2003 DODGE RAM clock

(1) With the ignition switch in the Off position,
simultaneously depress and hold theSTEP and
RESET buttons.
(2) Turn the ignition switch to the On position.
(3) Following completion of the test, the electronics
module will display one of the following messages:
a.Pass Self Test (EVIC only), PASS (CMTC)-
The electronics module is working properly.
b.Failed Self Test (EVIC only), FAIL (CMTC)-
The electronics module has an internal failure. The
electronics module is faulty and must be replaced.
c.Failed J1850 Communication (EVIC only),
BUS (CMTC)- The electronics module is not receiv-
ing proper message input through the J1850 PCI
data bus circuit. This can result from one or more
faulty electronic modules in the vehicle, or from a
faulty PCI data bus. The use of a DRB IIItscan tool
and the proper Diagnostic Procedures manual are
required for further diagnosis.
NOTE: If the compass functions, but accuracy is
suspect, it may be necessary to perform a variation
adjustment. This procedure allows the compass
unit to accommodate variations in the earth's mag-
netic field strength, based on geographic location.
Refer to Compass Variation Adjustment in the Stan-
dard Procedures section of this group.
NOTE: If the compass reading displays dashes, and
only ªCALº appears in the display, demagnetizing
may be necessary to remove excessive residual
magnetic fields from the vehicle. Refer to Compass
Demagnetizing in the Standard Procedures section
of this group.
STANDARD PROCEDURE
STANDARD PROCEDURE - READING/
COURTESY LAMP REPLACEMENT
(1) Open hood, disconnect and isolate the negative
battery cable.
(2) Remove the reading/courtesy lamp lens. Using
a trim stick, gently pry the forward edge of the read-
ing/courtesy lamp lens outward.
(3) Remove the reading/courtesy lamp socket from
the overhead console. Rotate the reading/courtesy
lamp socket one quarter turn counter clockwise.
(4) Remove the lamp and socket assembly.
(5) Reverse the above procedure to install.
STANDARD PROCEDURE - MODULE LENS
REPLACEMENT
(1) Remove the overhead console (Refer to 8 -
ELECTRICAL/OVERHEAD CONSOLE - REMOV-
AL).
(2) Remove the electronics module from the over-
head console. Refer to the procedure later in this sec-
tion.
(3) Unsnap the lens from the module and replace
lens as necessary.
STANDARD PROCEDURE - MODULE LAMP
REPLACEMENT
(1) Remove the overhead console (Refer to 8 -
ELECTRICAL/OVERHEAD CONSOLE - REMOV-
AL).
(2) Using a flat blade screwdriver twist out socket/
lamp (Fig. 2).
(3) Replace lamp(s) as necessary.
STANDARD PROCEDURE - COMPASS
CALIBRATION
CAUTION: Do not place any external magnets, such
as magnetic roof mount antennas, in the vicinity of
the compass. Do not use magnetic tools when ser-
vicing the overhead console.
Fig. 2 Top of Overhead Console
1 - OVERHEAD CONSOLE HOUSING
2 - EVIC/CMTC MODULE
3 - ILLUMINATION LAMPS
4 - MODULE RETAINING SCREWS
DRMESSAGE SYSTEMS 8M - 3
OVERHEAD CONSOLE (Continued)

RESTRAINTS
TABLE OF CONTENTS
page page
RESTRAINTS
DESCRIPTION..........................2
OPERATION............................4
WARNING
WARNINGS - RESTRAINT SYSTEM........5
DIAGNOSIS AND TESTING - SUPPLEMENTAL
RESTRAINT SYSTEM...................6
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS.........................6
STANDARD PROCEDURE - SERVICE
AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT.........................7
STANDARD PROCEDURE - VERIFICATION
TEST................................8
ACM COVER
REMOVAL.............................9
INSTALLATION..........................9
AIRBAG CONTROL MODULE
DESCRIPTION.........................10
OPERATION...........................10
REMOVAL.............................11
INSTALLATION.........................12
AUTOMATIC LOCKING RETRACTOR
DESCRIPTION.........................13
OPERATION...........................14
CHILD RESTRAINT ANCHOR
DESCRIPTION.........................14
OPERATION...........................16
REMOVAL.............................16
INSTALLATION.........................17
CLOCKSPRING
DESCRIPTION.........................18
OPERATION...........................18
STANDARD PROCEDURE - CLOCKSPRING
CENTERING.........................19
REMOVAL.............................20
INSTALLATION.........................21
DRIVER AIRBAG
DESCRIPTION.........................22
OPERATION...........................23
REMOVAL.............................23
INSTALLATION.........................24
FRONT CENTER SEAT BELT & RETRACTOR
REMOVAL.............................25
INSTALLATION.........................26
FRONT CENTER SEAT BELT
REMOVAL.............................26INSTALLATION.........................27
FRONT OUTBOARD SEAT BELT &
RETRACTOR
REMOVAL
REMOVAL - STANDARD CAB............28
REMOVAL - QUAD CAB................29
INSTALLATION
INSTALLATION - STANDARD CAB.........31
INSTALLATION - QUAD CAB.............32
FRONT OUTBOARD SEAT BELT BUCKLE
REMOVAL.............................33
INSTALLATION.........................34
PASSENGER AIRBAG
DESCRIPTION.........................34
OPERATION...........................35
REMOVAL.............................35
INSTALLATION.........................37
PASSENGER AIRBAG ON/OFF SWITCH
DESCRIPTION.........................38
OPERATION...........................38
REMOVAL.............................39
INSTALLATION.........................39
REAR CENTER SEAT BELT & RETRACTOR
REMOVAL.............................39
INSTALLATION.........................40
REAR OUTBOARD SEAT BELT & RETRACTOR
REMOVAL.............................41
INSTALLATION.........................42
REAR SEAT BELT BUCKLE
REMOVAL
REMOVAL - CENTER & LEFT OUTBOARD . . 43
REMOVAL - CENTER ANCHOR & RIGHT
OUTBOARD..........................43
INSTALLATION
INSTALLATION - CENTER & LEFT
OUTBOARD..........................45
INSTALLATION - CENTER ANCHOR &
RIGHT OUTBOARD....................45
SEAT BELT SWITCH
DESCRIPTION.........................46
OPERATION...........................46
DIAGNOSIS AND TESTING - SEAT BELT
SWITCH............................47
SEAT BELT TENSIONER
DESCRIPTION.........................47
OPERATION...........................48
SEAT BELT TENSION REDUCER
DESCRIPTION.........................48
OPERATION...........................49
DRRESTRAINTS 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 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- Standard
cab models without a rear seat are equipped with a
passenger airbag on/off switch, which is located on
the right side of the instrument panel center bezel.
²Passenger Knee Blocker- The passenger knee
blocker is a structural reinforcement that is integral
to and concealed within the glove box door.
²Seat Belt Tensioner- The seat belt tensioner
is integral to the front outboard seat belt retractor
units on vehicles equipped with dual front airbags.
²Side Impact Airbag Control Module-Two
Side Impact Airbag Control Modules (SIACM) are
used on vehicles with the optional side curtain air-
bags, one left side and one right side. One SIACM is
located behind the B-pillar trim above the outboard
front seat belt retractor within each B-pillar.
²Side Curtain Airbag- In vehicles equipped
with this option, a side curtain airbag is located on
each inside roof side rail above the headliner, and
extends from the A-pillar to the B-pillar on standard
cab models, and from the A-pillar to the C-pillar on
quad cab models.
The ACM, both SIACMs, and the EMIC each con-
tain a central processing unit and programming that
allow them to communicate with each other usingthe Programmable Communications Interface (PCI)
data bus network. This method of communication is
used by the ACM for control of the airbag indicator
on all models equipped with dual front airbags.
(Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/COMMUNICATION - DESCRIP-
TION).
Hard wired circuitry connects the supplemental
restraint system components to each other through
the electrical system of the vehicle. These hard wired
circuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be con-
nected to each other, to the vehicle electrical system,
and to the supplemental restraint system compo-
nents through the use of a combination of soldered
splices, splice block connectors, and many different
types of wire harness terminal connectors and insu-
lators. 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
ACTIVE RESTRAINTS
The primary passenger restraints in this or any
other vehicle are the standard equipment factory-in-
stalled seat belts and child restraint anchors. Seat
belts and child restraint anchors are referred to as
an active restraint because the vehicle occupants are
required to physically fasten and properly adjust
these restraints in order to benefit from them. 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 active restraints.
PASSIVE RESTRAINTS
The passive restraints are referred to as a supple-
mental restraint system because they were designed
and are intended to enhance the protection for the
occupants of the vehicleonlywhen used in conjunc-
tion with the seat belts. They are referred to as pas-
sive restraints because the vehicle occupants are not
required to do anything to make them operate; how-
ever, the vehicle occupants must be wearing their
seat belts in order to obtain the maximum safety
benefit from the factory-installed supplemental
restraint system.
The supplemental restraint system electrical cir-
cuits are continuously monitored and controlled by a
microprocessor and software contained within the
Airbag Control Module (ACM) and, on vehicles
equipped with the side curtain airbags, both Side
Fig. 2 SRS Logo
8O - 4 RESTRAINTSDR
RESTRAINTS (Continued)

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)

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)

INSTALLATION
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
If the clockspring is not properly centered in rela-
tion to the steering wheel, steering shaft and steer-
ing gear, it may be damaged. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING). Service replacement clocksprings are
shipped pre-centered, with a plastic locking pin
installed. This locking pin should not be removed
until the clockspring has been installed on the steer-
ing column. If the locking pin is removed before the
clockspring is installed on a steering column, the
clockspring centering procedure must be performed.
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
that the front wheels are still in the straight-ahead
position.
(1) Carefully slide the centered clockspring down
over the steering column upper shaft until the hole
in the locating tab at the eleven o'clock position on
the clockspring case is engaged over the locating pin
on the multi-function switch mounting housing (Fig.
20).
(2) 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.).
(3) 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.
(4) Position the lower shroud onto the steering col-
umn.
(5) 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.).
(6) 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.
(7) Align the snap features on the upper shroud
with the receptacles on the lower shroud and apply
hand pressure to snap them together.
(8) 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.).
(9) 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.
(10) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - INSTALLATION).
(11) If a new clockspring has been installed,
remove the locking pin that is securing the clock-
spring rotor to the clockspring case to maintain
clockspring centering.
Fig. 20 Clockspring and Multi-Function Switch
1 - CLOCKSPRING
2 - LOCATING PIN
3 - SCREW (2)
4 - LOCKING PIN
5 - ENGAGEMENT DOWEL BOOT
DRRESTRAINTS 8O - 21
CLOCKSPRING (Continued)