2003 DODGE RAM wheel

ment in the event of an accidental deployment. When
handling a non-deployed seat belt tensioner, take
proper care to keep fingers out from under the
retractor cover and away from the seat belt webbing
where it exits from the retractor cover. In addition,
the supplemental restraint system should be dis-
armed whenever any steering wheel, steering col-
umn, seat belt tensioner, driver airbag, passenger
airbag, side curtain airbag, or instrument panel com-
ponents require diagnosis or service. Failure to
observe this warning could result in accidental air-
bag deployment and possible personal injury.
All damaged, faulty or non-deployed airbags and
seat belt tensioners which are replaced on vehicles
are to be handled and disposed of properly. If an air-
bag or seat belt tensioner unit is faulty or damaged
and non-deployed, refer to the Hazardous Substance
Control System for proper disposal. Dispose of all
non-deployed and deployed airbags and seat belt ten-
sioners in a manner consistent with state, provincial,
local and federal regulations.
SUPPLEMENTAL RESTRAINT STORAGE
Airbags and seat belt tensioners must be stored in
their original, special container until they are used
for service. Also, they must be stored in a clean, dry
environment; away from sources of extreme heat,
sparks, and high electrical energy. Always place or
store any airbag on a surface with its trim cover or
airbag cushion side facing up, to minimize movement
in case of an accidental deployment.
STANDARD PROCEDURE - SERVICE AFTER A
SUPPLEMENTAL RESTRAINT DEPLOYMENT
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 must be
replaced. The seat belt tensioners are deployed by
the same signal that deploys the driver and passen-
ger airbags and must also be replaced if either front
airbag has been deployed. If a side curtain airbag
has been deployed, the complete airbag unit, the
headliner, as well as the upper A, B, and C-pillar
trim must be replaced. These components are not
intended for reuse and will be damaged or weakened
as a result of a supplemental restraint deployment,
which may or may not be obvious during a visual
inspection.
It is also critical that the mounting surfaces and/or
mounting brackets for the Airbag Control Module
(ACM) and Side Impact Airbag Control Module
(SIACM) be closely inspected and restored to their
original conditions following any vehicle impact dam-age. Because the ACM and SIACM each contain
impact sensors that are used by the supplemental
restraint system to monitor or confirm the direction
and severity of a vehicle impact, improper orientation
or insecure fastening of these components may cause
airbags not to deploy when required, or to deploy
when not required. All other vehicle components
should be closely inspected following any supplemen-
tal restraint deployment, but are to be replaced only
as required by the extent of the visible damage
incurred.
CLEANUP PROCEDURE
Following a supplemental restraint deployment,
the vehicle interior will contain a powdery residue.
This residue consists primarily of harmless particu-
late by-products of the small pyrotechnic charge that
initiates the propellant used to deploy a supplemen-
tal restraint. However, this residue may also contain
traces of sodium hydroxide powder, a chemical
by-product of the propellant material that is used to
generate the inert gas that inflates the airbag. Since
sodium hydroxide powder can irritate the skin, eyes,
nose, or throat, be certain to wear safety glasses,
rubber gloves, and a long-sleeved shirt during
cleanup (Fig. 3).
WARNING: IF YOU EXPERIENCE SKIN IRRITATION
DURING CLEANUP, RUN COOL WATER OVER THE
AFFECTED AREA. ALSO, IF YOU EXPERIENCE
IRRITATION OF THE NOSE OR THROAT, EXIT THE
VEHICLE FOR FRESH AIR UNTIL THE IRRITATION
CEASES. IF IRRITATION CONTINUES, SEE A PHYSI-
CIAN.
(1) Begin the cleanup by using a vacuum cleaner
to remove any residual powder from the vehicle inte-
rior. Clean from outside the vehicle and work your
Fig. 3 Wear Safety Glasses and Rubber Gloves -
Typical
DRRESTRAINTS 8O - 7
RESTRAINTS (Continued)

way inside, so that you avoid kneeling or sitting on a
non-cleaned area.
(2) Be certain to vacuum the heater and air condi-
tioning outlets as well (Fig. 4). Run the heater and
air conditioner blower on the lowest speed setting
and vacuum any powder expelled from the outlets.
CAUTION: All damaged, faulty, or non-deployed
supplemental restraints which are replaced on vehi-
cles are to be handled and disposed of properly. If
an airbag unit or seat belt tensioner unit is faulty or
damaged and non-deployed, refer to the Hazardous
Substance Control System for proper disposal. Be
certain to dispose of all non-deployed and deployed
supplemental restraints in a manner consistent with
state, provincial, local and federal regulations.
(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,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFOREPERFORMING 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 ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) During the following test, the battery negative
cable remains disconnected and isolated, as it was
during the supplemental restraint system component
removal and installation procedures.
(2) Be certain that the 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.
Fig. 4 Vacuum Heater and A/C Outlets - Typical
Fig. 5 16-Way Data Link Connector - Typical
1 - 16±WAY DATA LINK CONNECTOR
2 - BOTTOM OF INSTRUMENT PANEL
8O - 8 RESTRAINTSDR
RESTRAINTS (Continued)

If the stored DTC information is successfully erased,
go to Step 9.
(9) Turn the ignition switch to the Off position for
about fifteen seconds, and then back to the On posi-
tion. Observe the airbag indicator in the instrument
cluster. It should illuminate for six to eight seconds,
and then go out. This indicates that the supplemen-
tal restraint system is functioning normally and that
the repairs are complete. If the airbag indicator fails
to light, or lights and stays on, there is still an active
supplemental restraint system fault or malfunction.
Refer to the appropriate diagnostic information to
diagnose the problem.
ACM COVER
REMOVAL
The Airbag Control Module (ACM) cover is used
only on models with an automatic transmission. Mod-
els with a manual transmission require that the floor
console be removed to access the ACM for service.
(Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE -
REMOVAL).
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) Using a trim stick or another suitable wide
flat-bladed tool, gently pry each side of the ACM
cover away from the instrument panel at each side of
the center bracket on the floor panel transmission
tunnel far enough to disengage the two snap clip
retainers from the instrument panel receptacles (Fig.
6).
(3) Remove the ACM cover from the instrument
panel.
INSTALLATION
The Airbag Control Module (ACM) cover is used
only on models with an automatic transmission. Mod-
els with a manual transmission require that the floor
console be reinstalled following ACM service. (Refer
to 23 - BODY/INTERIOR/FLOOR CONSOLE -
INSTALLATION).
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Position the ACM cover to the instrument
panel (Fig. 6).
(2) Align the snap clip retainer on each side of the
ACM cover with the instrument panel receptacle at
each side of the center bracket on the floor panel
transmission tunnel.
(3) Using hand pressure, press firmly and evenly
on the outside of the ACM cover over each snap clip
retainer location until each retainer is fully engaged
in its instrument panel receptacle.
(4) Reconnect the battery negative cable.
Fig. 6 ACM Cover Remove/Install
1 - INSTRUMENT PANEL RECEPTACLE (2)
2 - ACM COVER
DRRESTRAINTS 8O - 9
RESTRAINTS (Continued)

On models equipped with optional side curtain air-
bags, the ACM communicates with both the left and
right Side Impact Airbag Control Modules (SIACM)
over the PCI data bus. The SIACM notifies the ACM
when it has detected a monitored system fault and
stored a DTC in memory for its respective side cur-
tain airbag system, and the ACM sets a DTC and
controls the airbag indicator operation accordingly.
The ACM receives battery current through two cir-
cuits; a fused ignition switch output (run) circuit
through a fuse in the Integrated Power Module
(IPM), and a fused ignition switch output (run-start)
circuit through a second fuse in the IPM. The ACM
receives ground through a ground circuit and take
out of the instrument panel wire harness. This take
out has a single eyelet terminal connector that is
secured by a ground screw to the instrument panel
support structure. These connections allow the ACM
to be operational whenever the ignition switch is in
the Start or On positions. The ACM also contains an
energy-storage capacitor. When the ignition switch is
in the Start or On positions, this capacitor is contin-
ually being charged with enough electrical energy to
deploy the front supplemental restraint components
for up to one second following a battery disconnect or
failure. The purpose of the capacitor is to provide
backup supplemental restraint system protection in
case there is a loss of battery current supply to the
ACM during an impact.
Two sensors are contained within the ACM; an
electronic impact sensor, and a safing sensor. The
electronic impact sensor is an accelerometer that
senses the rate of vehicle deceleration, which pro-
vides verification of the direction and severity of an
impact. The safing sensor is an electromechanical
sensor within the ACM that provides an additional
logic input to the ACM microprocessor. The safing
sensor is a normally open switch that is used to ver-
ify the need for a front supplemental restraint
deployment by detecting impact energy of a lesser
magnitude than that of the electronic impact sensor,
and must be closed in order for the front airbags or
seat belt tensioners to deploy. A pre-programmed
decision algorithm in the ACM microprocessor deter-
mines when the deceleration rate as signaled by the
impact sensor and the safing sensor indicate an
impact that is severe enough to require front supple-
mental restraint system protection and, based upon
the status of the passenger airbag on/off switch input
and the severity of the monitored impact, determines
what combination of seat belt tensioner and front air-
bag deployment is required for each front seating
position. When the programmed conditions are met,
the ACM sends the proper electrical signals to deploy
the seat belt tensioners and dual front airbags.The hard wired inputs and outputs for the ACM
may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods will not prove conclusive in
the diagnosis of the ACM, the PCI data bus network,
or the electronic message inputs to and outputs from
the ACM. The most reliable, efficient, and accurate
means to diagnose the ACM, the PCI data bus net-
work, and the electronic message inputs to and out-
puts from the ACM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WARNING: THE AIRBAG CONTROL MODULE CON-
TAINS THE IMPACT SENSOR, WHICH ENABLES
THE SYSTEM TO DEPLOY THE FRONT SUPPLE-
MENTAL RESTRAINTS. NEVER STRIKE OR DROP
THE AIRBAG CONTROL MODULE, AS IT CAN DAM-
AGE THE IMPACT SENSOR OR AFFECT ITS CALI-
BRATION. IF AN AIRBAG CONTROL MODULE IS
ACCIDENTALLY DROPPED DURING SERVICE, THE
MODULE MUST BE SCRAPPED AND REPLACED
WITH A NEW UNIT. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN ACCIDENTAL,
INCOMPLETE, OR IMPROPER FRONT SUPPLEMEN-
TAL RESTRAINT DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) On models with a manual transmission,
remove the floor console from the top of the floor
panel transmission tunnel. (Refer to 23 - BODY/IN-
TERIOR/FLOOR CONSOLE - REMOVAL).
(3) On models with an automatic transmission,
remove the ACM cover from the instrument panel.
DRRESTRAINTS 8O - 11
AIRBAG CONTROL MODULE (Continued)

(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 instrument panel
wire harness connector for the Airbag Control Mod-
ule (ACM) from the ACM connector receptacle located
on the rearward facing side of the module (Fig. 8). To
disconnect the instrument panel wire harness con-
nector from the ACM:
(a) Slide the red Connector Position Assurance
(CPA) lock on the top of the connector toward the
side of the connector.
(b) Depress the connector latch tab and pull the
connector straight away from the ACM connector
receptacle.
(5) From the right side of the floor panel transmis-
sion tunnel, loosen each of the two screws that secure
the right side of the ACM to the bracket on the floor
panel transmission tunnel about 7 millimeters (0.25
inch).
(6) From the left side of the floor panel transmis-
sion tunnel, remove the two screws that secure the
left side of the ACM to the bracket on the floor panel
transmission tunnel.(7) Still working from the left side of the floor
panel transmission tunnel, lift the ACM upward far
enough to disengage the locating pins on the bottom
of the ACM mounting flanges from the locating holes
in the mounting bracket, then slide the ACM toward
the left far enough to disengage the slotted holes in
the right ACM mounting flanges from under the
heads of the two previously loosened right mounting
screws.
(8) Remove the ACM from the left side of the floor
panel transmission tunnel.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
WARNING: THE AIRBAG CONTROL MODULE CON-
TAINS THE IMPACT SENSOR, WHICH ENABLES
THE SYSTEM TO DEPLOY THE FRONT SUPPLE-
MENTAL RESTRAINTS. NEVER STRIKE OR DROP
THE AIRBAG CONTROL MODULE, AS IT CAN DAM-
AGE THE IMPACT SENSOR OR AFFECT ITS CALI-
BRATION. IF AN AIRBAG CONTROL MODULE IS
ACCIDENTALLY DROPPED DURING SERVICE, THE
MODULE MUST BE SCRAPPED AND REPLACED
WITH A NEW UNIT. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN ACCIDENTAL,
INCOMPLETE, OR IMPROPER FRONT SUPPLEMEN-
TAL RESTRAINT DEPLOYMENT AND POSSIBLE
OCCUPANT INJURIES.
(1) Position the Airbag Control Module (ACM) to
the left side of the floor panel transmission tunnel
near the ACM bracket (Fig. 8). When the ACM is cor-
rectly positioned, the arrow on the ACM housing will
be pointed forward in the vehicle.
(2) From the left side of the floor panel transmis-
sion tunnel, slide the ACM toward the right far
enough to engage the slotted holes in the right ACM
mounting flanges under the heads of the two previ-
ously loosened right mounting screws, then engage
Fig. 8 Airbag Control Module Remove/Install
1 - WIRE HARNESS CONNECTOR
2 - AIRBAG CONTROL MODULE
3 - SCREW (4)
4 - FLOOR PANEL TRANSMISSION TUNNEL
8O - 12 RESTRAINTSDR
AIRBAG CONTROL MODULE (Continued)

CLOCKSPRING
DESCRIPTION
The clockspring assembly is secured with two
screws onto the multi-function switch mounting
housing near the top of the steering column behind
the steering wheel (Fig. 17). The clockspring consists
of a flat, round molded plastic case with a stubby tail
that hangs below the steering column (Fig. 18). The
tail contains two connector receptacles that face
toward the instrument panel. Within the plastic case
is a spool-like molded plastic rotor with a large
exposed hub. The upper surface of the rotor hub has
a large center hole, two large flats, an engagement
dowel with a yellow rubber boot, a short pigtail wire
with connector, and two connector receptacles that
face toward the steering wheel.
The lower surface of the rotor hub has a molded
plastic turn signal cancel cam with two lobes that is
keyed to the rotor and is secured there with four
integral snap features. Within the plastic case and
wound around the rotor spool is a long ribbon-like
tape that consists of several thin copper wire leads
sandwiched between two thin plastic membranes.
The outer end of the tape terminates at the connector
receptacles that face the instrument panel, while the
inner end of the tape terminates at the pigtail wire
and connector receptacles on the hub of the clock-
spring rotor that face the steering wheel.Service replacement clocksprings are shipped pre-
centered and with a molded plastic locking pin that
snaps into a receptacle on the rotor and is engaged
between two tabs on the upper surface of the rotor
case. The locking pin secures the centered clock-
spring rotor to the clockspring case during shipment,
but the locking pin must be removed from the clock-
spring after it is installed on the steering column.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - STANDARD PROCEDURE - CLOCK-
SPRING CENTERING).
The clockspring cannot be repaired. If the clock-
spring is faulty, damaged, or if the driver airbag has
been deployed, the clockspring must be replaced.
OPERATION
The clockspring is a mechanical electrical circuit
component that is used to provide continuous electri-
cal continuity between the fixed instrument panel
wire harness and the electrical components mounted
on or in the rotating steering wheel. On this model
the rotating electrical components include the driver
airbag, the horn switch, the speed control switches,
and the remote radio switches, if the vehicle is so
equipped. The clockspring case is positioned and
secured to the multi-function switch mounting hous-
ing near the top of the steering column. The connec-
tor receptacles on the tail of the fixed clockspring
case connect the clockspring to the vehicle electrical
system through two take outs with connectors from
the instrument panel wire harness.
The clockspring rotor is movable and is keyed by
an engagement dowel that is molded onto the rotor
hub between two fins that are cast into the lower
surface of the steering wheel armature. A yellow rub-
Fig. 17 Clockspring
1 - PIGTAIL WIRE
2 - LOCATING TAB
3 - LOCKING PIN
4 - MOUNTING TAB (2)
5 - UPPER CONNECTOR RECEPTACLE (2)
6 - LABEL
7 - ENGAGEMENT DOWEL & BOOT
8 - CASE
9 - CENTERING ARROWS
10 - ROTOR
Fig. 18 Turn Signal Cancel Cam
1 - LOCKING PIN
2 - CLOCKSPRING CASE
3 - CANCEL CAM
4 - LOWER CONNECTOR RECEPTACLE (2)
8O - 18 RESTRAINTSDR

ber boot is installed over the engagement dowel to
eliminate contact noise between the dowel and the
steering wheel. The two lobes on the turn signal can-
cel cam on the lower surface of the clockspring rotor
hub contact a turn signal cancel actuator of the
multi-function switch to provide automatic turn sig-
nal cancellation. The yellow sleeved pigtail wires on
the upper surface of the clockspring rotor connect the
clockspring to the driver airbag, while a steering
wheel wire harness connects the two connector recep-
tacles on the upper surface of the clockspring rotor to
the horn switch feed pigtail wire connector and, if
the vehicle is so equipped, to the optional speed con-
trol and remote radio switches on the steering wheel.
Like the clockspring in a timepiece, the clockspring
tape has travel limits and can be damaged by being
wound too tightly during full stop-to-stop steering
wheel rotation. To prevent this from occurring, the
clockspring is centered when it is installed on the
steering column. Centering the clockspring indexes
the clockspring tape to the movable steering compo-
nents so that the tape can operate within its
designed travel limits. However, if the clockspring is
removed from the steering column or if the steering
shaft is disconnected from the steering gear, the
clockspring spool can change position relative to the
movable steering components. The clockspring must
be re-centered following completion of this service or
the tape may be damaged.
Service replacement clocksprings are shipped pre-
centered and with a plastic locking pin installed.
This locking pin should not be disengaged until the
clockspring has been installed on the steering col-
umn. If the locking pin is removed or damaged before
the clockspring is installed on a steering column, the
clockspring centering procedure must be performed.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - STANDARD PROCEDURE - CLOCK-
SPRING CENTERING).
STANDARD PROCEDURE - CLOCKSPRING
CENTERING
The clockspring is designed to wind and unwind
when the steering wheel is rotated, but is only
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, with a 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: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
Fig. 19 Clockspring and Multi-Function Switch
1 - CLOCKSPRING
2 - LOCATING PIN
3 - SCREW (2)
4 - LOCKING PIN
5 - ENGAGEMENT DOWEL BOOT
DRRESTRAINTS 8O - 19
CLOCKSPRING (Continued)

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.
The clockspring is now centered.
(5) 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.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER,
SIDE CURTAIN AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
PERFORMING FURTHER DIAGNOSIS OR SERVICE.
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE 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 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 be
centered again before it is reinstalled. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING).
8O - 20 RESTRAINTSDR
CLOCKSPRING (Continued)