1998 DODGE RAM 1500 system

(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.
(Refer to 8 - ELECTRICAL/RESTRAINTS/ACM
COVER - REMOVAL).
(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 two instrument
panel wire harness connectors for the Airbag Control
Module (ACM) from the ACM connector receptacles
located on the rearward facing side of the module
(Fig. 8). To disconnect the wire harness connectors
from the ACM, depress the release tab and lift the
lever arm on each connector.
(5) From the left side of the floor panel transmis-
sion tunnel, reach behind the module to access and
loosen the screw that secures the right side of the
ACM to the bracket on the floor panel transmission
tunnel. Loosen the screw 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 pin on the bottom ofthe ACM mounting flange from the locating hole in
the mounting bracket, then slide the ACM toward
the left far enough to disengage the slotted hole in
the right ACM mounting flange from under the head
of the previously loosened right mounting screw.
(8) Remove the ACM from the left side of the floor
panel transmission tunnel.
INSTALLATION
WARNING: TO AVOID PERSONAL INJURY OR DEATH,
ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE
THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, AIRBAG, SEAT BELT TENSIONER, IMPACT
SENSOR, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE 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 THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT.
WARNING: TO AVOID PERSONAL INJURY OR DEATH,
NEVER STRIKE OR DROP THE AIRBAG CONTROL
MODULE, AS IT CAN DAMAGE THE IMPACT SENSOR
OR AFFECT ITS CALIBRATION. THE AIRBAG CON-
TROL MODULE CONTAINS THE IMPACT SENSOR,
WHICH ENABLES THE SYSTEM TO DEPLOY THE
SUPPLEMENTAL RESTRAINTS. IF AN AIRBAG CON-
TROL MODULE IS ACCIDENTALLY DROPPED DUR-
ING SERVICE, THE MODULE MUST BE SCRAPPED
AND REPLACED WITH A NEW UNIT. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN ACCI-
DENTAL, INCOMPLETE, OR IMPROPER SUPPLEMEN-
TAL RESTRAINT DEPLOYMENT.
(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 label 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 hole in the right ACM
mounting flange under the head of the previously
loosened right mounting screw, then engage the
locating pin on the bottom of the left ACM mounting
flange into the locating hole 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
Fig. 8 Airbag Control Module Remove/Install
1 - AIRBAG CONTROL MODULE
2 - SCREW (3)
3 - BODY WIRE HARNESS CONNECTOR
4 - INSTRUMENT PANEL WIRE HARNESS CONNECTOR
5 - FLOOR PANEL TRANSMISSION TUNNEL
DRRESTRAINTS 8O - 13
AIRBAG CONTROL MODULE (Continued)

panel transmission tunnel. Tighten the screws to 12
N´m (9 ft. lbs.).
(4) From the left side of the floor panel transmis-
sion tunnel, reach behind the module to access and
tighten the screw that secures the right side of the
ACM to the bracket on the floor panel transmission
tunnel. Tighten the screw to 12 N´m (9 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 two instrument
panel wire harness connectors for the ACM to the
ACM connector receptacle located on the rearward
facing side of the module. Be certain that the latches
on the connectors 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
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.
OPERATION
The 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.
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.
Fig. 9 Automatic Locking Retractor
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
8O - 14 RESTRAINTSDR
AIRBAG CONTROL MODULE (Continued)

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
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
bar stock that is formed into a U-shape, 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. 12 Child Tether Anchor - Standard Cab
1 - COVER & BEZEL (2)
2 - CAB BACK TRIM PANEL
3 - ANCHOR (2)
Fig. 13 Child Tether Strap - Quad Cab
1 - TETHER STRAP (3)
2 - CAB BACK PANEL
3 - SCREW (3)
8O - 16 RESTRAINTSDR
CHILD RESTRAINT ANCHOR (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)

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
that the front wheels are still in the straight-ahead
position.
(1) While holding the centered clockspring rotor
and case stationary in relation to each other, care-
fully slide the clockspring down over the steering col-
umn upper shaft.
(2) Align and seat the hole in the locating tab at
the eleven o'clock position on the clockspring case
over the locating pin on the multi-function switch
mounting housing (Fig. 20).
(3) Install and tighten the two screws that secure
the clockspring to the multi-function switch mount-
ing housing. Tighten the screws to 2 N´m (20 in.
lbs.).
(4) Reconnect the two instrument panel wire har-
ness connectors for the clockspring to the two connec-
tor receptacles below the steering column on the back
of the clockspring housing.
(5) Position the lower shroud onto the steering col-
umn.
(6) From below the steering column, install and
tighten the one center screw that secures the lower
shroud to the steering column lock housing. Tighten
the screw to 2 N´m (20 in. lbs.).(7) Position the upper shroud onto the steering col-
umn. If the vehicle is equipped with an automatic
transmission, be certain to engage the gearshift lever
gap hider into the openings in the right side of the
upper and lower shrouds.
(8) Align the snap features on the upper shroud
with the receptacles on the lower shroud and apply
hand pressure to snap them together.
(9) From below the steering column, install and
tighten the two screws that secure the upper shroud
to the lower shroud. Tighten the screws to 2 N´m (20
in. lbs.).
(10) If the vehicle is equipped with the optional tilt
steering column, align the steering column tilt knob
with the tilt adjuster mechanism lever located on the
left side of the column just below the multi-function
switch control stalk and, using hand pressure, push
the knob firmly onto the lever.
(11) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - INSTALLATION).
(12) If a new clockspring has been installed,
remove the plastic locking pin that is securing the
clockspring rotor to the clockspring case to maintain
clockspring centering.
NOTE: When reinstalling the steering wheel, be cer-
tain to index the yellow rubber booted engagement
dowel on the upper surface of the clockspring rotor
between the two fins cast into the lower surface of
the steering wheel armature hub.
(13) Reinstall the steering wheel onto the steering
column. (Refer to 19 - STEERING/COLUMN/STEER-
ING WHEEL - INSTALLATION).
(14) Reconnect the steering wheel wire harness
connectors to the upper clockspring connector recep-
tacles. Be certain that the steering wheel wire har-
ness is routed between the steering wheel back trim
cover and the steering wheel armature.
(15) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).
8O - 22 RESTRAINTSDR
CLOCKSPRING (Continued)

DRIVER AIRBAG
DESCRIPTION
The color-keyed, injection molded, thermoplastic
driver airbag protective trim cover is the most visible
part of the driver airbag (Fig. 21). The driver airbag
is located in the center of the steering wheel, where
it is secured with two screws to the armature of the
four-spoke steering wheel. All models have a chrome
Dodge Ram emblem in the center of the trim cover.
Concealed beneath the driver airbag trim cover are
the horn switch, the folded airbag cushion, the airbag
cushion retainer, the airbag housing, the airbag infla-
tor, and the retainers that secure the inflator to the
airbag housing.
The airbag cushion, housing, and inflator are
secured within an integral receptacle molded into the
back of the trim cover. The four vertical walls of this
receptacle have a total of twelve small windows with
blocking tabs that are engaged by twelve hook forma-
tions around the perimeter of the airbag housing.
Each hook is inserted through one of the windows
and the blocking tab in each window keeps the hook
properly engaged with the trim cover, locking the
trim cover securely into place on the airbag housing.
The resistive membrane-type horn switch is
secured with heat stakes to the inside surface of the
driver airbag trim cover, between the trim cover and
the folded airbag cushion. The horn switch ground
pigtail wire has an eyelet terminal connector that is
captured beneath a flanged nut on the upper right
inflator mounting stud on the back of the housing
(Fig. 22). The horn switch feed pigtail wire has a
black, molded plastic insulator that is secured by an
integral retainer in a locator hole near the upper
right corner of the airbag housing and is connected tothe vehicle electrical system through a dedicated
take out and connector of the steering wheel wire
harness. Both horn switch wires are routed through
an integral notch in the center of the upper edge of
the airbag housing stamping.
The airbag used in this model is a multistage, Next
Generation-type that complies with revised federal
airbag standards to deploy with less force than those
used in some prior models. A 71 centimeter (28 inch)
diameter, radial deploying fabric cushion with inter-
nal tethers is used. The airbag inflator is a dual-ini-
tiator, non-azide, pyrotechnic-type unit with four
mounting studs and is secured to the stamped metal
airbag housing by four flanged hex nuts. Two keyed
and color-coded connector receptacles on the driver
airbag inflator connect the two inflator initiators to
the vehicle electrical system through two yellow-jack-
eted, two-wire pigtail harnesses of the clockspring.
The driver airbag unit cannot be repaired, and
must be replaced if deployed or in any way damaged.
The driver airbag trim cover and horn switch unit
may be disassembled from the driver airbag unit,
and is available for separate service replacement.
OPERATION
The multistage driver airbag is deployed by electri-
cal signals generated by the Airbag Control Module
(ACM) through the driver airbag squib 1 and squib 2
circuits to the two initiators in the airbag inflator. By
using two initiators, the airbag can be deployed at
multiple levels of force. The force level is controlled
Fig. 21 Driver Airbag Trim Cover
1 - STEERING WHEEL
2 - TRIM COVER
Fig. 22 Driver Airbag Housing
1 - HORN SWITCH FEED WIRE
2 - HORN SWITCH GROUND WIRE
3 - INFLATOR
4 - TRIM COVER
5 - HOUSING
DRRESTRAINTS 8O - 23

by the ACM to suit the monitored impact conditions
by providing one of three delay intervals between the
electrical signals provided to the two initiators. The
longer the delay between these signals, the less force-
fully the airbag will deploy.
When the ACM sends the proper electrical signals
to each initiator, the electrical energy generates
enough heat to initiate a small pyrotechnic charge
which, in turn ignites chemical pellets within the
inflator. Once ignited, these chemical pellets burn
rapidly and produce a large quantity of inert gas.
The inflator is sealed to the back of the airbag hous-
ing and a diffuser in the inflator directs all of the
inert gas into the airbag cushion, causing the cushion
to inflate. As the cushion inflates, the driver airbag
trim cover will split at predetermined breakout lines,
then fold back out of the way along with the horn
switch unit. Following an airbag deployment, the air-
bag cushion quickly deflates by venting the inert gas
towards the instrument panel through vent holes
within the fabric used to construct the back (steering
wheel side) panel of the airbag cushion.
Some of the chemicals used to create the inert gas
may be considered hazardous while in their solid
state before they are burned, but they are securely
sealed within the airbag inflator. Typically, both ini-
tiators are used and all potentially hazardous chem-
icals are burned during an airbag deployment event.
However, it is possible for only one initiator to be
used during a deployment due to an airbag system
fault; therefore, it is necessary to always confirm
that both initiators have been used in order to avoid
the improper disposal of potentially live pyrotechnic
or hazardous materials. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - SER-
VICE AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT).
The inert gas that is produced when the chemicals
are burned is harmless. However, a small amount of
residue from the burned chemicals may cause some
temporary discomfort if it contacts the skin, eyes, or
breathing passages. If skin or eye irritation is noted,
rinse the affected area with plenty of cool, clean
water. If breathing passages are irritated, move to
another area where there is plenty of clean, fresh air
to breath. If the irritation is not alleviated by these
actions, contact a physician.
REMOVAL
The following procedure is for replacement of a
faulty or damaged driver airbag. If the airbag is
faulty or damaged, but not deployed, review the rec-
ommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HAN-
DLING NON-DEPLOYED SUPPLEMENTALRESTRAINTS). If the driver airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
CEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
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.
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, WHEN REMOVING A DEPLOYED AIRBAG,
RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
MAY BE DEPOSITS ON THE AIRBAG CUSHION AND
OTHER INTERIOR SURFACES. IN LARGE DOSES,
THESE DEPOSITS MAY CAUSE IRRITATION TO THE
SKIN AND EYES.
(1) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) From the underside of the steering wheel,
remove the two screws that secure the driver airbag
to the steering wheel armature (Fig. 23).
(3) Pull the driver airbag away from the steering
wheel far enough to access the three electrical con-
nections on the back of the airbag housing (Fig. 24).
(4) Disconnect the steering wheel wire harness
connector for the horn switch from the horn switch
feed pigtail wire connector, which is located on the
back of the driver airbag housing.
CAUTION: Do not pull on the clockspring pigtail
wires or pry on the connector insulator to disen-
gage the connector from the driver airbag inflator
connector receptacle. Improper removal of these
pigtail wires and their connector insulators can
result in damage to the airbag circuits or connector
insulators.
8O - 24 RESTRAINTSDR
DRIVER AIRBAG (Continued)