL WIRE 2 - LOCATING TAB 3 - LOCKING PIN 4 - MOUNTING TAB (2) 5 - UPPER CONNECTOR RECEPTACLE (2) 6 - LABEL 7 - ENGAGEMENT DOWEL & BOOT 8 - CASE 9 - CENTERING ARROWS 10 - ROTOR
The clockspring assembly is secured with two screws onto the multi-function switch mounting housing near the top of the steering column behind the steering wheel (Fig. 17). The clockspring consists of a flat, round molded plastic case with a stubby tail that hangs below the steering column (Fig. 18). The tail contains two connector receptacles that face toward the instrument panel. Within the plastic case is a spool-like molded plastic rotor with a large exposed hub. The upper surface of the rotor hub has a large center hole, two large flats, an engagement dowel with a yellow rubber boot, a short pigtail wire with connector, and two connector receptacles that face toward the steering wheel.
The lower surface of the rotor hub has a molded plastic turn signal cancel cam with two lobes that is keyed to the rotor and is secured there with four integral snap features. Within the plastic case and wound around the rotor spool is a long ribbon-like tape that consists of several thin copper wire leads sandwiched between two thin plastic membranes. The outer end of the tape terminates at the connector receptacles that face the instrument panel, while the inner end of the tape terminates at the pigtail wire and connector receptacles on the hub of the clock- spring rotor that face the steering wheel.
Fig.18TurnSignalCancelCam
1 - LOCKING PIN 2 - CLOCKSPRING CASE 3 - CANCEL CAM 4 - LOWER CONNECTOR RECEPTACLE (2)
Service replacement clocksprings are shipped pre- centered and with a molded plastic locking pin that snaps into a receptacle on the rotor and is engaged between two tabs on the upper surface of the rotor case. The locking pin secures the centered clock- spring rotor to the clockspring case during shipment, but the locking pin must be removed from the clock- spring after it is installed on the steering column. (Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK- SPRING - STANDARD PROCEDURE - CLOCK- SPRING CENTERING).
The clockspring cannot be repaired. If the clock- spring is faulty, damaged, or if the driver airbag has been deployed, the clockspring must be replaced.
OPERATION
The clockspring is a mechanical electrical circuit component that is used to provide continuous electri- cal continuity between the fixed instrument panel wire harness and the electrical components mounted on or in the rotating steering wheel. On this model the rotating electrical components include the driver airbag, the horn switch, the speed control switches, and the remote radio switches, if the vehicle is so equipped. The clockspring case is positioned and secured to the multi-function switch mounting hous- ing near the top of the steering column. The connec- tor receptacles on the tail of the fixed clockspring case connect the clockspring to the vehicle electrical system through two take outs with connectors from the instrument panel wire harness.
The clockspring rotor is movable and is keyed by an engagement dowel that is molded onto the rotor hub between two fins that are cast into the lower surface of the steering wheel armature. A yellow rub-
DR CLOCKSPRING (Continued)
ber boot is installed over the engagement dowel to eliminate contact noise between the dowel and the steering wheel. The two lobes on the turn signal can- cel cam on the lower surface of the clockspring rotor hub contact a turn signal cancel actuator of the multi-function switch to provide automatic turn sig- nal cancellation. The yellow sleeved pigtail wires on the upper surface of the clockspring rotor connect the clockspring to the driver airbag, while a steering wheel wire harness connects the two connector recep- tacles on the upper surface of the clockspring rotor to the horn switch feed pigtail wire connector and, if the vehicle is so equipped, to the optional speed con- trol and remote radio switches on the steering wheel. Like the clockspring in a timepiece, the clockspring tape has travel limits and can be damaged by being wound too tightly during full stop-to-stop steering wheel rotation. To prevent this from occurring, the clockspring is centered when it is installed on the steering column. Centering the clockspring indexes the clockspring tape to the movable steering compo- nents so that the tape can operate within its designed travel limits. However, if the clockspring is removed from the steering column or if the steering shaft is disconnected from the steering gear, the clockspring spool can change position relative to the movable steering components. The clockspring must be re-centered following completion of this service or the tape may be damaged.
Service replacement clocksprings are shipped pre- centered and with a plastic locking pin installed. This locking pin should not be disengaged until the clockspring has been installed on the steering col- umn. If the locking pin is removed or damaged before the clockspring is installed on a steering column, the clockspring centering procedure must be performed. (Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK- SPRING - STANDARD PROCEDURE - CLOCK- SPRING CENTERING).
STANDARD PROCEDURE - CLOCKSPRING CENTERING
The clockspring is designed to wind and unwind when the steering wheel is rotated, but is only
