2006 MERCEDES-BENZ SPRINTER lock

POWER SYSTEMS
TABLE OF CONTENTS
page page
POWER LOCKS............................ 1
POWER MIRRORS......................... 3POWER WINDOWS......................... 5
POWER LOCKS
TABLE OF CONTENTS
page page
DOOR LOCK MOTOR
REMOVAL.............................1
INSTALLATION..........................1
REMOTE KEYLESS ENTRY TRANSMITTER
DESCRIPTION..........................1
MASTER LOCK SWITCH
DESCRIPTION..........................1DIAGNOSIS AND TESTING - MASTER LOCK
SWITCH.............................1
REMOVAL.............................2
INSTALLATION..........................2
DOOR LOCK MOTOR
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door trim panel.
(3) Remove the door lock.
(4) Remove the door lock motor from the door lock.
INSTALLATION
(1) Install the door lock motor to the door lock.
(2) Install the door lock.
(3) Install the door trim panel.
(4) Connect the battery negative cable.
REMOTE KEYLESS ENTRY
TRANSMITTER
DESCRIPTION
Pressing the unlock button on the transmitter will
unlock the drivers door, pressing it a second time
within 2.5 seconds will unlock all other doors. The
transmitter has a range of 10 meters. A key is inte-
gral to the transmitter.
When a transmitter is lost, it is necessary to dis-
able the affected transmitter so that it can no longer
be used to operate the vehicle. It will then be neces-
sary to program a new transmitter to the vehicle.
MASTER LOCK SWITCH
DESCRIPTION
The master lock switch is a momentary contact
switch. Pressing the once in the up direction unlocks
the driver door. Pressing it again in the same direc-
tion unlocks all doors. Pressing the button in the
down direction locks all doors.
DIAGNOSIS AND TESTING - MASTER LOCK
SWITCH
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the switch to be tested.
(3) Using an ohmmeter, test switch for continuity
(Fig. 1).
(4) If test results are not obtained as shown in the
test table, replace the switch.
VAPOWER SYSTEMS 8N - 1

MASTER LOCK SWITCH
SWITCH POSITION CONTINUITY BETWEEN
OPEN 4 AND 7
4 AND 10
7 AND 10
LOCK/UNLOCK 3 AND 4
3 AND 7
3 AND 10
4 AND 7
4 AND 10
4 AND 8
7 AND 8
7 AND 10
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument panel center bezel
(Refer to 23 - BODY/INSTRUMENT PANEL/IN-
STRUMENT PANEL CENTER BEZEL -
REMOVAL).(3) Remove the central locking switch from the
bezel (Fig. 2).
INSTALLATION
(1) Install switch to bezel.
(2) Install instrument panel center bezel (Refer to
23 - BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL CENTER BEZEL - INSTALLATION).
(3) Connect battery negative cable.
Fig. 1 POWER LOCK SWITCHFig. 2 POWER LOCK SWITCH
1 - CENTRAL LOCKING SWITCH
2 - INSTRUMENT PANEL
8N - 2 POWER LOCKSVA

RESTRAINTS
TABLE OF CONTENTS
page page
RESTRAINTS
DESCRIPTION..........................2
OPERATION............................4
WARNINGS - RESTRAINT SYSTEM..........5
DIAGNOSIS AND TESTING - SUPPLEMENTAL
RESTRAINT SYSTEM...................5
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS.........................6
STANDARD PROCEDURE - SERVICE
AFTER A SUPPLEMENTAL RESTRAINT
DEPLOYMENT.........................6
STANDARD PROCEDURE - VERIFICATION
TEST................................7
AIRBAG CONTROL MODULE
DESCRIPTION..........................8
OPERATION............................8
REMOVAL.............................10
INSTALLATION.........................11
CLOCKSPRING
DESCRIPTION.........................12
OPERATION...........................13
STANDARD PROCEDURE - CLOCKSPRING
CENTERING.........................13
REMOVAL.............................14
INSTALLATION.........................15
DRIVER AIRBAG
DESCRIPTION.........................16
OPERATION...........................17
REMOVAL.............................18
INSTALLATION.........................19
FRONT SEAT BELT & RETRACTOR
REMOVAL.............................20
INSTALLATION.........................22
FRONT SEAT BELT BUCKLE
REMOVAL.............................23
INSTALLATION.........................23PASSENGER AIRBAG
DESCRIPTION.........................24
OPERATION...........................24
REMOVAL.............................25
INSTALLATION.........................27
PASSENGER AIRBAG BRACKET
REMOVAL.............................27
INSTALLATION.........................28
REAR SEAT BELT & RETRACTOR
REMOVAL.............................28
INSTALLATION.........................30
REAR SEAT BELT BUCKLE
REMOVAL
REMOVAL - INBOARD..................30
REMOVAL - OUTBOARD................31
INSTALLATION
INSTALLATION - INBOARD..............31
INSTALLATION - OUTBOARD............31
SEAT BELT SWITCH
DESCRIPTION.........................31
OPERATION...........................32
SEAT BELT TENSIONER
DESCRIPTION.........................32
OPERATION...........................33
SEAT BELT TURNING LOOP ADJUSTER
REMOVAL.............................33
INSTALLATION.........................35
SIDE CURTAIN AIRBAG
DESCRIPTION.........................35
OPERATION...........................36
REMOVAL.............................36
INSTALLATION.........................38
SIDE IMPACT SENSOR
DESCRIPTION.........................39
OPERATION...........................39
REMOVAL.............................40
INSTALLATION.........................40
VARESTRAINTS 8O - 1

travelling end-release seat belt buckles secured to
the inboard seat track. The driver side front seat belt
buckle of all models includes an integral seat belt
switch that detects whether its seat belt has been
fastened.
²Rear Seat Belts- All rear seating positions are
equipped with three-point seat belt systems. Each
rear seating position belt employs an integral seat
cushion frame mounted inertia latch-type retractor, a
fixed position upper seat back frame mounted turn-
ing loop, and a fixed lower seat belt anchor secured
to the seat cushion frame. All rear seat belts have
fixed end-release seat belt buckles that are also
secured to the seat cushion frame.
PASSIVE RESTRAINTS
A Next Generation driver airbag is standard facto-
ry-installed safety equipment on this model, while a
passenger side front airbag and side curtain airbags
are optional. This airbag system is a passive, inflat-
able, Supplemental Restraint System (SRS) and vehi-
cles with this equipment can be readily identified by
the ªSRS - AIRBAGº logo molded into the driver air-
bag trim cover in the center of the steering wheel
and, if the vehicle is so equipped, also into the pas-
senger airbag door on the instrument panel above
the glove box (Fig. 2). Vehicles with the airbag sys-
tem can also be identified by the airbag indicator,
which will illuminate in the instrument cluster for
about six seconds as a bulb test each time the igni-
tion switch is turned to the On position. A pyrotech-
nic-type seat belt tensioner is integral to the front
seat belt retractor mounted on the lower B-pillar on
the driver side, and to the passenger side retractor of
vehicles equipped with the optional passenger side
airbag.
The supplemental restraint system includes the
following major components, which are described in
further detail elsewhere in this service information:²Airbag Control Module- The Airbag Control
Module (ACM) is located on a mount on the floor
panel within the driver side seat riser, beneath the
driver seat in the passenger compartment.
²Airbag (SRS) Indicator- The airbag indicator
is integral to the ElectroMechanical Instrument Clus-
ter (EMIC), which is located on the instrument panel
in front of the driver.
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 structure of the
lower instrument panel serves as a knee blocker for
the driver.
²Passenger Airbag- The optional passenger air-
bag is located within the instrument panel, behind
the passenger airbag door on the instrument panel
above the glove box on the passenger side of the vehi-
cle.
²Passenger Knee Blocker- The structure of
the glove box door and the lower instrument panel
serve as a knee blocker for the front seat passenger.
²Seat Belt Tensioner- A seat belt tensioner is
integral to the driver side front seat belt retractor
unit, and to the passenger side front seat belt retrac-
tor unit on vehicles equipped with an optional pas-
senger airbag.
²Side Curtain Airbags- Optional side curtain
airbags are available for this model when it is also
equipped with dual front airbags. In vehicles
equipped with this option, a side curtain airbag is
located on the inside of the roof side rail within a
garnish molding that extends from the A-pillar to the
B-pillar above each front door opening within the
passenger compartment of the vehicle.
²Side Impact Sensor- Two side impact sensors
are used on vehicles equipped with the optional side
curtain airbags, one on each side of the vehicle. One
sensor is located near the front of each front door
step well, concealed behind the step well trim.
The ACM contains a central processing unit and
programming that allows it to communicate on a
serial data bus diagnostic circuit connected to the
16-way Data Link Connector (DLC) located below the
left end of the instrument panel. This method of com-
munication is used for initialization of the ACM and
for diagnosis of the SRS circuits and components
using a diagnostic scan tool.
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,
Fig. 2 SRS Logo
VARESTRAINTS 8O - 3

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. Seat belts 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). An airbag indicator in
the ElectroMechanical Instrument Cluster (EMIC)
illuminates for about four seconds as a bulb test each
time the ignition switch is turned to the On or Start
positions. Following the bulb test, the airbag indica-
tor is turned on or off by the ACM to indicate the
status of the supplemental restraint system. If the
airbag indicator comes on either solid or flashing at
any time other than during the bulb test, it indicates
that there is a problem in the supplemental restraint
system electrical circuits. Such a problem may cause
airbags not to deploy when required, or to deploy
when not required.
Deployment of the supplemental restraints
depends upon the angle and severity of an impact.
Deployment is not based upon vehicle speed; rather,
deployment is based upon the rate of deceleration as
measured by the forces of gravity (G force) upon the
impact sensor(s). When an impact is severe enough,the microprocessor in the ACM signals the inflator of
the appropriate airbag units to deploy their airbag
cushions. The front seat belt tensioners are provided
with a deployment signal by the ACM in conjunction
with the driver and passenger airbags.
During a frontal vehicle impact, the knee blockers
work in concert with properly fastened and adjusted
seat belts to restrain both the driver and the front
seat passenger in the proper position for an airbag
deployment. The knee blockers also absorb and dis-
tribute the crash energy from the driver and the
front seat passenger to the structure of the instru-
ment panel. The seat belt tensioners remove the
slack from the front seat belts to provide further
assurance that the driver and front seat passenger
are properly positioned and restrained for an airbag
deployment.
Typically, the vehicle occupants recall more about
the events preceding and following a collision than
they do of an airbag deployment itself. This is
because the airbag deployment and deflation occur so
rapidly. In a typical 48 kilometer-per-hour (30 mile-
per-hour) barrier impact, from the moment of impact
until the airbags are fully inflated takes only a few
milliseconds. Within one to two seconds from the
moment of impact, the airbags are almost entirely
deflated. The times cited for these events are approx-
imations, which apply only to a barrier impact at the
given speed. Actual times will vary somewhat,
depending upon the vehicle speed, impact angle,
severity of the impact, and the type of collision.
When the ACM monitors a problem in any of the
airbag system circuits or components, including the
seat belt tensioners, it stores a fault code or Diagnos-
tic Trouble Code (DTC) in its memory circuit and
sends a hard wired output to the EMIC to turn on
the airbag indicator. If the EMIC detects a problem
in the airbag indicator or airbag indicator circuit, the
cluster will flash the seatbelt indicator on and off.
Proper testing of the supplemental restraint system
components as well as the retrieval or erasure of a
DTC from the ACM requires the use of a diagnostic
scan tool. Refer to the appropriate diagnostic infor-
mation.
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 passive restraints.
8O - 4 RESTRAINTSVA

STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING NON -
DEPLOYED SUPPLEMENTAL RESTRAINTS
At no time should any source of electricity be per-
mitted near the inflator on the back of a non-de-
ployed airbag or seat belt tensioner. When carrying a
non-deployed airbag, the trim cover or airbag cushion
side of the unit should be pointed away from the
body to minimize injury in the event of an accidental
deployment. If the airbag unit is placed on a bench or
any other surface, the trim cover or airbag cushion
side of the unit should be face up to minimize move-
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, airbag, impact sensor, or
instrument panel components require diagnosis or
service. Failure to observe this warning could result
in accidental 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 and
the steering wheel must be replaced. If the passenger
airbag has been deployed, the instrument panel 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. These components are notintended 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 the side impact sensors be closely
inspected and restored to their original conditions fol-
lowing any vehicle impact damage. Because the ACM
and each impact sensor 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 supplemental 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: To avoid personal injury or death, 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 con-
tinues, see a physician.
Fig. 3 Wear Safety Glasses and Rubber Gloves -
Typical
8O - 6 RESTRAINTSVA

Communication Interface (SCI) data bus line for sup-
plemental restraint system programming or diagno-
sis and testing through the 16-way Data Link
Connector (DLC) located on the dash panel below the
driver side end of the instrument panel. A hard wired
output from the ACM is used for control of the airbag
indicator in the ElectroMechanical Instrument Clus-
ter (EMIC). (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER/AIRBAG INDICATOR -
OPERATION).
The ACM microprocessor continuously monitors all
of the supplemental restraint system electrical cir-
cuits to determine the system readiness. If the ACM
detects a monitored system fault, it sets an appropri-
ate Diagnostic Trouble Code (DTC) and sends an out-
put to the EMIC to turn on the airbag indicator. The
ACM illuminates the indicator for about four seconds
each time the ignition switch is turned to the On
position as a bulb test. If the indicator remains illu-
minated for about ten seconds after the ignition
switch is turned to the On position, the ACM has
detected a non-critical fault that poses no danger to
the vehicle occupants. If the airbag indicator illumi-
nates solid (not flashing) while driving or stays on
longer than ten seconds following the bulb test, the
ACM has detected a critical fault that may cause the
airbags not to deploy when required or to deploy
when not required. An active fault only remains for
the duration of the fault, or in some cases, for the
duration of the current ignition switch cycle, while a
stored fault causes a DTC to be stored in memory by
the ACM.
The ACM receives battery current through a fused
ignition switch output circuit. The ACM receives
ground through a ground circuit and take out of the
vehicle wire harness. This take out has an eyelet ter-
minal connector secured by a nut to a ground stud on
the floor panel directly below the ACM within the
driver side seat riser. A case ground is also provided
for the ACM through a ground circuit and eyelet ter-
minal connector secured under the left rear ACM
mounting screw. These connections allow the ACM to
be operational whenever the ignition switch is in the
On position.
The ACM also contains an energy-storage capaci-
tor. When the ignition switch is in the On position,
this capacitor is continually being charged with
enough electrical energy to deploy the 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. These
electronic sensors are accelerometers that sense the
rate of vehicle deceleration, which provide verifica-
tion of the direction and severity of an impact. Onmodels equipped with optional side curtain airbags,
the ACM also monitors inputs from two remote side
impact sensors located within the left and right front
door step wells to control deployment of the side cur-
tain airbag units.
The safing sensor is an electronic accelerometer
sensor within the ACM that provides an additional
logic input to the ACM microprocessor. The safing
sensor is used to verify the need for a supplemental
restraint deployment by detecting impact energy of a
lesser magnitude than that of the primary electronic
impact sensors, and must exceed a safing threshold
in order for the airbags to deploy. Vehicles equipped
with optional side curtain airbags feature a second
safing sensor within the ACM to provide confirma-
tion to the ACM microprocessor of side impact forces.
This second safing sensor is a bi-directional unit that
detects impact forces from either side of the vehicle.
Pre-programmed decision algorithms in the ACM
microprocessor determine when the deceleration rate
as signaled by the impact sensors and the safing sen-
sors indicate an impact that is severe enough to
require supplemental restraint system protection.
When the programmed conditions are met, the ACM
sends the proper electrical signals to deploy the front
airbags and seat belt tensioners and, if the vehicle is
so equipped, either side curtain airbag unit.
The ACM also provides a hard wired electrical
crash signal output following a supplemental
restraint deployment event. This output is used to
signal other electronic modules in the vehicle to pro-
vide their enhanced accident response features,
which include automatically disabling the engine
from running and unlocking all of the doors. How-
ever, these responses are each dependent upon the
circuits, components, and modules controlling these
features remaining intact from collateral damage
incurred during the vehicle impact.
A single ACM is used for all variations of the sup-
plemental restraint system available in this vehicle.
This ACM is programmable and in order to function
properly it must be programmed for the correct vehi-
cle supplemental restraint system equipment using
an initialization procedure. The initialization proce-
dure requires the use of a diagnostic scan tool. Refer
to the appropriate diagnostic information. The hard
wired inputs and outputs for the ACM may be diag-
nosed and tested using conventional diagnostic tools
and procedures. However, conventional diagnostic
methods will not prove conclusive in the diagnosis of
the ACM or the supplemental restraint system. The
most reliable, efficient, and accurate means to diag-
nose the ACM or the supplemental restraint system
requires the use of a diagnostic scan tool. Refer to
the appropriate diagnostic information.
VARESTRAINTS 8O - 9

(1) Reconnect and latch the vehicle wire harness
connector for the ACM to the ACM connector recep-
tacle located on the left facing side of the module
(Fig. 12).
(2) Carefully position the ACM cover base plate
onto the mounting bracket that is welded onto the
floor panel under the driver side front seat (Fig.
13).
(3) Carefully position the ACM onto the ACM cover
base plate. When the ACM is correctly positioned, the
three ACM mounting tabs will be aligned with the
holes in the cover base plate and the mounting
bracket, and the orientation arrow on the ACM label
will be pointed forward in the vehicle.
(4) Install and tighten the three screws that secure
the ACM to the mounting bracket that is welded onto
the floor panel within the driver side front seat riser.
Be certain that the ground eyelet terminal is
installed under the screw for the left rear mounting
tab. Tighten the screws to 12 N´m (105 in. lbs.).
(5) Position the ACM cover over the ACM and
press it down firmly and evenly until it snaps into
position over the ACM cover base plate (Fig. 11).
(6) Position the control module bracket onto the
top of the driver side seat riser (Fig. 10).
(7) Install and tighten the two screws that secure
the control module bracket to the top of the seat riser
under the driver side front seat. Tighten the screws
to 2 N´m (18 in. lbs.).
(8) Position the cover panel onto the top of the
driver side seat riser (Fig. 9).
(9) Install and tighten the two screws that secure
the cover panel to the top of the seat riser under the
driver side front seat. Tighten the screws to 2 N´m
(18 in. lbs.).(10) Move the driver side front seat back to its
driving position.
(11) 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).
NOTE: If the Airbag Control Module (ACM) has been
replaced with a new unit, it will be necessary to ini-
tialize the new ACM. In order to function properly,
the ACM must be programmed for the correct stan-
dard and optional supplemental restraint system
components installed in the vehicle. To initialize the
ACM, a diagnostic scan tool is required. Refer to
the appropriate diagnostic information.
CLOCKSPRING
DESCRIPTION
The clockspring assembly is secured with two
screws onto the multi-function switch housing near
the top of the steering column directly below the
steering wheel (Fig. 14). The clockspring consists of a
flat, round molded plastic case that contains a spool-
like molded plastic rotor with a large exposed hub
covering the entire upper surface of the case. The
rotor hub has a large center hole that is internally
ribbed to engage splines on the upper steering col-
umn shaft, and two small clearance holes that pro-
vide access to the case mounting screws. The lower
Fig. 13 ACM Cover Base Plate
1 - BASE PLATE
2 - SEAT RISER
3 - GROUND EYELET TERMINAL
4 - ACM CONNECTOR
5 - FLOOR PANEL
Fig. 14 Clockspring
1 - PIGTAIL WIRE CONNECTOR (2)
2 - CASE
3 - CANCEL CAM
4 - ROTOR
5 - SCREW (2)
6 - HORN SWITCH CONNECTOR (2)
7 - AIRBAG CONNECTOR
8O - 12 RESTRAINTSVA