2003 DODGE RAM ESP

the Integrated Power Module (IPM) on a fused igni-
tion switch output (run-acc) circuit so that the power
windows will operate whenever the ignition switch is
in the On or Accessory positions. Each two-way,
momentary master passenger power window switch
in the DDM provides battery current and ground to
the individual power window switches on each pas-
senger door so that the power window switch controls
the battery current and ground feeds to its respective
power window motor. The DDM switch for the driver
side front door power window is labeled ªAutoº and
includes an auto-down feature. When this switch is
depressed to a second momentary detent position and
released, the driver door power window is automati-
cally operated through an internal circuit and relay
to its fully lowered position. The Auto-down event is
cancelled if the switch paddle is depressed a second
time in either the Up or Down direction. When the
two position window lockout switch in the DDM is
depressed and latched in the lockout position, the
battery current feed to each of the individual passen-
ger power window switches is interrupted so that the
passenger door power windows can only be operated
from the master switches in the DDM. The window
lockout switch also controls the battery current feed
for the LED in each passenger power window switch
so that the switch will not be illuminated when it is
locked out.
Power Mirror Switches
The DDM power mirror switch circuitry is con-
nected to battery current through a fuse in the IPM
on a fused B(+) circuit so that the power mirrors
remain operational regardless of the ignition switch
position. A rocker type selector switch has three posi-
tions, one to select the right mirror, one to select the
left mirror, and a neutral Off position. After the right
or left mirror is selected, one of four directional but-
tons is depressed to move the selected mirror Up,
Down, Right or Left. The DDM power mirror switch
circuitry controls the battery current and ground
feeds to each of the four (two in each mirror head)
power mirror motors. The Light-Emitting Diode
(LED) in the DDM power mirror switch is connected
to battery current through the power window circuit
breaker in the IPM on a fused ignition switch output
(run-acc) circuit so that the switch directional but-
tons will be illuminated whenever the ignition switch
is in the On or Accessory positions.DIAGNOSIS AND TESTING - DRIVER DOOR
MODULE
The Light-Emitting Diode (LED) illumination
lamps for all of the Driver Door Module (DDM)
power window, power lock, and power mirror
switches receive battery current through the power
window circuit breaker in the Integrated Power Mod-
ule (IPM). If all of the LEDs are inoperative in the
DDM, be certain to diagnose the power window sys-
tem before replacing the switch unit. (Refer to 8 -
ELECTRICAL/POWER WINDOWS - DIAGNOSIS
AND TESTING). If only one LED in the DDM is
inoperative, replace the faulty DDM. If the driver
side front door power window operates in a normal
manner, but the Auto-Down feature is inoperative,
replace the faulty DDM. Refer to the appropriate wir-
ing information. The wiring information includes wir-
ing diagrams, proper wire and connector repair
procedures, details of wire harness routing and
retention, connector pin-out information and location
views for the various wire harness connectors, splices
and grounds.
(1) Disconnect and isolate the battery negative
cable. Remove the DDM from the door trim panel.
Disconnect the door wire harness connectors for the
DDM from the DDM connector receptacles.
(2) Test the DDM switch continuity. See the Driver
Door Module Switch Tests chart to determine if the
continuity is correct for the suspect switches in each
switch position (Fig. 2) and/or (Fig. 3). If not OK,
replace the faulty DDM as required.
Fig. 2 Driver Door Module Connector C1 Receptacle
8N - 6 POWER LOCKSDR
DRIVER DOOR MODULE (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)

This model is equipped with a Lower Anchors and
Tether for CHildren, or LATCH child restraint
anchorage system (Fig. 10) or (Fig. 11). The LATCH
system provides for the installation of suitable child
restraints in certain seating positions without using
the standard equipment seat belt provided for that
seating position. Standard cab models are equipped
with a fixed-position child restraint upper tether
anchor for the front center and outboard seating posi-
tions, and child restraint lower anchors for the front
outboard seating position. Quad cab models are
equipped with a fixed-position child restraint upper
tether anchor strap for the rear center and both rear
outboard seating positions, and child restraint lower
anchors for both rear outboard seating positions. All
front seat child restraint anchors are deleted on quad
cab models.
The two upper tether anchors for standard cab
models are integral to the upper cab back panel rein-
forcement and are concealed behind individual trim
cover and bezel units that are integral to the cab
back trim panel (Fig. 12). These upper tether anchors
cannot be adjusted or repaired and, if faulty or dam-
aged, they must be replaced as a unit with the upper
cab back panel reinforcement. The upper tether
anchor trim covers and bezels are serviced as a unit
with the cab back trim panel.
The three upper tether anchor straps for quad cab
models are secured to the upper cab back panel rein-
forcement with screws (Fig. 13). These anchor straps
are concealed behind the upright rear seat back. Theupper tether anchor straps are available for individ-
ual service replacement.
The lower anchors for all models are integral to
their respective front or rear seat cushion frame (Fig.
14) or (Fig. 15). Round markers with an imprinted
child seat icon on the standard cab front seat back
trim cover helps identify the anchor locations for that
application because they may be otherwise difficult to
see with the seat back in the upright position. These
lower anchors are each constructed from round steel
Fig. 11 Child Restraint Anchor Location - Quad Cab
1 - LOWER ANCHOR (PROVIDED FOR REAR OUTBOARD
SEATING POSITIONS ONLY)2 - TETHER ANCHOR (PROVIDED FOR REAR CENTER AND
OUTBOARD SEATING POSITIONS)
Fig. 12 Child Tether Anchor - Standard Cab
1 - COVER & BEZEL (2)
2 - CAB BACK TRIM PANEL
3 - ANCHOR (2)
DRRESTRAINTS 8O - 15
CHILD RESTRAINT ANCHOR (Continued)

bar stock that is formed into a U-shape, then
securely welded at each end to the seat cushion
frame. They are each accessed from the front of their
respective seats, at each side where the seat back
meets the seat cushion. These lower anchors cannot
be adjusted or repaired and, if faulty or damaged,
they must be replaced as a unit with the seat cush-
ion frame. On quad cab models, if the lower anchors
have been bent or broken as a result of a vehicle col-
lision, the latch for the affected rear seat cushion
frame unit must also be replaced.WARNING: DURING AND FOLLOWING ANY SEAT
BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLA-
TION, 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. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
OPERATION
See the owner's manual in the vehicle glove box for
more information on the proper use of all of the fac-
tory-installed child restraint anchors.
REMOVAL
The following procedure applies only to the rear
seat upper child tether straps used on quad cab mod-
els. The child restraint anchors used in other models
and locations are integral to other components and
cannot be serviced separately.
Fig. 13 Child Tether Strap - Quad Cab
1 - TETHER STRAP (3)
2 - CAB BACK PANEL
3 - SCREW (3)
Fig. 14 Child Restraint Lower Anchor - Standard
Cab Front Seat
1 - FRONT SEAT BACK
2 - LOWER ANCHOR (2) - PASSENGER SIDE OUTBOARD
SEATING POSITION ONLY
3 - LOWER ANCHOR MARKER (2)
4 - FRONT SEAT CUSHION
Fig. 15 Child Restraint Lower Anchor - Quad Cab
Rear Seat
1 - REAR SEAT BACK
2 - LOWER ANCHOR (2 PER OUTBOARD REAR SEATING
POSITION)
3 - REAR SEAT CUSHION
8O - 16 RESTRAINTSDR
CHILD RESTRAINT ANCHOR (Continued)

CAUTION: Do not pull on the clockspring pigtail
wires or pry on the connector insulator to disen-
gage the connector from the driver airbag inflator
connector receptacle. Improper removal of these
pigtail wires and their connector insulators can
result in damage to the airbag circuits or connector
insulators.
(7) The clockspring driver airbag pigtail wire con-
nector is secured by integral latches to the airbag
inflator connector receptacle, which is located on the
back of the driver airbag housing. Depress the
latches on each side of the connector insulator and
pull the insulator straight out from the airbag infla-
tor to disconnect it from the connector receptacle.
(8) Remove the driver airbag from the steering
wheel.
(9) If the driver airbag has been deployed, the
clockspring must be replaced. (Refer to 8 - ELECTRI-
CAL/RESTRAINTS/CLOCKSPRING - REMOVAL).
INSTALLATION
The following procedure is for replacement of a
faulty or damaged driver airbag. If the airbag is
faulty or damaged, but not deployed, review the rec-
ommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HAN-
DLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the driver airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-CEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
WARNING: 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: USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE DRIVER
AIRBAG, OR BECOMING ENTRAPPED BETWEEN
THE DRIVER AIRBAG CUSHION AND THE DRIVER
AIRBAG TRIM COVER. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN OCCUPANT INJURIES
UPON AIRBAG DEPLOYMENT.
WARNING: THE DRIVER AIRBAG TRIM COVER
MUST NEVER BE PAINTED. REPLACEMENT AIR-
BAGS ARE SERVICED WITH TRIM COVERS IN THE
ORIGINAL COLORS. PAINT MAY CHANGE THE WAY
IN WHICH THE MATERIAL OF THE TRIM COVER
RESPONDS TO AN AIRBAG DEPLOYMENT. FAIL-
URE TO OBSERVE THIS WARNING COULD RESULT
IN OCCUPANT INJURIES UPON AIRBAG DEPLOY-
MENT.
(1) Position the driver airbag close enough to the
steering wheel to reconnect the two electrical connec-
tions at the back of the airbag housing.
(2) When installing the driver airbag, reconnect
the clockspring driver airbag pigtail wire connector
to the airbag inflator connector receptacle by press-
ing straight in on the connector (Fig. 23). You can be
certain that the connector is fully engaged in its
receptacle by listening carefully for a distinct, audi-
ble click as the connector latches snap into place.
(3) Reconnect the steering wheel wire harness
horn switch feed take out connector to the horn
switch feed pigtail wire connector insulator located
on the back of the driver airbag housing.
(4) Carefully position the driver airbag in the
steering wheel. Be certain that the clockspring pig-
tail wire and the steering wheel wire harness in the
Fig. 23 Driver Airbag Remove/Install
1 - CLOCKSPRING
2 - STEERING WHEEL
3 - HORN SWITCH FEED TAKE OUT
4 - DRIVER AIRBAG
5 - SCREW (2)
6 - CLOCKSPRING PIGTAIL WIRE
8O - 24 RESTRAINTSDR
DRIVER AIRBAG (Continued)

take out and connector for the airbag inflator located
on the inboard side of the housing.
(9) Disconnect the instrument panel wire harness
connector for the passenger airbag from the connec-
tor receptacle on the airbag inflator.
(10) Remove the passenger airbag and airbag door
from the instrument panel as a unit.
INSTALLATION
The following procedure is for replacement of a
faulty or damaged passenger airbag. If the airbag is
faulty or damaged, but not deployed, review the rec-
ommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HAN-
DLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the passenger airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
CEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
WARNING: 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: WHEN REMOVING A DEPLOYED AIR-
BAG, RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
MAY BE DEPOSITS ON THE AIRBAG UNIT AND
OTHER INTERIOR SURFACES. IN LARGE DOSES,
THESE DEPOSITS MAY CAUSE IRRITATION TO THE
SKIN AND EYES.
WARNING: USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE PAS-
SENGER AIRBAG, OR BECOMING ENTRAPPED
BETWEEN THE PASSENGER AIRBAG CUSHION
AND THE PASSENGER AIRBAG DOOR. FAILURE TOOBSERVE THIS WARNING COULD RESULT IN
OCCUPANT INJURIES UPON AIRBAG DEPLOY-
MENT.
WARNING: THE PASSENGER AIRBAG DOOR MUST
NEVER BE PAINTED. REPLACEMENT PASSENGER
AIRBAG UNITS ARE SERVICED WITH DOORS IN
THE ORIGINAL COLORS. PAINT MAY CHANGE THE
WAY IN WHICH THE MATERIAL OF THE AIRBAG
DOOR RESPONDS TO AN AIRBAG DEPLOYMENT.
FAILURE TO OBSERVE THIS WARNING COULD
RESULT IN OCCUPANT INJURIES UPON AIRBAG
DEPLOYMENT.
(1) Carefully position the passenger airbag and
airbag door to the instrument panel as a unit.
(2) Reconnect the instrument panel wire harness
connector for the passenger airbag to the connector
receptacle on the airbag inflator. Be certain that the
connector latches are fully engaged.
(3) Position the passenger airbag housing and door
unit into the instrument panel.
(4) Using hand pressure, press firmly and evenly
over each of the seven snap features on the upper
and outboard edges of the passenger airbag door
until they snap into their receptacles in the instru-
ment panel base trim.
(5) Reach through and above the glove box opening
to install and tighten the two screws that secure the
passenger airbag front brackets to the instrument
panel structural support (Fig. 33). Tighten the screws
to 6 N´m (55 in. lbs.).
(6) Reach through and above the glove box opening
to install and tighten the two screws that secure the
passenger airbag rear brackets to the upper glove
box opening reinforcement. Tighten the screws to 6
N´m (55 in. lbs.).
(7) Install and tighten the six screws that secure
the inboard and lower flanges of the passenger air-
bag door to the instrument panel (Fig. 32). Tighten
the screws to 2 N´m (20 in. lbs.).
(8) Install and tighten the two screws that secure
the mounting tabs of the two panel outlet housings to
the upper glove box opening reinforcement. Tighten
the screws to 2 N´m (20 in. lbs.).
(9) Reinstall the lower surround onto the instru-
ment panel. (Refer to 23 - BODY/INSTRUMENT
PANEL/LOWER SURROUND - INSTALLATION).
(10) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verifi-
cation test procedure should be performed following
service of any supplemental restraint system compo-
nent. (Refer to 8 - ELECTRICAL/RESTRAINTS -
STANDARD PROCEDURE - VERIFICATION TEST).
DRRESTRAINTS 8O - 37
PASSENGER AIRBAG (Continued)

(SIACM) and its mounting bracket are secured with
four screws to the inside of each B-pillar behind
(standard cab) or above (quad cab) the front outboard
seat belt retractor, and concealed behind the B-pillar
trim (Fig. 50). Concealed within a hollow in the cen-
ter of the die cast aluminum SIACM housing is the
electronic circuitry of the SIACM which includes a
microprocessor and an electronic impact sensor.
The SIACM housing is secured to a die cast (stan-
dard cab) or stamped steel (quad cab) mounting
bracket, which is unique for the right or left side
application of this component. The SIACM should
never be removed from its mounting bracket. The
housing also receives a case ground through this
mounting bracket when it is secured to the vehicle. A
molded plastic electrical connector receptacle that
exits the top of the SIACM housing connects the unit
to the vehicle electrical system through a dedicated
take out and connector of the body wire harness.
Both the SIACM housing and its electrical connection
are sealed to protect the internal electronic circuitry
and components against moisture intrusion.
The impact sensor internal to the SIACM is cali-
brated for the specific vehicle, and is only serviced as
a unit with the SIACM. The SIACM cannot be
repaired or adjusted and, if damaged or faulty, it
must be replaced.
OPERATION
The microprocessor in the Side Impact Airbag Con-
trol Module (SIACM) contains the side curtain airbag
system logic circuits and controls all of the features
of only the side curtain airbag mounted on the same
side of the vehicle as the SIACM. The SIACM uses
On-Board Diagnostics (OBD) and can communicate
with other electronic modules in the vehicle as well
as with the DRBIIItscan tool using the Programma-
ble Communications Interface (PCI) data bus net-
work. This method of communication is used by the
SIACM to communicate with the Airbag Control
Module (ACM) and for supplemental restraint system
diagnosis and testing through the 16-way data link
connector located on the driver side lower edge of the
instrument panel. The ACM communicates with both
the left and right SIACM over the PCI data bus.
The SIACM microprocessor continuously monitors
all of the side curtain airbag electrical circuits to
determine the system readiness. If the SIACM
detects a monitored system fault, it sets an activeand stored Diagnostic Trouble Code (DTC) and sends
electronic messages to the ACM over the PCI data
bus. The ACM will respond by sending an electronic
message to the EMIC to turn on the airbag indicator,
and by storing a DTC that will indicate whether the
left or the right SIACM has stored the DTC that ini-
tiated the airbag indicator illumination. An active
fault only remains for the current ignition switch
cycle, while a stored fault causes a DTC to be stored
in memory by the SIACM. For some DTCs, if a fault
does not recur for a number of ignition cycles, the
SIACM will automatically erase the stored DTC. For
other internal faults, the stored DTC is latched for-
ever.
The SIACM receives battery current on a fused
ignition switch output (run-start) circuit through a
fuse in the Integrated Power Module (IPM). The
SIACM has a case ground through its mounting
bracket and also receives a power ground through a
ground circuit and take out of the body wire harness.
This take out has a single eyelet terminal connector
that is secured by a ground screw to the body sheet
metal. These connections allow the SIACM to be
operational whenever the ignition switch is in the
Start or On positions. An electronic impact sensor is
contained within the SIACM. The electronic impact
sensor is an accelerometer that senses the rate of
vehicle deceleration, which provides verification of
the direction and severity of an impact. A pre-pro-
grammed decision algorithm in the SIACM micropro-
cessor determines when the deceleration rate as
signaled by the impact sensor indicates a side impact
that is severe enough to require side curtain airbag
protection. When the programmed conditions are
met, the SIACM sends the proper electrical signals to
deploy the side curtain airbag.
The hard wired inputs and outputs for the SIACM
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 SIACM, the PCI data bus net-
work, or the electronic message inputs to and outputs
from the SIACM. The most reliable, efficient, and
accurate means to diagnose the SIACM, the PCI data
bus network, and the electronic message inputs to
and outputs from the SIACM requires the use of a
DRBIIItscan tool. Refer to the appropriate diagnos-
tic information.
8O - 54 RESTRAINTSDR
SIDE IMPACT AIRBAG CONTROL MODULE (Continued)

5.9L Diesel Engines With Automatic Trans.
If equipped with a diesel powered engine and an
automatic transmission, an electric vacuum pump
and vacuum lines are used to supply vacuum to the
speed control servo. A vacuum reservoir is not used.
DIAGNOSIS AND TESTING - ROAD TEST
Perform a vehicle road test to verify reports of
speed control system malfunction. The road test
should include attention to the speedometer. Speed-
ometer operation should be smooth and without flut-
ter at all speeds.
Flutter in the speedometer indicates a problem
which might cause surging in the speed control sys-
tem. The cause of any speedometer problems should
be corrected before proceeding. Refer to Instrument
Cluster for speedometer diagnosis.
If a road test verifies a system problem and the
speedometer operates properly, check for:
²A Diagnostic Trouble Code (DTC). If a DTC
exists, conduct tests per the Powertrain Diagnostic
Procedures service manual.
²A misadjusted brake (stop) lamp switch. This
could also cause an intermittent problem.²Loose, damaged or corroded electrical connec-
tions at the servo (if used). Corrosion should be
removed from electrical terminals and a light coating
of Mopar MultiPurpose Grease, or equivalent,
applied.
²Leaking vacuum reservoir (if used).
²Loose or leaking vacuum hoses or connections (if
used).
²Defective one-way vacuum check valve (if used).
²Secure attachment of both ends of the speed con-
trol servo cable (if used).
²Smooth operation of throttle linkage (if used)
and throttle body air valve.
²Failed speed control servo (if used). Do the servo
vacuum test.
CAUTION: When test probing for voltage or conti-
nuity at electrical connectors, care must be taken
not to damage connector, terminals or seals. If
these components are damaged, intermittent or
complete system failure may occur.
SPECIFICATIONS
TORQUE - SPEED CONTROL
DESCRIPTION N-m Ft. Lbs. In. Lbs.
Servo Mounting Bracket-
to-Servo Nuts7-60
Servo Mounting Bracket-
to-Battery Tray Screws4-30
Speed Control Switch
Mounting Screws1.7 - 15
Vacuum Reservoir
Mounting Nuts3-20
CABLE
DESCRIPTION
The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle body control linkage. This cable is used with
3.7L/4.7L/5.9L/8.0L gas powered engines only. It is
also used if equipped with a 5.9L diesel engine
equipped with an automatic transmission.
A speed control servo cableis not usedif equipped
with either a 5.9L diesel engine equipped with a
manual transmission, or any 5.7L engine/transmis-
sion combinations.
OPERATION
This cable causes the throttle control linkage to
open or close the throttle valve in response to move-
ment of the vacuum servo diaphragm.
REMOVAL
3.7L / 4.7L GAS
(1) Disconnect negative battery cable at battery.
(2) Remove air intake tube at top of throttle body.
The accelerator cable must be partially removed to
gain access to speed control cable.
DRSPEED CONTROL 8P - 3
SPEED CONTROL (Continued)