2002 JEEP LIBERTY part time

(5) Position the outer circumference of the boot
seal over the flange on the back of the headlamp unit
housing and pull it downward until the seal is fully
engaged over the flange.
(6) Reinstall the headlamp unit onto the grille
opening reinforcement. (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - EXTERIOR/HEADLAMP UNIT
- INSTALLATION).
(7) Reconnect the battery negative cable.
(8) Confirm proper headlamp unit alignment.
(Refer to 8 - ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/HEADLAMP UNIT - ADJUSTMENTS).
HEADLAMP HIGH BEAM
RELAY
DESCRIPTION
The headlamp high beam relay is located in the
Junction Block (JB) on the driver side outboard end
of the instrument panel in the passenger compart-
ment of the vehicle. The headlamp high beam relay
is omitted from vehicles manufactured for sale in
Canada, which have a Daytime Running Lamp (DRL)
solid state relay installed in the JB that also per-
forms the function of the headlamp high beam relay.
The headlamp high beam relay is a conventional
International Standards Organization (ISO) micro
relay (Fig. 28). Relays conforming to the ISO specifi-
cations have common physical dimensions, current
capacities, terminal patterns, and terminal functions.
The relay is contained within a small, rectangular,molded plastic housing and is connected to all of the
required inputs and outputs by five integral male
spade-type terminals that extend from the bottom of
the relay base.
The headlamp high beam relay cannot be adjusted
or repaired and, if faulty or damaged, the unit must
be replaced.
OPERATION
The headlamp high beam relay is an electrome-
chanical switch that uses a low current input from
the Body Control Module (BCM) to control a high
current output to the headlamp high beam filaments.
The movable common feed contact point is held
against the fixed normally closed contact point by
spring pressure. When the relay coil is energized, an
electromagnetic field is produced by the coil wind-
ings. This electromagnetic field draws the movable
relay contact point away from the fixed normally
closed contact point, and holds it against the fixed
normally open contact point. When the relay coil is
de-energized, spring pressure returns the movable
contact point back against the fixed normally closed
contact point. A resistor is connected in parallel with
the relay coil in the relay, and helps to dissipate volt-
age spikes and electromagnetic interference that can
be generated as the electromagnetic field of the relay
coil collapses.
The headlamp high beam relay terminals are con-
nected to the vehicle electrical system through a con-
nector receptacle in the Junction Block (JB). The
inputs and outputs of the headlamp high beam relay
include:
²Common Feed Terminal- The common feed
terminal (30) receives battery current at all times
from a fuse in the Power Distribution Center (PDC)
through a fused B(+) circuit.
²Coil Ground Terminal- The coil ground termi-
nal (85) is connected to a control output of the Body
Control Module (BCM) through a head lamp relay
control circuit. The BCM controls head lamp opera-
tion by controlling a ground path through this circuit
²Coil Battery Terminal- The coil battery ter-
minal (86) is connected to a control output of the
Body Control Module (BCM) and to the momentary
optical horn (flash-to-pass) output of the multi-func-
tion switch through a high beam relay control circuit.
The BCM and/or the multi-function switch controls
headlamp high beam operation by controlling a
ground path through this circuit.
²Normally Open Terminal- The normally open
terminal (87) is connected to the headlamp high
beam filaments through the high beam relay output
circuit and provides battery current to the headlamp
high beams whenever the relay is energized.
Fig. 28 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
KJLAMPS8Ls-33
HEADLAMP BULB (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,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER 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 AND POSSIBLE
PERSONAL INJURY.
(1) From the face of the driver side inboard bezel,
align the headlamp leveling switch housing to the
mounting hole in the bezel (Fig. 36).
(2) Push the headlamp leveling switch into the
mounting hole until it is fully seated and the upper
latch and two lower latch features on the switch
housing are engaged on the back of the bezel.
(3) Position the switch and bezel unit to the
instrument panel.
(4) Reconnect the instrument panel wire harness
connector for the headlamp leveling switch to the
switch connector receptacle.
(5) Reinstall the driver side inboard bezel onto the
instrument panel. (Refer to 23 - BODY/INSTRU-
MENT PANEL/INSTRUMENT PANEL DRIVER
SIDE BEZEL - INSTALLATION).
(6) Reconnect the battery negative cable.
HEADLAMP LOW BEAM RELAY
DESCRIPTION
The headlamp low beam relay is located in the
Junction Block (JB) below the driver side outboard
end of the instrument panel in the passenger com-
partment of the vehicle. The headlamp low beam
relay is a conventional International Standards
Organization (ISO) micro relay (Fig. 37). Relays con-
forming to the ISO specifications have common phys-
ical dimensions, current capacities, terminal
patterns, and terminal functions. The relay is con-
tained within a small, rectangular, molded plastic
housing and is connected to all of the required inputs
and outputs by five integral male spade-type termi-
nals that extend from the bottom of the relay base.
The headlamp low beam relay cannot be adjusted
or repaired and, if faulty or damaged, the unit must
be replaced.
OPERATION
The headlamp low beam relay is an electromechan-
ical switch that uses a low current input from the
Body Control Module (BCM) to control a high current
output to the headlamp low beam filaments. The
movable common feed contact point is held against
the fixed normally closed contact point by spring
pressure. When the relay coil is energized, an electro-
magnetic field is produced by the coil windings. This
electromagnetic field draws the movable relay con-
tact point away from the fixed normally closed con-
tact point, and holds it against the fixed normally
open contact point. When the relay coil is de-ener-
gized, spring pressure returns the movable contact
point back against the fixed normally closed contact
point. A resistor is connected in parallel with the
relay coil in the relay, and helps to dissipate voltage
spikes and electromagnetic interference that can be
generated as the electromagnetic field of the relay
coil collapses.
The headlamp low beam relay terminals are con-
nected to the vehicle electrical system through a con-
nector receptacle in the Junction Block (JB). The
inputs and outputs of the headlamp low beam relay
include:
²Common Feed Terminal- The common feed
terminal (30) receives battery current at all times
from a fuse in the Power Distribution Center (PDC)
through a fused B(+) circuit.
²Coil Ground Terminal- The coil ground termi-
nal (85) receives battery current at all times from a
fuse in the PDC through a fused B(+) circuit.
Fig. 37 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
KJLAMPS8Ls-39
HEADLAMP LEVELING SWITCH (Continued)

(3) Position the multi-function switch onto the
steering column lock housing. Be certain that the
switch alignment posts and locator tabs are fully
seated on the lock housing.
(4) Position the upper and lower shrouds onto the
steering column.
(5) Align the snap features on the lower shroud
with the receptacles on the upper shroud and apply
hand pressure to snap them together.
(6) From below the steering column, install and
tighten the two screws that secure the lower shroud
to the upper shroud. Tighten the screws to 2 N´m (20
in. lbs.).
(7) If the vehicle is equipped with the optional tilt
steering column, move the tilt steering column back
to the fully raised position and move the tilt release
lever into the locked (up) position.
(8) Reconnect the battery negative cable.
PARK LAMP RELAY
DESCRIPTION
The park lamp relay is located in the Junction
Block (JB) below the driver side outboard end of the
instrument panel in the passenger compartment of
the vehicle. The park lamp relay is a conventional
International Standards Organization (ISO) micro
relay (Fig. 53). Relays conforming to the ISO specifi-
cations have common physical dimensions, current
capacities, terminal patterns, and terminal functions.
The relay is contained within a small, rectangular,
molded plastic housing and is connected to all of therequired inputs and outputs by five integral male
spade-type terminals that extend from the bottom of
the relay base.
The park lamp relay cannot be adjusted or
repaired and, if faulty or damaged, the unit must be
replaced.
OPERATION
The park lamp relay is an electromechanical
switch that uses a low current input from the Body
Control Module (BCM) to control a high current out-
put to the park lamps. The movable common feed
contact point is held against the fixed normally
closed contact point by spring pressure. When the
relay coil is energized, an electromagnetic field is
produced by the coil windings. This electromagnetic
field draws the movable relay contact point away
from the fixed normally closed contact point, and
holds it against the fixed normally open contact
point. When the relay coil is de-energized, spring
pressure returns the movable contact point back
against the fixed normally closed contact point. A
resistor is connected in parallel with the relay coil in
the relay, and helps to dissipate voltage spikes and
electromagnetic interference that can be generated as
the electromagnetic field of the relay coil collapses.
The park lamp relay terminals are connected to
the vehicle electrical system through a connector
receptacle in the Junction Block (JB). The inputs and
outputs of the park lamp relay include:
²Common Feed Terminal- The common feed
terminal (30) is connected to the park lamps through
the park lamp relay output circuit and provides
ground to the park lamps when the relay is de-ener-
gized, and battery current to the park lamps when-
ever the relay is energized.
²Coil Ground Terminal-
The coil ground termi-
nal (85) is connected to a control output of the Body
Control Module (BCM) through a park lamp relay con-
trol circuit. The BCM controls park lamp operation by
controlling a ground path through this circuit.
²Coil Battery Terminal- The coil battery ter-
minal (86) receives battery current at all times from
a fuse in the PDC through a fused B(+) circuit.
²Normally Open Terminal- The normally open
terminal (87) receives battery current at all times
from a fuse in the Power Distribution Center (PDC)
through a fused B(+) circuit.
²Normally Closed Terminal- The normally
closed terminal (87A) is connected to ground at all
times through a ground circuit that receives ground
through a splice block located in the instrument
panel wire harness with an eyelet terminal connector
that is secured by a nut to a ground stud on the
driver side instrument panel end bracket near the
Junction Block (JB).
Fig. 53 ISO Micro Relay
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
87A - NORMALLY CLOSED
8Ls - 54 LAMPSKJ
MULTI-FUNCTION SWITCH (Continued)

The CMTC may also be integrated with the Uni-
versal Transmitter. If so, your CMTC module will
have three buttons centered together between the
outer four buttons. Below the three buttons are cor-
responding dots to indicate which button you are
using.
The Compass Mini-Trip Computer includes the fol-
lowing display options:
²Compass and thermometer- provides the out-
side temperature and one of eight compass readings
to indicate the direction the vehicle is facing.
²Average fuel economy- shows the average
fuel economy since the last trip computer reset.
²Distance to empty- shows the estimated dis-
tance that can be travelled with the fuel remaining
in the fuel tank. This estimated distance is computed
using the average miles-per-gallon from the last 30
gallons of fuel used.
²Instant fuel economy- shows the present fuel
economy based upon the current vehicle distance and
fuel used information.
²Trip odometer- shows the distance travelled
since the last trip computer reset.
²Elapsed time- shows the accumulated igni-
tion-on time since the last trip computer reset.
²Blank screen- the CMTC compass/thermome-
ter/trip computer VFD is turned off.
If the vehicle is equipped with the optional Univer-
sal Transmitter transceiver, the CMTC will also dis-
play messages and an icon indicating when the
Universal Transmitter is being trained, which of the
three transmitter buttons is transmitting, and when
the transceiver is cleared.
Data input for all CMTC functions, including VFD
dimming level, is received through PCI data bus
messages. The CMTC module uses its internal pro-
gramming and all of its data inputs to calculate and
display the requested data. If the data displayed is
incorrect, perform the self-diagnostic tests as
described in this group. If these tests prove inconclu-
sive, the use of a DRBIIItscan tool and the proper
Diagnostic Procedures manual are recommended for
further testing of the CMTC module and the PCI
data bus.
The CMTC module cannot be repaired, and is
available for service only as a unit. This unit
includes the push button switches and the plastic
module and display lens. If any of these components
is faulty or damaged, the complete CMTC module
must be replaced. The incandescent bulbs used for
CMTC push button back-lighting are available for
service replacement.
DESCRIPTION - COMPASS
While in the compass/thermometer mode, the com-
pass will display the direction in which the vehicle ispointed using the eight major compass headings
(Examples: north is N, northeast is NE). The self-cal-
ibrating compass unit requires no adjusting in nor-
mal use. The only calibration that may prove
necessary is to drive the vehicle in three complete
circles at 5 to 8 kilometers-per-hour (3 to 5 miles-per-
hour), on level ground, in not less than forty-eight
seconds. This will reorient the compass unit to its
vehicle.
The compass unit also will compensate for magne-
tism the body of the vehicle may acquire during nor-
mal use. However, avoid placing anything magnetic
directly on the roof of the vehicle. Magnetic mounts
for an antenna, a repair order hat, or a funeral pro-
cession flag can exceed the compensating ability of
the compass unit if placed on the roof panel. Mag-
netic bit drivers used on the fasteners that hold the
overhead console assembly to the roof header can
also affect compass operation. If the vehicle roof
should become magnetized, the demagnetizing and
calibration procedures found in this group may be
required to restore proper compass operation.
DESCRIPTION - THERMOMETER
The thermometer displays the outside ambient
temperature in whole degrees. The temperature dis-
play can be toggled from Fahrenheit to Celsius by
using the U.S./Metric button. The displayed temper-
ature is not an instant reading of conditions, but an
average temperature. It may take the thermometer
display several minutes to respond to a major tem-
perature change, such as driving out of a heated
garage into winter temperatures.
When the ignition switch is turned to the Off posi-
tion, the last displayed temperature reading stays in
the Body Control Module (BCM) unit memory. When
the ignition switch is turned to the On position
again, the CMTC will display the memory tempera-
ture for one minute; then update the display to the
current average temperature reading within five
minutes.
The thermometer function is supported by an
ambient temperature sensor. The sensor is mounted
outside the passenger compartment near the front
and center of the vehicle, and is hard wired to the
Body Control Module (BCM). The BCM sends tem-
perature status messages to the CMTC module over
the PCI data bus network. The ambient temperature
sensor is available as a separate service item, refer to
additional information later in this section.
OPERATION
The compass mini-trip computer operates when the
ignition is in the ON position. The VFD will display
the last display before ignition was turned OFF. The
four outer buttons operate:
KJMESSAGE SYSTEMS 8M - 5
COMPASS/MINI-TRIP COMPUTER (Continued)

Typically, the vehicle occupants recall more about
the events preceding and following a collision than
they have 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
given speed. Actual times will vary somewhat,
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 tensioner, 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
Diagnostic Trouble Code (DTC) in its memory circuit
and sends an electronic message to the ACM, and the
ACM sends an electronic message to the EMIC to
turn on the airbag indicator. Proper testing of the
airbag system components, the Programmable Com-
munication Interface (PCI) data bus, the data bus
message inputs to and outputs from the EMIC, the
SIACM, or the ACM, as well as the retrieval or era-
sure of a DTC from the ACM, SIACM, or EMIC
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
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 - RESTRAINT SYSTEM
WARNING: DURING AND FOLLOWING ANY SEAT
BELT SERVICE, CAREFULLY INSPECT ALL SEAT
BELTS, BUCKLES, MOUNTING HARDWARE, AND
RETRACTORS FOR PROPER INSTALLATION,
OPERATION, OR DAMAGE. REPLACE ANY BELT
THAT IS CUT, 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. NEVER ATTEMPT TO REPAIR A SEAT BELT
COMPONENT. ALWAYS REPLACE DAMAGED OR
FAULTY SEAT BELT COMPONENTS WITH THE COR-
RECT, NEW AND UNUSED REPLACEMENT PARTS
LISTED IN THE DAIMLERCHRYSLER MOPAR PARTS
CATALOG.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,
FRONT IMPACT SENSOR, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER 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 AND POSSIBLE
PERSONAL INJURY.
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 93É C (200É 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.
KJRESTRAINTS 8O - 5
RESTRAINTS (Continued)

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
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
Proper diagnosis and testing of the supplemental
restraint system components, the PCI data bus, the
data bus 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
DRBIIItscan 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,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER 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 AND POSSIBLE
PERSONAL INJURY.
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-
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, front impact sensor, side curtain airbag, or
instrument panel components require diagnosis or
service. Failure to observe this warning could result
in accidental airbag deployment and possible per-
sonal 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
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. If the passenger airbag is
deployed, the passenger airbag door and both passen-
ger airbag mounting brackets must be replaced. If a
side curtain airbag has been deployed, the complete
8O - 6 RESTRAINTSKJ
RESTRAINTS (Continued)

Ifnone of the Driver or Passenger Squib 1 or 2
open are active codes, the status of the airbag squibs
is unknown. In this case the airbag should be han-
dled and disposed of as if the squibs were both live.
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 sure to wear safety glasses, rubber
gloves, and a long-sleeved shirt during cleanup (Fig.
3).
WARNING: IF YOU EXPERIENCE SKIN IRRITATION
DURING CLEANUP, RUN COOL WATER OVER THE
AFFECTED AREA. ALSO, IF YOU EXPERIENCE IRRITA-
TION OF THE NOSE OR THROAT, EXIT THE VEHICLE
FOR FRESH AIR UNTIL THE IRRITATION CEASES. IF
IRRITATION CONTINUES, SEE A PHYSICIAN.
(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
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.
CAUTION: Deployed front airbags having two initiators
(squibs) in the airbag inflator may or may not have livepyrotechnic material within the inflator. Do not dispose
of these airbags unless you are sure of complete
deployment. Refer to AIRBAG SQUIB STATUS . Refer
to the Hazardous Substance Control System for
proper disposal procedures. Dispose of all non-de-
ployed and deployed airbags in a manner consistent
with state, provincial, local, and federal regulations.
(3) Next, remove the deployed supplemental
restraints from the vehicle. Refer to the appropriate
service removal procedures.
(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 DRBIIItscan 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,
FRONT IMPACT SENSORS, SIDE CURTAIN AIRBAG,
OR INSTRUMENT PANEL COMPONENT DIAGNOSIS
OR SERVICE. DISCONNECT AND ISOLATE THE
BATTERY NEGATIVE (GROUND) CABLE, THEN
WAIT TWO MINUTES FOR THE SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE PERFORMING FUR-
THER 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 AND POSSIBLE
PERSONAL INJURY.
Fig. 3 Wear Safety Glasses and Rubber Gloves -
Typical
Fig. 4 Vacuum Heater and A/C Outlets - Typical
8O - 8 RESTRAINTSKJ
RESTRAINTS (Continued)

(1) During the following test, the battery negative
cable remains disconnected and isolated, as it was
during the airbag component removal and installa-
tion procedures.
(2) Be certain that the DRBIIItscan tool contains
the latest version of the proper DRBIIItsoftware.
Connect the DRBIIItto 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).
(3) Turn the ignition switch to the On position and
exit the vehicle with the DRBIIItscan 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 DRBIIItto 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 DRBIIItto 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.
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.
AIRBAG CONTROL MODULE
DESCRIPTION
The Airbag Control Module (ACM) is also some-
times referred to as the Occupant Restraint Control-
ler (ORC) (Fig. 6). The ACM is secured with two long
screws within a tray-like stamped steel mounting
bracket welded onto the top of the floor panel trans-
mission tunnel forward of the instrument panel cen-
ter support bracket and below the instrument panel
center stack in the passenger compartment of the
vehicle.
Concealed within a hollow in the center of the die
cast aluminum ACM housing is the electronic cir-
cuitry of the ACM which includes a microprocessor,
an electronic impact sensor, an electromechanical saf-
ing 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 compo-
nents. An arrow cast into the top of the ACM housing
near the front provides a visual verification of the
proper orientation of the unit, and should always be
pointed toward the front of the vehicle.
Fig. 5 16-Way Data Link Connector - Typical
1 - 16±WAY DATA LINK CONNECTOR
2 - BOTTOM OF INSTRUMENT PANEL
Fig. 6 Airbag Control Module
1 - AIRBAG CONTROL MODULE
2 - ORIENTATION ARROW
3 - CONNECTOR RECEPTACLES
4 - MOUNTING HOLES
5 - GROUND LUG
KJRESTRAINTS 8O - 9
RESTRAINTS (Continued)