2001 DODGE RAM clock

DOOR AJAR SWITCH
DESCRIPTION
The door ajar switches are mounted to the door
hinge pillars. The switches close a path to ground for
the Central Timer Module (CTM) when a door is
opened, and open the ground path when a door is
closed.
The door ajar switches cannot be repaired and, if
faulty or damaged, they must be replaced.
DIAGNOSIS AND TESTING - DOOR AJAR
SWITCH
For circuit descriptions and diagrams, refer to the
appropriate wiring information. The wiring informa-tion includes wiring diagrams, proper wire and con-
nector repair procedures, details of wire harness
routing and retention, connector pin-out information
and location views for the various wire harness con-
nectors, splices and grounds.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO ELECTRICAL, RESTRAINTS
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Rotate the headlamp switch knob counterclock-
wise to ensure that the dome lamps are not switched
off. Open the driver door and note whether the inte-
rior lamps light. They should light. If OK, (Refer to 8
- ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
HEADLAMP SWITCH - DIAGNOSIS AND TEST-
ING). If not OK, go to Step 2.
(2) Disconnect and isolate the battery negative
cable. Unplug the driver door ajar switch from its
wire harness connector. Check for continuity between
the ground circuit cavity of the driver door ajar
switch wire harness connector and a good ground.
There should be continuity. If OK, go to Step 3. If not
OK, repair the circuit to ground as required.
(3) Check for continuity between the door ajar
switch ground circuit terminal and each of the other
two terminals of the driver door ajar switch. There
should be continuity with the switch plunger
released, and no continuity with the switch plunger
depressed. If OK, go to Step 4. If not OK, replace the
faulty switch.
(4) Remove the Central Timer Module (CTM) from
its mounting bracket to access the CTM wire harness
connectors (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/BODY CONTROL/CENTRAL
TIMER MODUL - REMOVAL). Unplug the 14-way
CTM wire harness connector. Check for continuity
between the driver door switch sense circuit cavity of
the 14-way CTM wire harness connector and a good
ground. There should be no continuity. If OK, go to
Step 5. If not OK, repair the short circuit as
required.
(5) Check for continuity between the driver door
switch sense circuit cavities of the 14-way CTM wire
harness connector and the driver door ajar switch
wire harness connector. There should be continuity. If
OK, (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/HEADLAMP SWITCH - DIAGNOSIS
AND TESTING) If not OK, repair the open circuit as
required.
Fig. 1 Dome Lamp Lens
1 - HEADLINER
2 - CONNECTOR
3 - DOME LAMP
4 - LENS
5 - BULB
Fig. 2 Dome Lamp
1 - SLIDE LAMP
8L - 34 LAMPS/LIGHTING - INTERIORBR/BE
DOME LAMP (Continued)

DOOR CYLINDER LOCK SWITCH
Switch Position
Resistance
Driver Side Passenger Side
Neutral Neutral 12 Kilohms
Lock (Clockwise)Lock (Counter
Clockwise)644 Ohms
Unlock (Counter
Clockwise)Unlock
(Clockwise)1565 Ohms
(3)
If a door cylinder lock switch fails any of the
resistance tests, replace the faulty switch as required.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door outside latch handle mount-
ing hardware and linkage from the inside of the door.
(Refer to 23 - BODY/DOOR - FRONT/EXTERIOR
HANDLE - REMOVAL).
(3) From the outside of the door, pull the door out-
side latch handle out from the door far enough to
access the door cylinder lock switch (Fig. 1).
(4) Disengage the door cylinder lock switch from
the back of the lock cylinder.
(5) Disconnect the door cylinder lock switch pigtail
wire connector from the door wire harness connector.(6) Disengage the retainers that secure the door
cylinder lock switch pigtail wire harness to the inner
door panel.
(7) Remove the door cylinder lock switch from the
door.
INSTALLATION
(1) Position the door cylinder lock switch into the
door (Fig. 1).
(2) Engage the retainers that secure the door cyl-
inder lock switch pigtail wire harness to the inner
door panel.
(3) Reconnect the door cylinder lock switch pigtail
wire connector to the door wire harness connector.
(4) Reinstall the door cylinder lock switch onto the
back of the lock cylinder.
(5) Reinstall the door outside latch handle mount-
ing hardware and linkage on the inside of the door.
(Refer to 23 - BODY/DOOR - FRONT/EXTERIOR
HANDLE - INSTALLATION).
(6) Reconnect the battery negative cable.
POWER LOCK MOTOR
DESCRIPTION
Models equipped with the optional power lock sys-
tem have a power operated door locking mechanism
located within each front door. The lock mechanisms
are actuated by a reversible electric power lock motor
that is integral to the door latch unit within each
front door. A single short pigtail wire with a molded
plastic connector insulator connects the door lock
motor to the vehicle electrical system through a take
out and connector of each front door wire harness.
The power lock motors cannot be adjusted or
repaired and, if faulty or damaged, the entire door
latch unit must be replaced.
OPERATION
On models with a base version of the Central
Timer Module (CTM), the power lock motor is con-
trolled by the battery and ground feeds from the
power lock switches. On models with the high-line or
premium versions of the CTM, the power lock motor
is controlled by the battery and ground feeds from
the power lock and unlock relays, which are integral
and internal to the high-line and premium versions
of the CTM. A positive and negative battery connec-
tion to the two motor terminals will cause the power
lock motor plunger to move in one direction. Revers-
ing the current through these same two connections
will cause the power lock motor plunger to move in
the opposite direction.
The power lock motors and circuits can be tested
using conventional diagnostic tools and methods.
Fig. 1 Door Cylinder Lock Switch
1 - DOOR OUTSIDE LATCH HANDLE
2 - DOOR
3 - DOOR CYLINDER LOCK SWITCH
4 - CONNECTOR
5 - RETAINERS
8N - 6 POWER LOCKSBR/BE
DOOR CYLINDER LOCK SWITCH (Continued)

REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Unplug the wire harness connector from the
automatic day/night mirror (Fig. 2).
(3) Remove the set screw that secures the auto-
matic day/night mirror to the windshield support
button.
(4) Push the automatic day/night mirror upwards
far enough for the mounting bracket to clear the sup-
port button and remove the mirror from the wind-
shield.
INSTALLATION
(1) Install the mirror to the support button.
(2) Tighten the set screw.
(3) Reconnect the harness connector to the mirror.
(4) Reconnect the negative battery cable.
POWER MIRROR SWITCH
DESCRIPTION
Both the right and left power outside mirrors are
controlled by a single multi-function switch unit
located on and mounted to the upper flag area of the
driver side door trim panel.
OPERATION
The switch knob is rotated clockwise (right mirror
control), or counterclockwise (left mirror control) to
select the mirror to be adjusted. The switch knob is
then moved in a joystick fashion to control movement
of the selected mirror up, down, right, or left.
The power mirror switch cannot be repaired and, if
faulty or damaged, it must be replaced. The power
mirror switch knob is available for service replace-
ment.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Pull the control knob rearward to remove it
from the power mirror switch stem (Fig. 3).
Fig. 2 AUTOMATIC DAY/NIGHT MIRROR REMOVE
1 - SCREW
2 - WIRE HARNESS CONNECTOR
3 - AUTOMATIC DAY/NIGHT MIRROR
4 - SUPPORT BUTTON
Fig. 3 POWER MIRROR SWITCH REMOVE/INSTALL
1 - DOOR
2 - SWITCH
3 - DOOR TRIM PANEL
4 - KNOB
5 - NUT
8N - 12 POWER MIRRORSBR/BE
AUTOMATIC DAY / NIGHT MIRROR (Continued)

RESTRAINTS
TABLE OF CONTENTS
page page
RESTRAINTS
DESCRIPTION............................1
OPERATION.............................2
WARNING...............................3
DIAGNOSIS AND TESTING..................4
AIRBAG SYSTEM........................4
STANDARD PROCEDURE...................4
HANDLING NON-DEPLOYED AIRBAGS.......4
SERVICE AFTER AN AIRBAG
DEPLOYMENT..........................4
VERIFICATION TEST.....................5
SPECIAL TOOLS..........................6
AIRBAG CONTROL MODULE
DESCRIPTION............................6
OPERATION.............................6
REMOVAL...............................7
INSTALLATION............................8
CHILD TETHER
REMOVAL...............................9
INSTALLATION............................9
CLOCKSPRING
DESCRIPTION...........................10
OPERATION.............................10
STANDARD PROCEDURE..................11
CLOCKSPRING CENTERING..............11
REMOVAL..............................11
INSTALLATION...........................13
DRIVER AIRBAG
DESCRIPTION...........................14
OPERATION.............................14
REMOVAL..............................14
DISASSEMBLY...........................15
ASSEMBLY.............................17
INSTALLATION...........................18FRONT SEAT BELT & RETRACTOR
REMOVAL..............................18
INSTALLATION...........................19
FRONT SEAT BELT BUCKLE
REMOVAL..............................20
INSTALLATION...........................20
PASSENGER AIRBAG
DESCRIPTION...........................21
OPERATION.............................21
REMOVAL..............................21
INSTALLATION...........................23
PASSENGER AIRBAG ON/OFF SWITCH
DESCRIPTION...........................23
OPERATION.............................24
REMOVAL..............................24
INSTALLATION...........................25
REAR SEAT BELT & RETRACTOR
REMOVAL..............................26
INSTALLATION...........................26
REAR SEAT BELT BUCKLE
REMOVAL..............................27
INSTALLATION...........................27
SEAT BELT SWITCH
DESCRIPTION...........................28
OPERATION.............................28
DIAGNOSIS AND TESTING.................28
SEAT BELT SWITCH....................28
SEAT BELT TURNING LOOP ADJUSTER
REMOVAL..............................29
INSTALLATION...........................29
TURNING LOOP HEIGHT ADJUSTER KNOB
REMOVAL..............................30
INSTALLATION...........................30
RESTRAINTS
DESCRIPTION
A dual front airbag system is standard factory-in-
stalled safety equipment on this model. The airbag
system is a passive, inflatable, Supplemental
Restraint System (SRS) and vehicles with this equip-
ment can be readily identified by the ªSRS - AIR-
BAGº logo molded into the driver airbag trim cover
in the center of the steering wheel and also into the
passenger airbag door on the instrument panel above
the glove box (Fig. 1). Vehicles with the airbag sys-
tem can also be identified by the airbag indicator,which will illuminate in the instrument cluster for
about seven seconds as a bulb test each time the
ignition switch is turned to the On position.
The dual front airbag system consists of the follow-
ing major components, which are described in further
detail elsewhere in this service manual:
²Airbag 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.
²Airbag 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.
BR/BERESTRAINTS 8O - 1

²Clockspring- The clockspring is located near
the top of the steering column, directly beneath the
steering wheel.
²Driver Airbag- The driver airbag is located in
the center of the steering wheel, beneath the driver
airbag trim cover.
²Driver Knee Blocker- The driver knee blocker
is a molded plastic structural unit secured to the
back side of and integral to the instrument panel
steering column opening cover.
²Passenger 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.
²Passenger Airbag On/Off Switch- The pas-
senger airbag on/off switch is located in a dedicated
opening in the upper right corner of the instrument
panel cluster bezel, to the right of the center panel
outlets of the climate control system.
²Passenger Knee Blocker- The passenger knee
blocker is a structural reinforcement that is integral
to and concealed within the glove box door.
The ACM and the EMIC each contain a central
processing unit and programming that allow them to
communicate with each other using the Chrysler Col-
lision Detection (CCD) data bus network. This
method of communication is used for control of the
airbag indicator on all models. (Refer to 8 - ELEC-
TRICAL/ELECTRONIC CONTROL MODULES/
COMMUNICATION - DESCRIPTION).
Hard wired circuitry connects the airbag system
components to each other through the electrical sys-
tem of the vehicle. These hard wired circuits are
integral to several wire harnesses, which are routed
throughout the vehicle and retained by many differ-
ent methods. These circuits may be connected to each
other, to the vehicle electrical system, and to the air-
bag system components through the use of a combi-
nation of soldered splices, splice block connectors,and many different types of wire harness terminal
connectors and insulators. 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
The airbag system is referred to as a supplemental
restraint system because it was designed and is
intended to enhance the protection for the front seat
occupants of the vehicleonlywhen used in conjunc-
tion with the seat belts. It is referred to as a passive
system because the vehicle occupants are not
required to do anything to make it work. The pri-
mary passenger restraints in this or any other vehi-
cle are the standard equipment factory-installed seat
belts. Seat belts are referred to as an active restraint
because the vehicle occupants are required to physi-
cally fasten and properly adjust these restraints in
order to benefit from them. The vehicle occupants
must be wearing their seat belts in order to obtain
the maximum safety benefit from the factory-in-
stalled airbag system.
The airbag system electrical circuits are continu-
ously monitored and controlled by a microprocessor
and software contained within the Airbag Control
Module (ACM). An airbag indicator in the ElectroMe-
chanical Instrument Cluster (EMIC) lights for about
seven seconds as a bulb test each time the ignition
switch is turned to the On or Start positions. Follow-
ing the bulb test, the airbag indicator is turned on or
off by the ACM to indicate the status of the airbag
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 airbag system electrical cir-
cuits. Such a problem may cause the airbags not to
deploy when required, or to deploy when not
required.
The clockspring on the top of the steering column
allows a continuous electrical circuit to be main-
tained between the stationary steering column and
the driver airbag inflator, which rotates with the
steering wheel. The passenger airbag on/off switch
allows the passenger side airbag to be disabled when
circumstances necessitate that a child, or an adult
with certain medical conditions be placed in the front
passenger seating position. Refer to the owner's man-
ual in the vehicle glove box for specific recommenda-
tions concerning the specific circumstances where the
passenger airbag on/off switch should be used to dis-
able the passenger airbag.
Fig. 1 SRS Logo
8O - 2 RESTRAINTSBR/BE
RESTRAINTS (Continued)

DIAGNOSIS AND TESTING - AIRBAG SYSTEM
Proper diagnosis and testing of the airbag system
components, the PCI data bus, the data bus message
inputs to and outputs from the ElectroMechanical
Instrument Cluster (EMIC) or the Airbag Control
Module (ACM), as well as the retrieval or erasure of
a Diagnostic Trouble Code (DTC) from the ACM
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
STANDARD PROCEDURE - HANDLING
NON-DEPLOYED AIRBAGS
At no time should any source of electricity be per-
mitted near the inflator on the back of a non-de-
ployed airbag. 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 sur-
face, the trim cover or airbag cushion side of the unit
should be face up to minimize movement in the event
of an accidental deployment. In addition, the airbag
system should be disarmed whenever any steering
wheel, steering column, or instrument panel compo-
nents require diagnosis or service. Failure to observe
this warning could result in accidental airbag deploy-
ment and possible personal injury.
All damaged or faulty and non-deployed driver or
passenger airbags which are replaced on vehicles are
to be returned. If an airbag unit is faulty or damaged
and non-deployed, refer to the parts return list in the
current DaimlerChrysler Corporation Warranty Poli-
cies and Procedures manual for the proper handling
and disposal procedures.
AIRBAG STORAGE
An airbag must be stored in its original, special
container until it is used for service. Also, it must be
stored in a clean, dry environment; away from
sources of extreme heat, sparks, and high electricalenergy. 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 AN
AIRBAG DEPLOYMENT
Any vehicle which is to be returned to use follow-
ing an airbag deployment, must have both airbags,
the driver airbag trim cover, the clockspring, and the
steering column assembly replaced. These compo-
nents are not intended for reuse and will be damaged
or weakened as a result of an airbag deployment,
which may or may not be obvious during a visual
inspection. Other vehicle components should be
closely inspected, but are to be replaced only as
required by the extent of the visible damage
incurred.
CLEANUP PROCEDURE
Following an airbag deployment, the vehicle inte-
rior will contain a powdery residue. This residue con-
sists primarily of harmless particulate by-products of
the small pyrotechnic charge used to initiate the pro-
pellant used to deploy the airbags. However, this res-
idue may also contain traces of sodium hydroxide
powder, a chemical by-product of the propellant
material that is used to generate the nitrogen gas
that inflates the airbag. Since sodium hydroxide pow-
der can irritate the skin, eyes, nose, or throat, be
sure to wear safety glasses, rubber gloves, and a
long-sleeved shirt during cleanup (Fig. 2).
Fig. 2 Wear Safety Glasses and Rubber Gloves -
Typical
8O - 4 RESTRAINTSBR/BE
RESTRAINTS (Continued)

(1) Position the child tether anchor (standard cab)
or child tether (club/quad cab) onto the cab back
panel (Fig. 7).
(2) Install and tighten the screw that secures the
child tether anchor (standard cab) or child tether
(club/quad cab) onto the cab back panel. Tighten the
screw to 13.5 N´m (120 in. lbs.).
(3) Reinstall the trim onto the inside of the cab
back panel. (Refer to 23 - BODY/INTERIOR/REAR
CLOSURE PANEL TRIM - INSTALLATION).
CLOCKSPRING
DESCRIPTION
The clockspring assembly is secured with two inte-
gral plastic latches onto the steering column lock
housing near the top of the steering column, behind
the steering wheel. The clockspring consists of a flat,
round molded plastic case with a stubby tail that
hangs below the steering column and contains a con-
nector receptacle and a long pigtail wire with connec-
tor that face toward the instrument panel. Within
the plastic housing 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,
two auto-locking tabs, and three short pigtail wires
with connectors that face toward the steering wheel.
The lower surface of the rotor hub has two integral
turn signal cancelling cam lobes. Within the plastic
case and wound around the rotor spool is a long rib-
bon-like tape that consists of several thin copper wire
leads sandwiched between two thin plastic mem-
branes. The outer end of the tape terminates at the
connector receptacle and pigtail wire that face the
instrument panel, while the inner end of the tape
terminates at the pigtail wires on the hub of the
clockspring rotor that face the steering wheel.
Service replacement clocksprings are shipped pre-
centered and with a piece of tape covering the
engaged auto-locking tabs. The auto-locking tabs
secure the centered clockspring rotor to the clock-
spring case during shipment, but these tabs are auto-
matically disengaged once the clockspring is installed
on the steering column. (Refer to 8 - ELECTRICAL/
RESTRAINTS/CLOCKSPRING - STANDARD PRO-
CEDURE - CLOCKSPRING 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 mountedon 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 upper steering column lock housing by
two integral plastic latches. The connector receptacle
on the tail of the fixed clockspring housing connect
the clockspring to the vehicle electrical system
through a take out with connector from the instru-
ment panel wire harness. The lower clockspring pig-
tail on the tail of the clockspring housing connect the
clockspring driver airbag circuits to a separate take
out and connector of the instrument panel wire har-
ness located near the lower instrument panel rein-
forcement, below the steering column. The
clockspring rotor is movable and is keyed to the hub
of the steering wheel by two large flats that are
molded into the rotor hub. The two lobes on the
lower surface of the clockspring rotor hub contact a
turn signal cancel actuator of the multi-function
switch to provide automatic turn signal cancellation.
The pigtail wires on the upper surface of the clock-
spring connect the clockspring to the horn switch, the
two speed control switches, and the remote radio
switches on vehicles that are so equipped.
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 must be centered when it is installed on
the steering column. Centering the clockspring
indexes the clockspring spool to the movable steering
components 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 and must be re-cen-
tered following completion of the service or the tape
may be damaged. Service replacement clocksprings
are shipped pre-centered and with the auto-locking
tabs engaged. A piece of tape covers the auto-locking
tabs to discourage tampering. These auto-locking
tabs should not be disengaged until the clockspring
has been installed on the steering column. If this
shipping tape is removed or damaged, or if the auto-
locking tabs are disengaged before the clockspring is
installed on a steering column, the clockspring cen-
tering procedure must be performed. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING).
8O - 10 RESTRAINTSBR/BE
CHILD TETHER (Continued)

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
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 and with the auto-locking tabs
engaged (raised). These auto-locking tabs should not
be disengaged until the clockspring has been
installed on the steering column. If the auto-locking
tabs are disengaged before the clockspring is
installed on a steering column, the clockspring cen-
tering procedure must be performed.
WARNING: DISABLE THE AIRBAG SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE
BEFORE PERFORMING FURTHER DIAGNOSIS OR
SERVICE. THIS IS THE ONLY SURE WAY TO DIS-
ABLE THE AIRBAG SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSI-
BLE PERSONAL INJURY.
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) Depress the two plastic clockspring auto-lock-
ing tabs (Fig. 8).
(4) Keeping the auto-locking tabs depressed, rotate
the clockspring rotor clockwise to the end of its
travel.Do not apply excessive torque.
(5) From the end of the clockwise travel, rotate the
rotor about two and one-half turns counterclockwise,
then release the auto-locking tabs. The clockspring
pigtail wire for the horn switch should end up at the
top, and the pigtail wires for the airbag, optional
speed control switches, and optional remote radio
switches at the bottom. The clockspring is now cen-
tered.
(6) The front wheels should still be in the straight-
ahead position. Reinstall the clockspring onto the
steering 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.
Fig. 8 Clockspring Auto-Locking Tabs
1 - AIRBAG MODULE WIRE
2 - SPEED CONTROL WIRING
3 - HORN WIRE
4 - CLOCKSPRING ASSEMBLY
5 - AUTO-LOCKING TABS
BR/BERESTRAINTS 8O - 11
CLOCKSPRING (Continued)