2005 CHRYSLER VOYAGER roof

INTRODUCTION
TABLE OF CONTENTS
page page
BODY CODE PLATE
DESCRIPTION..........................1
FASTENER IDENTIFICATION
DESCRIPTION..........................2
FASTENER USAGE
DESCRIPTION
FASTENER USAGE.....................5
THREADED HOLE REPAIR...............5
INTERNATIONAL SYMBOLS
DESCRIPTION..........................5
METRIC SYSTEM
DESCRIPTION..........................6TORQUE REFERENCES
DESCRIPTION..........................8
VEHICLE IDENTIFICATION NUMBER
DESCRIPTION..........................9
VEHICLE CERTIFICATION LABEL
DESCRIPTION.........................11
E-MARK LABEL
DESCRIPTION.........................11
VECI LABEL
DESCRIPTION.........................11
MANUFACTURER PLATE
DESCRIPTION.........................11
BODY CODE PLATE
DESCRIPTION
The Body Code Plate (Fig. 1) is located in the
engine compartment on the radiator closure panel
crossmember. There are seven lines of information on
the body code plate. Lines 4, 5, 6, and 7 are not used
to define service information. Information reads from
left to right, starting with line 3 in the center of the
plate to line 1 at the bottom of the plate.
BODY CODE PLATE ± LINE 3
DIGITS 1 THROUGH 12
Vehicle Order Number
DIGITS 13 THROUGH 17
Open Space
DIGITS 18 AND 19
Vehicle Shell Line
²RS
DIGIT 20
Carline
FWD
²K = Dodge
²Y = ChryslerAW D
²C = Chrysler
²D = Dodge
Fig. 1 BODY CODE PLATE
1 - PRIMARY PAINT
2 - SECONDARY PAINT
3 - VINYL ROOF
4 - VEHICLE ORDER NUMBER
5 - CAR LINE SHELL
6 - PAINT PROCEDURE
7 - ENGINE
8 - TRIM
9 - TRANSMISSION
10 - MARKET
11 - VIN
RSINTRODUCTION1

ANTENNA MODULE - EXPORT
DESCRIPTION
The antenna module is an electromagnetic circuit
component designed to capture and enhance RF
(Radio Frequency) signals in both the AM and FM
broadcast bands. The antenna module is mounted to
the right rear roof rail under the headliner. The mod-
ule is grounded through the mounting bracket and
fastener. The module has a two wire electrical con-
nector that connects to the integral radio antenna,located on the right rear quarter glass. There is also
an electrical connector for battery voltage and a coax
cable connector.OPERATION
The antenna module receives both AM and FM
radio signals supplied by the side window integral
radio antenna system and selectively amplifies them.
The amplified signal is then sent through the body
length coax cable to the radio input.
DIAGNOSIS AND TESTING
ANTENNA MODULE - EXPORT
CONDITION POSSIBLE CAUSES CORRECTION
NO AM RECEPTION,
WEAK FM RECEPTION1. Antenna module to antenna
connector open or disconnected.1. Repair open, reconnect
antenna module connector to
glass mounted antenna.
2. Coax open or disconnected. 2. Repair open, reconnect coax.
3. No battery power at antenna
module.3. Check fuse. if okay, repair
open in battery voltage circuit.
NO AM OR FM
RECEPTION1. Coax disconnected at radio. 1. Reconnect coax.
2. Coax shorted to ground. 2. Repair or Replace coax
WEAK OR NO AM/FM
RECEPTION1. Antenna Module faulty. 1. Replace antenna module
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Lower headliner as necessary to access
antenna module (Fig. 6).
(3) Disconnect antenna coax cable lead and electri-
cal harness connector from antenna module.
(4) Disconnect the antenna module connector from
the quarter glass.
(5) Remove the mounting screw and the antenna
module.
INSTALLATION
(1) Install the antenna module and the mounting
fastener.
(2) Connect the antenna connector to the quarter
glass.
(3) Connect the antenna lead and electrical con-
nector to the antenna module.
(4) Raise and install headliner.
(5) Connect the battery negative cable.
Fig. 6 ANTENNA MODULE
1 - ANTENNA MODULE
2 - ANTENNA MODULE CONNECTOR
8A - 10 AUDIO/VIDEORS

The compass unit will also compensate for magne-
tism the vehicle may acquire during normal use.
However, avoid placing anything magnetic directly on
the roof of the vehicle. Magnetic mounts for an
antenna, a repair order hat, or a funeral procession
flag can exceed the compensating ability of the com-
pass unit if placed on the roof panel. The use of mag-
netic tools on the fasteners that hold the overhead
console assembly to the roof header can also affect
compass operation. If the compass operation is
erratic and roof magnetization is suspected (Refer to
8 - ELECTRICAL/OVERHEAD CONSOLE - STAN-
DARD PROCEDURE - COMPASS DEMAGNETIZ-
ING).
DESCRIPTION - TEMPERATURE
All overhead consoles include temperature informa-
tion. The temperature displays the outside ambient
temperature in whole degrees. The temperature dis-
play can be toggled from Fahrenheit to Celsius by
selecting the desired U.S./Metric option from the cus-
tomer programmable features. The displayed temper-
ature is not an instant reading of conditions, but an
average temperature. It may take the temperature
display several minutes to respond to a major tem-
perature change, such as driving out of a heated
garage into winter temperatures.
When the ignition switch is turned to the Off posi-
tion, the last displayed temperature reading stays in
the electronic control modules (CMTC, EVIC) mem-
ory. When the ignition switch is turned to the On
position again, the electronic module will display the
memory temperature for one minute; then update the
display to the current average temperature reading
within five minutes.
The temperature function is supported by an ambi-
ent temperature sensor. The sensor is mounted near
the front and center of the vehicle, and is hard wired
to the Powertrain Control Module (PCM). The PCM
sends temperature status messages to the module
over the Programmable Communication Interface
(PCI) data bus circuit.
DIAGNOSIS AND TESTING
OVERHEAD CONSOLE
Any diagnosis of the overhead console should
begin with the use of the DRB IIItdiagnostic
tool. For information on the use of the DRB
IIIt, refer to the appropriate Diagnostic Proce-
dures information.If the problem with the overhead console is an
inaccurate or dashed (- -) display, refer to SELF-DI-
AGNOSTIC TEST. If the problem with the overhead
console is incorrect Vacuum Fluorescent Display
(VFD) dimming levels, use a DRB IIItscan tool and
the proper diagnostic procedures information to test
for the correct dimming message inputs being
received from the Body Control Module (BCM) or
Front Control Module (FCM) over the Programmable
Communications Interface (PCI) data bus circuit. If
the problem is a no-display condition, use the follow-
ing procedures.
Inspect the related wiring harness connectors for
broken, bent, pushed out, or corroded terminals.
Refer to the appropriate wiring information.
(1) Check the fused B(+) fuse in the integrated
power module. If OK, go to Step 2. If not OK, repair
the shorted circuit or component as required and
replace the faulty fuse.
(2) Check for battery voltage at the fused B(+) fuse
in the integrated power module. If OK, go to Step 3.
If not OK, repair the open fused B(+) circuit to the
fused B(+) fuse in the integrated power module as
required.
(3) Check the fused ignition switch output (run/
start) fuse in the integrated power module. If OK, go
to Step 4. If not OK, repair the shorted circuit or
component as required and replace the faulty fuse.
(4) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) fuse in the integrated power mod-
ule. If OK, go to Step 5. If not OK, repair the open
fused ignition switch output (run/start) circuit to the
ignition switch as required.
(5) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
Remove the overhead console. Check for continuity
between the ground circuit cavity of the roof wire
harness connector for the electronics module and a
good ground. There should be continuity. If OK, go to
Step 6. If not OK, repair the open ground circuit as
required.
(6) Connect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
roof wire harness connector for the electronics mod-
ule. If OK, go to Step 7. If not OK, repair the open
fused B(+) circuit to the fused B(+) fuse in the inte-
grated power module as required.
(7) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
output (run/start) circuit cavity of the roof wire har-
ness connector for the electronics module. If OK,
refer to SELF-DIAGNOSTIC TEST. If not OK, repair
the open fused ignition switch output (run/start) cir-
cuit to the fuse in the integrated power module as
required.
RSOVERHEAD CONSOLE8M-3
OVERHEAD CONSOLE (Continued)

SELF-DIAGNOSTIC TEST
A self-diagnostic test is used to determine that the
electronics module is operating properly, and that all
the PCI data bus messages are being received for ini-
tial operation. Initiate the self-diagnostic test as fol-
lows:
(1) With the ignition switch in the Off position, on
Electronic Vehicle Information Center (EVIC) and
Compass Mini-Trip Computer (CMTC) equipped vehi-
cles simultaneously depress and hold theSTEPand
theRESETbuttons. On Compass Temperature Mod-
ule (CT) equipped vehicles depress theC/Tand the
US/Mpush buttons.
(2) Turn the ignition switch to the On position.
(3) Following completion of these tests, the elec-
tronics module will display one of the following mes-
sages:
a.Pass Self Test (EVIC only), PASS (CT,
CMTC)- The electronics module is working properly.
b.Failed Self Test (EVIC only), FAIL (CT,
CMTC)- The electronics module has an internal fail-
ure. The electronics module is faulty and must be
replaced.
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 8 - ELECTRICAL/OVERHEAD CONSOLE -
STANDARD PROCEDURE - COMPASS VARIATION
ADJUSTMENT).
NOTE: If the compass reading display is blank and
only ªCALº appears in the display, demagnetizing
may be necessary to remove excessive residual
magnetic fields from the vehicle. (Refer to 8 - ELEC-
TRICAL/OVERHEAD CONSOLE - STANDARD PRO-
CEDURE - COMPASS DEMAGNETIZING).
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.The electronic compass unit features a self-cali-
brating design, which simplifies the calibration pro-
cedure. This feature automatically updates the
compass calibration while the vehicle is being driven.
This allows the compass unit to compensate for small
changes in the residual magnetism the vehicle may
acquire during normal use. If the compass readings
appear to be erratic or out of calibration, perform the
following calibration procedure. Also, new service
replacement Electronic Modules (EVIC, CMTC, CT)
must have their compass calibrated using this proce-
dure. Do not attempt to calibrate the compass near
large metal objects such as other vehicles, large
buildings, or bridges; or, near overhead or under-
ground power lines.
NOTE: Whenever the compass is calibrated manu-
ally, the variance number must also be reset. (Refer
to 8 - ELECTRICAL/OVERHEAD CONSOLE - STAN-
DARD PROCEDURE - COMPASS VARIATION
ADJUSTMENT).
Calibrate the compass manually as follows:
(1) Turn the ignition switch to the On position. If
the compass/thermometer data is not currently being
displayed, momentarily depress and release the C/T
push button to reach the compass/thermometer dis-
play.
(2) On Electronic Vehicle Information Center
(EVIC) and Compass Mini-Trip Computer (CMTC)
equipped vehicles depress the Reset push button and
hold the button until ªCALº appears in the display.
This takes about ten seconds, and appears about five
seconds after ªVAR = XXº is displayed. On Compass
Temperature Module (CT) equipped vehicles depress
the C/T push button and US/M push button down
until ªCALº appears in the display. This takes about
ten seconds, and appears about five seconds after
ªVAR = XXº is displayed.
(3) Release the push button(s).
(4) Drive the vehicle on a level surface, away from
large metal objects and power lines, through three or
more complete circles at between five and eight kilo-
meters-per-hour (three and five miles-per-hour) for a
minimum of 48 seconds. The ªCALº message will dis-
appear from the display to indicate that the compass
is now calibrated.
NOTE: If the ªCALº message remains in the display,
either there is excessive magnetism near the com-
pass, or the unit is faulty. Repeat the calibration
procedure one more time.
8M - 4 OVERHEAD CONSOLERS
OVERHEAD CONSOLE (Continued)

NOTE: If the wrong direction is still indicated in the
compass display, the area selected for calibration
may be too close to a strong magnetic field. Repeat
the calibration procedure in another location.
COMPASS DEMAGNETIZING
A degaussing tool (Special Tool 6029) is used to
demagnetize, or degauss, the overhead console for-
ward mounting screw and the roof panel above the
overhead console. Equivalent units must be rated as
continuous duty for 110/115 volts and 60 Hz. They
must also have a field strength of over 350 gauss at 7
millimeters (0.25 inch) beyond the tip of the probe.
To demagnetize the roof panel and the overhead
console forward mounting screw, proceed as follows:
(1) Be certain that the ignition switch is in the Off
position, before you begin the demagnetizing proce-
dure.
(2) Connect the degaussing tool (Fig. 1) to an elec-
trical outlet, while keeping the tool at least 61 centi-
meters (2 feet) away from the compass unit.
(3) Slowly approach the head of the overhead con-
sole forward mounting screw with the degaussing
tool connected.
(4) Contact the head of the screw with the plastic
coated tip of the degaussing tool for about two sec-
onds.
(5) With the degaussing tool still energized, slowly
back it away from the screw. When the tip of the tool
is at least 61 centimeters (2 feet) from the screw
head, disconnect the tool.
(6) Place a piece of paper approximately 22 by 28
centimeters (8.5 by 11 inches), oriented on the vehicle
lengthwise from front to rear, on the center line of
the roof at the windshield header (Fig. 2). The pur-
pose of the paper is to protect the roof panel from
scratches, and to define the area to be demagnetized.
(7) Connect the degaussing tool to an electrical
outlet, while keeping the tool at least 61 centimeters
(2 feet) away from the compass unit.
(8) Slowly approach the center line of the roof
panel at the windshield header, with the degaussing
tool connected.(9) Contact the roof panel with the plastic coated
tip of the degaussing tool. Be sure that the template
is in place to avoid scratching the roof panel. Using a
slow, back-and-forth sweeping motion, and allowing
13 millimeters (0.50 inch) between passes, move the
tool at least 11 centimeters (4 inches) to each side of
the roof center line, and 28 centimeters (11 inches)
back from the windshield header.
(10) With the degaussing tool still energized,
slowly back it away from the roof panel. When the
tip of the tool is at least 61 centimeters (2 feet) from
the roof panel, disconnect the tool.
(11) Calibrate the compass and adjust the compass
variance (Refer to 8 - ELECTRICAL/OVERHEAD
CONSOLE - STANDARD PROCEDURE).
COMPASS VARIATION ADJUSTMENT
Compass variance, also known as magnetic decli-
nation, is the difference in angle between magnetic
north and true geographic north. In some geographic
locations, the difference between magnetic and geo-
graphic north is great enough to cause the compass
to give false readings. If this problem occurs, the
compass variance setting may need to be changed.
To set the compass variance:
Fig. 1 DEGAUSSING TOOL 6029
Fig. 2 ROOF DEMAGNETIZING PATTERN
RSOVERHEAD CONSOLE8M-5
OVERHEAD CONSOLE (Continued)

²Occupant Classification System- These
vehicles also include an Occupant Classification Sys-
tem (OCS) with components that are located on or in
the passenger front seat cushion. These components
include an Occupant Classification Module (OCM)
and a seat weight bladder and pressure sensor
assembly. In addition, this system includes a belt
tension sensor integral to the lower anchor of the
passenger side front seat belt. Vehicles equipped with
the OCS can be readily identified by a Passenger Air-
bag Disabled (PAD) indicator (Fig. 1) located in the
center stack on the instrument panel above HVAC
control head and radio.
²Curtain Airbags- Curtain airbags are avail-
able for this model when it is also equipped with
dual front airbags. This airbag system is a passive,
inflatable, Supplemental Restraint System (SRS) and
vehicles with this equipment can be readily identified
by a molded identification trim button with the ªSRS
- AIRBAGº logo (Fig. 2) located on the headliner
above each B-pillar.
This vehicle is equipped with a Frontal Impact Air-
bag System, which utilizes the driver/passenger air-
bags, driver knee blocker airbag, and seat belt
tensioners. This system is designed to protect occu-
pants in the event of a front impact collision. These
airbags and seat belt tensioners are all serviceable
parts. If these pyrotechnics are deployed or defective,
they must be replaced, as well as the OccupantRestraint Controller (ORC) must be diagnosed follow-
ing procedures outlined in the diagnostic information.
The Driver and Passenger Airbag System was
designed to reduce the likelihood of injury or death
in frontal collisions. Each separate system is supple-
mental (Fig. 2) orPassiveto the primary restraint
device, which are the seat belts.
²Airbag Indicator- The airbag indicator is inte-
gral to the Instrument Cluster, which is located on
the instrument panel in front of the driver.
²Belt Tension Sensor- Vehicles equipped with
the Occupant Classification System (OCS) include a
belt tension sensor. This sensor is integral to the pas-
senger side front seat belt lower anchor which is
secured to the floor, out board and rear of the front
passenger seat. -.....concealed beneath an access cover
on the seat belt assembly.
²Clockspring- The clockspring is located near
the top of the steering column, directly beneath the
steering wheel (Fig. 3).
²Curtain Airbag- A side curtain airbag is
located on each inside roof side rail above the head-
liner, and extends from the A-pillar to just beyond
the D-pillar.
²Driver Airbag- The driver airbag is located in
the center of the steering wheel, beneath the driver
airbag trim cover (Fig. 3).
²Front Impact Sensor- Two front impact sen-
sors are used on vehicles equipped with dual front
airbags, one left side and one right side. The sensors
are located on the rail tips, rearward of the bumper
attachments.
²Knee Blocker Airbag- The driver knee blocker
airbag is secured to the instrument panel behind the
steering column opening cover (Fig. 3).
Fig. 1 PAD INDICATOR
Fig. 2 SRS LOGO
Fig. 3 AIRBAG COMPONENT LOCATION -
INSTRUMENT PANEL
1 - DRIVER AIRBAG
2 - PASSENGER AIRBAG DISABLED (PAD) INDICATOR
3 - PASSENGER AIRBAG
4 - OCCUPANT RESTRAINT CONTROLLER (ORC)
5 - KNEE BLOCKER AIRBAG
RSRESTRAINTS8O-3
RESTRAINTS (Continued)

(12) Install the steering wheel (Refer to 19 -
STEERING/COLUMN/STEERING WHEEL -
INSTALLATION).
(13) Connect the 4±way harness connector to the
speed control/horn harness to the clockspring.
(14) Connect the 2±way connector to the remote
radio control harness.
(15) Install the driver airbag (Refer to 8 - ELEC-
TRICAL/RESTRAINTS/DRIVER AIRBAG - INSTAL-
LATION). Torque the two screws to 10 N´m (90 in.
lbs.).
WARNING: Do not connect the battery negative
cable (Refer to 8 - ELECTRICAL/RESTRAINTS -
DIAGNOSIS AND TESTING). Personal injury or
death may result if the system test is not performed
properly.
REMOVAL
(1) Position steering wheel and front wheels
straight ahead.
(2) Release hood latch and open hood.
(3) Disconnect and isolate the battery negative
cable.
(4)
WARNING: Wait two minutes for the airbag system
reserve capacitor to discharge before beginning
any airbag system or component service. Failure to
do so may result in accidental airbag deployment,
personal injury or death.
(5) Remove driver airbag from steering wheel
(Refer to 8 - ELECTRICAL/RESTRAINTS/DRIVER
AIRBAG - REMOVAL).
(6) Disconnect wire connectors from back of driver
airbag.
(7) Disconnect the 2±way connector from remote
radio control harness.
(8) Disconnect the 4±way harness connector from
the speed control/horn harness to the clockspring.
(9) Remove steering wheel (Refer to 19 - STEER-
ING/COLUMN/STEERING WHEEL - REMOVAL).
(10) Remove steering column shrouds and discon-
nect traction control wire connector (if equipped)
(Refer to 19 - STEERING/COLUMN/LOWER
SHROUD - REMOVAL).
(11) Disconnect 4-way and 6-way connectors
between the clockspring and the instrument panel
wiring harness.
(12) Remove clockspring from column assembly by
removing the two retaining screws that attach the
clock spring to the column.
INSTALLATION
(1) Install the clockspring on the column.
(2) Connect the 4-way and 6-way connectors
between the clockspring and the instrument panel
wiring harness.
(3) Install the steering column shrouds and con-
nect traction control wire connector (if equipped)
(Refer to 19 - STEERING/COLUMN/LOWER
SHROUD - INSTALLATION).
(4) Install the steering wheel (Refer to 19 -
STEERING/COLUMN/STEERING WHEEL -
INSTALLATION).
(5) Connect the 4±way harness connector to the
speed control/horn harness to the clockspring.
(6) Connect the 2±way connector to the remote
radio control harness (if equipped).
(7) Install the driver airbag (Refer to 8 - ELEC-
TRICAL/RESTRAINTS/DRIVER AIRBAG - INSTAL-
LATION). Torque the two screws to 10 N´m (90 in.
lbs.).
WARNING: Do not connect the battery negative
cable (Refer to 8 - ELECTRICAL/RESTRAINTS -
DIAGNOSIS AND TESTING - AIRBAG SYSTEM). Per-
sonal injury or death may result if the system test
is not performed first.
CURTAIN AIRBAG
DESCRIPTION
Curtain Airbags (Fig. 11) are available when it is
also equipped with dual front airbags. These airbags
are passive and inflatable, Supplemental Restraint
System (SRS) components, and vehicles with this
equipment can be readily identified by a molded
identification trim button with the ªSRS - AIRBAGº
logo (Fig. 12) located on the B-pillar and C-pillar
upper trim panels. This system is designed to reduce
injuries to the vehicle occupants in the event of a
side impact collision.
Curtain airbags have two individually controlled
curtain airbag units. These airbag units are con-
cealed and mounted above the headliner where they
are each secured to one of the roof side rails (Fig.
13). Each airbag cushion is contained within a fabric
wrap that extends along the roof rail from the A-pil-
lar at the front of the vehicle to just behind the
D-pillar at the rear of the vehicle. One tether extends
down the A-pillar from the front of the airbag cush-
ion, and a second tether extends to the roof rail at
the D-pillar. The end of the A-pillar tether is secured
to a slot in the sheet metal with a metal hook
retained by a bolt. The D-pillar tether is attached to
the d-pillar.
8O - 12 RESTRAINTSRS
CLOCKSPRING (Continued)

The hybrid-type inflator for each airbag is secured
to the roof rail just behind the C-pillar. The inflator
bracket and the airbag cushion are secured with both
plastic push-in fasteners and screws to the roof rail.
A short pigtail wire harness connects the curtain air-
bag inflator to the body wire harness.
The curtain airbag cannot be adjusted or repaired
and must be replaced if deployed, faulty, or in any
way damaged. Once a curtain airbag has been
deployed, the complete airbag unit (Refer to 8 -
ELECTRICAL/RESTRAINTS - STANDARD PROCE-
DURE - SERVICE AFTER AN AIRBAG DEPLOY-
MENT), headliner, upper A/B/C and D-pillar trim,
and all other visibly damaged components must be
replaced (Refer to Section 23 - BODY/INTERIOR for
complete body interior Removal and Installation pro-
cedures). Refer to the appropriate diagnostic informa-
tion for complete diagnosis and testing or the curtain
airbags.The curtain airbags also contain Head Impact
Counter Measures (Fig. 14). These injection molded
plastic components help to reduce the likelihood of
injury or death in the event of a side impact event.
They are attached to the curtain airbag and are also
used to mount the curtain to the inside roof rail.
Their purpose is to maintain a flat surface in which
the deployed airbag to be pressed against when inte-
rior occupants/forces are pushing outwards.
OPERATION
Each curtain airbag is deployed individually by an
electrical signal generated by the Occupant Restraint
Controller (ORC) to which it is connected through
left or right curtain airbag line 1 and line 2 (or
squib) circuits. The hybrid-type inflator assembly for
each airbag contains a small canister of highly com-
pressed inert gas. When the ORC sends the proper
electrical signal to the airbag inflator, the electrical
energy creates enough heat to ignite chemical pellets
within the inflator. Once ignited, these chemicals
burn rapidly and produce the pressure necessary to
rupture a containment disk in the inert gas canister.
The inflator and inert gas canister are sealed and
connected to a tubular manifold so that all of the
released gas is directed into the folded curtain airbag
cushion, causing the cushion to inflate.
Fig. 11 CURTAIN AIRBAG
Fig. 12 SRS LOGO
RSRESTRAINTS8O-13
CURTAIN AIRBAG (Continued)