1998 DODGE RAM 1500 gear

(2) Install the lamp back plate onto the tail lamp
unit.
(3) Install the tail lamp unit (Refer to 8 - ELEC-
TRICAL/LAMPS/LIGHTING - EXTERIOR/TAIL
LAMP UNIT - INSTALLATION).
(4) Reconnect the negative battery cable.
INSTALLATION - WITHOUT CARGO BOX
(1) Install the backup lamp bulb into the backup
lamp socket by pushing inward and rotating it clock-
wise.
NOTE: Install the tail lamp lens with the clear por-
tion (back-up lens) at the top of the housing. Make
sure that the gasket is correctly in place and not
twisted or torn.
(2) Position the tail lamp lens and gasket onto the
tail lamp unit.
NOTE: Do not overtighten the tail lamp lens screws
or damage to the tail lamp lens may result.
(3) Install the four screws that secure the tail
lamp lens to the tail lamp unit. Tighten the screws
securely.
(4) Reconnect the negative battery cable.
BACKUP LAMP SWITCH
DESCRIPTION
Vehicles equipped with a manual transmission
have a normally open, spring-loaded plunger typeback-up lamp switch (Fig. 2). The backup lamp
switch is located in a threaded hole on the side of the
manual transmission housing. The backup lamp
switch has a threaded body and a hex formation near
the plunger end of the switch, and an integral con-
nector at the opposite end of the switch. When
installed, only the connector and the hex formation
are visible on the outside of the transmission hous-
ing. Vehicles with an optional electronic automatic
transmission have a Transmission Range Sensor
(TRS) that is used to perform several functions,
including that of the backup lamp switch. The TRS is
described in further detail elsewhere in this service
information. The backup lamp switch cannot be
adjusted or repaired and, if faulty or damaged, the
entire switch unit must be replaced.
OPERATION
The backup lamp switch controls the flow of bat-
tery voltage to the backup lamp bulbs through an
output on the back-up lamp feed circuit. The switch
plunger is mechanically actuated by the gearshift
mechanism within the transmission, which will
depress the switch plunger and close the switch con-
tacts whenever the reverse gear has been selected.
The switch receives battery voltage through a fuse in
the Integrated Power Module (IPM) on a fused igni-
tion switch output (run) circuit whenever the ignition
switch is in the On position. A take out of the engine
wire harness connects the backup lamp switch to the
vehicle electrical system. The backup lamp switch
and circuits can be tested using conventional diag-
nostic tools and methods.
DIAGNOSIS AND TESTING - BACKUP LAMP
SWITCH
(1) Disconnect and isolate the battery negative
cable.
(2) Raise and support the vehicle.
(3) Locate and disconnect the engine wire harness
connector for the backup lamp switch.
(4) Check for continuity between the two terminal
pins in the backup lamp switch connector.
(a) With the gear selector lever in the Reverse
position, there should be continuity.
(b) With the gear selector lever in any position
other than Reverse, there should be no continuity.
Fig. 2 Backup Lamp Switch - Typical
1 - MANUAL TRANSMISSION
2 - BACKUP LAMP SWITCH
3 - ENGINE WIRE HARNESS
8L - 8 LAMPS/LIGHTING - EXTERIORDR
BACKUP LAMP (Continued)

appears,AUTO UNLOCK ON EXIT?- The options
again include Yes and No. The default is No. When
Yes is selected, following each Auto Door Lock event
all doors will automatically unlock when the driver
door is opened, if the vehicle is stopped and the
transmission gear selector is in Park or Neutral. The
Auto Door Unlock event will only occur once follow-
ing each Auto Door Lock event.
²REMOTE UNLOCK- The options include
Driver Door 1st and All Doors. The default is Driver
Door 1st. When Diver Door 1st is selected, only the
driver door unlocks when the Unlock button of the
Remote Keyless Entry (RKE) transmitter is
depressed once. The Unlock button of the RKE trans-
mitter must be depressed twice to unlock all doors.
When All Doors is selected, all doors unlock when the
Unlock button of the RKE transmitter is depressed
once.
²SOUND HORN ON LOCK?- The options
include On and Off. The default is No. When Yes is
selected, a short horn chirp will provide an audible
confirmation when the RKE receiver recognizes a
valid Lock signal from an RKE transmitter. When No
is selected, no horn chirp will occur with the RKE
Lock event. This feature may be selected indepen-
dent of theFLASH LIGHTS WITH LOCKS?pro-
grammable feature.
²FLASH LIGHTS WITH LOCKS?- The options
include Yes and No. The default is Yes. When Yes is
selected, a single flash of the hazard warning lamps
will provide an optical confirmation when the RKE
receiver recognizes a valid Lock signal from an RKE
transmitter, and two flashes of the same lamps will
occur when the RKE receiver recognizes a valid
Unlock signal from an RKE transmitter. When No is
selected, no lamp flash will occur with the RKE Lock
or Unlock event. This feature may be selected inde-
pendent of theSOUND HORN ON LOCK?pro-
grammable feature.
²HEADLAMP DELAY =- The options include
Off, 30 Sec, 60 Sec, and 90 Sec. The default is 90 Sec.
When a time interval is selected, the headlamps will
remain on for that length of time when the head-
lamps are turned off after the ignition is turned off,
or if the Auto mode is selected on vehicles with the
Auto Headlamps option. When Off is selected, the
headlamp delay feature is disabled.
²TRAIN REMOTE- When this feature is
selected the driver can choose to train up to four
remote keyless entry transmitters. The options
include Yes and No. The default is No. When Yes is
selected and the MENU button is pressed the EVIC
will display ªPRESS REMOTE LOCK & UNLOCK
THEN PRESS UNLOCKº, followed by a chime to
indicate the training sequence can commence. You
have approximately 30 seconds to train up to fourtransmitters, after each transmitter is trained a
chime will sound indicating that the training was
successful. If remote link to memory is ªYESº , the
first transmitter trained will be associated with
memory setting 1 and the second transmitter trained
will be associated with memory setting 2. Additional
transmitters will not be associated with a memory
setting. When you have finished training the trans-
mitters, press the menu button again and the EVIC
will display ªTRAIN DONE ªXº TRAINED. If no
transmitters are trained within approximately 30
seconds the EVIC will display ªTRAIN TIMEOUTº.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the overhead console from the headlin-
er.(Refer to 8 - ELECTRICAL/OVERHEAD CON-
SOLE - REMOVAL).
(3) Disconnect the EVIC module electrical connec-
tor. Depress the retaining tab and pull straight
apart.
(4) Remove the screws holding the EVIC module in
the overhead console (Fig. 6).
(5) Remove EVIC module from console assembly.
INSTALLATION
(1) Position the EVIC module in the overhead con-
sole.
Fig. 6 OVERHEAD CONSOLE MODULE REMOVAL
1 - ELECTRONIC VEHICLE INFORMATION MODULE
2 - OVERHEAD CONSOLE
DRMESSAGE SYSTEMS 8M - 9
ELECTRONIC VEHICLE INFO CENTER (Continued)

(5) Connect the battery negative cable. Turn the
ignition switch to the On position. Set the parking
brake. Place the transmission gear selector lever in
the Reverse position. Check for battery voltage at the
backup lamp switch output circuit cavity of the auto-
matic day/night mirror wire harness connector. If
OK, go to Step 6. If not OK, repair the open circuit
as required.
(6) Turn the ignition switch to the Off position.
Disconnect the battery negative cable. Plug in the
automatic day/night mirror wire harness connector.
Connect the battery negative cable. Turn the ignition
switch to the On position. Place the transmission
gear selector lever in the Neutral position. Place the
mirror switch in the On (the LED in the mirror
switch is lighted) position. Cover the forward facing
ambient photocell sensor to keep out any ambient
light.NOTE: The ambient photocell sensor must be cov-
ered completely, so that no light reaches the sen-
sor. Use a finger pressed tightly against the sensor,
or cover the sensor completely with electrical tape.
(7) Shine a light into the rearward facing head-
lamp photocell sensor. The mirror glass should
darken. If OK, go to Step 8. If not OK, replace the
faulty automatic day/night mirror unit.
(8) With the mirror glass darkened, place the
transmission gear selector lever in the Reverse posi-
tion. The mirror should return to its normal reflec-
tance. If not OK, replace the faulty automatic day/
night mirror unit.
REMOVAL
For removal procedures, (Refer to 23 - BODY/IN-
TERIOR/REAR VIEW MIRROR - REMOVAL).
POWER MIRROR SWITCH
DIAGNOSIS AND TESTING - POWER MIRROR
SWITCH
The power mirror switch is included with the
Driver Door Module. (Refer to 8 - ELECTRICAL/
POWER LOCKS/DOOR MODULE - DIAGNOSIS
AND TESTING).
REMOVAL
The power mirror switch is included with the
Driver Door Module. (Refer to 8 - ELECTRICAL/
POWER LOCKS/DOOR MODULE - REMOVAL).
SIDEVIEW MIRROR
REMOVAL
(Refer to 23 - BODY/EXTERIOR/SIDE VIEW MIR-
ROR - REMOVAL).
Fig. 2 Automatic Day/Night Mirror
1 - REAR FACING SENSOR
2 - CONNECTOR
3 - FORWARD FACING SENSOR
4 - SWITCH
8N - 12 POWER MIRRORSDR
AUTOMATIC DAY / NIGHT MIRROR (Continued)

DIAGNOSIS AND TESTING - PASSENGER SEAT
SWITCH
For circuit descriptions and diagrams, refer to Wir-
ing.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the power seat switch from the power
seat.
(3) Use an ohmmeter to test the continuity of the
power seat switches in each position. See the Power
Seat Switch Continuity chart (Fig. 4). If OK, refer to
Power Seat Track Diagnosis and Testing in this
group. If not OK, replace the faulty power seat
switch.
PASSENGER SEAT SWITCH TEST TABLE
PASSENGER SWITCH
POSITIONCONTINUITY BETWEEN
OFF B-N, B-J, B-M
B-E, B-L, B-K
VERTICAL DOWN A-E, A-M, B-N, B-E
VERTICAL UP A-J, A-N, B-M, B-E
HORIZONTAL
FORWARDA-L, B-K
HORIZONTAL
REARWARDA-K, B-L
FRONT TILT DOWN A-M, B-N
FRONT TILT UP A-N, B-M
REAR TILT DOWN A-E, B-J
REAR TILT UP A-J, B-E
LUMBAR OFF O-P, O-R, P-R
LUMPAR UP (DEFLATE) O-P, Q-R
LUMBAR DOWN
(INFLATE)O-R, P-Q
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the seat cushion side shield from the
seat. Refer to the Body section of the service manual
for the procedure.
(3) Pull the switch bezel or side shield unit out
from the seat far enough to access the switch wire
harness connector. Gently pry the locking tabs of the
switch away from the wire harness connector and
carefully unplug the connector from the power seat
switch module.
(4) Remove the screws that secure the power seat
switch.
INSTALLATION
(1) Position the power seat switch on the seat
cushion bezel and install the screws that secure the
power seat switch to seat cushion side bezel.
(2) Connect the electrical connector.
(3) Install the seat cushion switch bezel on the
seat. Refer to the Body section of the service manual
for the procedure.
(4) If equipped, install the screw that secures the
recliner lever to the recliner mechanism release shaft
on the outboard side of the front seat.
(5) Connect the battery negative cable.
POWER SEAT TRACK
DESCRIPTION
The eight-way power seat option includes a power
seat track assembly located under each front seat
(Fig. 5). The power seat track assembly replaces the
standard manually operated seat tracks. The lower
half of the power seat track is secured at the front
with two bolts to the floor panel seat cross member,
and at the rear with two bolts to the floor panel.
Four nuts secure the bottom of the seat cushion
frame to the upper half of the power seat track unit.
The power seat track assembly cannot be repaired,
and is serviced only as a complete assembly. If any
component in this assembly is faulty or damaged, the
entire power seat track must be replaced.
OPERATION
The power seat track unit includes three reversible
electric motors that are secured to the upper half of
the track unit. Each motor moves the seat adjuster
through a combination of worm-drive gearboxes and
screw-type drive units.
The front and rear of the seat are operated by two
separate vertical adjustment motors. These motors
can be operated independently of each other, tilting
the entire seat assembly forward or rearward; or,
Fig. 4 Testing Passenger Power Seat Switch
8N - 16 POWER SEATSDR
PASSENGER SEAT SWITCH (Continued)

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 switch bezel, 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
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 theinboard 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 driving a nut up or down a fixed
drive screw. The action of this nut extends or con-
tracts the plastic lumbar support band. The more
this band is contracted, the more outward pressure is
applied 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
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 toWiring.
(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.
8N - 18 POWER SEATSDR
LUMBAR CONTROL SWITCH (Continued)

receptacles that face the instrument panel, while the
inner end of the tape terminates at the pigtail wires
and connector receptacles on the hub of the clock-
spring rotor that face the steering wheel.
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
and handling, but 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-
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.
Two short, 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 removed until the
clockspring has been installed on the steering col-
umn. If the locking pin is removed before the clock-
spring 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
designed to rotate the same number of turns (about
five complete rotations) as the steering wheel can be
turned from stop to stop. Centering the clockspring
indexes the clockspring tape to other steering compo-
nents so that it can operate within its designed
travel limits. The rotor of a centered clockspring can
be rotated two and one-half turns in either direction
Fig. 18 Turn Signal Cancel Cam
1 - LOCKING PIN
2 - CLOCKSPRING CASE
3 - CANCEL CAM
4 - LOWER CONNECTOR RECEPTACLE (2)
DRRESTRAINTS 8O - 19
CLOCKSPRING (Continued)

from the centered position, without damaging the
clockspring tape.
However, if the clockspring is removed for service
or if the steering column is disconnected from the
steering gear, the clockspring tape can change posi-
tion relative to the other steering components. The
clockspring must then be re-centered following com-
pletion of such service or the clockspring tape may be
damaged. Service replacement clocksprings are
shipped pre-centered, with a molded plastic locking
pin installed (Fig. 19). This locking pin should not be
removed until the clockspring has been installed on
the steering column. If the locking pin is removed
before the clockspring is installed on a steering col-
umn, the clockspring centering procedure must be
performed.
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, SEAT BELT
TENSIONER, IMPACT SENSOR, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (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 DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Place the front wheels in the straight-ahead
position.
(2) Remove the clockspring from the steering col-
umn. (Refer to 8 - ELECTRICAL/RESTRAINTS/
CLOCKSPRING - REMOVAL).
(3) Rotate the clockspring rotor clockwise to the
end of its travel.Do not apply excessive torque.
(4) From the end of the clockwise travel, rotate the
rotor about two and one-half turns counterclockwise.
The engagement dowel and yellow rubber boot
should end up at the bottom, and the arrows on the
clockspring rotor and case should be in alignment.
(5) The clockspring is now centered. Secure the
clockspring rotor to the clockspring case to maintain
clockspring centering until it is reinstalled on the
steering column.
(6) The front wheels should still be in the straight-
ahead position. Reinstall the clockspring onto thesteering column. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/CLOCKSPRING - INSTALLATION).
REMOVAL
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, SEAT BELT
TENSIONER, IMPACT SENSOR, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE.
DISCONNECT AND ISOLATE THE BATTERY NEGA-
TIVE (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 DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.
Fig. 19 Clockspring and Multi-Function Switch
1 - PIGTAIL WIRE (2)
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
8O - 20 RESTRAINTSDR
CLOCKSPRING (Continued)

(1) Place the front wheels in the straight ahead
position.
(2) Remove the driver airbag from the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).
(3) Disconnect the steering wheel wire harness
connectors from the upper clockspring connector
receptacles.
CAUTION: Be certain that the screws that secure
the steering wheel puller to the steering wheel are
fully engaged in the steering wheel armature with-
out passing through the steering wheel and damag-
ing the clockspring.
(4) Remove the steering wheel from the steering
column. (Refer to 19 - STEERING/COLUMN/STEER-
ING WHEEL - REMOVAL).
(5) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL).
(6) If the vehicle is so equipped, grasp the steering
column tilt knob firmly and pull it straight rearward
to remove it from the tilt adjuster mechanism lever
located on the left side of the column just below the
multi-function switch control stalk.
(7) From below the steering column, remove the
two outboard screws that secure the upper shroud to
the lower shroud.
(8) Using hand pressure, push gently inward on
both sides of the upper shroud near the parting line
between the upper and lower shrouds to release the
snap features that secure it to the lower shroud.
(9) Remove the upper shroud from the lower
shroud.
(10) From below the steering column, remove the
one center screw that secures the lower shroud to the
steering column lock housing.
(11) Remove the lower shroud from the steering
column.
(12) Disconnect the two instrument panel wire
harness connectors for the clockspring from the two
connector receptacles below the steering column on
the back of the clockspring housing.
(13) Remove the two screws that secure the clock-
spring to the multi-function switch mounting housing
(Fig. 20).
(14) Remove the clockspring from the multi-func-
tion switch mounting housing. The clockspring can-
not be repaired. It must be replaced if faulty or
damaged, or if the driver airbag has been deployed.
(15) If the removed clockspring is to be reused, be
certain to secure the clockspring rotor to the clock-
spring case to maintain clockspring centering until it
is reinstalled on the steering column. If clockspring
centering is not maintained, the clockspring must becentered again before it is reinstalled. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING).
INSTALLATION
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
If the clockspring is not properly centered in rela-
tion to the steering wheel, steering shaft and steer-
ing gear, it may be damaged. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING). Service replacement clocksprings are
shipped pre-centered and with a locking pin
installed. This locking pin should not be removed
until the clockspring has been installed on the steer-
ing column. If the locking pin is removed before the
clockspring is installed on a steering column, the
clockspring centering procedure must be performed.
Fig. 20 Clockspring Remove/Install
1 - CLOCKSPRING
2 - LOCATING PIN
3 - SCREW (2)
4 - LOCKING PIN
5 - ENGAGEMENT DOWEL BOOT
DRRESTRAINTS 8O - 21
CLOCKSPRING (Continued)