Part 2

Clockspring:

CLOCKSPRING
The clockspring assembly is secured with two integral plastic latches onto the steering column lock housing near the top of the steering column behind the steering wheel. The clockspring consists of a flat, round molded plastic case with a stubby tail that hangs below the steering column and contains two connector receptacles that face toward the instrument panel. Within the plastic housing is a spool-like molded plastic rotor with a large exposed hub. The upper surface of the rotor hub has a large center hole, two large flats, and two or three short pigtail wires with connectors. The third pigtail wire is used on vehicles equipped with the optional speed control system. The lower surface of the rotor hub has a molded plastic turn signal cancel cam consisting of two lobes that are molded into the rotor. Within the plastic case and wound around the rotor spool is a long ribbonlike tape that consists of several thin copper wire leads sandwiched between two thin plastic membranes. The outer end of the tape terminates at the connector receptacles that face the instrument panel, while the inner end of the tape terminates at the pigtail wires on the hub of the clockspring rotor that face the steering wheel.

Service replacement clocksprings are shipped pre-centered and with a locking pin that snaps into a receptacle on the rotor and is engaged between two tabs on the upper surface of the rotor case. The locking pin secures the centered clockspring rotor to the clockspring case during shipment, but the locking pin must be removed from the clockspring after it is installed on the steering column. (Refer to ELECTRICAL/RESTRAINTS/CLOCKSPRING - STANDARD PROCEDURE - CLOCKSPRING CENTERING).

The clockspring cannot be repaired. If the clockspring is faulty, damaged, or if the driver airbag has been deployed, the clockspring must be replaced.

The clockspring is a mechanical electrical circuit component that is used to provide continuous electrical continuity between the fixed cross body wire harness on the steering column and the electrical components mounted on or in the rotating steering wheel. On this model the rotating electrical components include the driver airbag, the horn switch, and the speed control switches if the vehicle is so equipped. The clockspring case is positioned and secured to the upper steering column housing near the top of the steering column. The connector receptacles on the tail of the fixed clockspring case connect the clockspring to the vehicle electrical system through two take outs with connectors from the cross body wire harness. The clockspring rotor is movable and is keyed by two flats molded into the rotor hub to two flats that are cast into the lower surface of the steering wheel armature. The two lobes on the turn signal cancel cam on the lower surface of the clockspring rotor hub contact a turn signal cancel actuator of the multi-function switch to provide automatic turn signal cancellation. The pigtail wires on the upper surface of the clockspring rotor connect the clockspring to the driver airbag, the horn switch, and the steering wheel wire harness for the two speed control switches if the vehicle is so equipped.

Like the clockspring in a timepiece, the clockspring tape has travel limits and can be damaged by being wound too tightly during full stop-to-stop steering wheel rotation. To prevent this from occurring, the clockspring is centered when it is installed on the steering column. Centering the clockspring indexes the clockspring tape to the movable steering components so that the tape can operate within its designed travel limits. However, if the clockspring is removed from the steering column or if the steering shaft is disconnected from the steering gear, the clockspring spool can change position relative to the movable steering components and must be re-centered following completion of the service or the tape may be damaged. Service replacement clocksprings are shipped pre-centered and with a plastic locking pin installed. This locking pin should not be disengaged until the clockspring has been installed on the steering column. If the locking pin is removed or damaged before the clockspring is installed on a steering column, the clockspring centering procedure must be performed. (Refer to ELECTRICAL/RESTRAINTS/CLOCKSPRING - STANDARD PROCEDURE - CLOCKSPRING CENTERING).

Standard Procedure - Clockspring Centering
The clockspring is designed to wind and unwind when the steering wheel is rotated, but is only designed to rotate the same number of turns (about five complete rotations) as the steering wheel can be turned from stop to stop. Centering the clockspring indexes the clockspring tape to other steering components so that it can operate within its designed travel limits. The rotor of a centered clockspring can be rotated two and one-half turns in either direction from the centered position, without damaging the clockspring tape.

Clockspring:

However, if the clockspring is removed for service or if the steering column is disconnected from the steering gear, the clockspring tape can change position relative to the other steering components. The clockspring must then be re-centered following completion of such service or the clockspring tape may be damaged. Service replacement clocksprings are shipped pre-centered and with a plastic locking pin installed. This locking pin should not be removed until the clockspring has been installed on the steering column. If the locking pin is removed before the clockspring is installed on a steering column, the clockspring centering procedure must be performed.

WARNING: DISABLE THE AIRBAG SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE AIRBAG SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

NOTE: Before starting this procedure, be certain to turn the steering wheel until the front wheels are in the straight-ahead position.

1. Place the front wheels in the straight-ahead position.
2. Remove the clockspring from the steering column. (Refer to ELECTRICAL/RESTRAINTS/ CLOCKSPRING - REMOVAL).
3. Rotate the clockspring rotor clockwise to the end of its travel. Do not apply excessive torque.
4. From the end of the clockwise travel, rotate the rotor about two and one-half turns counterclockwise, until the rotor flats are horizontal. If the clockspring pigtail wires are not oriented towards the bottom of the clockspring, rotate the rotor another one-half turn in the counterclockwise direction.
5. The clockspring is now centered. Lock the clockspring rotor to the clockspring case to maintain clockspring centering until it is reinstalled on the steering column. This can be done by inserting a stiff wire through the small index hole located at about the 11 o'clock position in the centered clockspring rotor and case. Bend the wire over after it has been inserted through the index hole to prevent it from falling out.
6. The front wheels should still be in the straight ahead position. Reinstall the clockspring onto the steering column. (Refer to ELECTRICAL/RESTRAINTS/CLOCKSPRING - INSTALLATION).

Fig.20 Driver Airbag:

DRIVER AIRBAG
The driver airbag protective trim cover is the most visible part of the driver airbag. The airbag used in this model is a Next Generation-type that complies with revised federal airbag standards to deploy with less force than those used in some prior models. The driver airbag is located in the center of the steering wheel, where it is secured with two screws to the steering wheel armature. Concealed beneath the driver airbag trim cover are the horn switch, the folded airbag cushion, the airbag retainer or housing, the airbag inflator, and the retainers that secure the trim cover to the airbag housing. The resistive membrane-type horn switch is secured with heat stakes to the inside surface of the driver airbag trim cover, between the trim cover and the folded air- bag cushion. The airbag inflator is a conventional pyrotechnic-type unit that is secured with nuts to four studs on the back of the stamped metal airbag housing.

The driver airbag trim cover has locking blocks molded into the back side of it that engage a lip formed around the perimeter of the airbag housing. Two stamped metal retainers then fit over the inflator mounting studs on the back of the airbag housing and are engaged in slots on the inside of the trim cover, securely locking the cover into place. One horn switch pigtail wire has an eyelet terminal connector that is captured on the upper left inflator mounting stud between the inflator and the upper trim cover retainer. The other horn switch pigtail wire is routed between the upper right inflator stud and the inflator, then secured with a small nylon retainer that is pressed onto the inflator stud. The driver airbag cannot be repaired, and must be replaced if deployed or in any way damaged. The driver airbag trim cover and the horn switch are available as a unit and may be disassembled from the driver airbag for service replacement.

The driver airbag is deployed by an electrical signal generated by the Airbag Control Module (ACM) through the driver airbag line 1 and line 2 (or squib) circuits. When the ACM sends the proper electrical signal to the airbag inflator, the electrical energy generates enough heat to initiate a small pyrotechnic charge which, in turn, ignites chemical pellets within the inflator. Once ignited, these chemical 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 cushion, causing the cushion to inflate. As the cushion inflates, the driver airbag trim cover will split at predetermined breakout lines, then fold back out of the way along with the horn switch. Following an airbag deployment, the airbag cushion quickly deflates by venting the nitrogen gas towards the instrument panel through the porous fabric material used on the steering wheel side of the airbag cushion.

Some of the chemicals used to create the nitrogen gas are considered hazardous in their solid state, before they are burned, but they are securely sealed within the airbag inflator. However, the nitrogen gas that is produced when the chemicals are burned is harmless. 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 noticed, 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.

PASSENGER AIRBAG
The passenger airbag door on the instrument panel above the glove box is the most visible part of the passenger airbag. The airbag used in this model is a Next Generation-type that complies with revised federal airbag standards to deploy with less force than those used in some prior models. The passenger airbag is located in the instrument panel in front of the front seat passenger seating position, where it is secured with nuts to three weld studs on the instrument panel structural support and two weld studs on the dash panel. Concealed beneath the passenger airbag door are the folded airbag cushion, the airbag retainer or housing, and the airbag inflator. The airbag inflator is a hybrid-type unit that is secured to and sealed within the stamped metal airbag housing along with the folded airbag cushion. A yellow connector on the end of a short, two-wire pigtail harness connects the passenger airbag inflator to the vehicle electrical system.

The molded plastic passenger airbag door also serves as a trim cover and has two flanges and a stamped metal bracket that secure it in place. The two flanges are secured with screws to the top of the instrument panel structural support and the upper glove box opening reinforcement. The stamped metal bracket is secured to the back of the instrument panel structural support with two screws, and also serves as the passenger airbag door hinge. Following a passenger airbag deployment, the passenger airbag and the passenger airbag door must be replaced. The passenger airbag cannot be repaired, and must be replaced if faulty or in any way damaged. The passenger airbag door can be disassembled from the instrument panel and replaced as a separate service item.

The passenger airbag is deployed by an electrical signal generated by the Airbag Control Module (ACM) through the passenger airbag line 1 and line 2 (or squib) circuits. The hybrid-type inflator assembly includes a small canister of highly compressed argon gas. When the ACM sends the proper electrical signal to the airbag inflator, the electrical energy generates enough heat to ignite chemical pellets within the inflator. Once ignited, these chemical pellets burn rapidly and produce the pressure necessary to rupture a containment disk in the argon gas canister. The inflator and argon gas canister are sealed to the airbag cushion so that all of the released argon gas is directed into the airbag cushion, causing the cushion to inflate. As the cushion inflates, the passenger air- bag door will split at predetermined breakout lines, then fold back over the top of the instrument panel and out of the way. Following an airbag deployment, the airbag cushion quickly deflates by venting the argon gas through the porous fabric material used on each end panel of the airbag cushion.

Some of the chemicals used to create the pressure to burst the argon gas containment disk are considered hazardous in their solid state, before they are burned, but they are securely sealed within the airbag inflator. However, the gas that is produced when the chemicals are burned is harmless. 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 noticed, 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 immediately.

Fig.25 Passenger Airbag On/Off Switch:

PASSENGER AIRBAG ON/OFF SWITCH
The passenger airbag ON-OFF switch is standard equipment on all versions of this model. This switch is a two-position, resistor multiplexed switch with a single integral red Light-Emitting Diode (LED), and a non-coded key cylinder-type actuator. The switch is located on the forward end of the floor console (both full and mini versions) to make the OFF indicator visible to all front seat occupants. When the switch is in its installed position, the only components visible through the dedicated opening of the console switch bezel is the key cylinder actuator. A small, tethered, molded plastic cap fits into the key cylinder actuator hole when the switch is not being used. The switch nomenclature and a lens are integral to the console switch bezel. When the switch "OFF" position is selected with the ignition switch in the ON position, the LED illuminates the text "OFF" in amber in the console switch bezel. The "ON" position of the switch is designated by text imprinted upon the console switch bezel, but is not illuminated. The remainder of the switch is concealed behind the console switch bezel.

The passenger airbag ON-OFF switch housing is constructed of molded plastic and has three integral mounting tabs. These mounting tabs are used to secure the switch to the back of the molded plastic console switch bezel with three small screws. The console switch bezel has four molded plastic snap features that are used to secure the switch and bezel unit to the floor console. A molded plastic connector receptacle on the back of the switch housing connects the switch to the vehicle electrical system through a dedicated take out of the cross body wire harness. The harness take out is equipped with a molded plastic connector insulator that is keyed and latched to ensure proper and secure switch electrical connections. The passenger airbag ON/OFF switch cannot be adjusted or repaired and, if faulty or damaged, the switch must be replaced.

The passenger airbag ON-OFF switch allows the customer to turn the passenger airbag function ON or OFF to accommodate certain uses of the right front seating position where airbag protection may not be desired. See the owner's manual in the vehicle glove box for specific recommendations on when to enable or disable the passenger airbag. The OFF indicator of the switch will be illuminated whenever the switch is turned to the OFF position and the ignition switch is in the ON position. The ignition key is the only key or object that should ever be inserted into the key cylinder actuator of the switch. The ON-OFF switch requires only a partial key insertion to fully depress a spring-loaded locking plunger. The spring-loaded locking plunger prevents the user from leaving the key in the switch. The key will be automatically ejected when force is not applied. To actuate the passenger side airbag ON/OFF switch, insert the ignition key into the switch key actuator far enough to fully depress the plunger, and rotate the actuator to the desired switch position. When the switch key actuator is rotated to its clockwise stop (the key actuator slot will be aligned with the OFF indicator), the OFF indicator is illuminated and the passenger airbag is disabled. When the switch is rotated to its counterclockwise stop (the key actuator slot will be in a vertical position), the OFF indicator will be extinguished and the passenger airbag is enabled.

The passenger airbag ON/OFF switch is connects one of two internal resistors in series between the passenger airbag mux switch sense and passenger airbag mux switch return circuits of the Airbag Control Module (ACM). The ACM continually monitors the resistance in these circuits to determine the switch position that has been selected. When the switch is in the OFF position, the ACM provides a ground input to the switch through the passenger airbag indicator driver circuit, which energizes the Light-Emitting Diode (LED) that illuminates the OFF indicator of the switch. The ACM will also illuminate the OFF indicator of the switch for about seven seconds each time the ignition switch is turned to the ON position as a bulb test. The ACM will store a Diagnostic Trouble Code (DTC) for any fault it detects in the passenger airbag ON/OFF switch or OFF indicator circuits, and will illuminate the airbag indicator in the instrument cluster if a fault is detected. For proper diagnosis of the passenger airbag ON/OFF switch or the ACM, a DRB III scan tool is required. Refer to the appropriate diagnostic information.

Fig.20 Seat Belt Switch:

SEAT BELT SWITCH
The seat belt switch is a small, normally closed, single pole, single throw, leaf contact, momentary switch. Only one seat belt switch is installed in the vehicle, and it is integral to the buckle of the driver seat belt buckle-half, located between the inboard side of the driver side front seat and the floor panel transmission tunnel. The seat belt switch is connected to the vehicle electrical system through a two-wire pigtail wire and connector on the seat belt buckle-half, which is connected to a wire harness connector and take out of the body wire harness routed along the left side of the body sill in the passenger compartment.

The seat belt switch cannot be adjusted or repaired and, if faulty or damaged, the entire driver seat belt buckle-half unit must be replaced.

The seat belt switch is designed to control a path to ground for the seat belt switch sense input of the instrument cluster. When the driver side seat belt tip-half is inserted in the seat belt buckle, the switch opens the path to ground; and, when the driver side seat belt tip-half is removed from the seat belt buckle, the switch closes the ground path. The switch is actuated by the latch mechanism within the seat belt buckle.

The seat belt switch receives ground through its pigtail wire connection to the body wire harness from another take out of the body wire harness. An eyelet terminal connector on that ground take out is secured under a ground screw on the left cowl side inner panel, beneath the instrument panel. The seat belt switch is connected in series between ground and the seat belt switch sense input of the instrument cluster.