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Fig.1 SRS Logo:

RESTRAINTS
A dual front airbag system is standard factory-installed safety equipment on this model. The airbag system is a passive, inflatable, Supplemental Restraint System (SRS) and vehicles with this equipment can be readily identified by the "SRS AIRBAG" logo molded into the driver airbag trim cover in the center of the steering wheel and also into the passenger airbag door on the instrument panel above the glove box. Vehicles with the airbag system can also be identified by the airbag indicator, which will illuminate in the instrument cluster for about seven seconds as a bulb test each time the ignition switch is turned to the ON position.

The dual front airbag system consists of the following major components, which are described in further detail elsewhere:
- Airbag Control Module - The Airbag Control Module (ACM) is located on a mount on the floor panel transmission tunnel, below the center of the instrument panel.
- Airbag Indicator - The airbag indicator is integral to the ElectroMechanical Instrument Cluster (EMIC), which is located on the instrument panel in front of the driver.
- Clockspring - The clockspring is located near the top of the steering column, directly beneath the steering wheel.
- Driver Airbag - The driver airbag is located in the center of the steering wheel, beneath the driver airbag trim cover.
- Driver Knee Blocker - The driver knee blocker is a molded plastic structural unit secured to the back side of and integral to the instrument panel steering column opening cover.
- Passenger Airbag - The passenger airbag is located on the instrument panel, beneath the passenger airbag door on the instrument panel above the glove box on the passenger side of the vehicle.
- Passenger Airbag ON/OFF Switch - The passenger airbag ON/OFF switch is located in a dedicated opening in the upper right corner of the instrument panel cluster bezel, to the right of the center panel outlets of the climate control system.
- Passenger Knee Blocker - The passenger knee blocker is a structural reinforcement that is integral to and concealed within the glove box door.

The ACM and the EMIC each contain a central processing unit and programming that allow them to communicate with each other using the Chrysler Collision Detection (CCD) data bus network. This method of communication is used for control of the airbag indicator on all models. (Refer to ELECTRONIC CONTROL MODULES/ COMMUNICATION - DESCRIPTION).

Hard wired circuitry connects the airbag 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 connected to each other, to the vehicle electrical system, and to the airbag system components through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insulators.

The airbag system is referred to as a supplemental restraint system because it was designed and is intended to enhance the protection for the front seat occupants of the vehicle only when used in conjunction with the seat belts. It is referred to as a passive system because the vehicle occupants are not required to do anything to make it work. The primary passenger restraints in this or any other vehicle are the standard equipment factory-installed 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. The vehicle occupants must be wearing their seat belts in order to obtain the maximum safety benefit from the factory-in-stalled airbag system.

The airbag system electrical circuits 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) lights for about seven seconds as a bulb test each time the ignition switch is turned to the ON or Start positions. Following the bulb test, the airbag indicator is turned ON or OFF by the ACM to indicate the status of the airbag system. If the airbag indicator comes ON at any time other than during the bulb test, it indicates that there is a problem in the airbag system electrical circuits. Such a problem may cause the airbags not to deploy when required, or to deploy when not required.

The clockspring on the top of the steering column allows a continuous electrical circuit to be maintained between the stationary steering column and the driver airbag inflator, which rotates with the steering wheel. The passenger airbag ON/OFF switch allows the passenger side airbag to be disabled when circumstances necessitate that a child, or an adult with certain medical conditions be placed in the front passenger seating position. Refer to the owner's manual in the vehicle glove box for specific recommendations concerning the specific circumstances where the passenger airbag ON/OFF switch should be used to disable the passenger airbag. Deployment of the airbags depends upon the angle and severity of the impact. The airbag system is designed to deploy upon a frontal impact within a thirty degree angle from either side of the vehicle center line. 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 airbag system impact sensor, which is integral to the ACM. When a frontal impact is severe enough, the microprocessor in the ACM signals the inflator units of both airbag modules to deploy the 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 distribute the crash energy from the driver and the front seat passenger to the structure of the instrument panel.

Typically, the driver and front seat passenger recall more about the events preceding and following a collision than they have of the 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 both airbags are fully inflated takes about 40 milliseconds. Within one to two seconds from the moment of impact, both airbags are almost entirely deflated. The times cited for these events are approximations, 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, it stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit and sends an electronic message to the EMIC to turn on the airbag indicator. Proper testing of the airbag system components, the Chrysler Collision Detection (CCD) data bus, the data bus message inputs to and outputs from the EMIC or the ACM, as well as the retrieval or erasure of a DTC from the ACM requires the use of a DRB III scan tool. Refer to the appropriate diagnostic information.

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 passenger restraints, including the airbag system.

WARNING
- THE AIRBAG SYSTEM IS A SENSITIVE, COMPLEX ELECTROMECHANICAL UNIT. BEFORE ATTEMPTING TO DIAGNOSE OR SERVICE ANY AIRBAG SYSTEM OR RELATED STEERING WHEEL, STEERING COLUMN, OR INSTRUMENT PANEL COMPONENTS YOU MUST FIRST DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE. THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE FURTHER SYSTEM SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE TO DO THIS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

- THE DRIVER AIRBAG INFLATOR UNIT CONTAINS SODIUM AZIDE AND POTASSIUM NITRATE. THESE MATERIALS ARE POISONOUS AND EXTREMELY FLAMMABLE. CONTACT WITH ACID, WATER, OR HEAVY METALS MAY PRODUCE HARMFUL AND IRRITATING GASES (SODIUM HYDROXIDE IS FORMED IN THE PRESENCE OF MOISTURE) OR COMBUSTIBLE COMPOUNDS. THE PASSENGER AIRBAG UNIT CONTAINS ARGON GAS PRESSURIZED TO OVER 2500 PSI. DO NOT ATTEMPT TO DISMANTLE AN AIRBAG UNIT OR TAMPER WITH ITS INFLATOR. DO NOT PUNCTURE, INCINERATE, OR BRING INTO CONTACT WITH ELECTRICITY. DO NOT STORE AT TEMPERATURES EXCEEDING 93 °C (200 °F).

- REPLACE AIRBAG SYSTEM COMPONENTS ONLY WITH PARTS SPECIFIED IN THE DAIMLER-CHRYSLER MOPAR PARTS CATALOG. SUBSTITUTE PARTS MAY APPEAR INTERCHANGEABLE, BUT INTERNAL DIFFERENCES MAY RESULT IN INFERIOR OCCUPANT PROTECTION.

- THE FASTENERS, SCREWS, AND BOLTS ORIGINALLY USED FOR THE AIRBAG SYSTEM COMPONENTS HAVE SPECIAL COATINGS AND ARE SPECIFICALLY DESIGNED FOR THE AIRBAG SYSTEM. THEY MUST NEVER BE REPLACED WITH ANY SUBSTITUTES. ANY TIME A NEW FASTENER IS NEEDED, REPLACE IT WITH THE CORRECT FASTENERS PROVIDED IN THE SERVICE PACKAGE OR SPECIFIED IN THE DAIMLER-CHRYSLER MOPAR PARTS CATALOG.

- WHEN A STEERING COLUMN HAS AN AIRBAG UNIT ATTACHED, NEVER PLACE THE COLUMN ON THE FLOOR OR ANY OTHER SURFACE WITH THE STEERING WHEEL OR AIRBAG UNIT FACE DOWN.

AIRBAG CONTROL MODULE
The Airbag Control Module (ACM) is concealed underneath the plastic ACM trim cover (automatic transmission) or center console (manual transmission), directly below the instrument panel in the passenger compartment of the vehicle. The ACM is secured with screws to a mounting bracket located under the instrument panel center support bracket on the floor panel transmission tunnel. The ACM mounting bracket also serves as the instrument panel center support. The ACM contains an electronic microprocessor, an electronic impact sensor, an electromechanical safing sensor, and an energy storage capacitor. The microprocessor contains the airbag system logic. The ACM is connected to the vehicle electrical system through a take out and connector of the instrument panel wire harness.

The ACM cannot be repaired or adjusted and, if damaged or faulty, it must be replaced.

The microprocessor in the ACM contains the airbag system logic circuits, and it monitors and controls all of the airbag system components. The ACM also uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the DRB III scan tool using the Chrysler Collision Detection (CCD) data bus network. This method of communication is used for control of the airbag indicator lamp in the ElectroMechanical Instrument Cluster (EMIC) and for airbag system diagnosis and testing through the 16-way data link connector located on the lower left edge of the instrument panel. The ACM microprocessor continuously monitors all of the airbag system electrical circuits to determine the system readiness. If the ACM detects a monitored system fault, it sets an active Diagnostic Trouble Code (DTC) and sends messages to the EMIC over the CCD data bus to turn on the airbag indicator. If the airbag system fault is still present when the ignition switch is turned to the OFF position, the DTC is stored in memory by the ACM. However, if a fault does not recur for a number of ignition cycles, the ACM will automatically erase the stored DTC.

The ACM receives battery current through two circuits, on a fused ignition switch output (run) circuit through a fuse in the Junction Block (JB), and on a fused ignition switch output (start-run) circuit through a second fuse in the JB. The ACM is grounded through a ground circuit and take out of the instrument panel wire harness. This take out has a single eyelet terminal connector secured by a nut to a ground stud located on the forward extension of the left front fender wheel housing in the engine compartment. Therefore, the ACM is operational whenever the ignition switch is in the START or ON positions.

The ACM also contains an energy-storage capacitor. When the ignition switch is in the START or ON positions, this capacitor is continually being charged with enough electrical energy to deploy the airbags for up to one second following a battery disconnect or failure. The purpose of the capacitor is to provide backup airbag system protection in case there is a loss of battery current supply to the ACM during an impact. The capacitor is only serviced as a unit with the ACM.

Two sensors are contained within the ACM, an electronic impact sensor and a safing sensor. The electronic impact sensor is an accelerometer that senses the rate of vehicle deceleration, which provides verification of the direction and severity of an impact. A pre-programmed decision algorithm in the ACM microprocessor determines when the deceleration rate as signaled by the impact sensor indicates an impact that is severe enough to require airbag system protection. When the programmed conditions are met, the ACM sends an electrical signal to deploy the airbags. The safing sensor is an electromechanical sensor within the ACM that is connected in series between the ACM microprocessor airbag deployment circuit and the airbags. The safing sensor is a normally open switch that is used to verify or confirm the need for an airbag deployment by detecting impact energy of a lesser magnitude than that of the electronic impact sensor, and must be closed in order for the airbags to deploy. The impact sensor and safing sensor are calibrated for the specific vehicle, and are only serviced as a unit with the ACM.

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 a connector receptacle and a long pigtail wire with connector 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, two auto-locking tabs, and three short pigtail wires with connectors that face toward the steering wheel. The lower surface of the rotor hub has two integral turn signal cancelling cam lobes. Within the plastic case and wound around the rotor spool is a long ribbon-like 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 receptacle and pigtail wire 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 precentered and with a piece of tape covering the engaged auto-locking tabs. The auto-locking tabs secure the centered clockspring rotor to the clockspring case during shipment, but these tabs are automatically disengaged once the clockspring is installed on the steering column. (Refer to 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 instrument panel wire harness 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, the speed control switches, and the remote radio switches if the vehicle is so equipped. The clockspring case is positioned and secured to the upper steering column lock housing by two integral plastic latches. The connector receptacle on the tail of the fixed clockspring housing connect the clockspring to the vehicle electrical system through a take out with connector from the instrument panel wire harness. The lower clockspring pigtail on the tail of the clockspring housing connect the clockspring driver airbag circuits to a separate take out and connector of the instrument panel wire harness located near the lower instrument panel reinforcement, below the steering column. The clockspring rotor is movable and is keyed to the hub of the steering wheel by two large flats that are molded into the rotor hub. The two lobes 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 clock- spring connect the clockspring to the horn switch, the two speed control switches, and the remote radio switches on vehicles that are 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 must be centered when it is installed on the steering column. Centering the clockspring indexes the clockspring spool 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 the auto-locking tabs engaged. A piece of tape covers the auto-locking tabs to discourage tampering. These auto-locking tabs should not be disengaged until the clockspring has been installed on the steering column. If this shipping tape is removed or damaged, or if the auto-locking tabs are disengaged before the clockspring is installed on a steering column, the clockspring centering procedure must be performed. (Refer to RESTRAINTS/CLOCKSPRING - STANDARD PROCEDURE - CLOCKSPRING CENTERING).