2003 JEEP GRAND CHEROKEE battery housing

POWER MIRROR SWITCH
DESCRIPTION
Both the right and left power outside mirrors are
controlled by a single multi-function switch unit
located on the driver side front door trim panel. The
power mirror switch unit includes a three-position
rocker selector switch and four momentary direc-
tional push button switches.
The power mirror switch unit is integral to the
Driver Door Module (DDM). The power mirror switch
cannot be repaired or adjusted and, if faulty or dam-
aged, the entire DDM unit must be replaced. (Refer
to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/DRIVER DOOR MODULE - REMOVAL)
for the DDM service procedures.
OPERATION
The power mirror selector switch is moved right
(right mirror control), left (left mirror control), or
center to turn the power outside mirror system off.
When the selector switch is in the right mirror con-
trol or left mirror control position, one of the four
directional control buttons is depressed to control
movement of the selected mirror up, down, right, or
left. When the selector switch is in the Off position,
depressing any of the directional switches will not
change either mirror position.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of the power mirror switches.
SIDEVIEW MIRROR
DESCRIPTION
Mechanically folding, power operated outside rear
view mirrors are standard equipment on this model.
Each power mirror housing contains two electric
motors, two drive mechanisms, an electric heating
grid, the mirror glass case and the mirror glass. One
motor and drive controls mirror up-and-down (verti-
cal) movement, and the other controls right-and-left
(horizontal) movement. If the vehicle is equipped
with the optional memory system, each mirror head
also contains two position potentiometers. One posi-
tion potentiometer monitors the vertical mirror
motor, and the other monitors the horizontal mirror
motor.
An optional driver side automatic dimming mirror
is able to automatically change its reflectance level.
This mirror is controlled by the circuitry of the auto-
matic day/night inside rear view mirror. A thin layer
of electrochromic material between two pieces of con-
ductive glass make up the face of the mirror. (Refer
to 8 - ELECTRICAL/POWER MIRRORS/AUTO-MATIC DAY / NIGHT MIRROR - DESCRIPTION) for
more information on this feature.
The power mirror unit cannot be repaired. Only
the mirror glass and glass case are serviced sepa-
rately. The replacement mirror glass is supplied with
an instruction sheet that details the recommended
replacement procedure. If any other component of the
power mirror unit is faulty or damaged, the entire
power mirror unit must be replaced.
OPERATION
Each of the two outside power mirrors includes two
reversible electric motors that are secured within the
power mirror housing. Each motor moves the mirror
case and glass through an integral drive unit. When
a power mirror motor is supplied with battery cur-
rent and ground, it moves the mirror case and glass
through its drive unit in one direction. When the bat-
tery current and ground feeds to the motor are
reversed, it moves the mirror case and glass in the
opposite direction.
The power mirrors are equipped with a standard
equipment electric heating grid that is applied to the
back of each outside rear view mirror glass. When an
electrical current is passed through the resistor wire
of the heating grid, it warms the mirror glass. (Refer
to 8 - ELECTRICAL/HEATED MIRRORS -
DESCRIPTION) for more information on the opera-
tion of the heated mirrors and the rear window
defogger system.
If the driver side mirror is equipped with the auto-
matic dimming outside mirror option, two photocell
sensors on the inside rear view mirror are used to
monitor light levels and adjust the reflectance of both
the inside and driver side outside mirrors. This
change in reflectance helps to reduce the glare of
headlamps approaching the vehicle from the rear.
(Refer to 8 - ELECTRICAL/POWER MIRRORS/AU-
TOMATIC DAY / NIGHT MIRROR - OPERATION)
for more information on this feature.
If the vehicle is equipped with the optional mem-
ory system, the Driver Door Module (DDM) and the
Passenger Door Module (PDM) store the mirror posi-
tion information as monitored through the mirror
motor position potentiometers. When the memory
system requests a recall of the stored mirror position,
the DDM and the PDM are able to duplicate the
stored mirror positions by moving the mirror motors
until the potentiometer readings match the stored
values.
WJPOWER MIRRORS 8N - 15

INSTALLATION
(1) Position the power window switch to the rear
door trim panel switch receptacle.
(2) Press firmly and evenly on the back of the
power window switch until it snaps into rear door
trim panel switch receptacle.
(3) Install the trim panel onto the rear door. (Refer
to 23 - BODY/DOORS - REAR/TRIM PANEL -
INSTALLATION) for the procedures.
(4) Reconnect the battery negative cable.
WINDOW MOTOR
DESCRIPTION
Power operated front and rear door windows are
standard equipment on this model. Each door has a
permanent magnet reversible electric motor with an
integral right angle gearbox mechanism that oper-
ates the window regulator. In addition, each power
window motor is equipped with an integral self-reset-
ting circuit breaker to protect the motor from over-
loads.
The power window motor gearbox housing is
secured to the window regulator drum housing with
screws. The window regulators used in all four doors
are single vertical post cable-and-drum type. A
molded plastic slider guided by the post is driven by
the regulator cables. The slider raises and lowers the
window glass through a steel lift plate attachment.
Front and rear glass channels within each door guide
and stabilize each end of the glass.
The power window motor and gearbox assembly
cannot be repaired and, if faulty or damaged, the
entire power window motor and gearbox unit must be
replaced. The window regulators are available for
service. (Refer to 23 - BODY/DOOR - FRONT/WIN-
DOW REGULATOR - REMOVAL) or (Refer to 23 -
BODY/DOORS - REAR/WINDOW REGULATOR -
REMOVAL) for the regulator service procedures.
OPERATION
A positive and negative battery connection to the
two motor terminals will cause the power window
motor to rotate in one direction. Reversing the cur-
rent through these same two connections will cause
the motor to rotate in the opposite direction.
When the power window motor operates, it rotates
the regulator cable drum through its gearbox. The
window regulator cable drum is connected through
two cables to the plastic slider on the vertical post.
As the cable drum rotates, it lets cable out on one
side of the drum, and takes cable in on the other side
of the drum. The changes in cable length move the
slider up or down the vertical post, raising or lower-
ing the window glass.If the window regulator or window glass bind,
encounter obstructions, or reach their travel limits it
overloads the power window motor. The overloading
condition causes the power window motor self-reset-
ting circuit breaker to open, which stops the motor
from running.
DIAGNOSIS AND TESTING - WINDOW MOTOR
Before you proceed with this diagnosis, confirm
proper switch operation. (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/DRIVER
DOOR MODULE - OPERATION) or (Refer to 8 -
ELECTRICAL/POWER WINDOWS/POWER WIN-
DOW SWITCH - OPERATION). For complete circuit
diagrams, refer to the appropriate wiring informa-
tion. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
details of wire harness routing and retention, connec-
tor pin-out information and location views for the
various wire harness connectors, splices and grounds.
(1) Remove the trim panel from the door with the
inoperative power window. (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - REMOVAL) or
(Refer to 23 - BODY/DOORS - REAR/TRIM PANEL -
REMOVAL) for the procedures.
(2) Disconnect the door wire harness connector
from the power window motor wire harness connec-
tor. Apply battery current to one cavity of the power
window motor wire harness connector, and apply
ground to the other cavity of the connector. The
power window motor should operate in one direction.
Remember, if the window is in the full up or full
down position, the motor will not operate in that
direction by design. If OK, go to Step 3. If not OK,
replace the faulty power window motor.
(3) Reverse the battery and ground connections to
the two cavities of the power window motor wire har-
ness connector. The power window motor should now
operate in the other direction. Remember, if the win-
dow is in the full up or full down position, the motor
will not operate in that direction by design. If OK, go
to Step 4. If not OK, replace the faulty power window
motor.
(4) If the power window motor operates in both
directions, check the operation of the window glass
and regulator mechanism through its complete up
and down travel. There should be no binding or stick-
ing of the window glass or regulator mechanism
through the entire travel range. If not OK, (Refer to
23 - BODY/DOOR - FRONT/WINDOW REGULATOR
- REMOVAL) or (Refer to 23 - BODY/DOORS -
REAR/WINDOW REGULATOR - REMOVAL) to
check for proper installation or damage of the win-
dow glass mounting and operating hardware.
8N - 38 POWER WINDOWSWJ
POWER WINDOW SWITCH (Continued)

(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 light for six to eight seconds, and
then go out. This indicates that the supplemental
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 concealed underneath
the center floor console, where it is secured by four
screws to a stamped steel mounting bracket welded
onto the top of the floor panel transmission tunnel
just forward of the park brake mechanism in the pas-
senger 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 electronic safing sen-
sor, 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 components. A
printed label on the top of the ACM housing provides
a visual verification of the proper orientation of the
unit, and should always be pointed toward the front
of the vehicle.
Two molded plastic electrical connector receptacles
exit the forward side of the ACM housing. These two
receptacles connect the ACM to the vehicle electrical
system through a dedicated take out and connector of
the instrument panel wire harness, and a dedicated
take out and connector of the airbag overlay wire
harness. For vehicles equipped with the optional side
curtain airbags, both ACM connector receptacles are
black in color and the ACM contains a second bi-di-
rectional safing sensor for the side airbags. For vehi-
cles not equipped with the optional side curtain
airbags, the ACM connector receptacles are both
gray.
The impact sensor and safing sensor internal to
the ACM are calibrated for the specific vehicle, and
are only serviced as a unit with the ACM. The ACM
cannot be repaired or adjusted and, if damaged or
faulty, it must be replaced.
OPERATION
The microprocessor in the Airbag Control Module
(ACM) contains the supplemental restraint system
logic circuits and controls all of the supplemental
restraint system components. The ACM 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 for
control of the airbag indicator in the ElectroMechani-
cal Instrument Cluster (EMIC) 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. (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/COMMUNICATION - OPERATION).
Fig. 6 Airbag Control Module
1 - AIRBAG CONTROL MODULE
2 - ORIENTATION ARROW
3 - LABEL
4 - MOUNTING HOLES (4)
5 - CONNECTOR RECEPTACLE (2)
WJRESTRAINTS 8O - 9
RESTRAINTS (Continued)

(7) Remove the four screws that secure the ACM to
the mount that is welded onto the top of the floor
panel transmission tunnel (Fig. 9).
(8) Remove the ACM from the ACM mount on the
top of the floor panel transmission tunnel.
INSTALLATION
Two different Airbag Control Modules (ACM) are
available for this vehicle. For vehicles equipped with
the optional side curtain airbags, both ACM connec-
tor receptacles are black in color and the ACM con-
tains a second bi-directional safing sensor for the
side airbags. For vehicles not equipped with the
optional side curtain airbags, the ACM connector
receptacles are gray.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.WARNING: THE AIRBAG CONTROL MODULE CON-
TAINS THE IMPACT SENSOR, WHICH ENABLES
THE SYSTEM TO DEPLOY THE SUPPLEMENTAL
RESTRAINTS. NEVER STRIKE OR DROP THE AIR-
BAG CONTROL MODULE, AS IT CAN DAMAGE THE
IMPACT SENSOR OR AFFECT ITS CALIBRATION. 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 SUPPLEMENTAL RESTRAINT DEPLOY-
MENT AND POSSIBLE OCCUPANT INJURIES.
(1) Carefully position the Airbag Control Module
(ACM) to the mount that is welded onto the top of
the floor panel transmission tunnel (Fig. 9). The bot-
tom of the ACM housing is keyed. When the ACM is
correctly positioned, the bottom of the housing will fit
flush with the mount and the orientation arrow on
the label on top of the housing will be pointed for-
ward in the vehicle.
(2) Install and tighten the four screws that secure
the ACM to the mount that is welded onto the top of
the floor panel transmission tunnel. Tighten the
screws to 11 N´m (95 in. lbs.).
(3) Reconnect the instrument panel wire harness
connector for the ACM to the ACM connector recep-
tacle. Be certain that the connector latch and the red
CPA lock are fully engaged (Fig. 8).
(4) Reconnect the airbag overlay wire harness con-
nector for the ACM to the ACM connector receptacle.
Be certain that the connector latch and the red CPA
lock are fully engaged.
(5) Reinstall the center console bracket onto the
two studs on the floor panel transmission tunnel just
forward of the ACM (Fig. 7).
(6) Install and tighten the two nuts that secure
the center console bracket to the studs on the floor
panel transmission tunnel. Tighten the nuts to 28
N´m (21 ft. lbs.).
(7) Reinstall the center console onto the top of the
floor panel transmission tunnel. (Refer to 23 - BODY/
INTERIOR/FLOOR CONSOLE - INSTALLATION).
(8) 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).
Fig. 9 Airbag Control Module Remove/Install
1 - SCREW (4)
2 - AIRBAG CONTROL MODULE
3 - FLOOR PANEL TRANSMISSION TUNNEL
4 - MOUNT
8O - 12 RESTRAINTSWJ
AIRBAG CONTROL MODULE (Continued)

OPERATION
The multistage driver airbag is deployed by electri-
cal signals generated by the Airbag Control Module
(ACM) through the driver airbag squib 1 and squib 2
circuits to the two initiators in the airbag inflator. By
using two initiators, the airbag can be deployed at
multiple levels of force. The force level is controlled
by the ACM to suit the monitored impact conditions
by providing one of four delay intervals between the
electrical signals provided to the two initiators. The
longer the delay between these signals, the less force-
fully the airbag will deploy. When the ACM sends the
proper electrical signals to each initiator, the electri-
cal energy generates enough heat to initiate a small
pyrotechnic charge which, in turn ignites chemical
pellets within the inflator. Once ignited, these chem-
ical pellets burn rapidly and produce a large quantity
of nitrogen gas. The inflator is sealed to the back of
the airbag housing and a diffuser in the inflator
directs all of the nitrogen gas into the airbag cush-
ion, causing the cushion to inflate. As the cushion
inflates, the driver airbag trim cover will split at pre-
determined breakout lines, then fold back out of the
way along with the horn switch and tray unit. Fol-
lowing an airbag deployment, the airbag cushion
quickly deflates by venting the nitrogen gas towards
the instrument panel through vent holes within the
fabric used to construct the back (steering wheel
side) panel of the airbag cushion.
Some of the chemicals used to create the nitrogen
gas may be considered hazardous while in their solid
state before they are burned, but they are securely
sealed within the airbag inflator. Typically, both ini-
tiators are used and all potentially hazardous chem-
icals are burned during an airbag deployment event.
However, it is possible for only one initiator to be
used during a deployment due to an airbag system
fault; therefore, it is necessary to always confirm
that both initiators have been used in order to avoid
the improper disposal of potentially live pyrotechnic
or hazardous materials. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - SER-
VICE AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT). The nitrogen gas that is produced
when the chemicals are burned is harmless. How-
ever, a small amount of residue from the burned
chemicals may cause some temporary discomfort if it
contacts the skin, eyes, or breathing passages. If skin
or eye irritation is noted, rinse the affected area with
plenty of cool, clean water. If breathing passages are
irritated, move to another area where there is plenty
of clean, fresh air to breath. If the irritation is not
alleviated by these actions, contact a physician.
REMOVAL
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, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 ACCI-
DENTAL 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 CUSHION AND
OTHER INTERIOR SURFACES. IN LARGE DOSES,
THESE DEPOSITS MAY CAUSE IRRITATION TO THE
SKIN AND EYES.
(1) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) From the underside of the steering wheel,
remove the two screws that secure the driver airbag
to the steering wheel armature (Fig. 19).
(3) Pull the driver airbag away from the steering
wheel far enough to access the three electrical con-
nections on the back of the airbag housing.
(4) Disconnect the steering wheel wire harness
connector for the horn switch from the horn switch
feed pigtail wire connector, which is located on the
back of the driver airbag housing.
WJRESTRAINTS 8O - 19
DRIVER AIRBAG (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.
(5) The clockspring driver airbag pigtail wire con-
nectors are secured by an integral lock to the airbag
inflator connector receptacles, which are located at
the back of the driver airbag housing. Firmly grasp
and pull the lock straight out from the connector
insulator, then pull the insulators straight out from
the airbag inflator to disconnect them from the con-
nector receptacles.
(6) Remove the driver airbag from the steering
wheel.
(7) If the driver airbag has been deployed, the
clockspring must be replaced. (Refer to 8 - ELECTRI-
CAL/RESTRAINTS/CLOCKSPRING - REMOVAL).
DISASSEMBLY
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE, THEN WAITTWO 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 ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: THE HORN SWITCH IS INTEGRAL TO
THE DRIVER AIRBAG UNIT. SERVICE OF THIS UNIT
SHOULD BE PERFORMED ONLY BY
DAIMLERCHRYSLER-TRAINED AND AUTHORIZED
DEALER SERVICE TECHNICIANS. FAILURE TO
TAKE THE PROPER PRECAUTIONS OR TO FOL-
LOW THE PROPER PROCEDURES COULD RESULT
IN ACCIDENTAL, INCOMPLETE, OR IMPROPER AIR-
BAG 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) Remove the driver airbag from the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).
(3) Remove the four nuts that secure the upper
and lower trim cover retainers to the studs on the
back of the driver airbag housing (Fig. 20).
(4) Remove the upper and lower trim cover retain-
ers from the airbag housing studs (Fig. 21).
Fig. 19 Driver Airbag Remove/Install
1 - DRIVER AIRBAG
2 - HORN SWITCH FEED WIRE CONNECTOR
3 - STEERING WHEEL WIRE HARNESS CONNECTOR
4 - SCREW (2)
5 - CLOCKSPRING PIGTAIL WIRE CONNECTOR (2)
Fig. 20 Driver Airbag Trim Cover Retainer Nuts
Remove/Install
1 - HORN SWITCH GROUND PIGTAIL WIRE
2 - NUTS
3 - HORN SWITCH FEED PIGTAIL WIRE
8O - 20 RESTRAINTSWJ
DRIVER AIRBAG (Continued)

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 AND TRIM COVERS ARE SERVICED 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) Assemble the driver airbag trim cover onto the
airbag housing. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/DRIVER AIRBAG - ASSEMBLY).
(2) Position the driver airbag close enough to the
steering wheel to reconnect all three electrical con-
nections on the back of the airbag housing.
(3) When installing the driver airbag, reconnect
the two clockspring driver airbag pigtail wire connec-
tors to the airbag inflator connector receptacles by
pressing straight in on the connectors (Fig. 19), then
pushing the locks straight into the connectors. You
can be certain that the connector is fully engaged by
listening carefully for a distinct, audible click as the
connector latches snap into place.
(4) Reconnect the steering wheel wire harness con-
nector for the horn switch to the horn switch feed
pigtail wire connector, which is located at the back of
the driver airbag housing.
(5) Carefully position the driver airbag in the
steering wheel. Be certain that the clockspring pig-
tail wires and steering wheel wire harness in the
steering wheel hub area are not pinched between the
driver airbag and the steering wheel armature.
(6) From the underside of the steering wheel,
install and tighten the two screws that secure the
driver airbag to the steering wheel armature.
Tighten the screws to 10 N´m (90 in. lbs.).
(7) 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).FRONT IMPACT SENSOR
DESCRIPTION
Two front impact sensors are used on this model,
one each for the left and right sides of the vehicle
(Fig. 24). These sensors are mounted remotely from
the impact sensor that is internal to the Airbag Con-
trol Module (ACM). The right and left front and side
impact sensors are identical in construction and cal-
ibration with the exception of the right-hand and
left-hand die cast aluminum mounting brackets to
which each front impact sensor is secured with two
screws. The front impact sensor brackets are secured
with three screws to the front and inboard sides of
the right and left vertical members of the radiator
support within the engine compartment.
The impact sensor housing has an integral connec-
tor receptacle and two integral mounting ears, each
with a metal sleeve to provide crush protection. A cav-
ity in the center of the molded black plastic impact
sensor housing contains the electronic circuitry of the
sensor which includes an electronic communication
chip and an electronic impact sensor. Potting material
fills the cavity to seal and protect the internal elec-
tronic circuitry and components. The front impact sen-
sors are each connected to the vehicle electrical
system through a dedicated take out and connector of
the right or left headlamp and dash wire harnesses.
The front impact sensors cannot be repaired or
adjusted and, if damaged or faulty, they must be
replaced. If a front impact sensor is faulty, only the
sensor needs to be replaced. If the sensor or the sen-
sor mounting bracket is damaged or faulty, or if
proper tightening torque of the screws that secure
the sensor to the bracket cannot be achieved, the
sensor and bracket unit must be replaced.
Fig. 24 Front Impact Sensor
1 - SENSOR
2 - CONNECTOR RECEPTACLE
WJRESTRAINTS 8O - 23
DRIVER AIRBAG (Continued)

The impact sensor housing has an integral connec-
tor receptacle and two integral mounting ears, each
with a metal sleeve to provide crush protection. A
cavity in the center of the molded black plastic
impact sensor housing contains the electronic cir-
cuitry of the sensor which includes an electronic com-
munication chip and an electronic impact sensor.
Potting material fills the cavity to seal and protect
the internal electronic circuitry and components. The
side impact sensors are each connected to the vehicle
electrical system through a dedicated take out and
connector of the airbag overlay wire harness.
The side impact sensors cannot be repaired or
adjusted and, if damaged or faulty, they must be
replaced.
OPERATION
The side impact sensors are electronic accelerome-
ters that sense the rate of vehicle deceleration, which
provides verification of the direction and severity of
an impact. Each sensor also contains an electronic
communication chip that allows the unit to commu-
nicate the sensor status as well as sensor fault infor-
mation to the microprocessor in the Airbag Control
Module (ACM). The ACM microprocessor continu-
ously monitors all of the passive restraint system
electrical circuits to determine the system readiness.
If the ACM detects a monitored system fault, it sets
a Diagnostic Trouble Code (DTC) and controls the
airbag indicator operation accordingly.
The impact sensors each receive battery current and
ground through dedicated left and right sensor plus
and minus circuits from the ACM. The impact sensors
and the ACM communicate by modulating the voltage
in the sensor plus circuit. The hard wired circuits
between the side impact sensors and the ACM may bediagnosed and tested using conventional diagnostic
tools and procedures. However, conventional diagnos-
tic methods will not prove conclusive in the diagnosis
of the ACM or the impact sensors. The most reliable,
efficient, and accurate means to diagnose the impact
sensors, the ACM, and the electronic message commu-
nication between the sensors and the ACM requires
the use of a DRBIIItscan tool. Refer to the appropri-
ate diagnostic information.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, FRONT IMPACT SENSOR,
SIDE IMPACT SENSOR, SIDE CURTAIN AIRBAG, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: THE SIDE IMPACT SENSOR ENABLES
THE SYSTEM TO DEPLOY THE SIDE CURTAIN AIR-
BAG. NEVER STRIKE OR DROP THE SIDE IMPACT
SENSOR, AS IT CAN DAMAGE THE IMPACT SEN-
SOR OR AFFECT ITS CALIBRATION. IF AN IMPACT
SENSOR IS ACCIDENTALLY DROPPED DURING
SERVICE, THE SENSOR MUST BE SCRAPPED AND
REPLACED WITH A NEW UNIT. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN ACCI-
DENTAL, INCOMPLETE, OR IMPROPER SIDE CUR-
TAIN AIRBAG 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) Remove the trim from the lower right or left
B-pillar. (Refer to 23 - BODY/INTERIOR/B-PILLAR
LOWER TRIM - REMOVAL).
(3) Disconnect the airbag overlay wire harness
connector for the right or left side impact sensor from
the sensor connector receptacle (Fig. 47).
(4) Remove the two screws that secure the right or
left side impact sensor to the B-pillar.
(5) Remove the side impact sensor from the B-pil-
lar.
Fig. 46 Side Impact Sensor
1 - SENSOR
2 - CONNECTOR RECEPTACLE
WJRESTRAINTS 8O - 43
SIDE IMPACT SENSOR (Continued)