RESTRAINTS Service Information - Ram Pickup PDF

2014 RAM 3500 HD Laramie
2014 RESTRAINTS Service Information - Ram Pickup
2014 RESTRAINTS
Service Information - Ram Pickup
WARNING
WARNING
WARNING: To avoid serious or fatal injury on vehicles equipped with the

Supplemental Restraint System (SRS), never attempt to repair the
electrically conductive circuits or wiring components related to the SRS
for which there is no MOPAR wiring repair kit. It is important to use ONLY
the recommended splicing kit and procedure. For applicable and available
MOPAR wiring repair kits, please visit the MOPAR Connector Web Site at
the following address on the internet:
(http://dto.vftis.com/mopar/disclaimer.asp). Inappropriate repairs can
compromise the conductivity and current carrying capacity of those
critical electrical circuits, which may cause SRS components not to
deploy when required, or to deploy when not required. Only minor cuts or
abrasions of wire and terminal insulation where the conductive material
has not been damaged, or connector insulators where the integrity of the
latching and locking mechanisms have not been compromised may be
repaired using appropriate methods.
WARNING: To avoid serious or fatal injury during and following any seat belt or child
restraint anchor service, carefully inspect all seat belts, buckles,
mounting hardware, retractors, tether straps, and anchors for proper
installation, operation, or damage. Replace any belt that is cut, frayed, or
torn. Straighten any belt that is twisted. Tighten any loose fasteners.
Replace any belt that has a damaged or ineffective buckle or retractor.
Replace any belt that has a bent or damaged latch plate or anchor plate.
Replace any child restraint anchor or the unit to which the anchor is
integral that has been bent or damaged. Never attempt to repair a seat
belt or child restraint component. Always replace damaged or ineffective
seat belt and child restraint components with the correct, new and
unused replacement parts listed in the Chrysler Mopar® Parts Catalog.
Failure to follow these instructions may result in possible serious or fatal
injury.
WARNING: To avoid serious or fatal injury on vehicles equipped with side curtain
airbags, disable the Supplemental Restraint System (SRS) before
attempting any Occupant Restraint Controller (ORC) diagnosis or service.
The ORC may contain a rollover sensor, which enables the system to
deploy the side SRS components in the event of a vehicle rollover event.
If an ORC containing a rollover sensor is accidentally rolled during
service while still connected to battery power, the side SRS components
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will deploy. Disconnect and isolate the battery negative (ground) cable,
then wait two minutes for the system capacitor to discharge before
performing further diagnosis or service. This is the only sure way to
disable the SRS. Failure to take the proper precautions could result in
accidental airbag deployment.
WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable
the Supplemental Restraint System (SRS) before attempting any steering
wheel, steering column, airbag, seat belt tensioner, impact sensor or
instrument panel component diagnosis or service. Disconnect and isolate
the battery negative (ground) cable, then wait two minutes for the system
capacitor to discharge before performing further diagnosis or service.
This is the only sure way to disable the SRS. Failure to take the proper
precautions could result in accidental airbag deployment.
WARNING: To avoid potential physical injury or damage to sensitive electronic

circuits and systems, always disconnect and isolate the battery negative
(ground) cable and the positive cable, then ground the positive cable to
discharge the Occupant Restraint Controller (ORC) capacitor before
performing any welding operations on the vehicle. Failure to take the
proper precautions could result in accidental airbag deployment, possible
damage to the Supplemental Restraint System (SRS) circuits and
components, and possible damage to other electronic circuits and
components. Whenever a welding process is being performed within 12
inches (30 centimeters) of an electronic module or wiring harness, then
that module or harness should be relocated out of the way, or
disconnected. Always protect against component or vehicle damage from
weld spatter by using weld blankets and screens.
WARNING: To avoid serious or fatal injury, 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). An airbag inflator unit may contain 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. An airbag inflator unit may also contain a gas
canister pressurized to over 17.24 kPa (2500 psi). Failure to follow these
instructions may result in possible serious or fatal injury.
WARNING: To avoid serious or fatal injury when handling a seat belt tensioner
retractor. Exercise 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. Failure to follow these instructions may result in
possible serious or fatal injury.
Thursday, November 16, 2017 19:53:01 Page 2

WARNING: To avoid serious or fatal injury, replace all Supplemental Restraint System
(SRS) components only with parts specified in the Chrysler Mopar® Parts
Catalog. Substitute parts may appear interchangeable, but internal
differences may result in inferior occupant protection.
WARNING: To avoid serious or fatal injury, the fasteners, screws, and bolts originally
used for the Supplemental Restraint System (SRS) components must
never be replaced with any substitutes. These fasteners have special
coatings and are specifically designed for the SRS. Anytime a new
fastener is needed, replace it with the correct fasteners provided in the
service package or specified in the Chrysler Mopar® Parts Catalog.
WARNING: To avoid serious or fatal injury 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. Failure to follow these
instructions may result in possible serious or fatal injury.
DESCRIPTION
SUPPLEMENTAL RESTRAINT SYSTEM
A Supplemental Restraint System (SRS) is standard factory-installed safety equipment on this vehicle.
Available supplemental occupant restraints for this vehicle include both active and passive types. Active
restraints are those which require the vehicle occupants to take some action to employ, such as fastening and
adjusting a seat belt; while passive restraints require no action by the vehicle occupants to be employed.
Additional details of each of these subsystems of the SRS can be found elsewhere within this service
information.
ACTIVE RESTRAINTS
The active restraints for this vehicle include:
Child Restraint Anchors - All standard cab vehicles are equipped with two, fixed-position, child seat
upper tether anchors that are integral to the upper cab back panel reinforcement and concealed behind
individual trim cover and bezel units that are integral to the cab back trim panel. All vehicles with rear
seats are equipped with three child seat upper tether anchor straps that are secured to the upper cab back
panel reinforcement, behind the upright rear seat back. Two lower anchors are also provided for each rear
outboard seating position on quad or crew cabs. Mega cabs have lower anchors provided for all three rear
seating positions. These lower anchors are accessed from the front of the seat where the seat back meets
the seat cushion. Child seat upper tether and lower anchors for the front seat are unavailable on quad or
crew cab and mega cab vehicles. Likewise, lower anchors for the front seat are not available on standard
cab vehicles.
Front Seat Belts - Both outboard front seating positions are equipped with three-point seat belt systems
employing a lower B-pillar mounted inertia latch-type Emergency Locking Retractor (ELR), a height-
adjustable upper B-pillar mounted turning loop, a fixed lower seat belt anchor secured to the lower B-
pillar (standard cab) or floor panel adjacent to the B-pillar (quad or crew cab), and a traveling end-release

seat belt buckle secured to the inboard seat track. Except for the driver side front seat, the retractors for all
vehicles are also switchable from an ELR to an Automatic Locking Retractor (ALR) for compatibility
with child seats. The front seat belt buckle for the driver side of all vehicles includes an integral seat belt
switch that detects whether its seat belt has been fastened. The center front seating position for standard
cabs is also equipped with a three-point seat belt employing a floor panel mounted inertia latch-type ELR,
a routing bracket and bezel near the top of the cab back panel, and two fixed end-release buckles secured
to the center seat cushion frame. One of the center buckles is specially keyed to serve as the center seat
belt lower anchor. The center front seating position for quad or crew cab vehicles with a split bench front
seat is equipped with a fixed lap belt and an end-release buckle secured to the center seat cushion frame.
Rear Seat Belts - On all vehicles equipped with rear seats, each rear seating position is equipped with a
three-point seat belt system. Each outboard rear seating position seat belt employs a lower C-pillar
mounted inertia latch-type Emergency Locking Retractor (ELR), a fixed position upper C-pillar mounted
turning loop, and a fixed lower seat belt anchor secured to the lower C-pillar. The quad or crew cab rear
seat center seating position has a rear floor panel mounted inertia latch-type ELR and a routing bracket
and bezel on the top of the cab back panel, while the mega cab rear seat center position retractor and a
routing bracket and bezel are mounted to the rear seat back panel. A fixed end-release buckle unit for the
quad or crew cab right outboard seating position is integral to the right side of the center retractor
mounting bracket on the rear floor panel. The end-release buckle units for the quad or crew cab center and
left outboard seating positions are individually secured to the rear floor panel on vehicles with the
standard equipment rear bench seat, or secured with the rear seat mounting hardware on vehicles with the
optional split rear bench seat. The fixed end-release buckle units for all mega cab rear seating positions
are secured to the seat cushion frame mounting hardware. The rear seat retractors for all vehicles are also
switchable from an ELR to an Automatic Locking Retractor (ALR) for compatibility with child seats.
PASSIVE RESTRAINTS
Fig. 1: SRS Logo

Courtesy of CHRYSLER GROUP, LLC
The passive restraints available for this vehicle include the following:
Dual Front Airbags - A multistage Driver AirBag (DAB) and front Passenger AirBag (PAB) are used in
this vehicle. This airbag system consists of passive, inflatable, Supplemental Restraint System (SRS)

components and vehicles with this equipment can be readily identified by the SRS - AIRBAG logo
molded into the DAB trim cover in the center of the steering wheel and also into the PAB door on the top
of the instrument panel trim cover above the upper glove box or storage bin opening. Vehicles with the
airbag system can also be identified by the airbag indicator, which will illuminate in the Instrument
Cluster (IC) (also known as the Common Instrument Cluster/CIC) from four to six seconds as a bulb test
each time the status of the ignition switch (also known as the Keyless Ignition Node/KIN or IGnition
Node Module/IGNM) transitions to On. A pyrotechnic-type seat belt tensioner is also integral to the front
outboard seat belt retractors to work in conjunction with the dual front airbags.
Seat Airbags - Front seat-mounted Seat AirBags (SAB) (also known as pelvic and thoracic airbags) are
optional equipment in this vehicle. This airbag system consists of passive, inflatable, SRS components
and vehicles with this equipment can be readily identified by a sewn tag with the SRS - AIRBAG logo
located on the outboard side of the front seat back trim cover.
Side Curtain Airbags - Side curtain airbags (also known as Side AirBag Inflatable Curtains/SABIC) are
available equipment for this vehicle when it is also equipped with dual front airbags. This airbag system
consists of passive, inflatable, SRS components and vehicles with this equipment can be readily identified
by a molded identification trim button with the SRS - AIRBAG logo located at the top of each B-pillar
trim (all models) and C-pillar trim (quad or crew cab and mega cab only) near the headliner.
The SRS includes the following major components, which are described in further detail elsewhere in this
service information:
Airbag Indicator - The airbag indicator is integral to the Instrument Cluster (IC) (also known as the
Common Instrument Cluster/CIC), 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 (DAB) is located in the center of the steering wheel horn pad,
beneath the DAB trim cover.
Driver Knee Blocker - The driver knee blocker is a structural unit secured to the back side of and
integral to the instrument panel steering column opening cover.
Front Impact Sensor - Two front impact sensors are used on light duty (DS) models, one left side and
one right side. One sensor is located on the back side of each end of the lower Front End Module (FEM)
horizontal support (also known as the lower radiator cross member) on each side of the cooling module
and below the inboard side of each front lamp unit.
Occupant Detection Sensor - An Occupant Detection Sensor (ODS) is located on the top of the seat
cushion foam of the passenger side front seat.
Occupant Restraint Controller - The Occupant Restraint Controller (ORC) is located on a mounting
bracket on the floor panel transmission tunnel below the center section of the front seat, or under the
center floor console, as the vehicle is equipped.
Passenger Airbag - The Passenger AirBag (PAB) is located in the instrument panel, beneath the PAB
door integral to the top of the instrument panel trim cover just forward of the upper glove box or storage
bin on the passenger side of the vehicle.
Passenger Knee Blocker - The passenger knee blocker is a structural reinforcement that is integral to and
concealed within the lower glove box door.
Seat Airbag - On vehicles so equipped, a Seat AirBag (SAB) (also known as a pelvic and thoracic
airbag) is secured to each outboard front seat back frame, where it is concealed beneath the seat back trim

cover and foam.

Seat Belt Tensioner - A seat belt tensioner is integral to both front outboard seat belt retractor units. The
seat belt retractor tensioner units are secured to the right and left inner B-pillars and concealed beneath
the lower B-pillar trim.
Side Curtain Airbag - A side curtain airbag (also known as a Side AirBag Inflatable Curtain/SABIC) is
secured to each inside roof side rail above the headliner, and extends from the A-pillar to near the cab
back.
Side Impact Sensor - Up to six side impact sensors are used on vehicles with side curtain airbags, up to
three on each side of the vehicle. One pressure-type sensor is located on each right and left front door
module carrier behind the front door trim panel on some vehicles. In addition, an acceleration-type sensor
is located on each inner B-pillar behind the lower B-pillar trim on all models, while quad or crew cab and
mega cab models also have one acceleration-type sensor on each inner C-pillar behind the lower C-pillar
trim.
The ORC and the IC each contain a microcontroller and programming that allow them to communicate with
each other using the Controller Area Network (CAN) data bus. This method of communication is used by the
ORC for control of the airbag indicator in the IC. Refer to COMMUNICATION, DESCRIPTION .
Hard wired circuitry connects the SRS 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 SRS components through the use of a combination of soldered splices, splice block
connectors and many different types of wire harness terminal connectors and insulators. 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
SUPPLEMENTAL RESTRAINT SYSTEM
The Supplemental Restraint System (SRS) is comprised of two primary subsystems: Active Restraints and
Passive Restraints. Additional operational details on each of these subsystems of the SRS can be found
elsewhere within this service information.
ACTIVE RESTRAINTS
The primary passenger restraints in this or any other vehicle are the standard equipment factory-installed seat
belts and child restraint anchors. Seat belts and child restraint anchors 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.
PASSIVE RESTRAINTS
The passive restraints are referred to as a Supplemental Restraint System (SRS) components because they were
designed and are intended to enhance the protection for the occupants of the vehicle only when used in

conjunction with the seat belts. They are referred to as passive restraints because the vehicle occupants are not
required to do anything to make them operate; however, the vehicle occupants must be wearing their seat belts
in order to obtain the maximum safety benefit from the factory-installed SRS components.
The SRS electrical circuits are continuously monitored and controlled by a microcontroller and software
contained within the Occupant Restraint Controller (ORC). An airbag indicator in the Instrument Cluster (IC)
(also known as the Common Instrument Cluster/CIC) illuminates for about four to six seconds as a bulb test
each time the status of the ignition switch (also known as the Keyless Ignition Node/KIN or IGnition Node
Module/IGNM) transitions to On or Start. Following the bulb test, the airbag indicator is turned On or Off by
the ORC to indicate the status of the SRS. If the airbag indicator comes On at any time other than during the
bulb test, it indicates that there is a problem in the SRS electrical circuits. Such a problem may cause airbags not
to deploy when required, or to deploy when not required.
Deployment of the SRS components 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 acceleration-type impact sensors, or by a pressure wave within a front door as
measured by the pressure-type impact sensor. When an impact is severe enough, the microcontroller within the
ORC signals the inflator of the appropriate airbag units to deploy their airbag cushions.
The outboard front seat belt retractor tensioners are provided with a deployment signal by the ORC in
conjunction with the front airbags. The side curtain airbags (also known as the Side AirBag Inflatable
Curtain/SABIC) and, if equipped, the Seat AirBags (SAB) (also known as pelvic and thoracic airbags) are
provided with a deployment signal individually by the ORC based upon a side impact sensor input for the same
side of the vehicle. In 1500 and 2500 models only, the ORC also contains a rollover sensor. Should a 1500 or
2500 model roll over and not cause any acceleration-type or pressure-type impact sensor to signal the need for a
deployment, the rollover sensor in the ORC will deploy the side curtain airbags, the SAB units and under
certain conditions, may also actuate the seat belt retractor tensioners.
During a frontal vehicle impact, the static knee blockers work in concert with properly fastened and adjusted
seat belts to restrain both the driver and the right 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 right front
seat passenger to the structure of the instrument panel. The seat belt tensioners remove the slack from the
outboard front seat belts to provide further assurance that the driver and right 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 very 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 about 40 milliseconds. Within one to two seconds from the moment of impact, the
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 ORC monitors a problem in any of the SRS circuits or components, including the seat belt tensioners,
it stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit and sends an electronic message
to the IC to turn On the airbag indicator. The hard wired circuits between components related to the SRS may
be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information.

The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire
harness routing and retention, connector pin out information and location views for the various wire harness
connectors, splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SRS or the
electronic controls and communication between other modules and devices that provide features of the SRS.
The most reliable, efficient and accurate means to diagnose the SRS or the electronic controls and
communication related to SRS operation, as well as the retrieval or erasure of a DTC requires the use of a
diagnostic scan tool and may also require the use of the SRS Load Tool special tool along with the appropriate
Load Tool Jumpers and Adapters. Refer to the appropriate diagnostic information.
DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - SUPPLEMENTAL RESTRAINT SYSTEM
The hard wired circuits between modules and components related to the Supplemental Restraint System (SRS)
may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring
information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
details of wire harness routing and retention, connector pin out information and location views for the various
wire harness connectors, splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SRS or the
electronic controls and communication between other modules and devices that provide features of the SRS.
The most reliable, efficient and accurate means to diagnose the SRS or the electronic controls and
communication related to SRS operation, as well as the retrieval or erasure of a DTC requires the use of a
diagnostic scan tool. Refer to the appropriate diagnostic information.
In addition to a diagnostic scan tool that contains the latest version of the proper diagnostic software, certain
diagnostic procedures for the SRS may require the use of the SRS Load Tool special tool along with the
appropriate Load Tool Jumpers and Adapters. Refer to the appropriate diagnostic information.
STANDARD PROCEDURE
HANDLING NON-DEPLOYED SUPPLEMENTAL RESTRAINTS
At no time should any source of electricity be permitted near the inflator on the back of a non-deployed 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 movement 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
or buckle cover and away from the seat belt webbing or cable where it exits from the retractor or buckle cover.
In addition, the Supplemental Restraint System (SRS) should be disarmed whenever any steering wheel,
steering column, seat belt tensioner, airbag, impact sensor or instrument panel components require diagnosis or
service. Failure to observe this warning could result in accidental airbag deployment and possible personal
injury.
All damaged, ineffective or non-deployed airbags and seat belt tensioners which are replaced on vehicles are to
be handled and disposed of properly. If an airbag or seat belt tensioner unit is ineffective or damaged and non-
deployed, refer to the Hazardous Substance Control System for information regarding the potentially hazardous
properties of the subject component and the proper safe handling procedures. Then dispose of all non-deployed
and deployed airbags and seat belt tensioners in a manner consistent with state, provincial, local and federal
regulations.
SERVICE AFTER A SUPPLEMENTAL RESTRAINT SYSTEM DEPLOYMENT
Any vehicle which is to be returned to use following a Supplemental Restraint System (SRS) component
deployment must have the deployed restraints replaced. In addition, the following guidelines MUST be
observed.
Following ANY major vehicle impact damage in the vicinity of an impact sensor or the ORC - It is
critical that the mounting surfaces and mounting brackets for the Occupant Restraint Controller (ORC),
front impact sensors and side impact sensors located within the proximity of the impact damage be
closely inspected and restored to their original conditions. Because the ORC and each impact sensor are
used by the SRS 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.
Following ANY airbag deployment event - The Lower Anchors and Tethers for CHildren (LATCH)
provisions, the upper tether anchors (if equipped) and all interior trim panels must also be inspected.
If the driver airbag is deployed - If the Driver AirBag (DAB) has been deployed, the DAB, the
clockspring, the steering column assembly including the intermediate shaft and coupler, both outboard
front seat belt retractor and tensioner assemblies, and all other seat belt retractors and buckles in use must
be replaced. The front impact sensors (if equipped) and the steering wheel must be inspected.
If the passenger airbag is deployed - If the Passenger AirBag (PAB) has been deployed, the PAB, the
instrument panel and the PAB wire harness or connector must be replaced.
If a seat airbag is deployed - If a Seat AirBag (SAB) (also known as the pelvic and thoracic airbag) has
been deployed, the SAB, the seat back frame, the seat back foam, the seat back trim cover and the side
impact sensors on the same side of the vehicle as the deployed airbag must be replaced. Both outboard
front seat belt retractor and tensioner assemblies, and all other seat belt retractors and buckles in use must
be replaced.
If a seat belt tensioner is deployed - The seat belt tensioners are deployed in conjunction with the front
airbags, but can also be deployed with a Seat AirBag (SAB) (also known as the pelvic and thoracic

airbag) or side curtain airbags (also known as Side AirBag Inflatable Curtains/SABIC). All seat belt
tensioners must be replaced if any airbag in the vehicle has been deployed.
If a side curtain airbag is deployed - If a side curtain airbag (also known as Side AirBag Inflatable
Curtain/SABIC) has been deployed, the SABIC, the A, B and C-pillar trim and the side impact sensors on
the same side of the vehicle as the deployed airbag must be replaced. The headliner, both outboard front
seat belt retractor and tensioner assemblies, and all other seat belt retractors and buckles in use must be
replaced. For vehicles with an optional sunroof, the sunroof and the sunroof drain tubes and hoses must
also be inspected.
The components identified with the deployed SRS components in the preceding list are not intended for reuse
and will be damaged or weakened as a result of an airbag deployment, which may or may not be obvious during
a visual inspection. All other vehicle components should be closely inspected following any SRS component
deployment, but are to be replaced only as required by the extent of the visible damage incurred.
SQUIB CIRCUIT DAMAGE
In addition to the preceding guidelines, be aware that the heat created by the initiator during an airbag or
tensioner deployment will cause collateral damage to the connected wiring (squib circuits) and connector
insulators. There are two methods by which an airbag or seat belt tensioner may be connected to the vehicle
electrical system. The first method involves a short pigtail harness and connector insulator that are integral to
the airbag or tensioner unit and are replaced as a unit with the service replacement airbag or seat belt tensioner.
This connection method typically requires no additional wiring repair following a deployment.
However, the second connection method involves a wire harness takeout and connector insulator that are
connected directly to the airbag or tensioner initiator or squib. These direct-connect type take outs and
connector insulators MUST be repaired following an airbag or seat belt tensioner deployment using the
approved Supplemental Restraint System Wiring Repairs procedure. Refer to STANDARD PROCEDURE.
AIRBAG SQUIB STATUS
Multistage airbags with multiple initiators (squibs) must be checked to determine that all squibs were used
during the deployment event. The Driver AirBag (DAB) and Passenger AirBag (PAB) in this vehicle are
deployed by electrical signals generated by the Occupant Restraint Controller (ORC) through the driver or
passenger squib 1 and squib 2 circuits to the two initiators in the airbag inflators. Typically, both initiators are
used and all potentially hazardous chemicals are burned during an airbag deployment event. However, it is
possible for only one initiator to be used; therefore, it is always necessary to confirm that both initiators have
been used in order to avoid the improper handling or disposal of potentially live pyrotechnic or hazardous
materials. The following procedure should be performed using a diagnostic scan tool to verify the status of both
airbag squibs before either deployed airbag is removed from the vehicle for disposal.
CAUTION: Deployed front airbags having two initiators (squibs) in the airbag inflator
may or may not have live pyrotechnic material within the inflator. Do not
dispose of these airbags unless you are certain of complete deployment.
Refer to the Hazardous Substance Control System for information
regarding the potentially hazardous properties of the subject component
and the proper safe handling procedures. Then dispose of all non-
deployed and deployed airbags and seat belt tensioners in a manner

consistent with state, provincial, local and federal regulations.
1. Be certain that the diagnostic scan tool contains the latest version of the proper diagnostic software.
Connect the scan tool to the 16-way Data Link Connector (DLC). The DLC is located on the driver side
lower edge of the instrument panel, outboard of the steering column.
2. Transition the status of the ignition switch (also known as the Keyless Ignition Node/KIN or IGnition
Node Module/IGNM) to On.
3. Using the scan tool, read and record the active (current) Diagnostic Trouble Code (DTC) data.
Using the active DTC information, refer to the AIRBAG SQUIB STATUS table to determine the status of both
DAB squibs and both PAB squibs.
AIRBAG SQUIB STATUS

AIRBAG SQUIB STATUS
IF THE ACTIVE DTC IS: CONDITIONS SQUIB STATUS
Driver or Passenger Squib 1 AND the stored DTC minutes for both Driver Both Squib 1 and 2 were
open or Passenger squibs are within 15 minutes of used.
Driver or Passenger Squib 2 each other
open
Driver or Passenger Squib 1 AND the stored DTC minutes for Driver or Squib 1 was used; Squib 2 is
open Passenger Squib 2 open is GREATER than the live.
Driver or Passenger Squib 2 stored DTC minutes for Driver or Passenger
open Squib 1 by 15 minutes or more
Driver or Passenger Squib 1 AND the stored DTC minutes for Driver or Squib 1 is live; Squib 2 was
open Passenger Squib 1 open is GREATER than the used.
Driver or Passenger Squib 2 stored DTC minutes for Driver or Passenger
open Squib 2 by 15 minutes or more
Driver or Passenger Squib 1 AND Driver or Passenger Squib 2 open is Squib 1 was used; Squib 2 is
open NOT an active code live.
Driver or Passenger Squib 2 AND Driver or Passenger Squib 1 open is Squib 1 is live; Squib 2 was
open NOT an active code used.
NOTE: If none of the Driver or Passenger Squib 1 or 2 open are active codes, the status
of the airbag squibs is unknown. In this case the airbag should be handled and
disposed of as if the squibs were both live.
CLEANUP PROCEDURE

Fig. 2: Clean Up Safety Equipment

Following a Supplemental Restraint System (SRS) component deployment, the vehicle interior will contain a
powdery residue. This residue consists primarily of harmless particulate by-products of the small pyrotechnic
charge that initiates the propellant used to deploy a SRS component. 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.
WARNING: To avoid serious or fatal injury, 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 continues, see a physician.
Fig. 3: Vacuuming Residual Powder

1. Begin the cleanup by using a vacuum cleaner to remove any residual powder from the vehicle interior.

Clean from outside the vehicle and work your way inside, so that you avoid kneeling or sitting on a non-
cleaned area.
2. Be certain to vacuum the heater and air conditioning outlets as well. Run the heater and air conditioner
blower on the lowest speed setting and vacuum any powder expelled from the outlets.
CAUTION: Deployed front airbags having two initiators (squibs) in the airbag
inflator may or may not have live pyrotechnic material within the
inflator. Do not dispose of these airbags unless you are certain of
complete deployment. Refer to the AIRBAG SQUIB STATUS. All
damaged, ineffective, or non-deployed Supplemental Restraint
System (SRS) components which are replaced on vehicles are to be
handled and disposed of properly. If an airbag or seat belt tensioner
unit is ineffective or damaged and non-deployed, refer to the
Hazardous Substance Control System for information regarding the
potentially hazardous properties of the subject component and the
proper safe handling procedures. Then dispose of all non-deployed
and deployed airbags and seat belt tensioners in a manner
consistent with state, provincial, local and federal regulations.
3. Next, remove the deployed SRS components from the vehicle. Refer to the appropriate service removal
procedures.
4. You may need to vacuum the interior of the vehicle a second time to recover all of the powder.
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.
SUPPLEMENTAL RESTRAINT SYSTEM VERIFICATION TEST

Fig. 4: Locating DLC

NOTE: The following procedure should be performed using a diagnostic scan tool to
verify proper Supplemental Restraint System (SRS) operation following the
service or replacement of any SRS component. Refer to the appropriate
diagnostic procedures.
1. During the following test, the negative cable remains disconnected and isolated from the battery, as it was
during the Supplemental Restraint System (SRS) component removal and installation procedures.
2. Be certain that the diagnostic scan tool contains the latest version of the proper diagnostic software.
Connect the scan tool to the 16-way Data Link Connector (DLC) (2). The DLC is located on the driver
side lower edge of the instrument panel, near the steering column opening cover (1) and outboard of the
steering column.
3. Transition the status of the ignition switch (also known as the Keyless Ignition Node/KIN or IGnition
Node Module/IGNM) to On and exit the vehicle with the scan tool.
4. Check to be certain that nobody is in the vehicle, then reconnect the negative cable to the battery.
5. Using the scan tool, read and record the active (current) Diagnostic Trouble Code (DTC) data.
6. Next, use the scan tool to read and record any stored (historical) DTC data.
7. If any DTC is found in Step 5 or Step 6, refer to the appropriate diagnostic information.
8. Use the scan tool to erase the stored DTC data. If any problems remain, the stored DTC data will not
erase. Refer to the appropriate diagnostic information to diagnose any stored DTC that will not erase. If
the stored DTC information is successfully erased, go to Step 9.
9. Transition the status of the ignition switch to Off for about 15 seconds, and then back to On. Observe the
airbag indicator in the instrument cluster. It should light from four to six seconds, and then go out. This
indicates that the SRS is functioning normally and that the repairs are complete. If the airbag indicator
fails to light, or lights and stays On, there is still an active SRS fault or malfunction. Refer to the
appropriate diagnostic information to diagnose the problem.

SUPPLEMENTAL RESTRAINT SYSTEM WIRING REPAIRS
It is important when repairing any Supplemental Restraint System (SRS) electrical circuits to use the
recommended splicing kit and procedure. For applicable and available MOPAR wiring repair kits, please visit
the MOPAR Connector Web Site at the following address on the internet:
(http://dto.vftis.com/mopar/disclaimer.asp).
This recommended procedure involves crimping the wires together with a splice band, soldering the crimped
connection and, finally, sealing and protecting the repair. The crimp and solder ensure a strong mechanical bond
that will always pass a pull test while also maintaining the conductivity and current carrying capacity of the
circuit. The adhesive sealant and heat shrink tubing ensures the splice repair will perform as well or better than
the original wire and be safe from potential corrosion or short circuits.
There is no limit to the number of splice repairs that can be made in one harness using this procedure. However,
as has been past practice, multiple adjacent splices should be offset from each other. This wiring splice repair
procedure is approved for harness side repairs only. Repairs and splices to pigtail wires on SRS components
such as airbag units, seat belt tensioner units or clocksprings are not approved or recommended.
REPAIR PROCEDURE
CAUTION: If additional wire is needed when making a splice repair to any wire, it is
important that the same or next larger size wire gauge be used. Refer to
the appropriate wiring diagram for the original wire gauge size.
1. Remove 13 millimeters (0.50 inch) of insulation from each wire that needs to be spliced.
Fig. 5: Splice Band

2. Place a piece of adhesive sealant-lined heat shrink tubing (Part Number 04778570 or equivalent) over the
wire on one side of the splice. Be certain the length of tubing will be sufficient to cover and seal the entire
repair area.
3. Place the strands of the wires being spliced so that they are overlapping each other within the splice band
(1).

Fig. 6: Crimping Tool

4. Using a crimping tool (1) (MOPAR Part Number 05019912AA, Miller Special Tool Number (special tool
#10042, Crimper, Wire/Terminal) or equivalent) crimp the splice band and wires together securely.
Fig. 7: Solder Splice

CAUTION: Never use acid core solder for electrical wiring repairs.
5. Using rosin core type solder (1) only and a suitable soldering iron (3), solder the wire and splice band
connection (2) together.
Fig. 8: Heat Shrink Tube

6. Center the heat shrink tubing (2) over the splice joint repair and heat using a suitable heat gun. Heat the
joint until the tubing is tightly sealed and sealant (1) begins to ooze out of both ends of the tubing.

SPECIFICATIONS
SPECIFICATIONS
TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION N.m Ft. Lbs. In. Lbs.
Turning Loop Height Adjuster Mounting
39 29 -
Screw
Passenger Airbag Lower Bracket
8 - 71
Mounting Screws
Seat Airbag Mounting Nuts 10 - 88
Side Curtain Airbag Mounting Screws 7 - 62
Child Restraint Tether Strap Mounting 14 10 -
Screw
Front Center Seat Belt Center Buckle or
Center Anchor Buckle Lower Anchor 39 29 -
Mounting Screw
Front Outboard Seat Belt Buckle Lower
25 18 -
Anchor Mounting Screw
Rear Seat Belt Center Buckle and Left
Outboard Buckle Lower Anchor Bracket 39 29 -
Mounting Screws
Clockspring Mounting Screws 3 - 25
Occupant Restraint Controller Mounting
11 8 -
Nuts
Occupant Restraint Controller Adapter
10 7 -
Bracket Mounting Screw
Front Center Seat Belt Retractor Lower
39 29 -
Bracket Mounting Screws
Front Center Seat Belt Bracket To Body
20 15 -
Front Outboard Seat Belt Retractor Upper
12 - 106
Front Outboard Seat Belt Retractor Lower
39 29 -
Front Outboard Seat Belt Turning Loop
45 33 -
Mounting Screw
Front Outboard Seat Belt Lower Anchor
45 33 -
Mounting Screw
Rear Center Seat Belt Buckle Anchor
23 17 -
Bracket Nut - Mega Cab
Rear Center Seat Belt Buckle Anchor
Bracket Nut - Mega Cab

Rear Center Seat Belt Buckle Anchor To

40 30 -
Anchor Bracket Screw - Mega Cab
Rear Seat Rear Mounting Bracket Screw -
47 35 -
Mega Cab
Rear Seat Inboard Seat Hinge Stabilizer
5 - 44
Bracket Screws - Mega Cab
Rear Center Seat Belt Bracket To Body
20 15 -
Rear Center Seat Belt Retractor Lower
45 33 -
Rear Outboard Seat Belt Retractor Lower
39 29 -
Rear Outboard Seat Belt Turning Loop
39 29 -
Mounting Screw
Rear Outboard Seat Belt Lower Anchor
39 29 -
Mounting Screw
Front Impact Sensor Mounting Screw 11 - 89
Side Acceleration-Type Impact Sensor
9 - 80
Mounting Screws
SPECIAL TOOLS
SPECIAL TOOLS
10042 - Crimper, Wire/Terminal

(Originally Shipped In Kit Number(s)
10042.)
10187 - Remover Tool, Driver's Airbag

(Originally Shipped In Kit Number(s)

10187, 10203.)
ADJUSTER, SEAT BELT TURNING LOOP

REMOVAL
REMOVAL
injury.

Fig. 9: Front Seat Belt Turning Loop & Height Adjuster

1. Firmly grasp the top of the trim cover (2) for the front seat belt turning loop height adjuster (1) on the
inside of the upper B-pillar and pull it away from the height adjuster far enough unsnap it, then disengage
the lower snap features of the trim cover from the adjuster and discard. The trim cover is a one time
component and is not intended for reuse.
2. Remove the screw (4) that secures the front seat belt (3) turning loop to the height adjuster on the inside
of the upper B-pillar.
3. Remove the seat belt turning loop from the height adjuster.

Fig. 10: B-Pillar

4. Remove the upper trim from the inside of the B-pillar (1). Refer to PANEL, B-PILLAR TRIM,
UPPER, REMOVAL .
5. Remove the screw (2) that secures the height adjuster (3) to the inside of the upper B-pillar.
6. Lift the height adjuster upward on the B-pillar far enough to disengage the hook (4) on the back of the
adjuster from the B-pillar.
7. Rotate the top of the adjuster down and rearward to a horizontal position in order to disengage the T-tab
(5) near the lower end of the height adjuster from the hole in the B-pillar.
8. Remove the height adjuster from the B-pillar.
INSTALLATION
INSTALLATION

injury.
Fig. 11: B-Pillar

1. Position the front seat belt turning loop height adjuster (3) horizontally to the inside of the upper B-pillar
(1) with the top of the adjuster oriented rearward.
2. Engage the T-tab (5) near the lower end of the height adjuster into the hole in the B-pillar.
3. Rotate the top of the height adjuster up and forward to a vertical position on the inside of the B-pillar.
4. Lift the height adjuster upward on the B-pillar far enough to engage the hook (4) on the back of the
adjuster into the B-pillar clearance hole.
5. Install and tighten the screw (2) that secures the height adjuster to the inside of the upper B-pillar. Tighten
the screw to 39 N.m (29 ft. lbs.).
6. Reinstall the upper trim onto the inside of the B-pillar. Refer to PANEL, B-PILLAR TRIM, UPPER,
INSTALLATION .

Fig. 12: Front Seat Belt Turning Loop & Height Adjuster
7. Position the front seat belt (3) turning loop onto the height adjuster (1) on the inside of the upper B-pillar.
8. Install and tighten the screw (4) that secures the turning loop to the height adjuster. Tighten the screw to
45 N.m (33 ft. lbs.).
9. Engage the lower snap features of a new trim cover (2) under the height adjuster, then use hand pressure
to press the top of the trim cover firmly and evenly over the height adjuster until it snaps into place.
AIR BAG, DRIVER

DESCRIPTION
DESCRIPTION

Fig. 13: Driver Airbag Protective Trim Cover

The injection molded, thermoplastic Driver AirBag (DAB) protective trim cover (2) is the most visible part of
the DAB. The DAB is located in the center of the steering wheel (1), where it is secured to the armature of the
four-spoke steering wheel. An injection molded bright emblem with the Ram logo is applied to the center of the
trim cover.
Fig. 14: Airbag Housing & Inflator

Concealed beneath the DAB trim cover (1) are the folded airbag cushion, the airbag housing (4), the airbag
inflator (3) and the retainers that secure the inflator to the airbag housing. The airbag cushion, housing, and

inflator are secured within an integral receptacle molded into the back of the trim cover. The four vertical walls
of this receptacle have numerous small windows with blocking tabs (2) that are engaged by numerous hook
formations around the perimeter of the airbag housing. Each hook is inserted through one of the windows and
the blocking tab in each window keeps the hook properly engaged with the trim cover, locking the trim cover
securely into place on the airbag housing.
Three wire loop snap retainers (6) extend from the housing to secure the airbag to the steering wheel armature.
The wire loop at the 6 o'clock position has a distinctive V-shape to ensure proper orientation of the airbag when
it is installed onto the steering wheel. Unlike many prior DAB units, the horn switch used for this application is
not a resistive membrane unit located between the airbag cushion and trim cover. The horn switch used in this
vehicle is a floating type switch design that is secured to four pods within the steering wheel hub cavity and is
separate from the DAB. Refer to SWITCH, HORN, REMOVAL .
The airbag used in this vehicle is a multistage-type that complies with revised federal airbag standards to deploy
with less force than those used in some prior vehicles. A radial deploying 67 centimeter (26.5 inch) diameter
fabric cushion with internal tethers is used. The airbag inflator is a dual-initiator, non-azide, pyrotechnic-type
unit and is secured to the stamped metal airbag housing by four studs using four flanged hex nuts. Two keyed
and color-coded connector receptacles (5) on the DAB inflator connect the two inflator initiators to the vehicle
electrical system through two black-jacketed, two-wire pigtail harnesses of the clockspring. A locator hole has
been added to the back of the DAB housing at the 12 o'clock position and a routing clip with a plastic push-in
retainer has been added to the clockspring pigtail wires to route the wiring away from potential pinch points.
The DAB unit cannot be repaired, and must be replaced if deployed, ineffective or in any way damaged. The
DAB trim cover may be disassembled from the DAB unit, and is available for separate service replacement.
OPERATION
OPERATION
The multistage Driver AirBag (DAB) is deployed by electrical signals generated by the Occupant Restraint
Controller (ORC) through the DAB squib 1 and squib 2 circuits to the two initiators in the airbag inflator. By
using two initiators, the airbag can be deployed at multiple levels of force. The force level is controlled by the
ORC to suit the monitored impact conditions by providing one of several delay intervals between the electrical
signals provided to the two initiators. The longer the delay between these signals, the less forcefully the airbag
will deploy.
When the ORC sends the proper electrical signals to each initiator, 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 inert gas. The inflator is sealed to the back of
the airbag housing and a diffuser in the inflator directs all of the inert gas into the airbag cushion, causing the
cushion to inflate. As the cushion inflates, the DAB trim cover will split at predetermined breakout lines, then
fold back out of the way. Following an airbag deployment, the airbag cushion quickly deflates by venting the
inert gas towards the instrument panel through vent holes within the fabric used to construct the back (steering
wheel side) panel of the airbag cushion.
Some of the chemicals used to create the inert gas may be considered hazardous while in their solid state before
they are burned, but they are securely sealed within the airbag inflator. Typically, both initiators are used and all

potentially hazardous chemicals are burned during an airbag deployment event. However, it is possible for only
one initiator to be used during a deployment due to an airbag system fault; therefore, it is necessary to always
confirm that both initiators have been used in order to avoid the improper disposal of potentially live
pyrotechnic or hazardous materials. Refer to STANDARD PROCEDURE.
The inert gas that is produced when the chemicals are burned is harmless. However, a small amount of residue
from the burned chemicals may cause some temporary discomfort if it contacts the skin, eyes, or breathing
passages. If skin or eye irritation is noted, rinse the affected area with plenty of cool, clean water. If breathing
passages are irritated, move to another area where there is plenty of clean, fresh air to breath. If the irritation is
not alleviated by these actions, contact a physician.
The ORC monitors the condition of the driver airbag through circuit resistance. If any fault is detected the ORC
will illuminate the airbag indicator in the instrument cluster and store a Diagnostic Trouble Code (DTC). Proper
diagnosis of the DAB initiator and squib circuits requires the use of a diagnostic scan tool and may also require
the use of the SRS Load Tool special tool along with the appropriate Load Tool Jumpers and Adapters. Refer to
the appropriate diagnostic information.
REMOVAL
REMOVAL
WARNING: To avoid serious or fatal injury when removing a deployed airbag, rubber
gloves, eye protection, and a long-sleeved shirt should be worn. There
may be deposits on the airbag cushion and other interior surfaces. In
large doses, these deposits may cause irritation to the skin and eyes.

Fig. 15: Airbag Retainer Access Holes

NOTE: The following procedure is for replacement of an ineffective or damaged Driver

AirBag (DAB). If the airbag is ineffective or damaged, but not deployed, review
the recommended procedures for Handling Non-Deployed Supplemental
Restraints. Refer to STANDARD PROCEDURE. If the DAB has been deployed,
review the recommended procedures for Service After A Supplemental
Restraint Deployment before removing the airbag from the vehicle. Refer to
STANDARD PROCEDURE.
1. Disconnect and isolate the negative cable from the battery. Wait two minutes for the system capacitor to
discharge before further service.
2. Remove the upper shroud from the steering column. Refer to SHROUD, STEERING COLUMN,
REMOVAL .
3. Release the steering column tilt lever and lower the column to its most downward position for easiest
driver airbag removal access.
NOTE: It may be helpful to use a small mirror to aid visibility during the initial
attempt to remove the Driver AirBag (DAB) from the steering wheel.
4. There are three airbag retainer access holes (1) on the instrument panel side of the hub of the steering
wheel (2), located at the two o'clock, six o'clock and ten o'clock positions. The steering wheel must be
rotated to bring each of these access holes up to the twelve o'clock position of the steering column one at
a time for removal access.

Fig. 16: Inserting Driver Airbag Removal Tool No. 10187

5. Insert the short blade (Tip A) of the DAB Removal Tool (Special Tool Number (special tool #10187,
Remover Tool, Driver's Airbag)) (1) or the blade of an equivalent prying tool into either of the upper (two
o'clock or ten o'clock) access holes (3) of the steering wheel hub rear trim cover (2), being certain to place
the blade of the tool on the inboard (steering wheel hub) side of the airbag snap retainer wire loop.
Fig. 17: Snap Retainer Wire Loop

6. Push the handle of the tool downward for the blade to pry the snap retainer wire loop (3) upward far

enough to disengage the loop from the hook of the steering wheel armature. At the same time, gently pull
the DAB (1) away from the steering wheel (2) to prevent the retainer from snapping back into place over
the hook once it is disengaged.
7. Repeat Steps 5 and 6 at the other upper (two o'clock or ten o'clock) access hole to disengage the other
upper snap retainer wire loop.
8. Repeat Steps 5 and 6 at the lower (six o'clock) access hole to disengage the lower snap retainer wire loop.
The lower snap retainer wire loop has a distinctive V-shape and must always be installed onto the six
o'clock hook of the steering wheel armature.
Fig. 18: Identifying Clockspring Pigtail Wiring Harness

9. Pull the DAB away from the steering wheel far enough to access and disengage the plastic push-in
retainer (2) of the clockspring pigtail wire harness (1) from the locator hole (3) at the 12 o'clock position
on the back of the airbag housing.
CAUTION: Do not pull on the clockspring pigtail wires or pry on the connector
insulator to disengage the connector from the driver airbag inflator
connector receptacle. Improper removal of these pigtail wires and
their connector insulators can result in damage to the airbag circuits
or connector insulators.

Fig. 19: Airbag Pigtail Wire Connector Insulators & Integral Latches
10. The clockspring DAB pigtail wire connector insulators (1) are secured by integral latches (2) to the airbag
inflator connector receptacles, which are located on the back of the airbag housing. Pinch both latches
firmly, then pull the insulators straight out from the airbag inflator to disconnect them from the connector
receptacles.
11. Remove the DAB from the steering wheel.
12. If the DAB has been deployed, the clockspring and the steering column must also be replaced.
DISASSEMBLY
DISASSEMBLY
WARNING: To avoid serious or fatal injury, service of this unit should be performed
only by Chrysler-trained and authorized dealer service technicians.
Failure to take the proper precautions or to follow the proper procedures
could result in accidental, incomplete, or improper airbag deployment and
possible occupant injuries.
WARNING: To avoid serious or fatal injury, use extreme care to prevent any foreign

material from entering the Driver AirBag (DAB), or becoming entrapped

between the DAB cushion and the DAB trim cover. Failure to observe this
warning could result in occupant injuries upon airbag deployment.
WARNING: To avoid serious or fatal injury, the Driver AirBag (DAB) trim cover must
never be painted. Replacement trim covers are serviced in the original
colors. Paint may change the way in which the material of the trim cover
responds to an airbag deployment. Failure to observe this warning could
result in occupant injuries upon airbag deployment.
Fig. 20: Airbag Housing Hooks

NOTE: The following procedures can be used to replace the Driver AirBag (DAB) trim
cover for service of cosmetic damage issues. If the DAB is ineffective or
deployed, the entire DAB and trim cover must be replaced as a unit.
2. Remove the Driver AirBag (DAB) from the steering wheel. Refer to AIR BAG, DRIVER, REMOVAL.
3. Place the DAB on a suitable clean and dry work surface with the trim cover (1) facing down. If the trim
cover will be reused, be certain to take the proper precautions to prevent the trim cover from receiving
cosmetic damage during the following procedures.
4. Disengage each of the twelve hooks (3) of the airbag housing (2) from the twelve windows in the vertical
walls of the trim cover, one wall at a time. Start by disengaging the upper wall, then do each of the two
side walls, and finish with the lower wall. To disengage the hooks, use hand pressure to push outward on
the upper edge of the receptacle wall far enough to clear the locating tab (4) on the airbag housing, at the

same time push the adjacent edge of the airbag housing firmly and evenly downward into the trim cover
receptacle.
5. With all of the hooks disengaged, lift the housing, inflator, and cushion as a unit from the receptacle on
the back of the DAB trim cover.
ASSEMBLY
ASSEMBLY
WARNING: To avoid serious or fatal injury, service of this unit should be performed
only by Chrysler-trained and authorized dealer service technicians.
Failure to take the proper precautions or to follow the proper procedures
could result in accidental, incomplete, or improper airbag deployment and
possible occupant injuries.
WARNING: To avoid serious or fatal injury, the Driver AirBag (DAB) trim cover must

Fig. 21: Airbag Housing Hooks

NOTE: The following procedures can be used to replace the Driver AirBag (DAB) trim
cover and horn switch unit for service. If the DAB is ineffective or deployed, the
entire DAB, trim cover and horn switch must be replaced as a unit.
1. Place the Driver AirBag (DAB) trim cover (1) on a suitable clean and dry work surface with the
receptacle facing up. Be certain to take the proper precautions to prevent the trim cover from receiving
cosmetic damage during the following procedures.
2. Position the DAB housing (2), inflator and cushion as a unit over the trim cover receptacle.
3. Using hand pressure, push the airbag housing firmly and evenly down into the trim cover receptacle far
enough that the hooks (3) of the housing are aligned with the windows in the vertical walls of the
receptacle.
4. Work around the perimeter of the unit engaging each of the twelve hooks on the DAB housing through
the twelve windows in the walls of the trim cover receptacle.
5. After the DAB has been assembled, try pulling the trim cover and the airbag housing away from each
other. This action will fully seat the edges of the windows into the cradles of the hooks and the vertical
walls of the receptacle beneath the locating tabs (4) of the housing.

Fig. 22: Airbag Blocking Tab & Housing Hook

6. Before reinstalling the airbag onto the steering wheel, check that the blocking tab (1) in each of the trim
cover (2) windows is oriented over the airbag housing hook (3) as shown in illustration.
7. Reinstall the DAB onto the steering wheel. Refer to AIR BAG, DRIVER, INSTALLATION.
INSTALLATION
INSTALLATION
WARNING: To avoid serious or fatal injury, the driver airbag trim cover must never be

painted. Replacement airbags are serviced with trim covers in the original
Fig. 23: Identifying Clockspring Pigtail Wiring Harness

NOTE: The following procedure is for replacement of an ineffective or damaged Driver

AirBag (DAB). If the airbag is ineffective or damaged, but not deployed, review
Restraints. Refer to STANDARD PROCEDURE. If the DAB has been deployed,
STANDARD PROCEDURE.
1. Position the Driver AirBag (DAB) close enough to the steering wheel to reconnect the two clockspring
DAB pigtail wire (1) electrical connections (5) to the inflator connector receptacles (4) on the back of the
airbag housing.
2. Reconnect the wire connectors to the airbag inflator connector receptacles by pressing straight in on the
connector insulator. Be certain to engage each keyed and color-coded connector to the matching
connector receptacle. You can be certain that each connector is fully engaged in its receptacle by listening
carefully for a distinct, audible click as the connector latches snap into place.
3. Be certain to fully engage the plastic push-in retainer (2) of the clockspring pigtail wires into the locator
hole (3) at the 12 o'clock position on the back of the airbag housing.

Fig. 24: Snap Retainer Wire Loop

4. Carefully position the DAB (1) into the hub cavity of the steering wheel (2). Be certain that the
clockspring pigtail wires and the steering wheel wire harness are not pinched between the DAB and the
horn switch, the steering wheel armature or, on vehicles equipped with a diesel engine, the steering wheel
damper weight.
5. Engage the lower airbag snap retainer wire loop (3) onto the lower hook of the steering wheel armature.
The lower snap retainer wire loop has a distinctive V-shape and must always be installed onto the six
o'clock hook of the steering wheel armature.
6. Roll the DAB upwards and press firmly and evenly over the two upper snap retainer wire loop locations
simultaneously until they snap into place over the two upper hooks of the steering wheel armature.
7. Reinstall the upper shroud onto the steering column. Refer to SHROUD, STEERING COLUMN,
INSTALLATION .
8. Do not reconnect the negative cable to the battery at this time. The Supplemental Restraint System (SRS)
Verification Test procedure should be performed following service of any SRS component. Refer to
STANDARD PROCEDURE.
AIR BAG, PASSENGER

DESCRIPTION
DESCRIPTION

Fig. 25: Passenger Air Bag

The horizontal surface of the instrument panel trim cover (1) above the upper glove box/storage bin is the most
visible part of the Passenger AirBag (PAB). The PAB door is integral to the top of the instrument panel trim
cover forward of the upper glove box/storage bin opening on the instrument panel in front of the front seat
passenger seating position.
Fig. 26: Passenger Air Bag

Located below the PAB door area of the instrument panel trim cover (1), the molded thermoplastic PAB
retainer (2) or chute is secured to the underside of the trim cover. The retainer defines the airbag door breakout
area of the trim cover and serves as the receptacle for the PAB cushion and housing. Numerous small window
openings on the forward and rearward flanges of the receptacle receive mating hook formations stamped into
the airbag housing, which locate and secure the housing to the trim cover.

Fig. 27: Passenger Airbag Unit Mounting Bracket

The PAB unit is also secured by two screws through a stamped mounting bracket (2) to the instrument panel
structural support. The PAB unit used in this vehicle is a multistage type that complies with revised federal
airbag standards to deploy with less force than those used in some prior vehicles.
The PAB unit consists of a stamped metal housing (1), the airbag cushion, and the airbag inflator (3). The
airbag inflator is secured to the housing by four screws and nuts. The airbag housing contains the folded
rectangular airbag cushion. The folded airbag cushion within the metal housing should never be unfolded.
The airbag inflator is a non-azide, pyrotechnic-type unit that is secured to and sealed within the airbag housing.
Two dedicated takeouts and yellow connectors of the instrument panel wire harness with keyed, and color-
coded (black and orange) insulators connect the two inflator initiators (4) to the vehicle electrical system.
The PAB cannot be repaired, and must be replaced if deployed, ineffective, or in any way damaged. The PAB
door and retainer are serviced only as a unit with the instrument panel trim cover. If the PAB is deployed, the
instrument panel trim cover must also be replaced.
OPERATION
OPERATION
The multistage Passenger AirBag (PAB) is deployed by electrical signals generated by the Occupant Restraint
Controller (ORC) through the PAB squib 1 and squib 2 circuits to the two initiators in the airbag inflator. By
using two initiators, the PAB can be deployed at multiple levels of force. The force level is controlled by the
ORC to suit the monitored impact conditions by providing one of multiple delay intervals between the electrical
signals provided to the two initiators. The longer the delay between these signals, the less forcefully the airbag
will deploy.

When the ORC sends the proper electrical signals to each initiator, 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 inert gas. The inflator is sealed to the airbag
cushion and a diffuser in the inflator directs all of the inert gas into the airbag cushion, causing the cushion to
inflate. As the cushion inflates, the PAB door area of the instrument panel top pad will split at predetermined
tear seam lines concealed on the underside of the instrument panel trim cover, then the door will pivot up over
the top of the instrument panel and out of the way. Following an airbag deployment, the airbag cushion quickly
deflates by venting the inert gas through a discrete vent hole in each fabric side panel of the airbag cushion.
The PAB cushion in this vehicle also has an active vent located on each side of the cushion. The active vents
close during an unobstructed deployment to provide a fully inflated bag. However, if the deployment is
obstructed by an out-of-position passenger, the active vents open to reduce the likelihood of an airbag-induced
injury.
Typically, both initiators are used during a PAB deployment event. However, it is possible for only one initiator
to be used during a deployment due to an airbag system fault; therefore, it is necessary to always confirm that
both initiators have been used in order to avoid the improper disposal of potentially live pyrotechnic materials.
Refer to STANDARD PROCEDURE.
The ORC monitors the condition of the passenger airbag through circuit resistance. If any fault is detected the
ORC will illuminate the airbag indicator in the instrument cluster and store a Diagnostic Trouble Code (DTC).
Proper diagnosis of the PAB inflator and squib circuits requires the use of a diagnostic scan tool and may also
require the use of the SRS Load Tool special tool along with the appropriate Load Tool Jumpers and Adapters.
Refer to the appropriate diagnostic information.
REMOVAL
REMOVAL
may be deposits on the airbag unit and other interior surfaces. In large
doses, these deposits may cause irritation to the skin and eyes.

Fig. 28: Passenger Airbag Mounting

NOTE: The following procedure is for replacement of an ineffective or damaged

Passenger AirBag (PAB). If the airbag is ineffective or damaged, but not
deployed, review the recommended procedures for Handling Non-Deployed
Supplemental Restraints. Refer to STANDARD PROCEDURE. If the PAB has
been deployed, review the recommended procedures for Service After A
Supplemental Restraint Deployment before removing the airbag from the
vehicle. Refer to STANDARD PROCEDURE.
2. Remove the glove box from the instrument panel. Refer to GLOVE BOX, INSTRUMENT PANEL,
REMOVAL .
3. Remove the upper storage bin/glove box from the instrument panel. Refer to BIN, INSTRUMENT
PANEL, REMOVAL .
4. Reach through the upper storage bin/glove box opening of the instrument panel to access and remove the
two screws (6) that secure the Passenger AirBag (PAB) (2) lower bracket to the instrument panel
structural support (5).
5. Remove all of the components and fasteners that secure the trim cover (3) to the instrument panel
structural support. Refer to COVER, INSTRUMENT PANEL, REMOVAL .
6. Slowly and carefully lift the trim cover up from the instrument panel structural support far enough to
access and disconnect the instrument panel wire harness connectors (7) from the PAB inflator. To
disconnect the connectors:
a. Pull the connector lock out of the connector insulator.
b. Pinch both latches firmly, then pull the insulators straight out from the inflator to disconnect them

from the connector receptacles.

7. Remove the instrument panel trim cover and PAB from the vehicle as a unit and place it upside down on
a suitable work surface. If the trim cover will be reused, be certain to take the proper precautions to
protect the trim cover from cosmetic damage.
8. Disengage all of the hooks (4) on one side of the PAB housing from the windows in the forward or
rearward vertical wall of the PAB chute/retainer (1) on the underside of the trim cover. To disengage the
hooks, use hand pressure to push one edge of the PAB housing firmly and evenly downward into the
retainer receptacle. Then, while pulling outward on the adjacent upper edge of the receptacle wall, roll the
disengaged side out of the retainer and disengage the hooks on the opposite side from the retainer.
9. With all of the hooks disengaged, lift the PAB housing, inflator, and cushion as a unit from the retainer
receptacle on the underside of the instrument panel trim cover.
INSTALLATION
INSTALLATION
material from entering the passenger airbag, or becoming entrapped
between the passenger airbag cushion and the instrument panel trim
cover. Failure to observe this warning could result in occupant injuries
upon airbag deployment.
WARNING: To avoid serious or fatal injury, the instrument panel trim cover must

Fig. 29: Passenger Airbag Mounting

NOTE: The following procedure is for replacement of an ineffective or damaged

Passenger AirBag (PAB). If the airbag is ineffective or damaged, but not
deployed, review the recommended procedures for Handling Non-Deployed
Supplemental Restraints. Refer to STANDARD PROCEDURE. If the PAB has
been deployed, review the recommended procedures for Service After A
Supplemental Restraint Deployment before removing the airbag from the
vehicle. Refer to STANDARD PROCEDURE.
1. Place the instrument panel trim cover (3) on a suitable work surface with the Passenger AirBag (PAB)
chute/retainer (1) receptacle facing up. Be certain to take the proper precautions to prevent the trim cover
from receiving cosmetic damage during the following procedures.
2. Carefully position the PAB housing (2) into the PAB retainer receptacle.
3. Work around the perimeter of the PAB engaging each of the hooks (4) on the PAB housing through the
windows in the forward and rearward vertical walls of the PAB retainer receptacle.
4. Position the instrument panel trim cover and PAB over the instrument panel structural support (5) as a
unit.
5. Lift the trim cover up from the instrument panel structural support far enough to access and reconnect the
instrument panel wire harness connectors (7) to the PAB inflator. Be certain that the latches and lock on
each connector are fully engaged.
6. Reinstall all of the fasteners and components that secure the trim cover to the instrument panel structural
support. Refer to COVER, INSTRUMENT PANEL, INSTALLATION .
7. Reach through the upper storage bin/glove box opening of the instrument panel to install and tighten the
two screws (6) that secure the PAB lower bracket to the instrument panel structural support. Tighten the
screws to 8 N.m (71 in. lbs.).

8. Reinstall the upper storage bin/glove box into the instrument panel. Refer to BIN, INSTRUMENT
PANEL, INSTALLATION .
9. Reinstall the glove box into the instrument panel. Refer to GLOVE BOX, INSTRUMENT PANEL,
INSTALLATION .
STANDARD PROCEDURE.
AIR BAG, SEAT

DESCRIPTION
DESCRIPTION
Fig. 30: Identifying Seat Airbag Case, Studs & Inflator Initiator
Seat AirBags (SAB) (also known as pelvic and thoracic airbags) are available equipment on this model.
Vehicles with this equipment can be readily identified by a sewn tag with the SRS - AIRBAG logo located on
the outboard side of the front seat back trim cover. These airbags are completely concealed beneath the seat
back trim cover on the upper outboard sides of both front seat backs. The airbags are inserted into a sewn pouch
called an intensifier on the inside of the trim cover, then secured to the seat back frame by nuts on two studs (2).
Both studs are installed on a stamped metal bracket located within the SAB case (1) and exit through the
inboard side of the housing.
The folded SAB cushion is contained within and protected by the molded plastic clamshell-type SAB case. The
cushion is constructed of a coated nylon fabric. The SAB housing also contains the airbag inflator and a high
pressure cylinder filled with inert gas. The airbag inflator is a single-initiator, hybrid-type unit that is secured to
and sealed within the airbag housing. The SAB is connected to the vehicle electrical system through a dedicated
jumper wire harness with a connector insulator that connects directly to the inflator initiator (3). The connector
insulators are uniquely keyed and color-coded to ensure they can only be connected to the initiator.

The SAB cannot be repaired, and must be replaced if deployed, ineffective, or in any way damaged. If the SAB
is deployed, the seat back frame, the seat back foam cushion, the seat back trim cover and the seat airbag
jumper wire harness must also be replaced.
OPERATION
OPERATION
Each Seat AirBag (SAB) (also known as a pelvic and thoracic airbag) is deployed individually by an electrical
signal generated by the Occupant Restraint Controller (ORC) to which it is connected through left or right SAB
line 1 and line 2 (or squib) circuits. The hybrid-type inflator assembly for each SAB contains a small canister of
highly compressed inert gas. When the ORC sends the proper electrical signal to the 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 so that all of the released gas
is directed into the folded SAB cushion, causing the cushion to inflate. As the cushion inflates it will split open
the clamshell case, the sewn pouch (intensifier) and the outboard side of the seat back trim cover and expand
into the area between the outboard side of the front seat and the front door to form a cushion to protect the front
seat occupant during a side impact collision. In 1500 or 2500 models, the optional SAB units may also be
deployed during a vehicle rollover incident.
Following the deployment, the SAB cushion slowly deflates by venting the inert gas through the loose weave of
the cushion fabric, and the deflated cushion hangs down loosely from the outboard side of the front seat back.
The ORC monitors the condition of the seat airbags through circuit resistance. If any fault is detected the ORC
will illuminate the airbag indicator in the instrument cluster and store a Diagnostic Trouble Code (DTC). Proper
diagnosis of the SAB inflator and squib circuits requires the use of a diagnostic scan tool and may also require
the use of the SRS Load Tool special tool along with the appropriate Load Tool Jumpers and Adapters. Refer to
the appropriate diagnostic information.
REMOVAL
REMOVAL

Fig. 31: Identifying Front Seat Back Frame, Seat AirBag (SAB) & SAB Jumper Wire Harness
NOTE: The following procedure is for replacement of an ineffective or damaged Seat

AirBag (SAB). If the airbag is ineffective or damaged, but not deployed, review
Restraints. Refer to STANDARD PROCEDURE. If the SAB has been deployed,
STANDARD PROCEDURE.
1. Position the front seat to its most forward position for easiest access to the front seat mounting hardware.
3. Remove the front seat from the vehicle. Refer to SEAT, FRONT, REMOVAL and SEAT, FRONT
CENTER, REMOVAL .
CAUTION: During removal of the seat back trim cover, be certain not to tear or
damage the integral nylon pouch that contains the Seat AirBag
(SAB). If the nylon pouch or the trim cover are torn or damaged, the
entire front seat back trim cover must be replaced with a new unit.
4. Remove the trim from the front and back of the front seat back frame (3), but do not remove the outboard
side of the seat back trim cover until after the Seat AirBag (SAB) (2) has been detached from the seat
back frame.

CAUTION: Do not pull on the Seat AirBag (SAB) jumper wire harness take out or
pry on the connector insulator to disengage the connector from the
SAB inflator connector receptacle. Improper removal of this take out
and its connector insulator can result in damage to the airbag
circuits or the connector insulator.
5. Disconnect the SAB jumper wire harness (1) connector from the SAB inflator. Slide the yellow locking
tab down, then squeeze the two latch tabs on the connector insulator. Pull the insulator straight out from
the inflator to disconnect it from the connector receptacle.
6. Remove the two nuts (4) that secure the SAB to the outboard side of the seat back frame.
7. Grasp the outboard side of the seat back trim cover and pull the trim cover and cushion over the top of the
seat back frame. This will allow room to remove the SAB without damaging the trim cover or the
cushion.
8. Working between the seat back trim cover and the seat back frame, carefully disengage the two SAB
studs from the nylon pouch (intensifier) and slide the unit out of the pouch. Be certain not to tear or
damage the nylon pouch or the trim cover.
INSTALLATION
INSTALLATION
CAUTION: The Seat AirBag (SAB) must be installed into the nylon pouch integral to
the front seat back trim cover before the SAB or the trim cover are
installed on the front seat back frame. Failure to do so will adversely affect
the function of the SAB system.

Fig. 32: Identifying Front Seat Back Frame, Seat AirBag (SAB) & SAB Jumper Wire Harness
NOTE: The following procedure is for replacement of an ineffective or damaged Seat

AirBag (SAB). If the airbag is ineffective or damaged, but not deployed, review
Restraints. Refer to STANDARD PROCEDURE. If the SAB has been deployed,
STANDARD PROCEDURE.
1. Carefully slide the Seat AirBag (SAB) unit (2) into the nylon pouch (intensifier) integral to the outboard
side of the front seat back trim cover and engage the two SAB studs through the holes provided in the
pouch. Be certain not to tear or damage the nylon pouch or the trim cover.
2. Position the SAB and seat back trim cover as a unit to the outboard side of the seat back frame (3) and
insert the SAB mounting studs through the mounting holes in the frame.
3. Install and tighten the two nuts (4) that secure the SAB to the outboard side of the seat back frame.
Tighten the nuts to 10 N.m (88 in. lbs.).
4. Reconnect the seat jumper wire harness (1) connector to the SAB inflator. Be certain that the connector
latches and lock are fully engaged.
CAUTION: Be certain that all of the trim is properly reinstalled on the front seat
back frame. Failure to do so will adversely affect the function of the
Seat AirBag (SAB) system.
5. Reinstall the trim onto the front and back of the front seat back frame.
6. Reinstall the front seat into the vehicle. Refer to SEAT, FRONT, INSTALLATION and SEAT,

FRONT CENTER, INSTALLATION .

STANDARD PROCEDURE.
AIR BAG, SIDE CURTAIN

DESCRIPTION
DESCRIPTION
Fig. 33: SRS Logo

Side curtain airbags (also known as Side AirBag Inflatable Curtains/SABIC) are standard equipment on this
vehicle. These airbags are passive, inflatable, Supplemental Restraint System (SRS) components, and vehicles
with this equipment can be readily identified by a molded identification trim button with the SRS - AIRBAG
logo located on the upper B-pillar trim. This system is designed to reduce injuries to the vehicle occupants in
the event of a side impact collision. In 1500 and 2500 models, this system is also designed to protect vehicle
occupants in the event of a vehicle rollover incident.

Fig. 34: Side Curtain Airbags

Vehicles equipped with side curtain airbags have two individually controlled curtain airbag units (8). These
airbag units are concealed and mounted above the headliner where they are each secured to one of the roof side
rails (5). Each folded airbag cushion is contained within a fabric wrap and extruded plastic channels that extend
along the roof rail from the A-pillar (6) at the front of the vehicle to the rearmost pillar of the vehicle. A long
tether (7) extends down the A-pillar toward the belt line from the front of the airbag cushion, where it is
retained to the inside of the pillar with plastic push-in fasteners.
The hybrid-type inflator (3) for each airbag is initially secured by a bracket with a T-tab at the front into a keyed
slot in the roof rail above the B-pillar (standard cab) or above the rear door opening (quad or crew cab and mega
cab), and is connected to the airbag cushion by a long tubular manifold (4). The airbag is then secured during
installation with a single plastic push-in fastener to the roof rail. The entire assembly is then secured along the
inside of the roof rail with screws.
The initiator of the airbag inflator is connected to the vehicle electrical system by a dedicated two-wire take out
and connector of the body wire harness routed up the B-pillar (standard cab) or C-pillar (quad or crew cab and
mega cab). A keyed and latched connector insulator (1) is connected directly to the connector receptacle of the
initiator near the rear of the inflator. The body wire harness connects each curtain airbag unit to the Occupant
Restraint Controller (ORC).
The side curtain airbag unit cannot be adjusted or repaired and must be replaced if deployed, ineffective, or in
any way damaged. Once a side curtain airbag has been deployed, the complete airbag unit, the headliner, the
upper A, B, and C-pillar trim, and all other visibly damaged components must be replaced.
OPERATION
OPERATION

Each side curtain airbag (also known as Side AirBag Inflatable Curtain/SABIC) 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 compressed 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. As the
airbag cushion inflates it will drop down from the roof rail between the edge of the headliner and the side
glass/body pillars to form a curtain-like cushion to protect the vehicle occupants during a side impact collision.
In 1500 and 2500 models, the SABIC may also inflate during a vehicle rollover incident.
The front tether keeps the front portion of the side airbag cushion taut to the side of the vehicle, thus ensuring
that the bag will deploy in the proper position. Following the airbag deployment, the airbag cushion slowly
deflates by venting the inert gas through the loose weave of the cushion fabric, and the deflated cushion hangs
down loosely from the roof rail.
The ORC monitors the condition of the side curtain airbags through circuit resistance. If any fault is detected
the ORC will illuminate the airbag indicator in the instrument cluster and store a Diagnostic Trouble Code
(DTC). Proper diagnosis of the side curtain airbag inflator and squib circuits requires the use of a diagnostic
scan tool and may also require the use of the SRS Load Tool special tool along with the appropriate Load Tool
Jumpers and Adapters. Refer to the appropriate diagnostic information.
REMOVAL
REMOVAL
material from entering the side curtain airbag, or becoming entrapped
between the side curtain airbag cushion and the headliner. Failure to
observe this warning could result in occupant injuries upon airbag

deployment.

NOTE: The following procedure is for replacement of an ineffective or damaged side

curtain airbag (also known as Side AirBag Inflatable Curtain/SABIC). If the
airbag is ineffective or damaged, but not deployed, review the recommended
procedures for Handling Non-Deployed Supplemental Restraints. Refer to
STANDARD PROCEDURE. If the side curtain airbag has been deployed, review
the recommended procedures for Service After A Supplemental Restraint
Deployment before removing the airbag from the vehicle. Refer to STANDARD
PROCEDURE.
NOTE: If a side curtain airbag is being removed, but has not been deployed, the
headliner does not have to be removed from the passenger compartment.
Lowering the headliner and resting it on the seat backs will allow enough
clearance to remove the side curtain airbag from the vehicle. However, if
either side curtain airbag has been deployed, the headliner must be
removed from the passenger compartment and replaced with a new unit.
2. Lower or remove the headliner from the vehicle, as required. Refer to HEADLINER, REMOVAL .
3. Remove the 2 (standard cab), 4 (quad or crew cab) or 5 (mega cab) screws (8) that secure the side curtain
airbag (6) to the inner roof rail.
4. Disengage the 2 plastic push-in retainers (9) that secure the side curtain airbag front tether to the assist
handle bracket (1) on the inner A-pillar (2).
5. Disengage the 1 plastic push-in retainer (7) that secures the side curtain airbag to the inner roof rail.

6. The body wire harness connector (5) insulator is secured by integral latches to the connector receptacle at
the rear of the inflator (4). Pinch both latches firmly, then pull the insulator straight out from the airbag
inflator to disconnect it from the connector receptacle.
7. Slide the inflator rearward far enough to disengage the T-tab at the front of the inflator bracket from the
keyed slot (3) in the inner roof rail over the front door opening (standard cab) or rear door opening (quad
or crew cab and mega cab).
8. Remove the side curtain airbag from the vehicle as a unit.
INSTALLATION
INSTALLATION
material from entering the side curtain airbag, or becoming entrapped
between the side curtain airbag cushion and the headliner. Failure to
observe this warning could result in occupant injuries upon airbag
deployment.


NOTE: The following procedure is for replacement of an ineffective or damaged side

curtain airbag (also known as Side AirBag Inflatable Curtain/SABIC). If the
airbag is ineffective or damaged, but not deployed, review the recommended
procedures for Handling Non-Deployed Supplemental Restraints. Refer to
STANDARD PROCEDURE. If the side curtain airbag has been deployed, review
the recommended procedures for Service After A Supplemental Restraint
Deployment before removing the airbag from the vehicle. Refer to STANDARD
PROCEDURE.
1. Check to be certain that the 2 (standard cab), 4 (quad or crew cab) or 5 (mega cab) spring nuts are
properly installed in the inner roof rail and that they are in good condition.
2. Position the side curtain airbag (6) into the vehicle as a unit.
3. Insert the T-tab at the front of the inflator (4) bracket into the keyed slot (3) in the inner roof rail over the
front door opening (standard cab) or rear door opening (quad or crew cab and mega cab) and slide the
inflator forward to engage it.
4. Reconnect the body wire harness (5) connector for the side curtain airbag to the connector receptacle at
the back of the inflator. You can be certain that each connector is fully engaged in its receptacle by
listening carefully for a distinct, audible click as the connector latches snap into place.
5. Align the 1 plastic push-in retainer (7) that secures the side curtain airbag with the hole in the inner roof
side rail and push it straight in until it is fully seated.
6. Working from rear to front, install and tighten the 2 (standard cab), 4 (quad or crew cab) or 5 (mega cab)
screws (8) that secure the side curtain airbag to the spring nuts in the inner roof rail. Tighten the screws to
7 N.m (62 in. lbs.).
7. Engage the 2 plastic push-in retainers (9) that secure the side curtain airbag front tether to the assist
handle bracket (1) on the inner A-pillar (2).
8. Reinstall the headliner into the vehicle. Refer to HEADLINER, INSTALLATION .

STANDARD PROCEDURE.
ANCHOR, CHILD SEAT

DESCRIPTION
DESCRIPTION
Fig. 37: Child Restraint Anchor Location - Standard CAB

This vehicle is equipped with a Lower Anchors and Tether for CHildren (LATCH) child restraint anchorage
system. The LATCH system provides for the installation of suitable child restraints in certain seating positions
without using the standard equipment seat belt provided for that seating position.
Standard cab vehicles are equipped with a fixed-position child restraint upper tether anchor for the front center
and outboard seating positions (2); and, child restraint lower anchors for the front outboard seating position (1).

Fig. 38: Child Restraint Anchor Location - Quad CAB

Quad or crew cab vehicles are equipped with a fixed-position child restraint upper tether anchor strap for the
rear center and both rear outboard seating positions (2), and child restraint lower anchors for both rear outboard
seating positions (1). All front seat child restraint anchors are deleted on quad or crew cabs.
Fig. 39: Identifying Child Restraint Anchor Location - Mega CAB

Mega cab vehicles are also equipped with a fixed-position child restraint upper tether anchor for the rear center
and both rear outboard seating positions (2), and have child restraint lower anchors for all three rear seating
positions (1). As on quad or crew cabs, all front seat child restraint anchors are deleted on mega cab vehicles.

Fig. 40: Locating Upper Tether Anchors - Standard CAB

The two upper tether anchors (3) for standard cabs and three upper tether anchors for mega cabs are integral to
the upper cab back panel reinforcement and are concealed behind individual trim cover and bezel units (1) that
are integral to the cab back trim panel (2). These upper tether anchors cannot be adjusted or repaired and, if
ineffective or damaged, they must be replaced as a unit with the upper cab back panel reinforcement. The upper
tether anchor trim covers and bezels are serviced as a unit with the cab back trim panels.
Fig. 41: Locating Upper Tether Anchor Straps - Quad CAB

The three upper tether anchor straps (1) for quad or crew cabs are secured to the upper cab back panel (2)
reinforcement with screws (3). These anchor straps are concealed behind the upright rear seat back. The upper
tether anchor straps are available for individual service replacement.

Fig. 42: Locating Lower Anchors

The lower anchors (2) for all vehicles are integral to their respective front or rear seat cushion frame. Round
markers (3) with an imprinted child seat icon on the standard cab front seat back trim cover helps identify the
anchor locations for that application because they may be otherwise difficult to see with the seat back in the
upright position. These lower anchors are each constructed from round steel bar stock that is formed into a U-
shape, then securely welded at each end to the seat cushion frame. They are each accessed from the front of
their respective seats, at each side where the seat back meets the seat cushion. These lower anchors cannot be
adjusted or repaired and, if ineffective or damaged, they must be replaced as a unit with the seat cushion frame.
Fig. 43: Locating Lower Seat Anchors - Quad CAB

On quad or crew cab and mega cab, if the rear seat lower anchors (2) have been bent or broken as a result of a
vehicle collision, the latch for the affected rear seat cushion frame unit must also be replaced.


injury.
OPERATION
OPERATION
All vehicles manufactured for sale in the United States and Canada are required to be equipped with a Lower
Anchors and Tether for CHildren, or LATCH child restraint anchorage system. In standard cab models, the
outboard front passenger seat has a single set of anchor provisions for installing a LATCH-compatible child
seat. In quad or crew cab models, the second row seats have two sets of anchor provisions for installing a
LATCH-compatible child seat. A single seat may be mounted in the center seating position, or one in each
outboard seating position. In mega cab models, the second row seats have three sets of anchor provisions to
accommodate the installation of a LATCH-compatible child seat in any one, or all three of the second row
seating positions.
With LATCH, child seats are secured by direct attachment to the vehicle seat structure, rather than by the seat
belts. With LATCH-compatible child seats, lower anchors attach to the seat structure through heavy-gauge wire
loops located at the intersection between the seat cushion and the seat back surfaces.
In standard cab models, two upper tether anchors are integral to the upper cab back panel reinforcement, one
each for the front passenger and front center seating positions to secure the top tether strap of child seats
equipped with this feature. In quad or crew cab models, three upper tether anchor loops are secured to the upper
cab back panel reinforcement to secure the top tether strap of child seats equipped with this feature. These upper
tether anchors work with both LATCH-compatible and other child seats equipped with a top tether strap. In
mega cab models, three upper tether anchors are integral to the upper cab back panel reinforcement, one for
each of the three second row seating positions to secure the top tether strap of child seats equipped with this
feature.
The owner's information packet in the vehicle glove box contains details and suggestions on the proper use of
all of the factory-installed child restraint anchors.
REMOVAL
REMOVAL

injury.

NOTE: The following procedure applies only to the rear seat upper child tether straps
used on quad or crew cab vehicles. The child restraint anchors used in other
vehicles and locations are integral to other components and cannot be serviced
separately.
1. Remove the rear seat from the vehicle. Refer to SEAT, REAR, REMOVAL and SEAT, MEGA CAB
REAR, REMOVAL .
2. Remove the screw (3) that secures the child tether strap (1) to the upper cab back panel (2) reinforcement.
3. Remove the child tether strap from the upper cab back panel reinforcement.
INSTALLATION

INSTALLATION
injury.

NOTE: The following procedure applies only to the rear seat upper child tether straps
used on quad or crew cab vehicles. The child restraint anchors used in other
vehicles and locations are integral to other components and cannot be serviced
separately.
1. Position the child tether strap (1) onto the cab back panel (2) upper reinforcement.
2. Install and tighten the screw (3) that secures the child tether strap to the upper cab back panel
reinforcement. Tighten the screw to 14 N.m (10 ft. lbs.).
3. Reinstall the rear seat into the vehicle. Refer to SEAT, REAR, INSTALLATION and SEAT, MEGA

CAB REAR, INSTALLATION .
BUCKLE, SEAT BELT

REMOVAL
FRONT CENTER AND CENTER ANCHOR
injury.
Fig. 46: Identifying Front Center Seat Belt Components

NOTE: A fixed position front center seat belt buckle is located on the left side of the
front center seat section (20 percent) used on all vehicles with a split bench
front seat. Standard cab vehicles have a unique, fixed position, black, keyed,

lower anchor buckle for the three-point center seat belt lower anchor located on
the right side of the front center seat section. Quad or crew cab and mega cab
vehicles have a fixed position front center seat lap belt located on the right side
of the front center seat section. The following procedure applies to the front
center seating position belt buckle, the lap belt or the anchor buckle. The three-
point front center seat belt and retractor unit is only used on standard cab
vehicles. Refer to RETRACTOR, SEAT BELT, REMOVAL.
1. Move the adjacent right or left front outboard seat section (40 percent) to its most forward position and
tilt the seat back forward for easiest access to the lower anchor of the front center seat belt buckle, lap belt
or anchor buckle (1).
2. On standard cab vehicles only, if equipped, remove the stowage tray from the rear floor panel behind the
seat. Refer to BIN, STORAGE, REMOVAL .
3. From behind the front seat, remove the screw (5) that secures the lower anchor of the front center seat belt
buckle, lap belt or anchor buckle to the center seat support bracket (3).
4. From the front of the front seat, reach between the side of the center seat cushion (6) and the adjacent
right or left front outboard seat cushion to access and remove the seat belt buckle, lap belt or anchor
buckle through the elastic strap (2) on the side of the center seat cushion.
5. Remove the front center seat belt buckle, lap belt or anchor buckle unit from the front seat.
FRONT OUTBOARD
injury.

Fig. 47: Identifying Front Outboard Seat Belt Buckle

NOTE: A traveling front outboard seat belt buckle is located on the inboard side of
each front outboard split bench seat section (40 percent) or bucket seat used
on all vehicles. The outboard seating position seat belt buckles for all vehicles
also include a seat belt switch.
1. Move the right or left front outboard split bench seat section or bucket seat to its most rearward position
and tilt the seat back forward for easiest access to the front outboard seat belt buckle lower anchor.
2. On standard cab vehicles only equipped with a split bench seat, also move the outboard seat section
opposite the side from which the buckle is to be removed to its most forward position and tilt the seat
back forward.
4. From behind the front seat, disconnect the seat belt switch pigtail wire connector (4) from the seat wire
harness take out and connector located on the lower inboard side of the seat cushion frame just forward of
the buckle lower anchor.
5. From behind the front seat, remove the screw (3) that secures the buckle (1) lower anchor to the lower
inboard side of the seat cushion frame.
6. From the front of the front seat, reach between the center seat cushion (2) or center floor console and the
right or left front outboard seat cushion to access and remove the front outboard seat belt buckle from the
seat.
REAR CENTER ANCHOR AND RIGHT OUTBOARD - MEGA CAB


injury.
Fig. 48: Accessing Rear Center And Left Outboard Buckle - Mega CAB
NOTE: The rear seat right outboard occupant buckle is serviced as a unit with an
anchor bracket. The lower anchor of the rear center seat belt and retractor is
also secured to the anchor bracket with a screw so that it can be removed from
the anchor bracket and serviced separately from the buckle. Refer to
RETRACTOR, SEAT BELT, REMOVAL.
1. Fold the 60 percent section of the rear seat back (2) down onto the seat cushion in the cargo storage
position, then lift and prop open the seat back filler panel (3) as necessary for easiest access to the rear
center seat belt lower anchor and right outboard buckle anchor bracket.

Fig. 49: Removing/Installing Rear Center Anchor And Right Outboard Buckle - Mega CAB
2. Remove the screw (7) that secures the center seat belt lower anchor to the anchor bracket (3) and
temporarily secure the belt lower anchor to keep it from being pulled from between the seat back (1) and
the seat cushion (2) by the retractor.
3. Remove and discard the screw (6) that secures the buckle anchor bracket and the rear seat rear mounting
bracket (5) to the rear floor panel.
4. Remove the nut (4) that secures the buckle anchor bracket to the stud on the rear seat rear mounting
bracket.
5. Disengage the buckle from between the seat cushion and the seat back, then remove the anchor bracket
and buckle from behind the rear seat as a unit.
REAR CENTER AND LEFT OUTBOARD - MEGA CAB
injury.

1. Fold both the 40 percent section and the 60 percent section of the rear seat back (1 and 2) down onto the
seat cushion in the cargo storage position, then lift and prop open the seat back filler panels (3 and 4) as
necessary for easiest access to the rear center and left outboard seat belt buckle anchor bracket.
Fig. 51: Removing/Installing Rear Center And Left Outboard Buckle - Mega CAB
2. Remove the four screws (2) that secure the stabilizer bracket (4) to the two inboard seat hinge brackets.
3. Remove the stabilizer bracket from between the seat hinge brackets.
4. Remove and discard the screw (3) that secures the buckle anchor bracket (5) and the rear seat rear

mounting bracket to the rear floor panel.

5. Remove the nut (1) that secures the buckle anchor bracket to the stud on the rear seat rear mounting
bracket.
6. Disengage the buckles from between the seat cushion and the seat back, then remove the anchor bracket
and buckles from between the rear seat sections as a unit.
REAR - QUAD OR CREW CAB
injury.
Fig. 52: CAB Back Panel

NOTE: The following removal procedure covers service of the rear seat center and left
outboard seat belt buckle units. The rear seat right outboard seat belt buckle is
serviced as a unit with the rear seat center seat belt and retractor assembly.

Refer to RETRACTOR, SEAT BELT, REMOVAL.
1. Lift up the rear seat cushion into its stowed position against the rear seat back.
2. Remove the screw (2) that secures either the center (4) or the left outboard (3) occupant buckle unit to the
rear floor panel near the base of the cab back panel (1). On vehicles with the optional 60/40 split rear
bench, the screw that secures the buckle unit also secures one of the rear seat mounting brackets to the
rear floor panel.
3. Remove the center or left outboard occupant buckle unit from the rear floor panel or from the rear seat
mounting bracket.
INSTALLATION
FRONT CENTER AND CENTER ANCHOR
injury.


vehicles. Refer to RETRACTOR, SEAT BELT, INSTALLATION.
1. From the front of the front seat, position the front center seat belt buckle, lap belt or anchor buckle unit
(1) through the elastic strap (2) on the side of the center seat cushion (6).
2. From the front of the front seat, reach between the side of the center seat cushion and the adjacent right or
left front outboard seat cushion to route the lower anchor of the seat belt buckle, lap belt or anchor buckle
unit down between the side of the center seat cushion and the adjacent right or left front outboard seat
cushion. Be certain that the belt webbing is not twisted.
3. From behind the front seat, position the lower anchor of the seat belt buckle, lap belt or anchor buckle to
the center seat support bracket (3). Be certain to engage the anti-rotation tab on the lower anchor into the
corresponding hole in the center seat support bracket.
4. Install and tighten the screw (5) that secures the lower anchor of the seat belt buckle, lap belt or anchor
buckle to the center seat support bracket. Tighten the screw to 39 N.m (29 ft. lbs.).
5. On standard cab vehicles only, if equipped, reinstall the stowage tray onto the rear floor panel behind the
seat. Refer to BIN, STORAGE, INSTALLATION .
FRONT OUTBOARD
injury.

Fig. 54: Identifying Front Outboard Seat Belt Buckle

NOTE: A traveling front outboard seat belt buckle is located on the inboard side of
each front outboard split bench seat section (40 percent) or bucket seat used
on all vehicles. The outboard seating position seat belt buckles for all vehicles
also include a seat belt switch.
1. From the front of the front seat, reach between the center seat cushion (2) or center floor console and the
right or left front outboard seat cushion to position the front outboard seat belt buckle to the seat.
2. From behind the front seat, position the front outboard seat belt buckle lower anchor to the lower inboard
side of the seat cushion frame. Be certain to engage the anti-rotation tab on the lower anchor into the
corresponding hole in the seat cushion frame.
3. Install and tighten the screw (3) that secures the front outboard seat belt buckle lower anchor to the seat
cushion frame. Tighten the screw to 25 N.m (18 ft. lbs.).
4. Reconnect the seat belt switch pigtail wire connector (4) to the seat wire harness take out and connector
located on the lower inboard side of the seat cushion frame just forward of the buckle lower anchor.
REAR CENTER ANCHOR AND RIGHT OUTBOARD - MEGA CAB

injury.
NOTE: The rear seat right outboard occupant buckle is serviced as a unit with a
mounting bracket. The lower anchor of the rear center seat belt and retractor is
also secured to the mounting bracket with a screw so that it can be removed
from the mounting bracket and serviced separately from the buckle. Refer to
1. Engage the buckle unit between the seat cushion (2) and the seat back (1), then position the anchor
bracket (3) to the rear seat rear mounting bracket (5) behind the rear seat as a unit. Be certain to engage
the anti-rotation tab on the anchor bracket into the clearance hole in the mounting bracket.
2. Install and tighten the nut (4) that secures the buckle anchor bracket to the stud on the rear seat rear
mounting bracket. Tighten the nut to 23 N.m (17 ft. lbs.).
3. Install and tighten a new screw (6) to secure the buckle anchor bracket and the rear seat rear mounting
bracket to the rear floor panel. Tighten the screw to 47 N.m (35 ft. lbs.).
4. Route the center seat belt lower anchor between the seat back and the seat cushion and position it to the
anchor bracket. Be certain the belt webbing is not twisted between the retractor and the anchor bracket.
5. Install and tighten the screw (7) that secures the seat belt lower anchor to the anchor bracket. Tighten the
screw to 40 N.m (30 ft. lbs.).

6. Restore the 60 percent seat back filler panel and the seat back to their previous positions.
REAR CENTER AND LEFT OUTBOARD - MEGA CAB
injury.
Fig. 56: Removing/Installing Rear Center And Left Outboard Buckle - Mega CAB
1. Position the buckles and anchor bracket (5) between the inboard rear seat hinge brackets and engage the
buckle units between the seat cushion and the seat back as a unit. Be certain to engage the anti-rotation
tab on the anchor bracket into the clearance hole in the rear seat rear mounting bracket.
2. Install and tighten the nut (1) that secures the buckle anchor bracket to the stud on the rear seat rear
mounting bracket. Tighten the nut to 23 N.m (17 ft. lbs.).
3. Install and tighten a new screw (3) to secure the buckle anchor bracket and the rear seat rear mounting
bracket to the rear floor panel. Tighten the screw to 47 N.m (35 ft. lbs.).

4. Position the stabilizer bracket (4) between the two inboard rear seat hinge brackets.
5. Install and tighten the four screws (2) that secure the stabilizer bracket to the hinge brackets. Tighten the
screws to 5 N.m (44 in. lbs.).
6. Restore both seat back filler panels and both seat backs to their previous positions.
REAR - QUAD OR CREW CAB
injury.
Fig. 57: CAB Back Panel

NOTE: The following installation procedure covers service of the rear seat center and
left outboard seat belt buckle units. The rear seat right outboard seat belt
buckle is serviced as a unit with the rear seat center seat belt and retractor
assembly. Refer to RETRACTOR, SEAT BELT, INSTALLATION.

1. Position the center (4) or the left outboard (3) occupant buckle unit onto the rear floor panel or onto the
rear seat mounting bracket near the base of the cab back panel (1). On vehicles with the optional 60/40
split rear bench, the screw that secures the buckle unit also secures one of the rear seat mounting brackets
to the rear floor panel.
2. Install and tighten the screw (2) that secures the center or the left outboard occupant buckle unit to the
rear floor panel. Tighten the screw to 39 N.m (29 ft. lbs.).
3. Restore the rear seat cushion to its seating position.
CLOCKSPRING
DESCRIPTION
DESCRIPTION
Fig. 58: Multi-Function Switch Assembly

The clockspring (5) includes an integral, internal turn signal cancel cam, a Steering Angle Sensor (SAS) with an
integral and internal Local Interface Network (LIN) data bus master node and a Controller Area Network
(CAN) data bus gateway. On vehicles equipped with the optional heated steering wheel, the clockspring also
includes a set of internal slip rings. All of these components are serviced as a unit with the clockspring. The
clockspring also includes mounting provisions to which the multifunction switch (1) with an integral LIN data
bus slave node internal to the switch housing is secured with integral keyways and a latch feature. The
clockspring is secured to the top of the steering column, just below the steering wheel. When combined the
clockspring, SAS and multifunction switch are referred to as the Steering Column Control Module (SCCM).
The clockspring case includes integral tabs at the top and bottom for mounting the unit to the steering column
housing with three screws. The two upper screws are captive and remain with the clockspring when it is
removed. The SAS circuitry is contained within a flat, molded plastic case that is secured to the lower surface of

the clockspring case hanging below the steering column. Within the plastic clockspring case is a spool-like
molded plastic rotor with a large exposed hub and an integral turn signal cancel cam. The upper surface of the
rotor hub has a large center hole, an engagement dowel or drive pin, a single sleeve containing two short Driver
AirBag (DAB) squib pigtail wires with connectors, and a connector receptacle that faces toward the steering
wheel.
Service replacement clocksprings are shipped pre-centered and with a molded plastic locking pin (4) that snaps
into a receptacle on the rotor. The locking pin secures the centered clockspring rotor to the clockspring case and
during shipment and handling, but must be removed from the clockspring after the steering wheel is installed on
the steering column. The clockspring must be replaced if proper centering has been compromised or else the
clockspring tape may be damaged and Diagnostic Trouble Codes (DTCs) or faults may be set within the SAS.
Fig. 59: Clockspring Case

The lower surface of the clockspring case (1) facing toward the instrument panel includes two receptacles on
the left for mounting the multifunction switch (2) and the optional adjustable pedal switch (3). There are two
integral connector receptacles (4) on the left lower corner of the clockspring case. The SAS (5) has a dedicated
connector receptacle (6) near the right lower corner of that unit. Vehicles equipped with the optional heated
steering wheel also have a dedicated connector (7) to the internal slip rings on the upper right corner of the
clockspring case.
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 receptacles that face the instrument panel, while the inner end of the tape terminates at the DAB
squib pigtail wires and connector receptacle on the hub of the clockspring rotor facing the steering wheel. The
rotor spool also includes an integral turn signal cancel cam.
The clockspring cannot be repaired. If damaged, ineffective, if clockspring centering is compromised or if the

DAB has been deployed, the clockspring and SAS must be replaced as a unit. The multifunction switch with the
integral LIN slave node is available for individual service replacement.
OPERATION
OPERATION
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 vehicle the rotating electrical components include the Driver AirBag (DAB),
the horn switch, the speed control switch pod, the remote radio switches, the Electronic Vehicle Information
Center (EVIC) control switch pod and the steering wheel heating element and sensor, if the vehicle is so
equipped. The clockspring case is positioned and secured near the top of the steering column. The fixed
connector receptacles on the back of the fixed clockspring case connect the clockspring to the vehicle electrical
system through several take outs with connectors from the instrument panel wire harness.
The turn signal cancel cam is integral to the rim of the clockspring rotor hub within the clockspring case so it
also moves with the rotation of the steering wheel. Two short pigtail wires on the upper surface of the
clockspring rotor connect the clockspring to the DAB, while a steering wheel wire harness connected to the
connector receptacle on the upper surface of the clockspring rotor completes circuits to the horn switch, the
speed control switch pod and, if the vehicle is so equipped, to the optional remote radio switches and EVIC
switch pod on the steering wheel. A third pigtail wire is dedicated to providing the high current requirements of
the heating element for the optional heated steering wheel received through a dedicated connection on the back
of the clockspring through a set of slip rings internal to the clockspring case. Another connector receptacle is
dedicated to the inputs and outputs of the Local Interface Network (LIN) data bus master node and Controller
Area Network (CAN) data bus gateway integral to the Steering Angle Sensor (SAS) on the back of the
clockspring case.
The clockspring tape has travel limits and will 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 and the SAS integral to the clockspring
to the movable steering components so that the tape can operate within its designed travel limits and the SAS
can accurately monitor and communicate steering wheel inputs. However, if the clockspring is removed from
the steering column or if the steering shaft is disconnected from the steering gear, the clockspring spool and the
SAS can change position relative to the movable steering components and relative to each other. The
clockspring must be replaced if proper centering has been compromised or the tape may be damaged and
Diagnostic Trouble Codes (DTC) or faults may be set within the SAS.
Service replacement clocksprings are shipped pre-centered and with a plastic locking pin installed. This locking
pin should not be removed until the clockspring and the steering wheel have been installed on the steering
column. If the locking pin is removed before the clockspring is properly installed, the clockspring must be
replaced with a new unit. Proper clockspring installation must also be confirmed by viewing the SAS Menu
Item, Data Display function using a diagnostic scan tool.
The hard wired clockspring circuits as well as the hard wired input and output circuits of the SAS may be
diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SAS or the

electronic controls and communication between the SAS and other modules and devices. The most reliable,
efficient and accurate means to diagnose the SAS or the electronic controls and communication related to
clockspring or SAS operation requires the use of a diagnostic scan tool and may also require the use of the SRS
Load Tool special tool along with the appropriate Load Tool Jumpers and Adapters. Refer to the appropriate
diagnostic information.
STANDARD PROCEDURE
STANDARD PROCEDURE - CLOCKSPRING CENTERING
CAUTION: Always turn the steering wheel until the front wheels are in the straight-
ahead position. Then, prior to removing the clockspring from the steering
column or disconnecting the steering column from the steering gear, lock
the steering wheel to the steering column or securely fasten the
clockspring rotor to the clockspring case. If clockspring centering has
been compromised for ANY reason, the entire clockspring and Steering
Angle Sensor (SAS) unit MUST be replaced with a new unit.
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 and
the SAS integral to the clockspring to the movable steering components so that the tape can operate within its
designed travel limits and the SAS can accurately monitor and communicate steering wheel inputs.
However, if the clockspring is removed from the steering column or if the steering shaft is disconnected from
the steering gear, the clockspring spool and the SAS can change position relative to the movable steering
components and relative to each other. The clockspring must be replaced if proper centering has been
compromised or the tape may be damaged and Diagnostic Trouble Codes (DTC) or faults may be set within the
SAS.
Service replacement clocksprings are shipped pre-centered and with a plastic locking pin installed. This locking
pin should not be removed until the clockspring and the steering wheel have been installed on the steering
column. If the locking pin is removed before the clockspring is installed on a steering column, the clockspring
and SAS must be replaced with a new unit. Proper clockspring installation must also be confirmed by viewing
the SAS Menu Item, Data Display function using a diagnostic scan tool.
REMOVAL

REMOVAL
CAUTION: Always turn the steering wheel until the front wheels are in the straight-
ahead position. Then, prior to removing the clockspring from the steering
column or disconnecting the steering column from the steering gear, lock
the steering wheel to the steering column or securely fasten the
clockspring rotor to the clockspring case. If clockspring centering has
been compromised for ANY reason, the entire clockspring and Steering
Angle Sensor (SAS) unit MUST be replaced with a new unit.
Fig. 60: Clockspring & Steering Column

1. Place the front wheels in the straight ahead position.

2. Disconnect and isolate the negative cable from the battery.
3. Remove the Driver AirBag (DAB) from the steering wheel. Refer to AIR BAG, DRIVER, REMOVAL.
4. Disconnect the steering wheel wire harness connector from the upper clockspring (3) connector
receptacle.
5. If equipped, disconnect the clockspring pigtail wire connector for the steering wheel heater element from
the steering wheel connector receptacle.

6. Remove the steering wheel from the steering column (1). Refer to WHEEL, STEERING, REMOVAL .
7. If the removed clockspring is to be reused, be certain to secure the clockspring rotor to the clockspring
case to maintain clockspring centering until it is reinstalled on the steering column. If clockspring
centering is not maintained, the clockspring and Steering Angle Sensor (SAS) unit must be replaced with
a new unit. Refer to CLOCKSPRING, STANDARD PROCEDURE.
8. Remove the upper and lower shrouds from the steering column. Refer to SHROUD, STEERING
COLUMN, REMOVAL .
9. Remove the two screws (2) that secure the clockspring to the steering column housing.
Fig. 61: Instrument Panel Wire Harness Connectors

10. Pull the clockspring rearward away from the top of the steering column far enough to access and
disconnect the following instrument panel wire harness (7) connectors and their wiring retainers from the
clockspring, as the vehicle is equipped:
a. Multifunction switch connector (1)
b. Heated steering wheel slip ring connector (2)
c. Steering Angle Sensor (SAS) connector (3)
d. Two clockspring connectors (4 and 5)
e. Adjustable pedal switch connector (6).
11. Remove the clockspring from the steering column. The clockspring cannot be repaired. It must be
replaced if ineffective, damaged, centering has been compromised or the DAB has been deployed.
12. Remove the multifunction switch from the clockspring. Refer to SWITCH, MULTIFUNCTION,
REMOVAL .

13. Remove the adjustable pedal switch blank filler or switch from the clockspring. Refer to SWITCH,
ADJUSTABLE PEDALS, REMOVAL .
INSTALLATION
INSTALLATION
CAUTION: If the clockspring is not properly centered in relation to the Steering Angle
Sensor (SAS), steering wheel, steering shaft and steering gear, it may be
damaged or Diagnostic Trouble Codes (DTC) may be set in the SAS.
Service replacement clocksprings are shipped pre-centered and with a
locking pin installed. This locking pin should not be removed until the
clockspring has been installed on the steering column.
Fig. 62: Instrument Panel Wire Harness Connectors


1. Reinstall the adjustable pedal switch blank filler or switch onto the clockspring. Refer to SWITCH,
ADJUSTABLE PEDALS, INSTALLATION .
2. Reinstall the multifunction switch onto the clockspring. Refer to SWITCH, MULTIFUNCTION,
INSTALLATION .
3. With the centered clockspring rotor and case secured to each other, or with the plastic locking pin
installed, carefully slide the clockspring down over the steering column upper shaft far enough to access
and reconnect the following instrument panel wire harness (7) connectors and their wiring retainers to the
clockspring, as the vehicle is equipped:
a. Multifunction switch connector (1)
b. Heated steering wheel slip ring connector (2)
c. Steering Angle Sensor (SAS) connector (3)
d. Two clockspring connectors (4 and 5)
e. Adjustable pedal switch connector (6).
Fig. 63: Clockspring & Steering Column

4. Position the clockspring (3) onto the steering column housing (1).
5. Install and tighten the two screws (2) that secure the clockspring to the steering column housing. Tighten
the screws to 3 N.m (25 in. lbs.).
6. Reinstall the upper and lower shrouds onto the steering column. Refer to SHROUD, STEERING
COLUMN, INSTALLATION .
7. Remove the plastic locking pin or any other device that is being used to secure the clockspring rotor to
the clockspring case to maintain clockspring centering.
8. Reinstall the steering wheel onto the steering column. Refer to WHEEL, STEERING,
INSTALLATION .

NOTE: When reinstalling the steering wheel, be certain to index the engagement
dowel/drive pin on the upper surface of the clockspring rotor between the
two fins cast into the lower surface of the steering wheel armature hub.
9. If equipped, reconnect the clockspring pigtail wire connector for the steering wheel heater element to the
steering wheel connector receptacle.
10. Reconnect the steering wheel wire harness connector to the upper clockspring connector receptacle. Be
certain that the steering wheel wire harness is routed between the steering wheel back trim cover and the
steering wheel armature.
11. Reinstall the Driver AirBag (DAB) onto the steering wheel. Refer to AIR BAG, DRIVER,
INSTALLATION.
12. Reconnect the negative cable to the battery.
NOTE: Proper clockspring installation must also be confirmed by viewing the SAS
Menu Item, Data Display function using a diagnostic scan tool.
MODULE, OCCUPANT RESTRAINT CONTROLLER

DESCRIPTION
DESCRIPTION
Fig. 64: Occupant Restraint Controller, Mounting Holes, Cover Plate & Electrical Connector
The Occupant Restraint Controller (ORC) (1) is located in the passenger compartment of the vehicle, where it is

secured by three nuts to two studs of a stamped steel adapter bracket and one stud of the mount welded onto the
top of the floor panel transmission tunnel under the center front seat section or the center floor console, as the
vehicle is equipped. Concealed within a hollow in the center of the molded plastic ORC housing is the
electronic circuitry of the ORC which includes a microcontroller, an electronic impact sensor, an electronic
safing sensor, a integral Electronic Stability Control (ESC) dynamics sensor (also known as the yaw sensor or
sensor cluster) and a energy storage capacitor. In 1500 and 2500 models, the ORC also includes an internal
rollover sensor. A stamped metal cover plate (3) is secured to the bottom of the ORC housing with screws to
enclose and protect the internal electronic circuitry and components.
An arrow printed on a label on the top of the ORC housing provides a visual verification of the proper
orientation of the unit, and should always be pointed toward the front of the vehicle. The stamped metal cover
plate of the ORC has integral flanges with three mounting holes (2). A molded plastic electrical connector with
two receptacles (4), each containing numerous terminal pins, exits the right facing side of the ORC housing.
These terminal pins connect the ORC to the vehicle electrical system through dedicated take outs and
connectors of both the instrument panel and the body wire harnesses.
A molded plastic protective cover is installed over the ORC to provide additional moisture contamination
protection to the unit. Integral latch features on each side of the cover engage slots at the front and rear of the
adapter bracket beneath the base of the ORC housing to secure the cover over the ORC. This protective cover
must be reinstalled following any service requiring its removal.
The impact sensor and safing sensor internal to the ORC are calibrated for the specific vehicle, and are only
serviced as a unit with the ORC. The ORC cannot be repaired or adjusted and, if damaged or ineffective, it must
be replaced.
OPERATION
OPERATION
The microcontroller within the Occupant Restraint Controller (ORC) contains the Supplemental Restraint
System (SRS) logic circuits and controls all of the SRS components. The ORC uses On-Board Diagnostics
(OBD) and can communicate with other electronic modules in the vehicle as well as with the diagnostic scan
tool using the Controller Area Network (CAN) data bus. This method of communication is used for control of
the airbag indicator in the Instrument Cluster (IC) (also known as the Common Instrument Cluster/CIC) and for
SRS diagnosis and testing through the 16-way Data Link Connector (DLC) located on the driver side lower
edge of the instrument panel.
The ORC microcontroller continuously monitors all of the SRS electrical circuits to determine the system
readiness. If the ORC detects a monitored system fault, it sets an active and stored Diagnostic Trouble Code
(DTC) and sends electronic messages to the IC over the CAN data bus to turn On the airbag indicator. An active
fault only remains for the duration of the fault, or in some cases for the duration of the current ignition cycle,
while a stored fault causes a DTC to be stored in memory by the ORC. For some DTCs, if a fault does not recur
for a number of ignition cycles, the ORC will automatically erase the stored DTC. For other internal faults, the
stored DTC is latched forever.
The ORC receives battery current through two circuits; a fused ignition output (run) circuit through a fuse in the
Power Distribution Center (PDC), and a fused ignition output (run-start) circuit through a second fuse in the

PDC. The ORC receives ground through a ground circuit and take out of the instrument panel wire harness that
is secured by a ground screw to the body sheet metal. These connections allow the ORC to be operational
whenever the status of the ignition switch (also known as the Keyless Ignition Node/KIN or IGnition Node
Module/IGNM) is Start or On.
The ORC also contains an energy-storage capacitor. When the ignition switch status is Start or On, this
capacitor is continually being charged with enough electrical energy to deploy the SRS components for up to
one second following a battery disconnect or failure. The purpose of the capacitor is to provide backup SRS
protection in case there is a loss of battery current supply to the ORC during an impact.
Various sensors within the ORC are continuously monitored by the ORC logic. These internal sensors, along
with several external impact sensor inputs allow the ORC to determine both the severity of an impact and to
verify the necessity for deployment of any SRS components. The electronic impact sensors are accelerometers
that sense the rate of vehicle deceleration, which provides verification of the direction and severity of an impact.
The ORC also monitors inputs from up to six additional remote side impact sensors located within both the left
and right front doors, the B-pillars and the C-pillars to control deployment of the side curtain airbag units and, if
equipped, the seat (pelvic and thorax) airbag units. In models equipped with Side AirBag Inflatable Curtains
(SABIC), the ORC also monitors an internal rollover sensor.
The impact sensors within the ORC are electronic accelerometer sensors that provide additional logic inputs to
the ORC microcontroller. These sensors are used to verify the need for a SRS component 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 SRS components to deploy. A separate impact sensor within the ORC
provides confirmation to the ORC microcontroller of side impact forces. This separate sensor is a bi-directional
unit that detects impact forces from either side of the vehicle.
Pre-programmed decision algorithms in the ORC microcontroller determine when the deceleration rate as
signaled by the impact sensors indicate an impact that is severe enough to require SRS protection and, based
upon the severity of the monitored impact, determines the level of front airbag deployment force required for
each front seating position. When the programmed conditions are met, the ORC sends the proper electrical
signals to deploy the dual multistage front airbags at the programmed force levels, the front seat belt tensioners
and either side curtain or seat airbag unit.
The ORC also contains a integral Electronic Stability Control (ESC) dynamics sensor (also known as the yaw
sensor or the sensor cluster). The ORC microcontroller energizes the ESC dynamics sensor, then relays the
sensor outputs to the Antilock Brake Module (ABM) over the CAN data bus. Refer to MODULE, ANTI-
LOCK BRAKE SYSTEM, OPERATION .
The hard wired inputs and outputs for the ORC may be diagnosed using conventional diagnostic tools and
procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not
prove conclusive in the diagnosis of the ORC or the electronic controls and communication between other
modules and devices that provide some features of the SRS. The most reliable, efficient and accurate means to
diagnose the ORC or the electronic controls and communication related to SRS operation requires the use of a
diagnostic scan tool and may also require the use of the SRS Load Tool special tool along with the appropriate
Load Tool Jumpers and Adapters. Refer to the appropriate diagnostic information.

REMOVAL
BRACKET
Fig. 65: Removing Screw, Nut & Adapter Bracket

2. Remove the Occupant Restraint Controller (ORC) from the vehicle. Refer to MODULE, OCCUPANT
RESTRAINT CONTROLLER, REMOVAL.
3. Remove the screw (2) that secures the adapter bracket (1) to the mount (4) welded onto the top of the
floor panel transmission tunnel.
4. Remove the nut (3) that secures the bracket to the stud on the mount.
5. Remove the adapter bracket from the mount.
COVER
Fig. 66: Removing ORC Cover



2. On vehicles equipped with front bucket seats, remove the front floor console from the vehicle. Refer to
CONSOLE, FLOOR, REMOVAL and CONSOLE, FLOOR, LID, REMOVAL .
NOTE: The front bench seat assembly must be unfastened from the floor panel,
but need not be removed from the vehicle for access to the Occupant
Restraint Controller (ORC) cover for service.
3. On vehicles equipped with a front bench seat, detach the front seat from the floor panel. Refer to SEAT,
FRONT, REMOVAL and SEAT, FRONT CENTER, REMOVAL .
4. Using a trim stick or another suitable wide flat-bladed tool, gently pry the latch features on the forward
and rearward sides of the ORC cover (1) away from the adapter bracket (2) below the base of the ORC
(3) far enough to disengage the latches from the slots in the bracket.
5. Remove the ORC cover from over the ORC.
MODULE
WARNING: To avoid serious or fatal injury, never strike or drop the Occupant
Restraint Controller (ORC) as it can damage the impact sensor or affect
its calibration. The ORC contains the impact sensor, which enables the
system to deploy the Supplemental Restraint System (SRS) components.
If an ORC is accidentally dropped during service, the module must be
scrapped and replaced with a new unit. Failure to observe this warning

could result in accidental, incomplete or improper SRS component

deployment.
Fig. 67: ORC & Wire Harness Connectors

2. Remove the protective cover from the Occupant Restraint Controller (ORC) (1). Refer to MODULE,
OCCUPANT RESTRAINT CONTROLLER, REMOVAL.
3. Disconnect the instrument panel (2) and body (3) wire harness connectors for the ORC from the ORC
connector receptacles located on the right facing side of the module. To disconnect the wire harness
connectors from the ORC, depress the release tab and lift the lever arm to the fully open position on each
connector. Disconnecting the smaller connector first will allow easier access for disconnecting the large
connector.

Fig. 68: Removing ORC Nuts, Adapter Bracket & Mount

4. Remove the three nuts (2) that secure the ORC (1) to the studs of the ORC adapter bracket (3) and the
mount (4) welded onto the top of the floor panel transmission tunnel.
5. Remove the ORC from the ORC bracket and mount.
INSTALLATION
BRACKET

Fig. 69: Removing Screw, Nut & Adapter Bracket

1. Position the adapter bracket (1) onto the mount (4) welded onto the top of the floor panel transmission
tunnel.
2. Install and tighten the nut (3) that secures the bracket to the stud on the mount. Tighten the nut to 12 N.m
(9 ft. lbs.).
3. Install and tighten the screw (2) that secures the bracket to the mount. Tighten the screw to 10 N.m (4 ft.
lbs.).
4. Reinstall the Occupant Restraint Controller (ORC) into the vehicle. Refer to MODULE, OCCUPANT
RESTRAINT CONTROLLER, INSTALLATION.
COVER

Fig. 70: Removing ORC Cover

1. Position the ORC cover (1) over the Occupant Restraint Controller (ORC) (3).
2. Align the latch features on the forward and rearward sides of the ORC cover with the slots in the adapter
bracket (2) below the base of the ORC.
3. Using hand pressure, press firmly and evenly downward on the ORC cover until each latch feature is fully
engaged with the bracket.
4. On vehicles equipped with a front bench seat, reinstall the front seat onto the floor panel. Refer to SEAT,
FRONT, INSTALLATION and SEAT, FRONT CENTER, INSTALLATION .
5. On vehicles equipped with front bucket seats, reinstall the front floor console into the vehicle. Refer to
CONSOLE, FLOOR, INSTALLATION and CONSOLE, FLOOR, LID, INSTALLATION .
6. Reconnect the negative cable to the battery.
MODULE

WARNING: To avoid serious or fatal injury, never strike or drop the Occupant
Restraint Controller (ORC) as it can damage the impact sensor or affect
its calibration. The ORC contains the impact sensor, which enables the
system to deploy the Supplemental Restraint System (SRS) components.
If an ORC is accidentally dropped during service, the module must be
scrapped and replaced with a new unit. Failure to observe this warning
could result in accidental, incomplete or improper SRS component
deployment.
Fig. 71: Removing ORC Nuts, Adapter Bracket & Mount

1. Position the Occupant Restraint Controller (ORC) (1) over the three studs of the ORC adapter bracket (3)
and the mount (4) welded onto the top of the floor panel transmission tunnel. When the ORC is correctly

positioned, the arrow on the ORC label will be pointed forward in the vehicle.
2. Install and tighten the three nuts (2) that secure the ORC to the studs of the ORC bracket and mount.
Tighten the nuts to 12 N.m (9 ft. lbs.).
Fig. 72: ORC & Wire Harness Connectors

3. Reconnect the instrument panel (2) and body (3) wire harness connectors for the ORC (1) to the ORC
connector receptacles located on the right facing side of the module. Be certain that the latches on both
connectors are each fully engaged.
4. Reinstall the ORC cover onto the ORC. Refer to MODULE, OCCUPANT RESTRAINT
CONTROLLER, INSTALLATION.
STANDARD PROCEDURE.
NOTE: Service replacement ORC modules for some vehicles are shipped in an
Unlocked state and must be switched to Locked. This is achieved by using
a diagnostic scan tool to access the ORC module, then go to the
Miscellaneous Functions menu item to perform the Initialize ORC routine.
NOTE: If the ORC is being replaced with a new unit or if the ORC software has
been reflashed, the Electronic Stability Control (ESC) system will require
re-initialization using a diagnostic scan tool. Refer to the appropriate
diagnostic procedures.

RETRACTOR, SEAT BELT

DESCRIPTION
DESCRIPTION
Fig. 73: Seat Belt Retractor

The seat belt retractors (1) used in all seating positions include an inertia-type, emergency locking mechanism
as standard equipment. However, the retractor locking mechanisms for all seating positions except the driver
side front position are mechanically switchable from an Emergency Locking Retractor (ELR) to an Automatic
Locking Retractor (ALR). The primary function of this feature is to securely accommodate a child seat in any
seating position of the vehicle without the need for a self-cinching seat belt tip half latch plate unit or another
supplemental device that would be required to prevent the seat belt webbing from unwinding freely from the
retractor spool of an inertia-type emergency locking retractor mechanism.
The emergency and automatic locking mechanisms are integral to the seat belt and retractor unit and are
concealed beneath a molded plastic cover (2) located on one side of the retractor spool. These locking
mechanisms cannot be adjusted or repaired and, if ineffective or damaged, the entire seat belt and retractor unit
must be replaced.
OPERATION
OPERATION
The locked mode of the Automatic Locking Retractor (ALR) is engaged and the retractor is switched from
operating as a standard inertia-type Emergency Locking Retractor (ELR) by first buckling the combination lap
and shoulder belt buckle. Then grasp the shoulder belt and pull all of the webbing out of the retractor. Once all

of the belt webbing is extracted from the spool, the retractor will automatically become engaged in the pre-
locked automatic locking mode and will make a light, audible clicking or ratchet-like sound as the shoulder belt
is allowed to retract to confirm that the automatic locking mode is now engaged. Once the automatic locking
mode is engaged, the retractor will remain locked and the belt will remain tight around whatever it is
restraining.
The retractor is returned to standard emergency locking (inertia) mode by unbuckling the combination lap and
shoulder belt buckle and allowing the belt webbing to be almost fully retracted onto the retractor spool. The
emergency locking mode is confirmed by the absence of the light, audible clicking or ratchet-like sound as the
belt webbing retracts. This mode will allow the belt to unwind from and wind onto the retractor spool freely
unless and until a predetermined inertia load is sensed, or until the retractor is again switched to the automatic
locking mode.
REMOVAL
CENTER - STANDARD CAB
injury.

Fig. 74: Identifying Front Center Seat Belt Bezel

NOTE: A front center three-point seat belt and retractor is used only on standard cab
vehicles. Quad or crew cab and mega cab vehicles with a front bench seat have
a two-point lap belt in the front center seating position. Refer to BUCKLE, SEAT
BELT, REMOVAL.
NOTE: All seat belt retractors except the driver side front retractor include a switchable
automatic locking mechanism. Refer to RETRACTOR, SEAT BELT,
DESCRIPTION.
1. Reach between the center of the front seat cushion and front seat back to access and unbuckle the front
center seat belt lower anchor latch plate from the unique black, keyed lower anchor buckle. Use an
ignition key or a small screwdriver to depress the small white release button on the anchor buckle.
2. Move the front seat to its most forward position for easiest access to the front center seat belt and retractor
unit.
3. Remove the stowage tray from the rear floor panel behind the seat. Refer to BIN, STORAGE,
REMOVAL .
4. Using a trim stick or another suitable wide flat-bladed tool, gently pry at each side of the front center seat
belt bezel (5) on the cab back trim panel (1) to release the snap features that secure the bezel to the panel.
5. Remove the bezel from the webbing of the front center seat belt (4).
6. Remove the trim from the cab back panel. Refer to PANEL, CAB BACK TRIM, REMOVAL .

Fig. 75: Front Center Seat Belt

7. Remove the two screws (3) that secure the belt bracket (2) of the front center seat belt (7) to the body
bracket (1) on the upper cab back panel (8) reinforcement.
8. Remove the belt bracket of the front center seat belt from the body bracket on the upper cab back panel
reinforcement.
9. Remove the two screws (4) that secure the front center seat belt retractor bracket (5) to the floor panel (6)
near the base of the cab back panel.
10. Remove the front center seat belt and retractor unit from the floor panel.
FRONT OUTBOARD - EXCEPT STANDARD CAB


injury.
Fig. 76: Front Seat Belt Lower Anchor

NOTE: The following procedure is for replacement of an ineffective or damaged seat

belt and retractor unit. The front outboard retractors also include a seat belt
tensioner. If the front seat belt or retractor is ineffective or damaged, but the
seat belt tensioner is not deployed, review the recommended procedures for
Handling Non-Deployed Supplemental Restraints. Refer to STANDARD
PROCEDURE. If the seat belt tensioner has been deployed, review the
recommended procedures for Service After A Supplemental Restraint
Deployment before removing the unit from the vehicle. Refer to STANDARD
PROCEDURE.

DESCRIPTION.
1. Adjust the front seat to its most forward position for easiest access to the front seat belt lower anchor (3)
and the lower B-pillar trim.
3. On the passenger side only, remove the trim cover from the front seat riser as necessary to access the
front seat belt lower anchor. Refer to SEAT, FRONT, REMOVAL and SEAT, FRONT CENTER,
REMOVAL .
4. Remove the screw (2) that secures the lower anchor (3) to the floor panel (4) near the base of the B-pillar
(1).
Fig. 77: Seat Belt Turning Loop Height Adjuster

6. Remove the screw (4) that secures the seat belt turning loop (5) to the height adjuster on the upper B-
pillar.
8. Remove the lower trim from the inside of the B-pillar. Refer to PANEL, B-PILLAR TRIM, LOWER,
REMOVAL .


9. Disengage the two clips that secure the belt web guide (2) to the B-pillar (1).
10. Remove the screw (3) that secures the upper retractor (6) bracket to the B-pillar.
11. Remove the screw (5) that secures the lower retractor bracket to the B-pillar.
12. Disengage the locating tab on the upper retractor bracket from the clearance hole in the inner B-pillar.

Fig. 79: Seat Belt Tensioner Initiator On The Retractor

13. Disconnect the yellow connector (2) of the body wire harness (3) from the seat belt tensioner initiator on
the retractor (1).
14. Remove the front outboard seat belt and retractor from the vehicle as a unit.
OUTBOARD - STANDARD CAB


injury.
Fig. 80: Lower B-Pillar Trim


PROCEDURE.
1. Adjust the front seat to its most forward position for easiest access to the front seat belt lower anchor (4)
and the lower B-pillar trim (2).
3. Remove the screw (3) that secures the lower anchor to the inner B-pillar (1).
4. Remove the lower trim from the inside of the B-pillar. Refer to PANEL, B-PILLAR TRIM, LOWER,
REMOVAL .


6. Remove the screw (4) that secures the seat belt turning loop (5) to the height adjuster on the upper B-
pillar.

Fig. 82: Seat Belt And Retractor AT Inner B-Pillar

8. Disengage the two clips that secure the belt web guide (2) to the B-pillar (6).
9. Remove the screw (3) that secures the upper retractor (4) bracket to the B-pillar.
10. Remove the screw (5) that secures the lower retractor bracket to the B-pillar.
11. Disengage the locating tab on the upper retractor bracket from the clearance hole in the inner B-pillar.
12. Remove the front outboard seat belt and retractor from the B-pillar as a unit.

Fig. 83: Seat Belt Tensioner Initiator

13. Disconnect the yellow connector (2) of the body wire harness (3) from the seat belt tensioner initiator on
the retractor (1).
14. Remove the front outboard seat belt and retractor from the vehicle as a unit.
REAR CENTER - MEGA CAB
injury.

DESCRIPTION.
1. Fold the 60 percent section of the rear seat back (2) down onto the seat cushion in the cargo storage
position, then lift and prop open the seat back filler panel (3) as necessary for easiest access to the rear
center seat belt lower anchor and right outboard buckle anchor bracket.
2. Remove the screw (7) that secures the center seat belt lower anchor to the anchor bracket (3) and, from
the front of the seat back, pull the belt lower anchor out from between the seat back (1) and the seat
cushion (2).

Fig. 86: Removing/Installing Seat Bezel

3. Remove the two screws (3) that secure the bezel (2) to the top of the 60 percent section of the rear seat
back (1).
4. Remove the bezel from the webbing of the rear center seat belt.
5. Remove the trim cover from the 60 percent section of the rear seat back. Refer to COVER, SEAT
BACK, MEGA CAB REAR, REMOVAL .
Fig. 87: Removing/Installing Belt Bracket

6. Remove the two screws (6) that secure the belt bracket (1) of the rear center seat belt to the top of the seat
back frame (3).
7. Disengage the belt bracket of the rear center seat belt from the seat back frame.
8. Remove the screw (4) that secures the rear center seat belt retractor to the seat back frame.
9. Remove the seat belt and retractor from the rear seat back as a unit.
REAR CENTER - QUAD OR CREW CAB


injury.
Fig. 88: Rear Center Seat Belt Retractor

NOTE: The rear center seat belt and retractor is secured to a mounting bracket that
includes the right outboard occupant seat belt buckle. The rear right outboard
occupant buckle is available for service only as a unit with the center seat belt
and retractor.
DESCRIPTION.
1. Lift up the rear seat cushion into its stowed position against the rear seat back.
2. Remove the screw (5) that secures the center seat belt lower anchor (7) and the left side of the seat belt
retractor (6) mounting bracket to the rear floor panel (8).
3. Remove the rear seat from the vehicle. On vehicles with the optional 60/40 split rear bench, only the 60
percent section (right side) of the rear seat must be removed. Refer to SEAT, REAR, REMOVAL and
SEAT, MEGA CAB REAR, REMOVAL .
4. Lift upward on the forward edge of the rear center seat belt bezel (1) at the top of the cab back panel to
release the snap features that secure the bezel to the belt bracket (3).
5. Remove the bezel from the webbing of the rear center seat belt.

6. Remove the two screws (2) that secure the belt bracket of the rear center seat belt to the body bracket (4)
on the upper cab back panel reinforcement.
7. Remove the belt bracket of the rear center seat belt from the body bracket.
8. Remove the screw (10) that secures the right side of the seat belt retractor mounting bracket and the right
outboard occupant buckle (9) unit to the rear floor panel near the base of the cab back panel.
9. Remove the rear center seat belt and retractor unit from the vehicle.
REAR OUTBOARD
injury.
Fig. 89: Seat Belt Lower Anchor AT Base Of Inner C-Pillar


DESCRIPTION.
1. Remove the rear seat from the vehicle. Refer to SEAT, REAR, REMOVAL and SEAT, MEGA CAB
REAR, REMOVAL .
2. Remove the screw (5) that secures the seat belt lower anchor (6) to the base of the inner C-pillar.
3. Unsnap the trim cover (3) from the front seat belt turning loop (2) and discard. The trim cover is a one
time component and is not intended for reuse.
4. Remove the screw (4) that secures the seat belt turning loop to the upper C-pillar.
5. Remove the seat belt turning loop from the upper C-pillar.
6. Remove the upper trim (1) from the inside of the C-pillar. Refer to PANEL, C-PILLAR TRIM,
UPPER, REMOVAL .
Fig. 90: Identifying Rear Outboard Belt - Quad CAB

7. Remove the lower trim (2) from the inside of the C-pillar. Refer to PANEL, C-PILLAR TRIM,
LOWER, REMOVAL .
8. Disengage the two clips that secure the belt web guide (5) to the inner C-pillar.
9. Remove the screw (3) that secures the lower bracket of the retractor (4) to the C-pillar.
10. Disengage the hooks on the upper retractor bracket from the slots in the C-pillar above the retractor
mounting hole.
11. Remove the rear outboard seat belt and retractor from the C-pillar as a unit.
INSTALLATION
CENTER - STANDARD CAB

injury.
Fig. 91: Front Center Seat Belt

NOTE: A front center three-point seat belt and retractor is used only on standard cab
vehicles. Quad or crew cab and mega cab vehicles with a front bench seat have
a two-point lap belt in the front center seating position. Refer to BUCKLE, SEAT
BELT, INSTALLATION.


DESCRIPTION.
1. Position the front center seat belt and retractor unit (5) to the floor panel (6) at the base of the cab back
panel (8) to the right of center.
2. Install and tighten the two screws (4) that secure the front center seat belt retractor bracket to the floor
panel near the base of the cab back panel. Tighten the screws to 39 N.m (29 ft. lbs.).
3. Position the belt bracket (2) of the front center seat belt (7) to the body bracket (1) on the upper cab back
panel reinforcement.
4. Install and tighten the two screws (3) that secure the belt bracket of the front center seat belt to the body
bracket on the upper cab back panel reinforcement. Tighten the screws to 20 N.m (15 ft. lbs.).
Fig. 92: Identifying Front Center Seat Belt Bezel

5. Reinstall the trim (1) onto the cab back panel. Refer to PANEL, CAB BACK TRIM,
INSTALLATION .
6. Route the webbing of the front center seat belt (4) through the bezel (5) and position the bezel to the belt
opening near the top of the cab back trim panel.
7. Using hand pressure, press firmly and evenly on each side of the front center seat belt bezel until it snaps
into place on the cab back trim panel.
8. Reinstall the stowage tray onto the rear floor panel behind the seat. Refer to BIN, STORAGE,
INSTALLATION .
9. Reach between the center of the front seat cushion and front seat back to access and buckle the front
center seat belt lower anchor latch plate to the unique black, keyed lower anchor buckle.

FRONT OUTBOARD - EXCEPT STANDARD CAB
injury.
Fig. 93: Seat Belt Tensioner Initiator On The Retractor



PROCEDURE.
DESCRIPTION.
1. Position the front outboard seat belt and retractor (1) into the vehicle.
2. Reconnect the yellow connector (2) of the body wire harness (3) to the seat belt tensioner initiator on the
retractor.

3. Position the seat belt (7) and retractor (6) to the inner B-pillar (1) as a unit. Be certain to engage the
locating tab on the upper retractor bracket into the clearance hole in the B-pillar.

4. Loosely install the screw (5) that secures the lower retractor bracket to the B-pillar.
5. Install and tighten the screw (3) that secures the upper retractor bracket to the B-pillar. Tighten the screw
to 12 N.m (106 in. lbs.).
6. Tighten the screw that secures the lower retractor bracket to the B-pillar. Tighten the screw to 39 N.m (29
ft. lbs.).
7. Position the belt web guide (2) to the B-pillar and use hand pressure to press it firmly and evenly until the
two clips that secure it snap into place. Be certain that the seat belt webbing between the retractor and the
web guide is not twisted.
8. Reinstall the lower trim (4) onto the inside of the B-pillar. Refer to PANEL, B-PILLAR TRIM,
LOWER, INSTALLATION .

9. Position the seat belt turning loop (5) onto the height adjuster (1) on the upper B-pillar. Be certain that the
seat belt webbing between the web guide and the turning loop is not twisted.
45 N.m (33 ft. lbs.).
11. Position a new trim cover (3) over the top of the turning loop, then snap it into place. Engage the lower
snap features first, then the upper snap features. The trim cover is a one time component and is not
intended for reuse.

Fig. 96: Front Seat Belt Lower Anchor

12. Position the seat belt lower anchor (3) to the mounting hole in the floor panel (4) near the base of the B-
pillar (1) cushion frame. Be certain that the seat belt webbing between the turning loop and the lower
anchor is not twisted.
13. Install and tighten the screw (2) that secures the lower anchor to the floor panel. Tighten the screw to 45
N.m (33 ft. lbs.).
STANDARD PROCEDURE.
OUTBOARD - STANDARD CAB

injury.
Fig. 97: Seat Belt Tensioner Initiator


PROCEDURE.
1. Position the front outboard seat belt and retractor (1) into the vehicle.
2. Reconnect the yellow connector (2) of the body wire harness (3) to the seat belt tensioner initiator on the
retractor.

Fig. 98: Seat Belt And Retractor AT Inner B-Pillar

3. Position the seat belt and retractor (4) to the inner B-pillar (6) as a unit. Be certain to engage the locating
tab on the upper retractor bracket into the clearance hole in the B-pillar.
4. Loosely install the screw (5) that secures the lower retractor bracket to the B-pillar.
5. Install and tighten the screw (3) that secures the upper retractor bracket to the B-pillar. Tighten the screw
to 12 N.m (106 in. lbs.).
6. Tighten the screw that secures the lower retractor bracket to the B-pillar. Tighten the screw to 39 N.m (29
ft. lbs.).
8. Reinstall the lower trim (3) onto the inside of the B-pillar. Refer to PANEL, B-PILLAR TRIM,


9. Position the seat belt turning loop (5) onto the height adjuster (1) on the upper B-pillar. Be certain that the
seat belt webbing between the web guide and the turning loop is not twisted.
45 N.m (33 ft. lbs.).
11. Position a new trim cover (3) over the top of the turning loop, then snap it into place. Engage the lower
snap features first, then the upper snap features. The trim cover is a one time component and is not
intended for reuse.

Fig. 100: Lower B-Pillar Trim

12. Position the seat belt lower anchor (4) to the mounting hole near the base of the inner B-pillar (1). Be
certain that the seat belt webbing between the turning loop and the lower anchor is not twisted.
13. Install and tighten the screw (3) that secures the lower anchor to the B-pillar. Tighten the screw to 39 N.m
(29 ft. lbs.).
STANDARD PROCEDURE.
REAR CENTER - MEGA CAB
injury.

Fig. 101: Removing/Installing Belt Bracket

DESCRIPTION.
1. Position the rear center seat belt and retractor unit into the 60 percent section of the rear seat back frame
(3). Be certain the tab (5) on the retractor bracket is engaged in the slot in the frame.
2. Install and tighten the screw (4) that secures the rear center seat belt retractor to the seat back frame.
Tighten the screw to 60 N.m (44 ft. lbs.).
3. Position the belt bracket (1) of the rear center seat belt onto the top of the seat back frame. Be certain the
tab (2) on the bracket is engaged in the slot in the frame.
4. Install and tighten the two screws (6) that secure the belt bracket of the rear center seat belt to the seat
back frame. Tighten the screws to 60 N.m (44 ft. lbs.).
5. Reinstall the trim cover onto the 60 percent section of the rear seat back frame. Refer to COVER, SEAT
BACK, MEGA CAB REAR, INSTALLATION .

Fig. 102: Removing/Installing Seat Bezel

6. Engage the rear center seat belt bezel (2) over the webbing of the rear center seat belt.
7. Position the bezel over the belt bracket on the top of the rear seat back (1).
8. Install and tighten the two screws (3) that secure the bezel to the belt bracket on the top of the rear seat
back frame. Tighten the screws to 5 N.m (44 in. lbs.).
9. Route the center seat belt lower anchor between the seat back (1) and the seat cushion (2) and position it
to the anchor bracket (3). Be certain the belt webbing is not twisted between the retractor and the anchor

bracket.
10. Install and tighten the screw (7) that secures the seat belt lower anchor to the anchor bracket. Tighten the
screw to 40 N.m (30 ft. lbs.).
11. Restore the 60 percent seat back filler panel and the seat back to their previous positions.
REAR CENTER - QUAD OR CREW CAB
injury.
Fig. 104: Rear Center Seat Belt Retractor

NOTE: The rear center seat belt and retractor is secured to a mounting bracket that
includes the right outboard occupant seat belt buckle. The rear right outboard
occupant buckle is available for service only as a unit with the center seat belt

and retractor.
DESCRIPTION.
1. Position the rear center seat belt retractor (6) and right outboard occupant buckle unit (9) onto the rear
floor panel (8) near the base of the cab back panel.
2. Loosely install the screw (10) that secures the right side of the seat belt retractor mounting bracket and the
right outboard occupant buckle unit to the rear floor panel near the base of the cab back panel.
3. Position the belt bracket (3) of the rear center seat belt onto the body bracket (4) on the upper cab back
panel reinforcement.
4. Install and tighten the two screws (2) that secure the belt bracket to the body bracket. Tighten the screws
to 20 N.m (15 ft. lbs.).
5. Lift the webbing of the rear center seat belt and slide the bezel (1) over the webbing to position it over the
belt bracket at the top of the cab back panel. Engage the rearward snap features of the bezel with the belt
bracket. Using hand pressure, press firmly and evenly downward on the front of the bezel until it snaps
into place over the belt bracket.
6. Reinstall the rear seat into the vehicle. On vehicles with the optional 60/40 split rear bench, only the 60
percent section (right side) of the rear seat must be reinstalled. Refer to SEAT, REAR,
INSTALLATION and SEAT, MEGA CAB REAR, INSTALLATION .
7. Insert the rear center seat belt lower anchor (7) between the rear seat back and the seat cushion, and
position the anchor to the left side of the seat belt retractor mounting bracket on the rear floor panel.
8. Install and tighten the screw (5) that secures the center seat belt lower anchor and the left side of the seat
belt retractor mounting bracket to the rear floor panel. Tighten the screw to 45 N.m (33 ft. lbs.).
9. Tighten the screw that secures the right side of the seat belt retractor mounting bracket to the rear floor
panel. Tighten the screw to 45 N.m (33 ft. lbs.).
10. Restore the rear seat cushion to its seating position.
REAR OUTBOARD

injury.
Fig. 105: Identifying Rear Outboard Belt - Quad CAB

DESCRIPTION.
1. Position the rear outboard seat belt and retractor (4) to the inner C-pillar as a unit. Be certain to engage
the hooks on the upper retractor bracket into the mounting hole in the C-pillar.
2. Install and tighten the screw (3) that secures the lower retractor bracket to the C-pillar. Tighten the screw
to 39 N.m (29 ft. lbs.).
4. Reinstall the lower trim (2) onto the inside of the C-pillar. Refer to PANEL, C-PILLAR TRIM,

Fig. 106: Seat Belt Lower Anchor AT Base Of Inner C-Pillar

5. Reinstall the upper trim (1) onto the inside of the C-pillar. Refer to PANEL, C-PILLAR TRIM,
UPPER, INSTALLATION .
6. Position the seat belt turning loop (2) onto the upper C-pillar.
7. Install and tighten the screw (4) that secures the turning loop to the C-pillar. Tighten the screw to 39 N.m
(29 ft. lbs.).
8. Engage the upper edge of a new trim cover (3) over the top of the turning loop. Then squeeze the lower
end of the trim cover and the turning loop together firmly and evenly until the engagement tabs of the
trim cover snap into the slots of the turning loop.
9. Position the seat belt lower anchor (6) to the mounting hole at the base of the C-pillar.
10. Install and tighten the screw (5) that secures the lower anchor to the C-pillar. Tighten the screw to 39 N.m
(29 ft. lbs.).
11. Reinstall the rear seat into the vehicle. Refer to SEAT, REAR, INSTALLATION and SEAT, MEGA
CAB REAR, INSTALLATION .
SEAT BELT
REMOVAL
REMOVAL


injury.

vehicles. Refer to RETRACTOR, SEAT BELT, REMOVAL.
1. Move the adjacent right or left front outboard seat section (40 percent) to its most forward position and
tilt the seat back forward for easiest access to the lower anchor of the front center seat belt buckle, lap belt
or anchor buckle (1).

3. From behind the front seat, remove the screw (5) that secures the lower anchor of the front center seat belt
buckle, lap belt or anchor buckle to the center seat support bracket (3).
4. From the front of the front seat, reach between the side of the center seat cushion (6) and the adjacent
right or left front outboard seat cushion to access and remove the seat belt buckle, lap belt or anchor
buckle through the elastic strap (2) on the side of the center seat cushion.
5. Remove the front center seat belt buckle, lap belt or anchor buckle unit from the front seat.
INSTALLATION
INSTALLATION
injury.


vehicles. Refer to RETRACTOR, SEAT BELT, INSTALLATION.
1. From the front of the front seat, position the front center seat belt buckle, lap belt or anchor buckle unit
(1) through the elastic strap (2) on the side of the center seat cushion (6).
2. From the front of the front seat, reach between the side of the center seat cushion and the adjacent right or
left front outboard seat cushion to route the lower anchor of the seat belt buckle, lap belt or anchor buckle
unit down between the side of the center seat cushion and the adjacent right or left front outboard seat
cushion. Be certain that the belt webbing is not twisted.
3. From behind the front seat, position the lower anchor of the seat belt buckle, lap belt or anchor buckle to
the center seat support bracket (3). Be certain to engage the anti-rotation tab on the lower anchor into the
corresponding hole in the center seat support bracket.
4. Install and tighten the screw (5) that secures the lower anchor of the seat belt buckle, lap belt or anchor
buckle to the center seat support bracket. Tighten the screw to 39 N.m (29 ft. lbs.).
SENSOR, IMPACT
DESCRIPTION
IMPACT SENSORS
Remote or satellite impact sensors are located in various locations in the vehicle. These sensors are mounted
remotely from the impact sensor that is internal to the Occupant Restraint Controller (ORC). Sensors on each
side of the vehicle provide an additional logic input for use by the ORC to control the side curtain airbags, the
seat belt pretensioners and, if equipped, the seat airbags. Two types of sensors are used in this vehicle. One is
the acceleration-type and one is the pressure-type, which are described in further detail elsewhere within this
service information.
ACCELERATION TYPE

Fig. 109: Impact Sensor Components

Each vehicle has at least two, but as many as four remote acceleration-type side impact sensors (1). Two side
sensors, one each for the left and right sides of the vehicle are secured with a screw near the base of the right or
left inner B-pillar within the passenger compartment. Quad cab or crew cab and mega cab models have two
additional side sensors, one each for the left and right sides of the vehicle, secured with a screw near the base of
the right or left inner C-pillar within the passenger compartment. The right and left side impact sensors are
identical in construction and calibration and are interchangeable.
Each sensor housing has an integral connector receptacle (4), an integral anti-rotation pin (3), and an integral
mounting hole (2) with a metal sleeve to provide crush protection. A cavity in the center of the molded plastic
impact sensor housing contains the electronic circuitry of the sensor which includes an electronic
communication chip and an electronic acceleration sensor. Potting material fills the cavity to seal and protect
the internal electronic circuitry and components. The side impact sensors are connected to the vehicle electrical
system through dedicated take outs and connectors of the body wire harness.
The acceleration-type side impact sensors cannot be repaired or adjusted and, if damaged or ineffective, they
must be replaced.
PRESSURE TYPE

Fig. 110: Pressure-Type Front Door Side Impact Sensors

Two pressure-type front door side impact sensors (2) are used on all standard cab versions of this vehicle, one
each for the left and right sides of the vehicle. These sensors are also used on club, crew or mega cab styles, but
only if they are also equipped with the optional seat airbags. These sensors are mounted remotely from the
impact sensor that is internal to the Occupant Restraint Controller (ORC). Each pressure-type sensor is secured
with two screws and is sealed by a resilient gasket (1) to the front door module carrier on the inside of each
front door. The sensors are concealed behind the front door trim panel within the passenger compartment.
The right and left front door side impact sensors are identical in construction and calibration, and are
interchangeable. The sensor housing has an integral connector receptacle (3), two integral mounting tabs and an
integral hood-like water shield (4) that extends through a hole in the front door module carrier into the interior
of the door cavity and protects the sensor orifice from contamination.
A cavity in the center of the molded plastic sensor housing contains the electronic circuitry of the sensor, which
includes an electronic communication chip and the electronic pressure sensor. The housing cavity is filled with
a potting material to seal and protect the internal electronic circuitry and components. A label on the sensor has
a directional arrow and the word down imprinted upon it to provide verification of the correct sensor orientation
in the vehicle. The pressure-type side impact sensors are each connected to the vehicle electrical system through
a dedicated take out and connector of the front door wire harnesses.
The pressure-type side impact sensors cannot be repaired or adjusted and, if damaged or ineffective, they must
be replaced.
OPERATION
IMPACT SENSORS

Two types of impact sensors are used in this vehicle. They are the acceleration-type and the pressure-type.
Additional operational details of each of these sensor types is described in further detail elsewhere within this
service information.
ACCELERATION TYPE
The acceleration type side impact sensors are electronic accelerometers that sense the rate of vehicle
deceleration, which provides verification of the direction and severity of an impact. Each sensor also contains
an electronic communication chip that allows the unit to communicate the sensor status as well as sensor fault
information to the microcontroller within the Occupant Restraint Controller (ORC).
The ORC microcontroller continuously monitors all of the passive restraint system electrical circuits to
determine the system readiness. If the ORC detects a monitored system fault, it sets a Diagnostic Trouble Code
(DTC) and controls the airbag indicator operation accordingly. The impact sensors each receive battery current
and ground through dedicated left and right sensor plus and minus circuits from the ORC. The impact sensors
and the ORC communicate by modulating the voltage in the sensor plus circuit.
The hard wired circuits between the impact sensors and the ORC may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic
methods will not prove conclusive in the diagnosis of the impact sensors or the electronic controls and
communication between other modules and devices that provide some features of the Supplemental Restraint
System (SRS). The most reliable, efficient and accurate means to diagnose the acceleration-type front or side
impact sensors or the electronic controls and communication related to impact sensor operation requires the use
of a diagnostic scan tool. Refer to the appropriate diagnostic information.
PRESSURE TYPE
The pressure type front door side impact sensors recognize a side impact in the front door area by monitoring
changes in pressure within the front door cavity. A sudden pressure wave is created as the door collapses during
an impact event. Each sensor also contains an electronic communication chip that allows the unit to
communicate the sensor status as well as sensor fault information to the microcontroller within the Occupant
Restraint Controller (ORC).
The ORC microcontroller continuously monitors all of the passive restraint system electrical circuits to
determine the system readiness. If the ORC detects a monitored system fault, it sets a Diagnostic Trouble Code
(DTC) and controls the airbag indicator operation accordingly. The impact sensors each receive battery current
and ground through dedicated left and right sensor plus and minus circuits from the ORC. The impact sensors
and the ORC communicate by modulating the current in the sensor plus circuit.
The hard wired circuits between the pressure-type front door side impact sensors and the ORC may be
diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the impact sensors or
the electronic controls and communication between other modules and devices that provide features of the
Supplemental Restraint System (SRS). The most reliable, efficient and accurate means to diagnose the pressure-
type impact sensors or the electronic controls and communication related to impact sensor operation requires
the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

REMOVAL
SIDE - B-PILLAR - EXCEPT STANDARD CAB
WARNING: To avoid serious or fatal injury, never strike or drop the side impact
sensor, as it can damage the impact sensor or affect its calibration. The
side impact sensor enables the system to deploy the side Supplemental
Restraint System (SRS) components. If an impact sensor is accidentally
dropped during service, the sensor must be scrapped and replaced with a
new unit. Failure to observe this warning could result in accidental,
incomplete, or improper side SRS component deployment.
NOTE: Side impact sensors are used ONLY in vehicles equipped with standard or
optional Side AirBag Inflatable Curtain (SABIC) units.
Fig. 111: Side Impact Sensor

1. Adjust the driver or passenger side front seat to its most forward position for easiest access to the B-pillar
trim.

3. Remove the trim from the inside of the lower B-pillar. Refer to PANEL, B-PILLAR TRIM, LOWER,
REMOVAL .
4. Disconnect the body wire harness connector (1) from the side impact sensor (2) connector receptacle.
5. Remove the screw (3) that secures the sensor to the inner B-pillar.
6. Remove the side impact sensor from the inner B-pillar.
SIDE - B-PILLAR - STANDARD CAB


1. Adjust the driver or passenger side front seat to its most forward position for easiest access to the B-pillar
trim.
3. Remove the trim from the inside of the lower B-pillar. Refer to PANEL, B-PILLAR TRIM, LOWER,
REMOVAL .
5. Remove the screw (3) that secures the sensor to the inner B-pillar.
6. Remove the side impact sensor from the inner B-pillar.
SIDE - C-PILLAR


2. Remove the trim from the inside of the lower C-pillar. Refer to PANEL, C-PILLAR TRIM, LOWER,
REMOVAL .
4. Remove the screw (3) that secures the sensor to the inner C-pillar.
5. Remove the side impact sensor from the inner C-pillar.
SIDE - FRONT DOOR


NOTE: Two pressure-type front door side impact sensors are used on all standard cab
versions of this vehicle, one each for the left and right sides of the vehicle.
These pressure-type impact sensors are also used on club, crew and mega cab
versions, but only if they are equipped with the optional seat airbags.
2. Remove the trim panel from the inside of the right or left front door. Refer to PANEL, DOOR TRIM,
REMOVAL .
3. Disconnect the front door module wire harness connector (3) from the side impact sensor (1) connector
receptacle.
4. Remove the two screws (4) that secure the sensor to the front door module carrier panel (2).
5. Remove the side impact sensor from the front door.

INSTALLATION
SIDE - B-PILLAR - EXCEPT STANDARD CAB

1. Position the side impact sensor (2) to the inside of B-pillar. Be certain that the anti-rotation pin on the
back of the sensor is engaged in the clearance hole of the B-pillar.

2. Install and tighten the screw (3) that secures the sensor to the inner B-pillar. Tighten the screw to 9 N.m
(80 in. lbs.).
3. Reconnect the body wire harness connector (1) to the sensor connector receptacle.
4. Reinstall the trim onto the inside of the lower B-pillar. Refer to PANEL, B-PILLAR TRIM, LOWER,
INSTALLATION .
STANDARD PROCEDURE.
SIDE - B-PILLAR - STANDARD CAB


1. Position the side impact sensor (2) to the inside of B-pillar. Be certain that the anti-rotation pin on the
back of the sensor is engaged in the clearance hole of the B-pillar.
(80 in. lbs.).
4. Reinstall the trim onto the inside of the lower B-pillar. Refer to PANEL, B-PILLAR TRIM, LOWER,
INSTALLATION .
STANDARD PROCEDURE.
SIDE - C-PILLAR


1. Position the side impact sensor (2) to the inside of C-pillar. Be certain that the anti-rotation pin on the
back of the sensor is engaged in the clearance hole of the C-pillar.
(80 in. lbs.).
4. Reinstall the trim onto the inside of the lower C-pillar. Refer to PANEL, C-PILLAR TRIM, LOWER,
INSTALLATION .
STANDARD PROCEDURE.
SIDE - FRONT DOOR



NOTE: Two pressure-type front door side impact sensors are used on all standard cab
versions of this vehicle, one each for the left and right sides of the vehicle.
These pressure-type impact sensors are also used on club, crew and mega cab
versions, but only if they are equipped with the optional seat airbags.
NOTE: Be certain that the gasket between the pressure-type side impact sensor and
the front door module carrier panel is in good condition and positioned on the
back of the sensor. There MUST be a good seal between the sensor and the
module carrier panel for the sensor to operate properly. If the gasket is in poor
condition, replace the sensor.

1. Position the side impact sensor (1) to the right or left front door module carrier panel (2). When the sensor
is correctly positioned, the arrow on the sensor label will be pointed toward the bottom of the door.
2. Install and tighten the two screws (4) that secure the sensor to the carrier panel. Tighten the screws
securely.
3. Reconnect the front door module wire harness connector (3) to the sensor connector receptacle.
4. Reinstall the trim panel onto the inside of the right or left front door. Refer to PANEL, DOOR TRIM,
INSTALLATION .
STANDARD PROCEDURE.
SWITCH, SEAT BELT, DRIVER

DESCRIPTION
DESCRIPTION
Fig. 119: Driver Side Seat Belt Switch

All vehicles are equipped with a driver side seat belt switch that is a small, normally open, single pole, single
throw, leaf contact, momentary switch. The driver side seat belt switch is integral to the buckle (1) of the driver
side front seat belt buckle, which is located within a molded plastic scabbard (2) and secured by a screw to the
inboard side of the driver side front seat cushion frame.
The seat belt switch is connected to the vehicle electrical system through a two-lead pigtail wire and connector
(3) on the seat belt buckle-half, which is connected to a wire harness connector and take out of the seat wire

harness routed beneath the driver side front seat cushion in the passenger compartment.
The seat belt switch cannot be adjusted or repaired. If ineffective or damaged, the entire driver side front seat
belt buckle-half unit must be replaced.
OPERATION
OPERATION
The front seat belt switches are designed to control a hard wired sense input to the Occupant Restraint
Controller (ORC). When the front seat belt tip-half is inserted and latched into the seat belt buckle, the switch
provides an input to the ORC; and, when the front seat belt tip-half is removed from the seat belt buckle, the
switch opens the input circuit. The switch is actuated by the latch mechanism within the seat belt buckle.
The seat belt switches receive a supply of current from the ORC, and the ORC senses the status of the front seat
belt buckles through its connection to the seat wire harnesses. The ORC controls the illumination of the seat belt
indicator and the generation of audible electronic chime tones based upon that input. The ORC monitors the
passenger side seat belt switch and Occupant Detection Sensor (ODS) input status through hard wired inputs. If
the ORC logic determines that a seat belt is not buckled while a seat is occupied, it sends an electronic message
to the Instrument Cluster (IC) (also known as the Common Instrument Cluster/CIC) over the Controller Area
Network (CAN) data bus requesting seat belt indicator illumination.
The hard wired circuits between the seat belt switches and the ORC may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic
methods will not prove conclusive in the diagnosis of the switches or the electronic controls and communication
between other modules and devices that provide features of the Supplemental Restraint System (SRS). The most
reliable, efficient and accurate means to diagnose the seat belt switches or the electronic controls and
communication related to seat belt switch operation requires the use of a diagnostic scan tool. Refer to the
appropriate diagnostic information.
TENSIONER, SEAT BELT

DESCRIPTION
DESCRIPTION

Fig. 120: Seat Belt Retractor Tensioner

Seat belt retractor tensioners supplement the dual front airbag system for all versions of this vehicle. These
tensioners are integral to the front seat belt and retractor units (1), which are secured to the B-pillars on the right
and left sides of the vehicle. The retractors are concealed beneath the molded plastic B-pillar trim. The seat belt
tensioner consists primarily of a molded plastic tensioner housing (3), a tubular metal piston housing (4), a
piston, a short rack gear, a set of pinion gears and a pyrotechnically activated gas generator (2).
All of these components are located on one side of the retractor spool on the outside of the retractor housing.
The seat belt tensioners are controlled by the Occupant Restraint Controller (ORC) and are connected to the
vehicle electrical system through dedicated take outs of the body wire harness by keyed and latching molded
plastic connector insulators to ensure a secure connection.
The retractor tensioners cannot be repaired and, if ineffective or damaged, the entire front seat belt and retractor
unit must be replaced. The retractor tensioners are not intended for reuse and must be replaced following any
front airbag deployment. A locked retractor that will not allow the seat belt webbing to be retracted or extracted
is a sure indication that the seat belt tensioner has been deployed and requires replacement. Refer to
OPERATION
OPERATION
The seat belt tensioners are deployed in conjunction with the dual front airbags by a signal generated by the
Occupant Restraint Controller (ORC) through the driver or passenger seat belt tensioner line 1 and line 2 (or

squib) circuits. When the ORC sends the proper electrical signal to the tensioners, the electrical energy
generates enough heat to initiate a small pyrotechnic gas generator.
The gas generator is installed in one end of the tubular metal piston housing, which contains a piston and a
small rack gear. As the gas expands, it pushes the piston and the rack gear through the tube. The rack gear
engages a pinion gear that drives a gear set within the tensioner housing, which rotates the seat belt retractor
spool causing slack to be removed from the front seat belt webbing.
Removing excess slack from the front seat belts not only keeps the occupants properly positioned for an airbag
deployment following a frontal impact of the vehicle, but also helps to reduce injuries that the occupant might
experience in these situations as a result of harmful contact with the steering wheel, steering column, instrument
panel or windshield. Also, the seat belt retractor has a two-stage mechanism that is designed to control the
loading being applied to the occupants by the seat belts during a frontal impact, further reducing the potential
for occupant injuries.
The ORC monitors the condition of the seat belt tensioners through circuit resistance. If any fault is detected the
ORC will illuminate the airbag indicator in the instrument cluster and store a Diagnostic Trouble Code (DTC).
Proper diagnosis of the seat belt tensioner gas generator and squib circuits requires the use of a diagnostic scan
tool and may also require the use of the SRS Load Tool special tool along with the appropriate Load Tool
Jumpers and Adapters. Refer to the appropriate diagnostic information.

RESTRAINTS Service Information - Ram Pickup PDF

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RESTRAINTS Service Information - Ram Pickup PDF

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2014 RAM 3500 HD Laramie

2014 RESTRAINTS Service Information - Ram Pickup

Service Information - Ram Pickup

WARNING: To avoid serious or fatal injury on vehicles equipped with the

Thursday, November 16, 2017 19:53:11

WARNING: To avoid potential physical injury or damage to sensitive electronic

Thursday, November 16, 2017 19:53:01 Page 2

The active restraints for this vehicle include:

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Fig. 1: SRS Logo

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cover and foam.

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DIAGNOSIS AND TESTING

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SERVICE AFTER A SUPPLEMENTAL RESTRAINT SYSTEM DEPLOYMENT

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SQUIB CIRCUIT DAMAGE

AIRBAG SQUIB STATUS

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consistent with state, provincial, local and federal regulations.

AIRBAG SQUIB STATUS

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Fig. 2: Clean Up Safety Equipment

Fig. 3: Vacuuming Residual Powder

Thursday, November 16, 2017 19:53:01 Page 12

SUPPLEMENTAL RESTRAINT STORAGE

SUPPLEMENTAL RESTRAINT SYSTEM VERIFICATION TEST

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Fig. 4: Locating DLC

Thursday, November 16, 2017 19:53:01 Page 14

SUPPLEMENTAL RESTRAINT SYSTEM WIRING REPAIRS

Fig. 5: Splice Band

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Fig. 6: Crimping Tool

Fig. 7: Solder Splice

Fig. 8: Heat Shrink Tube

Thursday, November 16, 2017 19:53:01 Page 16

Thursday, November 16, 2017 19:53:01 Page 17

Rear Center Seat Belt Buckle Anchor To

10042 - Crimper, Wire/Terminal

10187 - Remover Tool, Driver's Airbag

Thursday, November 16, 2017 19:53:01 Page 18

(Originally Shipped In Kit Number(s)

ADJUSTER, SEAT BELT TURNING LOOP

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Fig. 9: Front Seat Belt Turning Loop & Height Adjuster

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Fig. 10: B-Pillar

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Fig. 11: B-Pillar

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AIR BAG, DRIVER

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Fig. 13: Driver Airbag Protective Trim Cover

Fig. 14: Airbag Housing & Inflator

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Fig. 15: Airbag Retainer Access Holes

NOTE: The following procedure is for replacement of an ineffective or damaged Driver