RESTRAINTS

Service Information - Chrysler 300

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

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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 or
seat (pelvic and thorax) airbags, disable the Supplemental Restraint
System (SRS) before attempting any Occupant Restraint Controller (ORC)
diagnosis or service. The ORC contains a rollover sensor, which enables
the system to deploy the side curtains or seat airbags in the event of a
vehicle rollover event. If an ORC is accidentally rolled during service
while still connected to battery power, the side curtain and seat airbags
 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.

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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 or buckle, proper care should be exercised 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.

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.

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DESCRIPTION
OCCUPANT RESTRAINT SYSTEM

An occupant restraint system is standard factory-installed safety equipment on this vehicle. Available
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.

ACTIVE RESTRAINTS

The active restraints for this vehicle include:

Child Restraint Anchors - All vehicles are equipped with three, fixed-position, child seat upper
tether anchors for the rear seating. These upper anchors are integral to the rear shelf panel.
Two lower anchors are also provided for each outboard rear seating position. The lower
anchors are integral to an isofix cross member welded to the center floor panel beneath the rear
seat. These lower anchors are accessed from the front of the rear seat where the seat back
meets the seat cushion.
Front Seat Belts - Both front seating positions are equipped with three-point seat belt systems
employing lower B-pillar mounted inertia latch-type emergency locking retractors, height-
adjustable upper B-pillar mounted turning loops, a traveling lower seat belt anchor secured to
the outboard side of the seat frame, and a traveling end-release seat belt buckle secured to the
inboard side of the seat frame. The passenger side front seat belt retractor is switchable to an
automatic locking retractor for compatibility with child seats. The driver and passenger side front
seat belt buckles each include an integral seat belt switch that detects whether the front seat
belts have been fastened.
Rear Seat Belts - All three rear seating positions are equipped with three-point seat belt
systems. The outboard seating position belts employ C-pillar mounted inertia latch-type
emergency locking retractors, fixed position upper C-pillar mounted turning loops and fixed
 lower seat belt anchors secured to the lower C-pillar. The center position retractor is secured to
the rear shelf panel and the fixed lower center seat belt anchor is secured to the floor panel. All
three rear seat belts have fixed end-release seat belt buckles secured to the floor panel, a
double buckle unit on the right side and a single buckle unit on the left side. Both outboard
second row seat belt retractors are switchable to an automatic locking retractor for compatibility
with child seats.

PASSIVE RESTRAINTS

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Fig. 1: SRS Logo
Courtesy of CHRYSLER GROUP, LLC

The passive restraints available for this vehicle include the following:

Active Head Restraints - Inertia-based Active Head Restraints (AHR) are standard equipment
for both front seating positions in this vehicle.
Dual Front Airbags - Multistage driver and front passenger airbags are standard in this model.
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 driver airbag trim cover in the center of the steering wheel and also into the
passenger airbag door on the top of the instrument panel above the glove box. Vehicles with the
airbag system can also be identified by the airbag indicator, which will illuminate in the
Instrument Cluster (IC) (also known as the Common Instrument Cluster/CIC) from four to six
seconds as a bulb test each time the ignition switch is turned to the ON position. Pyrotechnic-
type seat belt tensioners are also integral for the driver and passenger front seat belts of all
airbag equipped vehicles to work in conjunction with the dual front and side curtain airbags.
Knee Blocker Airbag - The front airbag system also includes a knee blocker airbag (also
known as a Knee AirBag/KAB or an Inflatable Knee Blocker/IKB) that is located just below the
steering column, behind the instrument panel steering column opening cover. This airbag is also
a passive, inflatable, SRS component and vehicles with this equipment can be readily identified
by the SRS - AIRBAG logo molded into the steering column opening cover on the instrument
panel just beneath the steering column.
Seat Airbags - Front seat integrated pelvic and thorax airbags are standard equipment in all
 markets. 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 are standard 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 on the top of each B-pillar upper trim panel
near the headliner.

The SRS includes the following major components, which are described in further detail elsewhere in
this service information:

Active Head Restraints - On vehicles with this equipment, one Active Head Restraint (AHR) is
located atop each front seat back unit.
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

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driver.
Clockspring - The clockspring is located near the top of the steering column, directly beneath
the steering wheel.
Driver Airbag - The driver airbag is located in the center of the steering wheel, beneath the
driver airbag trim cover.
Driver Knee Blocker - The driver knee blocker is a 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 vehicles equipped with dual front
airbags, one left side and one right side. One sensor is located on the back side of each vertical
member of the headlamp mounting cross member structural support.
Knee Blocker Airbag - This vehicle is equipped with a knee blocker airbag (also known as the
Knee AirBag/KAB or Inflatable Knee Blocker/IKB) feature. The knee blocker airbag is mounted
behind the instrument panel steering column opening cover in addition to the static driver knee
blocker.
Occupant Detection Sensor - An Occupant Detection Sensor (ODS) is located on the top of
the seat cushion of the passenger side front seat in domestic market vehicles.
Occupant Restraint Controller - The Occupant Restraint Controller (ORC) is located on a
mount on the floor panel transmission tunnel forward of the transmission gear selector, and is
concealed below the instrument panel.
Passenger Airbag - The passenger airbag is located in the instrument panel, beneath the
passenger airbag door on the top of the instrument panel above the glove box 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 glove box door.
Seat Airbag - A seat (also known as pelvic and thorax) airbag unit 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 seat belt retractor and both
front seat buckle units on vehicles equipped with dual front airbags. The seat belt retractor and
 tensioner units are secured to each lower inner B-pillar and are concealed behind the lower B-
pillar trim. The seat belt buckle tensioner units are located on the inboard rear corner of each
front seat cushion frame.
Seat Track Position Sensor - Certain vehicles may include a seat track position sensor that
may be located on the inboard side of one of the seat adjuster tracks on both the driver and the
passenger front seats.
Side Curtain Airbag - A standard equipment side curtain airbag is secured to each inside roof
side rail above the headliner, and extends from the A-pillar to just beyond the C-pillar.
Side Impact Sensor - Six side impact sensors are standard equipment on vehicles equipped
with side curtain airbags, three on each side of the vehicle. One pressure-type sensor is located
on each right and left side front door hardware module carrier, while one acceleration-type
sensor is located on each B-pillar and C-pillar. These sensors are each concealed behind the
adjacent interior trim components.

The ORC and the IC each contain a microprocessor and programming that allow them to

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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.

PEDESTRIAN PROTECTION SYSTEM

An Electronic Pedestrian Protection (EPP) system (also known as the PedPro or the Active Hood
System) is factory-installed safety equipment, which is available only in vehicles manufactured for
certain export markets. The EPP system includes the following major components, which are
described in further detail elsewhere in this service information:

Active Hood Hinge Actuators - The two pyrotechnic EPP active hood hinge actuators are
each secured by a screw within a mounting plate located on each of the two active hood hinges,
which are located near each rear corner of the hood panel.
Active Hood Hinges - The active hood hinges have several features and components not
found on a conventional hood hinge. In addition to a mounting plate for a pyrotechnic actuator
and a reset spring, each active hood hinge includes a mid-strap joined to the hood bracket by a
pivot pin at the forward end and a shear rivet at the rearward end. An up-stop pin near the
center of the hood bracket fits within a slotted hole near the center of the mid-strap. Refer to
HINGE, HOOD for hood hinge removal and installation procedures.
Front Energy Absorber Foam Material - The front energy absorber foam material is
 sandwiched between the front bumper area of the front fascia and the front bumper support
beam. Refer to FASCIA, FRONT for front fascia removal and installation procedures.
Impact Sensors - The EPP system includes three dedicated acceleration-type impact sensors
to support the EPP feature. The impact sensors are each mounted by a screw to a receptacle
with a U-nut located on the back of the front fascia. One sensor and bracket is located near
each end just above the bumper support beam, and one is located near the center just below
the bumper support beam. The impact sensors and the sensor mounting provisions are
concealed behind the front fascia.
Occupant Restraint Controller - The Occupant Restraint Controller (ORC) also serves as the
Electronic Pedestrian Protection Module (EPPM) in this vehicle. The ORC is located on a mount
on the floor panel transmission tunnel near the dash panel just forward of the center instrument
panel support.
Pedestrian Bar - A static, tubular metal pedestrian bar (also known as a leg catcher) is
concealed just behind the lower end of the front fascia. The pedestrian bar is suspended at
each side from the lower end of a stamped metal bracket that is secured at the top near the

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same brackets that support each end of the front bumper support beam. Refer to FRAME AND
BUMPERS for the pedestrian bar removal and installation procedures.

The ORC and the Instrument Cluster (IC) (also known as the Common Instrument Cluster/CIC) 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 EPP electronic 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 EPP 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
OCCUPANT RESTRAINT SYSTEM

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 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. In addition, each front seat occupant must have their Active Head
Restraint (AHR) unit properly adjusted in order to obtain its maximum safety benefit.

The SRS electrical circuits are continuously monitored and controlled by a microprocessor 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 from four to
six seconds as a bulb test each time the ignition switch is turned to the ON or START positions.
Following the bulb test, the airbag indicator is turned ON or OFF by the 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.

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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 microprocessor in the ORC signals the inflator of the appropriate airbag units to
deploy their airbag cushions.

The front seat belt retractor and buckle tensioners, the knee blocker airbag (also known as the Knee
AirBag/KAB or Inflatable Knee Blocker/IKB) are provided with a deployment signal by the ORC in
conjunction with the front airbags. The side curtain airbags and the seat airbags (also known as pelvic
and thorax 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. The ORC also contains a rollover sensor.
Should the vehicle 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 air bags,
the seat air bags and, under certain conditions, will also actuate the seat belt buckle and 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 front seat passenger in the proper position for
an airbag deployment. The static knee blockers also absorb and distribute the crash energy from the
driver and the front seat passenger to the structure of the instrument panel. The seat belt tensioners
remove the slack from the front seat belts to provide further assurance that the driver and front seat
passenger are properly positioned and restrained for an airbag deployment.

Typically, the vehicle occupants recall more about the events preceding and following a collision than
they do of an airbag deployment itself. This is because the airbag deployment and deflation occur
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 or 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.

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PEDESTRIAN PROTECTION SYSTEM

In the event of a frontal vehicle impact, the Electronic Pedestrian Protection (EPP) system (also
known as the PedPro or the Active Hood System) components are designed and intended to
enhance the protection for pedestrians from the hard components found just beneath the hood of the
vehicle within the engine compartment. The EPP system has three acceleration-type impact sensors
located in the front bumper area of the vehicle, a microcontroller-based Occupant Restraint Controller
(ORC) located within the passenger compartment of the vehicle that also serves as the EPP system
controller and an active hood hinge with a pyrotechnic-type actuator at each rear corner of the hood
panel.

The impact sensors continually transmit sensor data to the ORC that give an indication of the forces
of gravity (G force) upon the sensors. The ORC also receives electronic message inputs over the
Controller Area Network (CAN) data bus indicating the ignition status, vehicle speed and ambient
temperature. If the vehicle has a collision, the ORC uses algorithms to analyze all of the input data to
determine whether to deploy the hood. If the algorithm makes a deployment decision and that the
vehicle speed is between 22 kilometers-per-hour (14 miles-per-hour) and 52 kilometers-per-hour (32
miles-per-hour), then the ORC will send electrical signals to deploy the actuators on the active hood
hinges.

When the micro gas generator in each actuator is energized, it produces a large quantity of
expanding gas. The expanding gas moves a piston within the actuator that pushes upward against
the hood bracket of the active hood hinge. The force of the actuator on the hinge bracket creates a
lever action that shears a rivet between the hood bracket and the mid-strap of both hood hinges,
allowing the actuators to lift the rear of the hood at the hinges. Lifting the rear of the hood in this
manner provides additional clearance between the hood and the hard components found within the
engine compartment.

Each active hood hinge functions normally during routine opening and closing of the hood. However,
upon active hood hinge deployment the rear of the hood is lifted to a predetermined height, which is
controlled by an up-stop pin on the hinge bracket that is engaged within a slotted hole in the mid-strap
of each hinge.

During a frontal pedestrian impact, the purpose of the pedestrian bar (also known as the leg catcher)
that supports the lower front fascia is to reduce the severity of leg injuries and to position the
pedestrian onto the hood of the vehicle rather than onto the pavement. These goals are both intended
to reduce the severity and debilitating nature of potential pedestrian injuries. It should be noted that
the pedestrian bar must be inspected and replaced if visually damaged following any frontal vehicle
impact, regardless of whether or how the active hood is deployed.

The EPP system electrical circuits are continuously monitored and controlled by the ORC
microcontroller. If the ORC detects a problem it stores a fault code or Diagnostic Trouble Code (DTC)
in its memory circuit and sends an electronic request message to the Instrument Cluster (IC) (also
known as the Common Instrument Cluster/CIC) to illuminate the airbag indicator. The airbag indicator
may be turned ON or OFF by the ORC to indicate a problem in either the Supplemental Restraint
System (SRS) or the EPP system electrical circuits.

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The hard wired circuits between components related to the EPP system 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 EPP
system or the electronic controls or communication between other modules and devices that provide
inputs to the ORC. The most reliable, efficient, and accurate means to diagnose the ORC or the
electronic controls and communication related to EPP system 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.

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 or 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.

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.

PEDESTRIAN PROTECTION SYSTEM

The hard wired circuits between modules and components related to the Electronic Pedestrian
Protection (EPP) system (also known as the PedPro or the Active Hood System) may be diagnosed

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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 EPP
system or the electronic controls or communication between other modules and devices that provide
features of the EPP system. The most reliable, efficient, and accurate means to diagnose the EPP
system or the electronic controls and communication related to EPP system operation, as well as the
retrieval or erasure of a Diagnostic Trouble Code (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 EPP system may require the use of the Supplemental Restraint
System (SRS) Load Tool special tool along with the appropriate Load Tool Jumpers and Adapters.
Refer to the appropriate diagnostic information.

WARNING: To avoid serious or fatal injury on vehicles equipped with the Electronic
Pedestrian Protection (EPP) system, disable the system before attempting
any EPP system component diagnosis or service. With the ignition switch
in the OFF position, 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 EPP system. Failure to take the proper precautions could
result in accidental active hood hinge actuator deployment.

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

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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.

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.

SERVICE AFTER A PEDESTRIAN PROTECTION DEPLOYMENT

COMPONENT REPLACEMENT AND INSPECTION REQUIREMENTS

There are two types of Electronic Pedestrian Protection (EPP) system deployments that may occur:
pedestrian and non-pedestrian. Following either type of deployment, the Electronic Vehicle
Information Center (EVIC) within the Instrument Cluster (IC) (also known as the Common Instrument
Cluster/CIC) will display a SERVICE ACTIVE HOOD message and the airbag indicator will be
illuminated. To make sure continued system integrity, certain components must be replaced or
inspected following a deployment based upon the deployment type.

PEDESTRIAN DEPLOYMENT

The following components must be replaced following a pedestrian deployment:

Right and left EPP hood hinge actuators

Right and left active hood hinges
Hood panel

The following components must be closely inspected, then replaced if any damage is visually evident
following a pedestrian deployment:

EPP impact sensors

EPP impact sensor wiring
Front bumper energy absorber foam material (inspect for compression, cracks and any other
signs of deformation or deterioration)
Front bumper support beam (reinforcement)
Front fascia
Front fascia brackets
Hood latch/secondary catch unit
Hood latch striker
Pedestrian bar (see NOTE )

NOTE: The pedestrian bar MUST be inspected and replaced if visually damaged

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following ANY frontal vehicle impact, regardless of whether the active hood is
deployed or how the impact occurred.

NON-PEDESTRIAN DEPLOYMENT

The following components must be replaced following a non-pedestrian deployment:

Right and left EPP hood hinge actuators

Right and left active hood hinges

The following components must be closely inspected, then replaced if any damage is visually evident
following a non-pedestrian deployment:

EPP impact sensors

EPP impact sensor wiring
Front bumper energy absorber foam material (inspect for compression, cracks and any other
signs of deformation or deterioration)
Front bumper support beam (reinforcement)
Front fascia
Front fascia brackets
Hood latch/secondary catch unit
Hood latch striker
Hood panel
Pedestrian bar (see NOTE 2 )

NOTE: 1. In order to guarantee continued Electronic Pedestrian Protection (EPP)

system integrity, the hood panel MUST be replaced following three EPP
deployments, regardless of how the active hood is deployed or the results
 of any visual inspection.
2. The pedestrian bar MUST be inspected and replaced if visually damaged
following ANY frontal vehicle impact, regardless of whether the active
hood is deployed or how the impact occurred.

ACTIVE HOOD HINGE RESET PROCEDURE

If the vehicle remains otherwise safely operable following an EPP deployment, a customer reset
position for the active hood hinges is provided to restore adequate forward visibility to drive the
vehicle to the nearest dealer for service. Proceed as follows to engage the deployed active hood
hinges in the reset position:

1. Push downward on one rear corner of the hood panel.

NOTE: The initial 15 millimeters (0.60 inch) of travel will require significant effort,

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up to 300 Newtons (68 pounds) of force. After the initial travel, the
deployed EPP actuators will vent and the required force to push the hood
downward will be reduced.

2. Continue pushing the hood downward until the active hinge reset mechanism engages. The C
shaped reset spring on the hinge mid-strap will come into contact with the hood bracket and the
resistance will increase. Provide an additional downward force (a soft bump downward) on the
hood to cause the reset spring to compress, then snap into the detent notch in the hood
bracket. The rear edge of the hood will be raised about 5 millimeters (0.20 inch) higher than the
fender when the active hood hinge is in the reset position.
3. Repeat Steps 1 and 2 on the opposite rear corner of the hood panel.

SERVICE AFTER A SUPPLEMENTAL RESTRAINT 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.
If an active head restraint is deployed - An inertia-based Active Head Restraint (AHR) unit
that is undamaged following a deployment automatically resets itself. These units are designed
with the intention of reuse.
If the driver airbag is deployed - If the driver airbag has been deployed, the steering wheel,
the clockspring and the complete steering column with lower steering column coupler must also
be replaced.
 If the knee blocker airbag is deployed - If the knee blocker airbag (also known as the Knee
AirBag/KAB or Inflatable Knee Blocker/IKB) has been deployed, the instrument panel steering
column opening cover must also be replaced.
If the passenger airbag is deployed - If the passenger airbag has been deployed, the
instrument panel top pad must also be replaced.
If a seat airbag is deployed - If a seat (pelvic and thorax) airbag has been deployed, the seat
back frame, the seat back foam and the seat back trim cover on the same side of the vehicle as
the deployed airbag must also 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 seat (pelvic and thorax) or side curtain airbags.
The seat belt tensioners must be replaced if either front airbag has been deployed, and must be
inspected if either seat or side curtain airbag has been deployed.
If a side curtain airbag is deployed - If a side curtain airbag has been deployed, the headliner
as well as the upper A, B and the C-pillar trim on the same side of the vehicle as the deployed
airbag must also be replaced. On vehicles with an optional sunroof, the sunroof drain tubes and

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hoses must be closely inspected following a side curtain airbag deployment.

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 WIRING REPAIRS

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 and passenger airbags 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

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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. Turn the ignition switch to the ON position.
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 driver and passenger airbag squibs.

AIRBAG SQUIB STATUS

IF THE ACTIVE DTC IS: CONDITIONS SQUIB STATUS
Driver or Passenger Squib 1 AND the stored DTC minutes for both Both Squib 1 and 2 were
open Driver or Passenger squibs are within used.
Driver or Passenger Squib 2 15 minutes of each other
open
Driver or Passenger Squib 1 AND the stored DTC minutes for Driver Squib 1 was used; Squib
open or Passenger Squib 2 open is 2 is live.
GREATER than the stored DTC
Driver or Passenger Squib 2 minutes for Driver or Passenger Squib
open 1 by 15 minutes or more
Driver or Passenger Squib 1 AND the stored DTC minutes for Driver Squib 1 is live; Squib 2
open or Passenger Squib 1 open is was used.
GREATER than the stored DTC
Driver or Passenger Squib 2 minutes for Driver or Passenger Squib
open 2 by 15 minutes or more
Driver or Passenger Squib 1 AND Driver or Passenger Squib 2 Squib 1 was used; Squib
open open is NOT an active code 2 is live.
Driver or Passenger Squib 2 AND Driver or Passenger Squib 1 Squib 1 is live; Squib 2
open open is NOT an active code was 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

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Fig. 2: Safety Glasses & Rubber Gloves
Courtesy of CHRYSLER GROUP, LLC

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: Vacuum Cleaner
Courtesy of CHRYSLER GROUP, LLC

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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 AIRBAG SQUIB STATUS heading
within this information. 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 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.

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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.

Fig. 4: Splice Band

Courtesy of CHRYSLER GROUP, LLC

1. Remove 13 millimeters (0.50 inch) of insulation from each wire that needs to be spliced.
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. 5: Crimping Tool
Courtesy of CHRYSLER GROUP, LLC

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.

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Fig. 6: Solder Splice
Courtesy of CHRYSLER GROUP, LLC

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. 7: Heat Shrink Tube

Courtesy of CHRYSLER GROUP, LLC

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.

SUPPLEMENTAL RESTRAINTS VERIFICATION TEST

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.

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

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precautions could result in accidental airbag deployment.

1. During the following test, the battery negative cable remains disconnected and isolated, 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). The DLC is located
on the driver side lower edge of the instrument panel, near the steering column opening cover
and outboard of the steering column.
3. Turn the ignition switch to the ON position and exit the vehicle with the scan tool.
4. Check to be certain that nobody is in the vehicle, then reconnect the battery negative cable.
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 5 or6, 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 to9.
9. Turn the ignition switch to the OFF position for about 15 seconds, and then back to the ON
position. 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.

SPECIFICATIONS
SPECIFICATIONS
TORQUE SPECIFICATIONS
DESCRIPTION N-m Ft. Lbs. In. Lbs.
Curtain airbag inflator to C/D-pillar bolt 11 8 97
Curtain airbag roof side rail retaining screws 5 4 44
Driver airbag retaining bolts 10 7 89
Electronic Pedestrian Protection Actuator Screw 7.9 - 70
Front seat belt anchor nut 37 27.5 328
Front seat belt buckle retaining nut 43 31.5 381
Front seat belt guide retaining screw 3 2 27
Front seat belt height adjuster retaining bolts 32 23.5 283
Front seat belt retractor retaining bolt 32 23.5 283
Front seat belt turning loop retaining bolt 40 30 354
Impact sensor retaining screws 7 5 62
Left and right side passenger airbag mounting
3 2 27

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screws
Occupant restraint controller retaining screws 11 8 97
Passenger airbag mounting bolts 12 9 106
Rear center seat belt retractor anchor nut 34 25 301
Rear seat belt anchor bolt 32 23.5 283
Rear seat belt buckle retaining nut 34 25 301
Rear seat belt turning loop retaining bolt 40 29.5 354
Rear center seat belt retractor retaining nut 34 25 301
Rear seat belt retractor retaining bolt 32 23 283

SPECIAL TOOLS
SPECIAL TOOLS

10042 - Crimper, Wire/Terminal

(Originally Shipped In Kit Number(s) 10042.)

ACTUATOR, ELECTRONIC PEDESTRIAN PROTECTION HOOD HINGE

DESCRIPTION

DESCRIPTION
Fig. 8: Integral Bracket, Tubular Metal Housing, Metal Piston, Gas Generator & Occupant

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Restraint Controller (ORC)
Courtesy of CHRYSLER GROUP, LLC

Active hood hinge actuators are found only in vehicles equipped with the Electronic Pedestrian
Protection (EPP) system (also known as the PedPro or Active Hood System), which is available only
in vehicles manufactured for certain export markets. An EPP active hood hinge actuator is located on
each hinge. The actuators are secured by a self-tapping screw through an integral bracket (5) to a
mounting plate integral to the lower bracket on each active hood hinge.

The actuator consists primarily of a tubular metal housing (1) containing a metal piston (2) with a
molded plastic cap and a small pyrotechnically activated gas generator (4). The actuators are
controlled by the Occupant Restraint Controller (ORC). An actuator pigtail wire (3) and connector
insulator are routed to a dedicated take out of the headlamp and dash wire harness and connected to
the vehicle electrical system by a keyed and latching molded plastic connector insulator to ensure a
secure connection.

The EPP active hood hinge actuators cannot be repaired and, if ineffective or damaged, the entire
actuator unit must be replaced. The actuators are not intended for reuse and must be replaced
following any EPP system deployment.

OPERATION

OPERATION

The Electronic Pedestrian Protection (EPP) active hood hinge actuators are deployed by a signal
generated by the Occupant Restraint Controller (ORC) through the right and left hood actuator line 1
and line 2 (or squib) circuits. When the ORC sends the proper electrical signal to the actuators, the
electrical energy generates enough heat to initiate a small pyrotechnic gas generator.

The gas generator is installed in one end of a steel cylinder tube where the piston is sealed to the
inside circumference of the tube. As the gas expands, it pushes the piston up the tube, where it
actuates the leveraging mechanism of the active hood hinge that cuts the hinge shear rivet and raises
the rear edge of the hood panel.

Raising the hood panel following a frontal impact of the vehicle creates additional clearance between
the hood and the hard components within the engine compartment. This clearance helps to reduce
the severity of injuries that a pedestrian might experience in these situations as a result of harmful
contact with those hard parts found just beneath the hood panel within the engine compartment.

The ORC monitors the condition of the active hood hinge actuators through circuit resistance, and will
register a Diagnostic Trouble Code (DTC) for any fault that is detected. The ORC will then request
illumination of the airbag indicator in the Instrument Cluster (IC) (also known as the Common
Instrument Cluster/CIC). Proper diagnosis of the active hood hinge actuator gas generator and squib
circuits requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

REMOVAL

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REMOVAL

WARNING: To avoid serious or fatal injury on vehicles equipped with the Electronic
Pedestrian Protection (EPP) system, disable the system before attempting
any EPP system component diagnosis or service. With the ignition switch
in the OFF position, 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 EPP system. Failure to take the proper precautions could
result in accidental active hood hinge actuator deployment.

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

Electronic Pedestrian Protection (EPP) system active hood hinge actuator. If the
actuator is ineffective or damaged, but not deployed, it should be handled in the
same manner as is used when handling non-deployed supplemental restraints.
Review the recommended procedures for Handling Non-Deployed Supplemental
Restraints. Refer to STANDARD PROCEDURE. If the actuator has been
deployed, review the recommended procedures for Service After A Pedestrian
Protection Deployment before removing the unit from the vehicle. .
Fig. 9: Pigtail Wire Connector, Electronic Pedestrian Protection (EPP) Active Hood Hinge

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Actuator & Dash Wire Harness Connector
Courtesy of CHRYSLER GROUP, LLC

1. With the ignition switch in the OFF position, disconnect and isolate the battery negative cable.
Wait two minutes for the system capacitor to discharge before further service.
2. Disconnect the pigtail wire connector (5) of the Electronic Pedestrian Protection (EPP) active
hood hinge actuator (1) from the headlamp and dash wire harness connector (4).
3. Remove the screw (2) that secures the actuator bracket to the mount (3) on the hood hinge
lower bracket.
4. Remove the actuator from the vehicle.

INSTALLATION

INSTALLATION

WARNING: To avoid serious or fatal injury on vehicles equipped with the Electronic
Pedestrian Protection (EPP) system, disable the system before attempting
any EPP system component diagnosis or service. With the ignition switch
in the OFF position, 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 EPP system. Failure to take the proper precautions could
result in accidental active hood hinge actuator deployment.

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

Electronic Pedestrian Protection (EPP) system active hood hinge actuator. If the
actuator is ineffective or damaged, but not deployed, it should be handled in the
same manner as is used when handling non-deployed supplemental restraints.
Review the recommended procedures for Handling Non-Deployed Supplemental
Restraints. Refer to STANDARD PROCEDURE. If the actuator has been
 deployed, review the recommended procedures for Service After A Pedestrian
Protection Deployment before removing the unit from the vehicle. .

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Fig. 10: Pigtail Wire Connector, Electronic Pedestrian Protection (EPP) Active Hood Hinge
Actuator & Dash Wire Harness Connector
Courtesy of CHRYSLER GROUP, LLC

1. Guide the pigtail wire and connector (5) of the Electronic Pedestrian Protection (EPP) active
hood hinge actuator (1) through the mount (3) on the hood hinge lower bracket while positioning
the actuator to the hinge.
2. Align the hole in the actuator bracket with the hole in the hinge mount.
3. Install and tighten the screw (2) that secures the actuator to the hinge. Tighten the screw to 7.9
N.m (70 in. lbs.).
4. Reconnect the pigtail wire connector of the actuator to the headlamp and dash wire harness
connector (4).
5. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System
(SRS) Verification Test procedure should be performed following service of any EPP system
component. Refer to STANDARD PROCEDURE.

ADJUSTER, SEAT BELT TURNING LOOP, FRONT

REMOVAL

REMOVAL

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.

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Fig. 11: Nut, Seat Belt Turning Loop, Height Adjuster & Two Screws
Courtesy of CHRYSLER GROUP, LLC

1. Remove the trim from the inside of the B-pillar (1). Refer to PANEL, B-PILLAR TRIM,
REMOVAL .
2. Remove the nut (5) that secures the seat belt turning loop (4) to the stud on the height adjuster
(3).
3. Remove the seat belt turning loop from the height adjuster.
4. Remove the two screws (2) that secure the height adjuster to the upper inner B-pillar.
5. Remove the seat belt turning loop adjuster from the B-pillar.

INSTALLATION

INSTALLATION

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.

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Fig. 12: Nut, Seat Belt Turning Loop, Height Adjuster & Two Screws
Courtesy of CHRYSLER GROUP, LLC

1. Position the seat belt turning loop height adjuster (3) to the inside of the upper inner B-pillar (1).
2. Install and tighten the two screws (2) that secure the adjuster to the B-pillar. Tighten the screws
to 45 N.m (33 ft. lbs.).
3. Position the seat belt turning loop (4) onto the stud of the height adjuster on the B-pillar. Be
certain that the seat belt webbing between the retractor and the turning loop is not twisted.
4. Install and tighten the nut (5) that secures the turning loop to the height adjuster. Tighten the nut
to 45 N.m (33 ft. lbs.).
5. Reinstall the trim onto the inside of the B-pillar. Refer to PANEL, B-PILLAR TRIM,
INSTALLATION .

AIR BAG, DRIVER

DESCRIPTION

DESCRIPTION
Fig. 13: Except SRT

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Courtesy of CHRYSLER GROUP, LLC

Fig. 14: SRT

Courtesy of CHRYSLER GROUP, LLC

The injection molded, thermoplastic driver airbag protective trim cover (1) is the most visible part of
the Driver AirBag (DAB). The DAB is located in the center of the steering wheel, where it is secured
with screws to the floating horn switch within the hub cavity of the three-spoke steering wheel. An
injection molded, bright emblem with the Chrysler logo (2) is applied to the center of the trim cover.
Fig. 15: Except SRT

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Courtesy of CHRYSLER GROUP, LLC

Fig. 16: SRT

Courtesy of CHRYSLER GROUP, LLC

Concealed beneath the DAB trim cover (1) are the folded airbag cushion, the airbag housing (2), the
airbag inflator (3) and the retainers (5) that secure the inflator to the housing. The airbag cushion,
housing and inflator are secured within an integral receptacle molded into the back of the trim cover.
Except for SRT models, the vertical walls of this receptacle have numerous integral window features
that are engaged by numerous hook features that are bent outward around the perimeter of the DAB
housing. On SRT models, the vertical walls of this receptacle have numerous integral window
features that are engaged by numerous tab features that are bent inward around the perimeter of the
DAB housing. Once the SRT trim cover is fully seated in the housing, it can only be removed by
cutting it off, and will have to be replaced with a new trim cover. The DAB housing also has four well
nuts (4) which are used to secure the floating horn switch to the back of the housing.

The DAB 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 airbag 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 using
four flanged hex nuts. Two keyed and color-coded connector receptacles on the DAB inflator connect
the two inflator initiators to the vehicle electrical system through two jacketed, two-wire pigtail
harnesses from the clockspring.

The DAB cannot be repaired, and must be replaced if deployed, ineffective or in any way damaged.
The DAB trim cover and the floating horn switch are available for individual service replacement.

OPERATION

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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 DAB 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 a
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 a
Supplemental Restraint System (SRS) 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 during a deployment 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.

Proper diagnosis of the DAB 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

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.

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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 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.

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. .
Fig. 17: Two Screws, Floating Horn Switch & Driver Airbag
Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
2. Working through the access holes in each side of the steering wheel rear trim cover, remove the
two screws (3) that secure the floating horn switch (1) and Driver AirBag (DAB) (2) unit to the
steering wheel armature.
3. Pull the DAB and floating horn switch unit away from the steering wheel far enough to access
the electrical connections (3 and 4) at the back of the airbag housing and switch unit.
4. Disconnect the steering wheel wire harness connector (4) from the floating horn switch
connector on the back of the switch.

CAUTION: Do not pull on the clockspring pigtail wires or pry on the connector
insulators to disengage them from the Driver AirBag (DAB) inflator

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initiator connector receptacles. Improper removal of these pigtail
wires and their connector insulators can result in damage to the
airbag circuits or the connector insulators.

Fig. 18: Airbag Pigtail Wire Connector Insulators & Integral Latches
Courtesy of CHRYSLER GROUP, LLC

5. 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 DAB housing.
Pinch both latches firmly, then pull the insulators straight out from the airbag inflator to
disconnect them from the connector receptacles.
6. Remove the driver airbag from the steering wheel.
7. If the driver airbag has been deployed, the clockspring and the steering column must be
replaced.
DISASSEMBLY

DISASSEMBLY

EXCEPT SRT

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 serious or fatal injury, service of this unit should be performed

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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.

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.
 cardiagn.com
Fig. 19: Trim Cover, Thirteen Hooks, Airbag Housing & Tab
Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
2. Remove the Driver AirBag (DAB) from the steering wheel. Refer to AIR BAG, DRIVER,
REMOVAL.
3. Place the driver airbag on a suitable clean and dry work surface with the trim cover (2) 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 thirteen hooks (3) of the airbag housing (1) from the thirteen windows in
the vertical walls of the trim cover receptacle, 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 driver airbag trim cover.

SRT

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 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

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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.

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. The trim
cover will be irreparably damaged if it is removed from the DAB housing and
MUST be replaced with a new trim cover.

Fig. 20: Twelve Trim Cover, Cut Lines & Airbag Housing
Courtesy of CHRYSLER GROUP, LLC
 1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
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.
4. Using a sharp utility knife, carefully cut through the lower edge of each of the twelve trim cover
(1) windows at the cut lines (3) on each side of the twelve inward pointing hooks of the airbag
housing (2). Use extreme care to prevent any scraps from entering and becoming lost within the
airbag housing or cushion.
5. With all of the windows cut open, separate the remainder of the trim cover from the DAB
housing by pulling it away from the top of the housing around the perimeter. Discard the
removed trim cover.

ASSEMBLY

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ASSEMBLY

EXCEPT SRT

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 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.
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.

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Fig. 21: Trim Cover, Thirteen Hooks, Airbag Housing & Tab
Courtesy of CHRYSLER GROUP, LLC

1. Place the driver airbag trim cover (2) 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 driver airbag housing (1), 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 thirteen hooks on the driver airbag
housing through the thirteen windows in the walls of the trim cover receptacle.
5. After the driver airbag 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.
 cardiagn.com
Fig. 22: Airbag Blocking Tab & Housing Hook
Courtesy of CHRYSLER GROUP, LLC

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 driver airbag onto the steering wheel. Refer to AIR BAG, DRIVER,
INSTALLATION.

SRT

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 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.

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. The trim
cover will be irreparably damaged if it is removed from the DAB housing and
MUST be replaced with a new trim cover.

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Fig. 23: Driver AirBag Housing, Cushion, DAB Trim Cover, Pointing Hooks & Twelve Windows
Courtesy of CHRYSLER GROUP, LLC

1. Place the Driver AirBag housing (4) on a suitable clean and dry work surface with the cushion
(5) facing up.
2. Position the DAB trim cover (1) over the housing. Be certain that the twelve windows (2) of the
trim cover are aligned with the twelve inward pointing hooks (3) of the airbag housing. All of the
trim cover windows will align with all of the housing hooks correctly only in one position.
3. Insert the edges of the trim cover between the airbag cushion and the airbag housing. Be
certain that the trim cover and housing are still properly aligned.
4. Using hand pressure, push the trim cover firmly and evenly down into the housing far enough
that each of the inward pointing hooks of the housing is engage through a window in the trim
 cover.
5. Inspect around the entire perimeter of the unit being certain each of the twelve hooks on the
DAB housing is engaged through the appropriate window in the trim cover.
6. After the DAB has been assembled, try pulling the perimeters of the trim cover and the airbag
housing away from each other. This action will fully seat the housing hooks into the trim cover
windows.
7. Reinstall the driver airbag onto the steering wheel. Refer to AIR BAG, DRIVER,
INSTALLATION.

INSTALLATION

INSTALLATION

WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable
the Supplemental Restraint System (SRS) before attempting any steering

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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 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 trim cover must never be
painted. Replacement airbags are serviced with trim covers 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.

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. .
Fig. 24: Two Screws, Floating Horn Switch & Driver Airbag

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Courtesy of CHRYSLER GROUP, LLC

1. Position the Driver AirBag (DAB) (2) and floating horn switch (1) unit close enough to the
steering wheel to reconnect the electrical connections to the back of the airbag housing.
2. Reconnect the steering wheel wire harness connector (4) to the floating horn switch connector
on the back of the switch.
3. Reconnect the wire connectors (5) 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.
4. Carefully position the DAB and floating horn switch unit into the steering wheel hub. Be certain
that none of the steering wheel wiring is pinched between the airbag housing or the horn switch
and the steering wheel armature.
5. Working through the access holes in each side of the steering wheel rear trim cover, install and
tighten the two screws (3) that secure the floating horn switch and DAB unit to the steering
wheel armature. Tighten the screws to 13 N.m (10 ft. lbs.).
6. Do not reconnect the battery negative cable 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, KNEE BLOCKER

DESCRIPTION

DESCRIPTION
Fig. 25: Airbag Housing, Four Studs, Plastic Protective Cover & Inflator Initiator

cardiagn.com
Courtesy of CHRYSLER GROUP, LLC

A knee blocker airbag (also known as the Knee AirBag/KAB or the Inflatable Knee Blocker/IKB) is
used on vehicles manufactured for domestic markets. These airbags are passive, inflatable,
Supplemental Restraint System (SRS) components. Vehicles with this equipment may be readily
identified by the SRS - AIRBAG logo located on the upper outboard corner of the instrument panel
steering column opening cover.

The knee blocker airbag is concealed behind the steering column opening cover below the steering
column on the driver side lower instrument panel. Located behind the steering column opening cover,
the stamped metal airbag housing (1) is secured by four studs (2) with nuts to the stamped metal
lower instrument panel reinforcement of the instrument panel support structure. A molded plastic
protective cover (4) is secured over the folded airbag cushion by several hook formations stamped
into the airbag housing that are engaged through window openings in tabs integral to the outer
perimeter of the cover.

The airbag housing contains the airbag inflator and a heat shield. The airbag inflator is a single-
initiator, non-azide hybrid-type unit that is secured to the housing by two studs with nuts and sealed
within the airbag housing. The airbag is connected to the vehicle electrical system through a
dedicated take out and connector insulator of the instrument panel wire harness that connects directly
to the inflator initiator (3).

The knee blocker airbag cannot be repaired, and must be replaced if deployed, ineffective or in any
way damaged. If the airbag is deployed, the knee blocker and the steering column opening cover
must also be replaced.

OPERATION

OPERATION

The knee blocker airbag (also known as the Knee AirBag/KAB or the Inflatable Knee Blocker/IKB) is
deployed by an electrical signal generated by the Occupant Restraint Controller (ORC) to which it is
connected through a knee blocker line 1 and line 2 (or squib) circuits to the initiator in the airbag
inflator. The hybrid-type inflator assembly for the 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 chemical pellets burn rapidly and produce the pressure necessary to rupture a
containment disk in the inert gas canister. 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 knee blocker airbag protective cover will split at predetermined tear seam lines
concealed on the underside of the cover, then fold open and out of the way.

The cushion protects the lower extremities of the vehicle operator and helps to keep the seat
occupant properly positioned for the Driver AirBag (DAB) deployment during a frontal impact collision.
Following an airbag deployment, the knee blocker airbag cushion quickly deflates by venting the inert
gas through the loose weave of the fabric used to construct the instrument panel side of the airbag

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cushion, and the deflated cushion hangs down loosely from the lower instrument panel.

Proper diagnosis of the knee blocker 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

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 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.

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

Inflatable Knee Blocker (IKB) airbag. 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 IKB airbag
has been deployed, review the recommended procedures for Service After A
Supplemental Restraint Deployment before removing the airbag from the
vehicle. .
 cardiagn.com
Fig. 26: Panels, Instrument Panel Lower Reinforcement & Knee AirBag (KAB) Cover
Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
2. Remove the close out panels (2) from under the driver side of the instrument panel lower
reinforcement (3) and surrounding the Knee AirBag (KAB) cover (1) and housing.
3. Remove the steering column opening cover from the instrument panel. Refer to COVER,
INSTRUMENT PANEL, REMOVAL .

Fig. 27: Four Nuts, Studs, Wire Harness Connection & Instrument Panel Lower
Reinforcement
Courtesy of CHRYSLER GROUP, LLC
 4. Remove the four nuts (2) that secure the studs of the KAB (4) to the instrument panel lower
reinforcement (1).
5. Rotate the outboard end of the KAB downward so that the instrument panel wire harness
connection (3) to the KAB inflator faces upward.
6. Disconnect the electrical connection that is secured by integral latches to the KAB inflator
initiator connector receptacle on the inboard end of the KAB housing. Depress the latches on
each side of the connector insulator and pull the insulator straight out from the inflator initiator to
disconnect it from the connector receptacle.
7. Remove the KAB from the vehicle.

INSTALLATION

INSTALLATION

WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable

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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 serious or fatal injury, use extreme care to prevent any foreign
material from entering the Inflatable Knee Blocker (IKB) airbag, or
becoming entrapped between the IKB airbag cushion and the IKB cover.
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

Inflatable Knee Blocker (IKB) airbag. 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 IKB airbag
has been deployed, review the recommended procedures for Service After A
Supplemental Restraint Deployment before removing the airbag from the
vehicle. .
Fig. 28: Four Nuts, Studs, Wire Harness Connection & Instrument Panel Lower Reinforcement

cardiagn.com
Courtesy of CHRYSLER GROUP, LLC

1. Position the Knee AirBag (KAB) (4) below the steering column opening of the instrument panel
in a vertical orientation with the airbag inflator initiator connector receptacle (3) facing upward.
2. Reconnect the connector insulator of the instrument panel wire harness take out for the KAB to
the airbag inflator initiator connector receptacle by pressing straight in on the connector. You
can be certain that the connector is fully engaged in its receptacle by listening carefully for a
distinct, audible click as the connector latches snap into place.
3. Carefully position the KAB to the instrument panel lower reinforcement (1).
4. Install and tighten the four nuts that secure the studs of the KAB to the instrument panel lower
reinforcement. Tighten the nuts to 6 N.m (53 in. lbs.).
5. Reinstall the steering column opening cover onto the instrument panel. Refer to COVER,
INSTRUMENT PANEL, INSTALLATION .
 cardiagn.com
Fig. 29: Panels, Instrument Panel Lower Reinforcement & Knee AirBag (KAB) Cover
Courtesy of CHRYSLER GROUP, LLC

6. Reinstall the close out panels (2) under the driver side of the instrument panel lower
reinforcement (3) and surrounding the KAB cover (1) and housing.
7. Do not reconnect the battery negative cable 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. 30: Upper Bracket, Lower Mounting Bracket, Welded Metal Housing & Airbag Cushion

cardiagn.com
Courtesy of CHRYSLER GROUP, LLC

The horizontal surface of the instrument panel top pad above the glove box is the most visible part of
the Passenger AirBag (PAB). The seamless PAB door is integral to the top of the instrument panel
cover above the glove box opening on the instrument panel in front of the front seat passenger
seating position. Located below the PAB door area of the instrument panel cover, the PAB retainer or
chute is secured to the underside of the instrument panel cover substrate.

The retainer defines the PAB door breakout area of the cover and serves as the receptacle for the
PAB cushion and housing. Two U-nuts on each side of the retainer secure the two screws that mount
each upper bracket (1) of the PAB housing to the substrate. The PAB is also secured by two screws
through a stamped lower mounting bracket (4) to the instrument panel support structure or armature.

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 and welded metal housing (5), the airbag cushion (2), and the airbag inflator. The airbag
housing contains the airbag inflator and the folded airbag cushion. A rectangular fabric cushion is
used.

The passenger 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 models. The PAB unit
consists passenger airbag consists of a stamped and welded metal housing, the airbag cushion, the
airbag inflator, and a stamped metal airbag cushion retainer plate that is secured to the airbag
housing.

The airbag housing contains the airbag inflator and the folded airbag cushion. The airbag inflator is a
non-azide, pyrotechnic-type unit that is secured to and sealed within the airbag housing. A dedicated
takeout with keyed and color coded connector insulators directly connects the two inflator initiators (3)
to the vehicle electrical system through the instrument panel wire harness. A rectangular fabric
cushion is used.
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 cover. If the PAB is
deployed, the instrument panel 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 several
delay intervals between the electrical signals provided to the two initiators. The longer the delay
between these signals, the less forcefully the airbag cushion will deploy.

When the ORC sends the proper electrical signals to each initiator, the electrical energy generates

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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 cushion, causing the cushion to inflate. As the cushion inflates, the PAB door area of the
instrument panel cover will split at predetermined tear seam lines concealed on the underside of the
cover, then the door will pivot up over the top of the instrument panel and out of the way. Following a
deployment, the airbag cushion quickly deflates by venting the inert gas through vent holes within the
fabric used to construct the back (windshield side) of the cushion.

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.

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

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 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 unit and other interior surfaces. In large
doses, these deposits may cause irritation to the skin and eyes.

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

passenger airbag. 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 passenger airbag has been
deployed, review the recommended procedures for Service After A
Supplemental Restraint Deployment before removing the airbag from the
vehicle. .

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Fig. 31: Two PAB Initiators, Passenger AirBag (PAB), Instrument Panel Cover & Four Screws
Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
2. Remove the glove box from the instrument panel. Refer to GLOVE BOX, INSTRUMENT
PANEL, REMOVAL .
3. Reach through the instrument panel glove box opening to access and remove the two screws
that secure the PAB lower bracket to the instrument panel structural support.
4. Reach through the instrument panel glove box opening to access and disconnect the two
instrument panel wire harness connectors from the two PAB initiators (3), one at each side of
the PAB inflator canister.
5. Remove the Passenger AirBag (PAB) (2) and instrument panel cover (1) as a unit from the
instrument panel support structure or armature. Refer to COVER, INSTRUMENT PANEL,
REMOVAL .
6. Place the instrument panel cover and passenger airbag unit on a suitable work surface with the
top of the cover facing down. If the cover will be reused, be certain to take the proper
 precautions to prevent the cover from receiving cosmetic damage during the following
procedures.
7. Remove the four screws (4) that secure the two upper airbag mounting brackets to the U-nuts
on each side of the PAB retainer or chute (2) on the underside of the instrument panel cover.
8. Remove the PAB from the instrument panel cover.

INSTALLATION

INSTALLATION

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.

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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 when removing a deployed airbag, rubber
gloves, eye protection, and a long-sleeved shirt should be worn. There
may be deposits on the airbag unit and other interior surfaces. In large
doses, these deposits may cause irritation to the skin and eyes.

WARNING: To avoid serious or fatal injury, use extreme care to prevent any foreign
material from entering the passenger airbag, or becoming entrapped
between the passenger airbag cushion and the instrument panel top pad.
Failure to observe this warning could result in occupant injuries upon
airbag deployment.

WARNING: To avoid serious or fatal injury, the instrument panel top pad must never
be painted. Replacement top pads are serviced in the original colors.
Paint may change the way in which the material of the top pad responds
to an airbag deployment. 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

passenger airbag. 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 passenger airbag has been
deployed, review the recommended procedures for Service After A
Supplemental Restraint Deployment before removing the airbag from the
vehicle. .
Fig. 32: Two PAB Initiators, Passenger AirBag (PAB), Instrument Panel Cover & Four Screws

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Courtesy of CHRYSLER GROUP, LLC

1. Place the instrument panel cover (1) on a suitable work surface with the receptacle of the
Passenger AirBag (PAB) retainer or chute facing up. Be certain to take the proper precautions
to prevent the cover from receiving cosmetic damage during the following procedures.
2. Carefully position the PAB housing into the airbag retainer receptacle.
3. Install and tighten the four screws that secure the PAB upper mounting brackets to the U-nuts
on the retainer. Tighten the screws to 2.8 N.m (25 in. lbs.).
4. Reinstall the PAB and instrument panel cover onto the instrument panel structural support or
armature as a unit. Refer to COVER, INSTRUMENT PANEL, INSTALLATION .
5. Reach through the instrument panel glove box opening to access and reconnect the two
instrument panel wire harness connectors to the two PAB initiators (3), one at each side of the
PAB inflator canister. Be certain the connectors are each fully engaged and locked.
6. Reach through the instrument panel glove box opening to install and tighten the two screws that
secure the PAB lower bracket to the instrument panel structural support. Tighten the screws to
11.6 N.m (103 in. lbs.).
7. Reinstall the glove box into the instrument panel. Refer to GLOVE BOX, INSTRUMENT
PANEL, INSTALLATION .
8. Do not reconnect the battery negative cable 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, SEAT

DESCRIPTION

DESCRIPTION
Fig. 33: Seat AirBags (SAB), Two Studs & Inflator Initiator

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Courtesy of CHRYSLER GROUP, LLC

Seat AirBags (SAB) (1) (also known as thorax or pelvic airbags) are standard equipment on this
model. 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 molded thermoplastic chute
on the outside of the seat back frame, then secured to the frame by nuts on two studs (2) on the SAB
bracket on the inboard side of the inflator. 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.

Fig. 34: Folded SAB Cushion, Chute & Fabric Strap

Courtesy of CHRYSLER GROUP, LLC
The folded SAB cushion (1) is contained within and protected by the chute (2). The cushion is
constructed of a coated nylon fabric. The folded SAB cushion is tied to the airbag inflator with a fabric
strap (3). The inflator consists of 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 the SAB bracket.

The SAB cannot be repaired, and must be replaced if deployed, ineffective, or in any way damaged. If
the SAB is deployed the thermoplastic chute, the seat back frame, the seat back foam, the seat back
trim cover and the seat airbag jumper wire harness must also be replaced.

OPERATION

OPERATION

Each Seat AirBag (SAB) 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 airbag contains a small canister of highly

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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 the fabric retainer strap and the thermoplastic chute will
direct the expanding cushion through the outboard side of the seat back trim cover and into the area
between the outboard side of the front seat and the front door to protect the front seat occupant
during a side impact collision or 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.

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

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 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 unit and other interior surfaces. In large
doses, these deposits may cause irritation to the skin and eyes.

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

AirBag (SAB). If the SAB is ineffective or damaged, but not deployed, review the
recommended procedures for Handling Non-Deployed Supplemental Restraints.
Refer to STANDARD PROCEDURE. If the SAB has been deployed, review the
recommended procedures for Service After A Supplemental Restraint
Deployment before removing the airbag from the vehicle. .

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Fig. 35: Front Seat Back Frame, Two Nuts & Seat AirBag (SAB) And Thermoplastic Chute
Courtesy of CHRYSLER GROUP, LLC

1. Position the front seat to its most forward position for easiest access to the front seat mounting
hardware.
2. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
3. Remove the front seat from the vehicle. Refer to SEAT, FRONT, REMOVAL .
4. Remove the trim from the front and back of the front seat back frame (2). Refer to COVER,
SEAT BACK, FRONT, REMOVAL .
5. Remove the two nuts (3) that secure the Seat AirBag (SAB) and thermoplastic chute (1) to the
outboard side of 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.

6. Disengage the two SAB studs from the seat back frame and remove the SAB and chute from
the seat back as a unit.

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Fig. 36: SAB From The Chute, SAB Jumper Wire Harness & SAB Inflator
Courtesy of CHRYSLER GROUP, LLC

7. Disengage the SAB from the chute (1) to access and disconnect the SAB jumper wire harness
(3) connector from the base of the SAB inflator (2). Pull the connector insulator straight out from
the inflator to disconnect it from the connector receptacle.
8. Disengage the SAB jumper wire harness from the opening in the back of the chute.

INSTALLATION

INSTALLATION

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.
NOTE: The following procedure is for replacement of an ineffective or damaged Seat
AirBag (SAB). If the SAB is ineffective or damaged, but not deployed, review the
recommended procedures for Handling Non-Deployed Supplemental Restraints.
Refer to STANDARD PROCEDURE. If the SAB has been deployed, review the
recommended procedures for Service After A Supplemental Restraint
Deployment before removing the airbag from the vehicle. .

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.

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Fig. 37: SAB From The Chute, SAB Jumper Wire Harness & SAB Inflator
Courtesy of CHRYSLER GROUP, LLC

1. Engage the SAB jumper wire harness (3) through the opening in the back of the thermoplastic
chute (1).
2. Reconnect the seat jumper wire harness connector to the connector receptacle at the base of
the SAB inflator. Be certain that the connector latches and lock are fully engaged.
3. Carefully slide the Seat AirBag (SAB) and inflator (2) into the chute and engage the two SAB
studs through the holes provided in the chute. Be certain not to tear or damage the chute.
 cardiagn.com
Fig. 38: Front Seat Back Frame, Two Nuts & Seat AirBag (SAB) And Thermoplastic Chute
Courtesy of CHRYSLER GROUP, LLC

4. Position the SAB and chute (1) as a unit to the outboard side of the seat back frame (2) and
insert the SAB mounting studs through the mounting holes in the frame.
5. Install and tighten the two nuts (3) that secure the SAB to the outboard side of the seat back
frame. Tighten the nuts to 8 N.m (71 in. lbs.).

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.

6. Reinstall the trim onto the front and back of the front seat back frame. Refer to COVER, SEAT
BACK, FRONT, INSTALLATION .
7. Reinstall the front seat into the vehicle. Refer to SEAT, FRONT, INSTALLATION .
8. Do not reconnect the battery negative cable 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, SIDE CURTAIN

DESCRIPTION

DESCRIPTION
Fig. 39: Side AirBag Inflatable Curtains (SABIC), Tether & Hybrid-Type Inflator

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Courtesy of CHRYSLER GROUP, LLC

Side AirBag Inflatable Curtains (SABIC) (1) are standard factory-installed equipment for this vehicle.
These airbags are passive, inflatable, Supplemental Restraint System (SRS) components. The
SABIC system is designed to reduce injuries to the vehicle occupants in the event of a side impact
collision or a vehicle rollover incident. Each SABIC cushion provides full coverage of the side glass on
the same side of the vehicle as the monitored impact.

Each vehicle is equipped with two individually controlled SABIC units. These SABIC units are
concealed and mounted above the headliner where they are each secured to one of the roof side
rails. Each folded airbag cushion is contained within a fabric wrap and extruded plastic channels that
extend along the roof rail from the A-pillar at the front of the vehicle to the C-pillar at the rear of the
vehicle.

A long tether (3) extends down the A-pillar from the front of the SABIC cushion, while a shorter tether
extends back to over the C-pillar. The end of each tether is secured to a slot in the sheet metal with a
metal T-hook, while an additional plastic push-in fastener secures the T-hook within the slot in the
sheet metal of the pillar. A molded airbag support bracket is snapped into the roof rail above the C-
pillar.

The hybrid-type inflator (2) for each SABIC is secured to the roof rail above the B-pillar and the front
door opening, and is connected to the airbag cushion by a long tubular manifold. The inflator bracket
and the extruded cushion channel are secured with both plastic push-in fasteners and a snap-in
fastener to the roof rail. The inflator is initially hung from the roof rail by the snap-in fastener, then the
push-in fasteners secure the body of the airbag cushion to the roof rail and the support bracket.
Finally, the entire assembly is secured with five screws to the roof rail and the airbag support bracket.

The airbag inflator is connected to the vehicle electrical system through a dedicated take out and
connector of the body wire harness near the top of the B-pillar. The body wire harness connects the
SABIC unit to the Occupant Restraint Controller (ORC).
The SABIC units cannot be adjusted or repaired and must be replaced if deployed, ineffective, or in
any way damaged. Once a SABIC has been deployed, the complete SABIC unit, the headliner, the
upper A, B, and C-pillar trim as well as all other visibly damaged components must be replaced.

OPERATION

OPERATION

Each 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 the left or right SABIC
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

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connected to a tubular manifold so that all of the released gas is directed into the folded airbag
cushion, causing the cushion to inflate. As the 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 or a vehicle rollover incident. The cushion
features large chambers that inflate adjacent to the head of each front and rear seat occupant.

The front and rear tethers keep the SABIC cushion taut to the side of the vehicle. In addition, ramps
integral to the side trim of the interior and integral to the SABIC modules themselves guide the
cushion into the proper deployment position. Following the deployment, the 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.

Proper diagnosis of the SABIC 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

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 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 unit and other interior surfaces. In large
doses, these deposits may cause irritation to the skin and eyes.

WARNING: To avoid serious or fatal injury, use extreme care to prevent any foreign
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. 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

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vehicle. .

Fig. 40: Wire Harness Connector, Side Air Bag Inflatable Curtain (SABIC), Five Screws &
Airbag Support Bracket
Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
2. Remove the headliner from the vehicle. Refer to HEADLINER, REMOVAL .
3. Disconnect the body wire harness connector (1) for the Side Air Bag Inflatable Curtain (SABIC)
(4) from the connector receptacle on the inflator on the inner roof rail above the B-pillar.
4. Remove the five screws (3) that secure the SABIC to the inner roof rail and the airbag support
bracket (5).
5. Disengage the plastic push-in fasteners (2), then the T-hook that secures the end of each front
and rear SABIC tether in the slots in the inner A-pillar and C-pillar sheet metal.
 6. Disengage the remaining plastic push-in fasteners that secure the SABIC to the A-pillar, the
inner roof rail and the airbag support bracket at the top of the C-pillar.
7. Grasp the SABIC inflator firmly and pull it away sharply to disengage the snap-in fastener from
the inner roof rail above the B-pillar.
8. Remove the SABIC from the vehicle as a unit.

INSTALLATION

INSTALLATION

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

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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 when removing a deployed airbag, rubber
gloves, eye protection, and a long-sleeved shirt should be worn. There
may be deposits on the airbag unit and other interior surfaces. In large
doses, these deposits may cause irritation to the skin and eyes.

WARNING: To avoid serious or fatal injury, use extreme care to prevent any foreign
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. 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. .
Fig. 41: Wire Harness Connector, Side Air Bag Inflatable Curtain (SABIC), Five Screws &

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Airbag Support Bracket
Courtesy of CHRYSLER GROUP, LLC

1. Check to be certain that the box nuts and the airbag support bracket (5) for the Side Air Bag
Inflatable Curtain (SABIC) (4) are properly installed in the inner roof rail and that they are in
good condition.
2. Position the SABIC into the vehicle as a unit.
3. Align the snap-in fastener on the back of the SABIC inflator with the hole in the inner roof rail
above the B-pillar and push on the inflator firmly and evenly to snap it into place.
4. Engage the plastic push-in fasteners (2) that secure the airbag cushion to the inner roof rail and
the airbag support bracket behind the inflator and the B-pillar.
5. Engage the T-hook that secures the end of each front and rear SABIC tether into the slots in
their respective inner A-pillar or C-pillar sheet metal.
6. Engage the plastic push-in fasteners that secure the SABIC front tether to the holes in the inner
A-pillar.
7. Engage the plastic push-in fasteners (2) that secure the front and rear SABIC tether T-hooks in
their inner A-pillar or C-pillar slots.
8. Install and tighten the five screws (3) that secure the SABIC to the inner roof rail and the airbag
support bracket. Tighten the screws to 9 N.m (80 in. lbs.).
9. Reconnect the body wire harness connector (1) to the SABIC inflator connector receptacle.
10. Reinstall the headliner into the vehicle. Refer to HEADLINER, INSTALLATION .
11. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System
(SRS) Verification Test procedure should be performed following service of any SRS
component. Refer to STANDARD PROCEDURE.

ANCHOR, CHILD SEAT

DESCRIPTION
DESCRIPTION

Fig. 42: Lower Anchor & Tether

Courtesy of CHRYSLER GROUP, LLC

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This vehicle is equipped with a Lower Anchors and Tether for CHildren, or LATCH child restraint
anchorage system for domestic markets. 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. The rear seats in these vehicles are equipped with a fixed-position child
restraint upper tether anchor for both the center and the two outboard seating positions, and child
restraint lower anchors (also known as ISOFIX anchors) for the two outboard seating positions only.
Vehicles manufactured for export markets are not equipped with the upper tether anchors, but do
have the ISOFIX lower anchors.

The three upper tether anchors are integral to the rear shelf panel. These anchors are each
constructed of heavy-gauge steel reinforcement brackets integral to the rear shelf panel and are
concealed beneath individual trim cover and bezel units that are integral to the rear shelf trim panel.
These upper tether anchors cannot be adjusted or repaired and, if ineffective or damaged, they must
be replaced as a unit with the rear shelf panel. The upper tether anchor trim covers and bezels are
serviced as a unit with the rear shelf trim panel.
 cardiagn.com
Fig. 43: Lower Anchors
Courtesy of CHRYSLER GROUP, LLC

The lower anchors for all vehicles are integral to an ISOFIX cross member that is permanently
mounted to the center floor panel beneath the rear seat cushion. These anchors are constructed from
heavy-gauge round steel bar stock that is formed into a U-shape, then securely welded at each end
to the cross member.

Fig. 44: Identifying Rear Seat Lower Anchors & Markers With An Imprinted Child Seat Icon
Courtesy of CHRYSLER GROUP, LLC

The rear seat lower anchors (2) are each accessed from the front of their respective seats, at each
side where the seat back meets the seat cushion. Round markers (1) with an imprinted child seat icon
help identify the anchor locations as they may be otherwise difficult to see with the seat back in the
upright position. These lower anchors cannot be adjusted or repaired and, if ineffective or damaged,
they must be replaced as a unit with the isofix cross member of the center floor panel.

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.

OPERATION

OPERATION

All vehicles manufactured for sale in the United States and Canada are required to be equipped with

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a Lower Anchors and Tether for CHildren, or LATCH child restraint anchorage system. The rear seats
in this vehicle have two pairs 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.

With LATCH, child seats are secured by direct attachment to the vehicle structure, rather than by the
seat belts. With LATCH-compatible child seats, lower (also known as ISOFIX) anchors attach to the
seat structure through heavy-gauge wire loops located at the intersection between the seat cushion
and the seat back surfaces.

Three upper tether anchors are integral to the rear shelf panel 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. Vehicles manufactured for export markets are
equipped with only the ISOFIX lower anchors, and have no upper tether anchor provisions.

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.

BUCKLE, SEAT BELT

REMOVAL

FRONT SEAT

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, Occupant Classification System (OCS),
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 follow these instructions may result in
 accidental airbag deployment.

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.

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NOTE: The following procedure is for replacement of an ineffective or damaged seat
belt buckle unit. The front seat belt buckle also includes a seat belt tensioner. If
the front seat belt buckle 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. .

Fig. 45: Seat Belt Tensioner Initiator, Buckle And Tensioner, Switch Pigtail Wire Connector &
Screw
Courtesy of CHRYSLER GROUP, LLC
 1. Position the front seat for easiest access to the seat mounting hardware.
2. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
3. Remove the front seat from the vehicle. Refer to SEAT, FRONT, REMOVAL .
4. Disconnect the seat wire harness connector from the seat belt tensioner initiator (4).
5. Disconnect the seat belt switch pigtail wire connector (3) from the seat wire harness connector.
6. Remove the screw (2) that secures the front seat belt buckle lower anchor to the bracket at the
back of the seat cushion frame.
7. Remove the buckle and tensioner (1) from the front seat as a unit.

REAR SEAT

WARNING: To avoid serious or fatal injury during and following any seat belt or child
restraint anchor service, carefully inspect all seat belts, buckles,

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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.

Fig. 46: Center Rear Seating Position Buckles, Left Outboard Rear Seating Position Buckle &
Center Rear Seating Position Seat Belt And Retractor
Courtesy of CHRYSLER GROUP, LLC

NOTE: The right outboard and center rear seating position buckles (5) are serviced
 only as a unit. The left outboard rear seating position buckle (3) is integral to
the center rear seating position seat belt and retractor (2) lower anchor. Refer to
RETRACTOR, SEAT BELT, REMOVAL.

1. Remove the rear seat cushion from the vehicle. Refer to COVER, SEAT CUSHION, SECOND
ROW, REMOVAL .
2. Remove the nut (1) that secures the anchor plate of the right outboard and center rear seating
position buckles (5) to the stud (4) on the center floor panel.
3. Remove the buckle unit from the vehicle.

INSTALLATION

FRONT SEAT

WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable

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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 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.

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

belt buckle unit. The front seat belt buckle also includes a seat belt tensioner. If
the front seat belt buckle 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. .
 cardiagn.com
Fig. 47: Seat Belt Tensioner Initiator, Buckle And Tensioner, Switch Pigtail Wire Connector &
Screw
Courtesy of CHRYSLER GROUP, LLC

1. Position the front seat belt buckle and tensioner (1) lower anchor to the bracket at the back of
the seat cushion frame.
2. Install and tighten the screw (2) that secures the lower anchor to the seat cushion frame.
Tighten the screw to 39 N.m (29 ft. lbs.).
3. Reconnect the seat belt switch pigtail wire connector (3) to the seat wire harness connector.
4. Reconnect the seat wire harness connector to the seat belt tensioner initiator (4).
5. Reinstall the front seat into the vehicle. Refer to SEAT, FRONT, INSTALLATION .
6. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System
(SRS) Verification Test procedure should be performed following service of any SRS
component. Refer to STANDARD PROCEDURE.

REAR SEAT

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.

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Fig. 48: Center Rear Seating Position Buckles, Left Outboard Rear Seating Position Buckle &
Center Rear Seating Position Seat Belt And Retractor
Courtesy of CHRYSLER GROUP, LLC

NOTE: The right outboard and center rear seating position buckles (5) are serviced
only as a unit. The left outboard rear seating position buckle (3) is integral to
the center rear seating position seat belt and retractor (2) lower anchor. Refer to
RETRACTOR, SEAT BELT, INSTALLATION.

1. Position the anchor plate of the right outboard and center rear seating position buckles (5) onto
the stud (4) on the center floor panel. Be certain to engage the anti-rotation tab of the anchor
plate into the clearance hole in the floor panel.
2. Install and tighten the nut (1) that secures buckle anchor plate to the floor. Tighten the nut to 40
N.m (30 ft. lbs.).
3. Reinstall the rear seat cushion into the vehicle. Refer to COVER, SEAT CUSHION, FRONT,
INSTALLATION .

CLOCKSPRING
DESCRIPTION

DESCRIPTION
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Fig. 49: Steering Column Shroud, Steering Angle Sensor (SAS), Clockspring, Telescope
Switch & Trim Cover
Courtesy of CHRYSLER GROUP, LLC

The clockspring (3) for this vehicle is integral to the Steering Column Control Module (SCCM). The
clockspring includes an integral, internal turn signal cancel cam. The SCCM is secured near the top
of the steering column below the steering wheel. In addition to the clockspring the SCCM includes the
steering column shroud (1), the Steering Angle Sensor (SAS) (2), the multi-function switch (6), a
power adjustable steering column tilt and telescope switch (5) for vehicles so equipped and a trim
cover (4).

Within the plastic clockspring case is a spool-like molded clear plastic rotor with an exposed hub. The
upper surface of the rotor hub has a large center hole, two short pigtail wires with connectors, and
two connector receptacles that face toward the steering wheel. The inner surface of the clockspring
rotor hub has keyway features that are engaged by lug features on the outer circumference of the
steering wheel hub. These interlocking features allow the steering wheel to drive the clockspring and
SAS and also unlock the clockspring rotor when the steering wheel has been properly installed.

The SCCM includes an integral connector receptacle that faces toward the instrument panel and is
connected to the vehicle electrical system through a single takeout and connector of the instrument
panel wire harness. The instrument panel wire harness take out has been intentionally provided with
additional length to facilitate service removal and installation of the SCCM. However, following SCCM
installation, this additional length must be pulled back and secured to the instrument panel structure
to prevent undesirable noises while driving.

Wound around the rotor spool within the clockspring case are long ribbon-like tapes that consist of
several thin copper wire leads sandwiched between two thin plastic membranes. The outer end of the
tapes terminate at the connector receptacle that faces the instrument panel, while the inner end of the
tapes terminate at the pigtail wires and connector receptacles on the hub of the clockspring rotor that
face the steering wheel. The outer surface of the rotor spool hub within the clockspring case also has
the integral lobes of the turn signal cancel cam.
The clear plastic clockspring rotor has an outer band that has a translucent or frosted appearance
except for a small, clear inspection window area in the lower right quadrant. The clockspring tape has
several black squares that are only visible through the clear inspection window when the clockspring
is properly centered. If these squares are not visible through the inspection window, clockspring
centering has been compromised and the entire SCCM must be replaced with a new unit.

The service replacement SCCM is shipped with the clockspring pre-centered and with a red molded
plastic locking tab installed. The locking tab secures the centered clockspring rotor to the clockspring
case during shipment and handling, but must be removed after the SCCM is installed on the steering
column and before the steering wheel can be installed. The clockspring cannot be repaired. If the
clockspring is ineffective, damaged, if clockspring centering is compromised or if the Driver AirBag
(DAB) has been deployed the entire SCCM unit must be replaced. Refer to MODULE, STEERING
COLUMN, REMOVAL .

OPERATION

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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 certain electrical
components mounted on or in the rotating steering wheel. On this vehicle the rotating electrical
components include the driver airbag, the horn switch, the speed control switch, the remote radio
switches, the hands-free communication switches and the Electronic Vehicle Information Center
(EVIC) control switches, if the vehicle is so equipped.

The clockspring is integral to the Steering Column Control Module (SCCM) positioned and secured
near the top of the steering column. Refer to MODULE, STEERING COLUMN, DESCRIPTION . The
turn signal cancel cam is integral to the rim of the clockspring rotor hub spool within the clockspring
case so it also moves with the rotation of the steering wheel. Two short, sleeved pigtail wires on the
upper surface of the clockspring rotor connect the clockspring to the Driver AirBag (DAB), while a
steering wheel wire harness connected to the connector receptacles on the upper surface of the
clockspring rotor completes circuits for the various steering wheel-mounted switches and the heated
steering wheel, if the vehicle is so equipped.

Like the clockspring in a timepiece, the clockspring tape and conductors have travel limits and can be
damaged by being wound too tightly during full stop-to-stop steering wheel rotation. To prevent this
from occurring, the clockspring is centered when it is installed on the steering column. Centering the
clockspring indexes the clockspring tape to the movable steering components so that the tape can
operate within its designed travel limits.

However, if the steering shaft is disconnected from the steering gear the clockspring rotor spool can
change position relative to other movable steering components. Clockspring centering must be
confirmed by viewing the inspection window on the clockspring rotor. If the black squares of the
clockspring tape are not visible in the inspection window, clockspring centering has been
compromised and the entire SCCM must be replaced with a new unit. Refer to MODULE, STEERING
COLUMN, INSTALLATION .

Service replacement clocksprings are shipped pre-centered within the SCCM and with a plastic
locking tab installed. This locking tab should not be removed until the SCCM has been properly
installed on the steering column. If the locking tab is removed before the SCCM is installed on a
steering column, clockspring centering must be confirmed by viewing the inspection window on the
clockspring rotor. If the black squares of the clockspring tape are not visible in the inspection window,
the SCCM must be replaced with a new unit. Proper clockspring installation may also be confirmed by
viewing the Steering Angle Sensor (SAS) data using a diagnostic scan tool.

The hard wired clockspring circuits to the SCCM 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 SCCM, the Steering Control Module (SCM)
or the electronic controls or 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 electronic controls and communication related to SRS operation requires the
use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

STANDARD PROCEDURE

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STANDARD PROCEDURE - CLOCKSPRING CENTERING

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.

Fig. 50: Inspection Window, Clockspring Rotor & Black Squares

Courtesy of CHRYSLER GROUP, LLC

CAUTION: Always turn the steering wheel until the front wheels are in the straight-
 ahead position. Then, prior to disconnecting the steering column from the
steering gear, lock the steering wheel to the steering column. If
clockspring centering has been compromised for ANY reason, the entire
Steering Column Control Module (SCCM) and clockspring 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 to the movable steering components so that the tape can operate within
its designed travel limits. However, if the steering shaft is disconnected from the steering gear, the
clockspring rotor spool can change position relative to the fixed steering components.

Clockspring centering must always be confirmed by viewing the inspection window (3) on the
clockspring rotor (1). If the black squares (2) on the clockspring tape are not visible through the
inspection window, clockspring centering has been compromised and the SCCM must be replaced

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with a new unit. Refer to MODULE, STEERING COLUMN, INSTALLATION .

The service replacement SCCM is shipped with the clockspring pre-centered and with a red plastic
locking tab installed. This locking tab should not be removed until the SCCM has been properly
installed on the steering column. If the locking tab is removed before the SCCM is installed on a
steering column, clockspring centering must be confirmed by viewing the black squares on the
clockspring tape through the inspection window on the clockspring rotor. If the black squares of the
clockspring tape are not visible through the inspection window, clockspring centering has been
compromised and the SCCM must be replaced with a new unit. Refer to MODULE, STEERING
COLUMN, INSTALLATION . Proper clockspring installation may also be confirmed by viewing the
Steering Angle Sensor (SAS) data using a diagnostic scan tool.

MODULE, OCCUPANT RESTRAINT CONTROLLER

DESCRIPTION

DESCRIPTION
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Fig. 51: Occupant Restraint Controller (ORC), Arrow, Integral Mounting Flanges & Electrical
Connector Receptacles
Courtesy of CHRYSLER GROUP, LLC

The Occupant Restraint Controller (ORC) (1) is secured by three screws to a stamped steel mounting
bracket on the top of the floor panel transmission tunnel near the dash panel and beneath the
instrument panel center support in the passenger compartment of the vehicle. Concealed within a
hollow in the center of the ORC housing is the electronic circuitry of the ORC which includes a
microprocessor, an electronic impact sensor, an electronic safing sensor and an energy storage
capacitor. A stamped metal cover plate is secured to the bottom of the ORC housing to enclose and
protect the internal electronic circuitry and components.

An arrow (4) printed on the 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 ORC
housing has integral mounting flanges (2) on the right and left front and the left rear corner. The
stamped metal cover plate has two integral locating pins on its lower surface. Two molded plastic
electrical connector receptacles (3) exit the rearward facing side of the ORC housing. These
receptacles connect the ORC to the vehicle electrical system through two dedicated take outs and
connectors, one from the instrument panel wire harness and the second from the body wire harness.

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. In addition, there are unique versions of the ORC for
vehicles with or without certain optional Supplemental Restraint System (SRS) components. The
ORC cannot be repaired or adjusted and, if damaged or ineffective, it must be replaced.

PEDESTRIAN PROTECTION SYSTEM

The Electronic Pedestrian Protection (EPP) system (also known as the PedPro or the Active Hood
System) is available only in vehicles manufactured for certain export markets. In vehicles so
equipped, a unique version of the ORC also serves as the EPP system control module.

OPERATION

OPERATION

The microprocessor in 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 located on the driver side lower edge of the instrument panel.

The ORC microprocessor 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

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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 switch output (run) circuit
through a fuse in the Body Control Module (BCM) (also known as the Common Body Controller/CBC)
and a fused ignition switch output (run-start) circuit through a second fuse in the BCM. 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 ignition switch is in the START or ON positions.

The ORC also contains an energy-storage capacitor. When the ignition switch is in the START or ON
positions, this capacitor is continually being charged with enough electrical energy to deploy the 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. Two remote
front impact sensors are located on the back of the right and left vertical members of the radiator
support near the front of the vehicle. 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 an internal rollover sensor, seat track position sensors, seat belt
switches and six additional remote side impact sensors located on the left and right front door module
carriers, on the right and left lower B-pillars and on the right and left C-pillars near the belt line to
control deployment of the side curtain airbag units and seat (also known as pelvic and thorax)
airbags. On vehicles so equipped, the ORC also uses the passenger side seat belt switch input along
with an input from the Occupant Detection Sensor (ODS) in the passenger front seat cushion to
support the passenger belt alert feature, and will send electronic messages to the IC to illuminate the
seat belt indicator when appropriate.

The impact sensors within the ORC are electronic accelerometer sensors that provide an additional
logic input to the ORC microprocessor. 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. On vehicles equipped with side curtain airbags or seat airbags, a separate impact sensor
within the ORC provides confirmation to the ORC microprocessor 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 microprocessor 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,

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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, if the vehicle is so equipped, the seat
airbags and either side curtain airbag unit.

The hard wired SRS 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 or
communication between other modules and devices that provide 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. Refer to the
appropriate diagnostic information.

PEDESTRIAN PROTECTION SYSTEM

In vehicles so equipped, a microcontroller within the ORC also contains the Electronic Pedestrian
Protection (EPP) system (also known as the PedPro or the Active Hood System) logic circuits. The
EPP system logic of the ORC continuously monitors the three dedicated EPP acceleration-type
electronic impact sensors located behind the front bumper area of the fascia at the front of the
vehicle. The 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 electronic ignition status , vehicle speed and ambient temperature
message inputs received from other electronic modules over the CAN data bus. The EPP system
logic of the ORC uses a pre-programmed decision algorithm to analyze all of these inputs, which
allows the ORC to determine both the type and severity of an impact.

When the deceleration rate as signaled by the impact sensors indicate an impact that requires the
deployment of the pyrotechnic EPP actuator located on each active hood hinge at the rear corners of
the hood panel and all other programmed conditions are met, the ORC sends the proper electrical
signals to deploy the actuators. As a safing function, the ORC requires confirming sensor inputs from
at least two of the three EPP impact sensors before it will issue a deployment signal.
The ORC also contains an energy-storage capacitor. When the ignition switch is in the START or ON
positions, this capacitor is continually being charged with enough electrical energy to deploy the
active hood hinge actuators for up to one second following a battery disconnect or failure. The
purpose of the capacitor is to provide backup EPP system protection in case there is a loss of battery
current supply to the ORC during an impact event.

An Event Data Recorder (EDR) within the ORC stores EPP near-deployment event records. The
ORC microcontroller continuously monitors all of the EPP system electrical circuits to determine the
system readiness. If the ORC detects a monitored system fault, it logs an active DTC. The ORC also
stores a DTC after it has been resolved. When the ORC has logged a DTC, it sends electronic
request messages over the CAN data bus to the Instrument Cluster (IC) (also known as the Common
Instrument Cluster/CIC) to turn ON the airbag indicator.

The hard wired EPP 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 or

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communication between other modules and devices that provide features of the EPP system. The
most reliable, efficient, and accurate means to diagnose the ORC or the electronic controls and
communication related to EPP system operation requires the use of a diagnostic scan tool. Refer to
the appropriate diagnostic information.

REMOVAL

REMOVAL

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 contains a rollover sensor, which enables the system to deploy
the side SRS components in the event of a vehicle rollover event. If an
ORC is accidentally rolled during service while still connected to battery
power, the side SRS components 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 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.

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Fig. 52: Floor Panel Transmission Tunnel, Instrument Panel And Body Wire Harness, Three
Screws & Occupant Restraint Controller (ORC)
Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
2. Remove the center console from the top of the floor panel transmission tunnel (4). Refer to
CONSOLE, FLOOR, REMOVAL .
3. Remove the console floor duct from the floor panel transmission tunnel. Refer to DUCT, FLOOR
CONSOLE, REMOVAL .

NOTE: If equipped with a cable-type floor shifter, it is not necessary to disconnect

the shift cable from the shifter.

4. If equipped with a floor shifter:

1. Disconnect the wire harness connectors from the shifter.
2. Remove the four nuts that secure the shifter to the weld studs on the floor panel
transmission tunnel.
3. Remove the shifter from the transmission tunnel. If it is a cable-type shifter, carefully
position the shifter and cable out of the way over the right side of the transmission tunnel.
5. Remove the switch bank and bezel from the instrument panel center stack. Refer to POD,
SWITCH BANK, REMOVAL .
 6. Remove the Telematics Gateway Module (TGM) from the instrument panel center stack. Refer
to MODULE, TELEMATICS GATEWAY, REMOVAL .
7. Disconnect the instrument panel and body wire harness (3) connectors from the Occupant
Restraint Controller (ORC) (1) connector receptacles located on the rearward facing side of the
module.
8. Reach through the instrument panel center stack openings to access and cut the sound
deadening material along the right side of the ORC.
9. Reach around and behind the left side of the instrument panel center stack support structure to
access and cut the sound deadening material along the forward-facing side of the ORC.
10. Pull the sound deadening material over the left side of the ORC far enough to access the
mounting provisions.
11. Remove the three screws (2) that secure the ORC to the top of the floor panel transmission
tunnel.
12. Remove the ORC from the vehicle.

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INSTALLATION

INSTALLATION

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 contains a rollover sensor, which enables the system to deploy
the side SRS components in the event of a vehicle rollover event. If an
ORC is accidentally rolled during service while still connected to battery
power, the side SRS components 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 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.

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Fig. 53: Floor Panel Transmission Tunnel, Instrument Panel And Body Wire Harness, Three
Screws & Occupant Restraint Controller (ORC)
Courtesy of CHRYSLER GROUP, LLC

1. Carefully position the Occupant Restraint Controller (ORC) (1) onto the floor panel transmission
tunnel (4). When the ORC is correctly positioned, the orientation arrow on the ORC label will be
pointed forward in the vehicle.
2. Install and tighten the three screws (2) that secure the ORC to the floor panel transmission
tunnel. Tighten the screws to 8 N.m (71 in. lbs.).
3. Restore the flap of sound deadening material that was cut during the removal procedure over
and around the ORC.
4. Reconnect the instrument panel and body wire harness (3) connectors to the ORC connector
receptacles located on the rearward facing side of the module. Be certain that the latches and
the locks on both connectors are each fully engaged.
5. Reinstall the Telematics Gateway Module (TGM) into the instrument panel center stack. Refer
to MODULE, TELEMATICS GATEWAY, INSTALLATION .
6. Reinstall the switch bank and bezel into the instrument panel center stack. Refer to POD,
SWITCH BANK, INSTALLATION .
7. If equipped with a floor shifter:
1. Position the shifter over the four weld studs on the top of the floor panel transmission
tunnel.
2. Install and tighten the four nuts that secure the shifter to the weld studs on the floor panel
transmission tunnel. Tighten the nuts securely.
3. Reconnect the wire harness connectors to the shifter.
8. Reinstall the console floor duct onto the floor panel transmission tunnel. Refer to DUCT,
 FLOOR CONSOLE, INSTALLATION .
9. Reinstall the center console onto the top of the floor panel transmission tunnel. Refer to
CONSOLE, FLOOR, INSTALLATION .
10. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System
(SRS) Verification Test procedure should be performed following service of any SRS
component. Refer to STANDARD PROCEDURE.

RESTRAINT, ACTIVE HEAD

DESCRIPTION

DESCRIPTION

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Fig. 54: Steel Headrest Guide Tubes, Fulcrum Bushing, Brackets, Steel Pivot Link, Spring &
Static Lumbar Assembly
Courtesy of CHRYSLER GROUP, LLC

Active Head Restraint (AHR) units are standard equipment for both front seating positions in this
vehicle. On vehicles so equipped, one inertia-activated AHR unit is located atop each front seat back.
Outwardly, an inertia-activated AHR appears the same as a non-active head restraint. The
mechanical components that articulate the inertia-activated AHR headrest pad are all concealed
within the front seat back frame assembly.

At the top of the seat back frame are two stamped steel headrest guide tubes (1). The guide tubes
are each inserted through a molded plastic fulcrum bushing (2) installed in the upper seat back frame
member and are permanently fixed to a movable stamped steel armature bracket (3) located just
below the upper frame member near the top of the seat back. The armature bracket is secured to a
stamped steel pivot link (5) at each side that pivots on a screw threaded into a mounting bracket (4)
welded to each side member of the seat back frame. The pivot links are each have a spring (6)
attached to a lever opposite the armature bracket attachment that is anchored to the seat back frame
side member below, which provides the spring-loaded return action of the inertia mechanism.

The upper end of the static lumbar assembly (7) is secured at each side to the base of the armature
bracket. Each side of the lower end of the lumbar assembly is engaged in a ramp bracket (8) riveted
to the lower seat back frame member. The optional power lumbar assembly (not shown) is secured to
the armature bracket at the top and the ramp brackets at the bottom in an identical manner as the
standard equipment static lumbar assembly.

The inertia-activated AHR linkage cannot be repaired. If damaged or ineffective, it must be replaced
as a unit with a new seat back frame unit. However, following an AHR deployment if no physical
damage to the unit has occurred, unlike many other Supplemental Restraint System (SRS)
components, the spring-loaded inertia-activated AHR linkage will reset itself for reuse.

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OPERATION

OPERATION

The inertia-activated Active Head Restraint (AHR) units are deployed and reset automatically by the
mechanism contained within each front seat back assembly. During a rear impact, inertia drives the
seat occupant rearward into the seat back, loading the seat lumbar assembly. The ramp brackets at
the base of the lumbar assembly translate this rearward travel into a vertical motion. The vertical
motion of the lumbar assembly is then transmitted to the armature bracket.

Through the rotation of the pivot links at each side of the armature bracket, the vertical motion of the
lumbar assembly is converted to a slightly forward and upward arc of the armature bracket, headrest
guide tubes and headrest that is designed to reduce the space between the back of the head of the
seat occupant and the head restraint pad. Closing this space catches the head of the seat occupant
during a low speed rear impact collision event and is important in reducing or eliminating potentially
debilitating cervical (also known as whiplash) injuries.

Unless damaged, following the rear impact, the return spring on the pivot link at each side of the
armature bracket returns the mechanical components within the seat back and the headrest to their
non-loaded positions.

RETRACTOR, SEAT BELT

DESCRIPTION

DESCRIPTION

Both front seating position seat belts are equipped with a Constant Force Retractor (CFR), while the
seat belt retractors used in all seating positions include an inertia-type, Emergency Locking Retractor
(ELR) mechanism as standard equipment. However, the ELR for all seating positions except the
driver side front are mechanically switchable from an ELR to an Automatic Locking Retractor (ALR).

The CFR, ELR and ALR features are all integral to the seat belt retractor unit mechanism that is
concealed beneath a molded plastic cover located on one side of the retractor spool. The CFR, ELR
and ALR features cannot be adjusted or repaired and, if ineffective or damaged, the entire seat belt
and retractor must be replaced as a unit.

OPERATION

OPERATION

The Constant Force Retractors (CFR) used for both front seating positions provide a constant force
load-limiting feature. This load-limiting feature helps to limit the maximum force on the belt webbing to
help absorb the energy of the upper torso during an impact event. The CFR feature also helps to
offset any extreme torso loading that might occur as the seat belt webbing is automatically retracted
by deployment of the belt tensioners in conjunction with a front airbag deployment.

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The primary function of the switchable Emergency Locking Retractor (ELR) to Automatic Locking
Retractor (ALR) feature is to securely accommodate an infant or child booster seat in any seating
position of the vehicle except the driver side front seat 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 ELR in situations where the
minimum inertia locking threshold has not been achieved.

The locked mode of the ALR is engaged and the retractor is switched from operating as a standard
inertia-type ELR by first buckling the combination lap and shoulder belt buckle. Then all of the
shoulder belt webbing is pulled out from the retractor. Once all of the belt webbing is extracted from
the retractor spool, the retractor will automatically become engaged in the pre-locked ALR mode and
will make a light, audible clicking or ratcheting sound as the shoulder belt is allowed to retract onto
the spool to provide an audible confirmation that the ALR mode is engaged. Once the ALR 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 ELR (inertia) mode by unbuckling the combination lap and
shoulder belt buckle and allowing the belt webbing to be almost fully retracted back onto the retractor
spool. The ELR mode is confirmed by the absence of the light, audible clicking or ratcheting 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 threshold is sensed, or until the retractor is
again switched to the ALR mode.

REMOVAL

FRONT

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 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

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seat belt and child restraint components with the correct, new and
unused replacement parts listed in the Chrysler Mopar® Parts Catalog.

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. .

NOTE: All seat belt retractors except the driver side front retractor include a switchable
automatic locking mechanism. Refer to RETRACTOR, SEAT BELT,
DESCRIPTION.
 cardiagn.com
Fig. 55: Front Seat Belt Lower Anchor Cover, Screw, Seat Belt & Bracket
Courtesy of CHRYSLER GROUP, LLC

1. Adjust the front seat to its most forward position for easiest access to the front seat belt lower
anchor cover (1) and the B-pillar trim.
2. Grasp the upper edge of the lower anchor cover and pull it carefully upward and outward to
unsnap it from the front seat cushion outboard side shield.
3. Remove the screw (3) that secures the seat belt (2) lower anchor to the bracket (4) on the
outboard side of the front seat cushion frame.
4. Remove the trim from the inside of the B-pillar. Refer to PANEL, B-PILLAR TRIM, REMOVAL .

Fig. 56: Body Wire Harness Retainer, Yellow Connector & Seat Belt Tensioner Initiator
Courtesy of CHRYSLER GROUP, LLC
 5. Disengage the body wire harness retainer (3) from the retractor bracket.
6. Disconnect the yellow connector (2) of the body wire harness from the seat belt tensioner
initiator (1) on the retractor.

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Fig. 57: Nut, Seat Belt Turning Loop, Belt Web Guide, Inner B-Pillar, Front Seat Belt,
Screw & Height Adjuster
Courtesy of CHRYSLER GROUP, LLC

7. Remove the nut (3) that secures the seat belt turning loop (2) to the stud of the height adjuster
(1) on the upper inner B-pillar.
8. Remove the seat belt turning loop from the height adjuster.
9. Disengage the two clips that secure the belt web guide (4) to the holes in the inner B-pillar (6).
10. Remove the screw (5) that secures the retractor bracket to the base of the inner B-pillar.
11. Disengage the T-tab on the upper retractor bracket from the T-slot in the inner B-pillar.
12. Remove the front seat belt (7) and retractor from the vehicle as a unit.

REAR CENTER

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.

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Fig. 58: Nut, Rear Center Seat Belt, Stud, Center Floor Panel, Seat Belt Trim Cover & Rear
Shelf Panel
Courtesy of CHRYSLER GROUP, LLC

NOTE: The left outboard rear seating position buckle is integral to the center rear
seating position seat belt and retractor lower anchor.

1. Disconnect and isolate the battery negative cable.

2. Remove the rear seat cushion from the vehicle. Refer to COVER, SEAT CUSHION, SECOND
ROW, REMOVAL .
3. Remove the nut (5) that secures the rear center seat belt (8) lower anchor and the left outboard
seating position buckle anchor to the stud (6) on the center floor panel (7).
4. Remove the seat belt and buckle anchors from the stud.
5. Disengage the seat belt trim cover (1) from the rear shelf panel trim opening.
6. Remove the trim from the rear shelf panel (4). Refer to PANEL, REAR SHELF, REMOVAL .
 7. Remove the nut (2) that secures the retractor (3) to the stud on the rear shelf panel.
8. Lift the retractor from the stud and disengage the T-tab on the retractor bracket from the T-slot
in the rear shelf panel.
9. Remove the seat belt (8) and retractor from the vehicle as a unit.

REAR OUTBOARD

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

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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.

Fig. 59: Screw & Rear Outboard Seat Belt

Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable.

2. Remove the rear seat cushion from the vehicle. Refer to COVER, SEAT CUSHION, SECOND
 ROW, REMOVAL .
3. Remove the screw (2) that secures the rear outboard seat belt (1) to the lower inner C-pillar.

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Fig. 60: Seat Belt Webbing, Screw, Seat Belt, Upper C-pillar & Retractor
Courtesy of CHRYSLER GROUP, LLC

4. Remove the trim from the inside of the upper C-pillar (5). Refer to PANEL, C-PILLAR TRIM,
REMOVAL .
5. Disengage the seat belt webbing (2) and lower anchor from the seat belt opening in the upper
C-pillar trim.
6. Remove the screw (1) that secures the seat belt turning loop to the upper inner C-pillar.
7. Remove the seat belt turning loop from the upper inner C-pillar.
8. Remove the screw (3) that secures the retractor (4) to the inner C-pillar.
9. Disengage the retractor T-tab from the T-slot in the inner C-pillar.
10. Remove the rear outboard seat belt and retractor from the inner C-pillar as a unit.

INSTALLATION

FRONT

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 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.

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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. .

NOTE: All seat belt retractors except the driver side front retractor include a switchable
automatic locking mechanism. Refer to RETRACTOR, SEAT BELT,
DESCRIPTION.
 cardiagn.com
Fig. 61: Nut, Seat Belt Turning Loop, Belt Web Guide, Inner B-Pillar, Front Seat Belt, Screw &
Height Adjuster
Courtesy of CHRYSLER GROUP, LLC

1. Position the front seat belt (7) and retractor into the vehicle as a unit.
2. Engage the T-tab on the upper retractor bracket into the T-slot in the inner B-pillar (6).
3. Install and tighten the screw (5) that secures the retractor bracket to the base of the inner B-
pillar. Tighten the screw to 45 N.m (33 ft. lbs.).
4. Position the belt web guide (4) to the holes in the inner 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.
5. Position the seat belt turning loop (2) onto the stud of the height adjuster (1) on the upper inner
B-pillar. Be certain that the seat belt webbing between the retractor and the turning loop is not
twisted.
6. Install and tighten the nut (3) that secures the turning loop to the height adjuster. Tighten the nut
to 45 N.m (33 ft. lbs.).
 Fig. 62: Body Wire Harness Retainer, Yellow Connector & Seat Belt Tensioner Initiator

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Courtesy of CHRYSLER GROUP, LLC

7. Reconnect the yellow connector (2) of the body wire harness to the seat belt tensioner initiator
(1) on the retractor.
8. Engage the body wire harness retainer (3) to the retractor bracket.
9. Reinstall the trim onto the inside of the B-pillar. Refer to PANEL, B-PILLAR TRIM,
INSTALLATION .

Fig. 63: Front Seat Belt Lower Anchor Cover, Screw, Seat Belt & Bracket
Courtesy of CHRYSLER GROUP, LLC

10. Position the seat belt lower anchor (2) to the mounting bracket (4) on the outboard side of the
 front seat cushion frame. Be certain that the seat belt webbing between the turning loop and the
lower anchor is not twisted.
11. Install and tighten the screw (3) that secures the lower anchor to the seat. Tighten the screw to
45 N.m (33 ft. lbs.).
12. Reinstall the lower anchor cover (1) onto the front seat cushion outboard side shield by seating
the integral lower tab of the cover into position, then pushing inward using care to avoid
breaking any of the cover tabs.
13. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System
(SRS) Verification Test procedure should be performed following service of any SRS
component. Refer to STANDARD PROCEDURE.

REAR CENTER

WARNING: To avoid serious or fatal injury during and following any seat belt or child
restraint anchor service, carefully inspect all seat belts, buckles,

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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.
 cardiagn.com
Fig. 64: Nut, Rear Center Seat Belt, Stud, Center Floor Panel, Seat Belt Trim Cover & Rear
Shelf Panel
Courtesy of CHRYSLER GROUP, LLC

NOTE: The left outboard rear seating position buckle is integral to the center rear
seating position seat belt and retractor lower anchor.

1. Position the center rear seat belt (8) and retractor (3) to the rear shelf panel (4) as a unit.
2. Engage the T-tab on the retractor bracket into the T-slot in the rear shelf panel and lower the
retractor over the stud on the rear shelf panel.
3. Install and tighten the nut (2) that secures the retractor to the stud. Tighten the nut to 50 N.m
(37 ft. lbs.).
4. Reinstall the trim onto the rear shelf panel. Refer to PANEL, REAR SHELF, INSTALLATION .
5. Engage the seat belt trim cover (1) into the rear shelf panel trim opening. Be certain the belt
webbing is not twisted between the retractor and the trim cover.
6. Position the rear center seat belt and left outboard seating position buckle anchors over the stud
(6) on the center floor panel (7).
7. Install and tighten the nut (5) that secures the seat belt and buckle anchors to the stud. Tighten
the nut to 50 N.m (37 ft. lbs.).
8. Reinstall the rear seat cushion into the vehicle. Refer to COVER, SEAT CUSHION, SECOND
ROW, INSTALLATION .
 9. Reconnect the battery negative cable.

REAR OUTBOARD

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.

cardiagn.com
Fig. 65: Seat Belt Webbing, Screw, Seat Belt, Upper C-pillar & Retractor
Courtesy of CHRYSLER GROUP, LLC

1. Position the rear outboard seat belt (2) and retractor (4) to the inner C-pillar (5) as a unit.
2. Engage the T-tab on the retractor bracket into the T-slot in the inner C-pillar.
3. Install and tighten the screw (3) that secures the retractor to the inner C-pillar. Tighten the screw
to 32 N.m (24 ft. lbs.).
4. Position the seat belt turning loop to the inner C-pillar. Be certain the seat belt webbing between
the retractor and the turning loop is not twisted.
5. Install and tighten the screw (1) that secures the seat belt turning loop to the inner C-pillar.
Tighten the screw to 32 N.m (24 ft. lbs.).
 6. Insert the seat belt webbing and lower anchor through the seat belt opening in the upper C-pillar
trim.
7. Reinstall the trim onto the upper inner C-pillar. Refer to PANEL, C-PILLAR TRIM,
INSTALLATION .

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Fig. 66: Screw & Rear Outboard Seat Belt
Courtesy of CHRYSLER GROUP, LLC

8. Position the rear outboard seat belt (1) lower anchor to the lower inner C-pillar. Be certain the
seat belt webbing between the turning loop and the lower anchor is not twisted.
9. Install and tighten the screw (2) that secures the seat belt lower anchor to the lower inner C-
pillar. Tighten the screw to 45 N.m (33 ft. lbs.).
10. Reinstall the rear seat cushion into the vehicle. Refer to COVER, SEAT CUSHION, SECOND
ROW, INSTALLATION .
11. Reconnect the battery negative cable.

SENSOR, IMPACT
DESCRIPTION

ELECTRONIC PEDESTRIAN PROTECTION

Fig. 67: Electronic Pedestrian Protection (EPP) Impact Sensors & Front Fascia

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Courtesy of CHRYSLER GROUP, LLC

Electronic Pedestrian Protection (EPP) impact sensors (2 & 3) are found only in vehicles equipped
with the EPP system (also known as the PedPro or Active Hood System), which is available only in
vehicles manufactured for certain export markets. These sensors are mounted at the front of the
vehicle to provide an additional logic input for use by the Occupant Restraint Controller (ORC) to
control the pyrotechnic EPP active hood hinge actuators located on each hinge at the rear corners of
the hood panel.

The EPP impact sensors are satellite acceleration-type sensors that are mounted to the back of the
front fascia (1) in the front bumper area of the vehicle. The two outboard sensors are each secured by
a screw to a U-nut within dedicated molded brackets integral to the back of the front fascia above the
front bumper support beam. The center sensor is secured by a screw to a U-nut within a molded
dedicated bracket integral to the back of the front fascia below the front bumper support beam. The
sensors and the front bumper support beam are concealed behind the front fascia.
Fig. 68: Satellite Acceleration-Type Impact Sensors, Integral Connector Receptacle, Metal
Sleeve & Molded Cover
Courtesy of CHRYSLER GROUP, LLC

Each sensor housing (1) has an integral connector receptacle (3), an integral locator pin with two
latch features (5) and an integral mounting hole with a metal sleeve (2) 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 and a molded cover (4) is laser welded over the cavity to seal and
protect the internal electronic circuitry and components.

The EPP impact sensors are each connected to the vehicle electrical system through dedicated take
outs and connectors of the headlamp and dash wire harness. These acceleration-type impact
sensors cannot be repaired or adjusted and, if damaged or ineffective, they must be replaced.

OCCUPANT RESTRAINT

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Remote or satellite impact sensors are mounted in various strategic locations of the vehicle. These
sensors are mounted remotely from the impact sensor that is internal to the Occupant Restraint
Controller (ORC). Sensors at the front of the vehicle provide an additional logic input for use by the
Occupant Restraint Controller (ORC) to control the front airbags and the seat belt pretensioners.
Sensors on each side of the vehicle provide an additional logic input for use by the ORC to control the
side curtain airbags, seat airbags and the seat belt pretensioners. Two types of sensors are used in
this vehicle. They are the acceleration-type and the pressure-type, which are described in further
detail in the following paragraphs.

ACCELERATION TYPE

Fig. 69: Satellite Acceleration-Type Impact Sensors, Integral Connector Receptacle, Metal
Sleeve & Molded Cover
Courtesy of CHRYSLER GROUP, LLC
Remote or satellite acceleration-type impact sensors (1) are mounted 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 at the front of the vehicle provide an additional logic input for use
by the ORC to control the front airbags and the seat belt pretensioners. 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 the seat (also known as pelvic and thorax) airbags.

Although the front and side acceleration-type impact sensors are similar in appearance and
construction, they may not be interchangeable. The front impact sensors may monitor acceleration
forces on a different axis than those monitored by the side impact sensors. Each sensor is secured
with a single screw to its mounting location. The front sensors are located on the back of each vertical
support member of the headlamp mounting cross member between the cooling module and the front
lamp unit. A side sensor is located near the base of each inner B-pillar and near the belt line of each
C-pillar and concealed behind the interior trim.

Each sensor housing has an integral connector receptacle (3), an integral locator pin with two latch

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features (5), and an integral mounting hole with a metal sleeve (2) 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 and a molded cover (4) is laser welded over the cavity to seal and
protect the internal electronic circuitry and components.

The front impact sensors are each connected to the vehicle electrical system through dedicated take
outs and connectors of the headlamp and dash wire harness, while the side impact sensors are
connected through dedicated take outs and connectors of the body wire harness.

The acceleration-type impact sensors cannot be repaired or adjusted and, if damaged or ineffective,
they must be replaced.

PRESSURE TYPE
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Fig. 70: Sensors, Resilient Gasket, Connector Receptacle & Water Shield
Courtesy of CHRYSLER GROUP, LLC

Two pressure-type front door side impact sensors (2) are used on this vehicle, one each for the left
and right sides of the vehicle. These sensors are mounted remotely from the impact sensor that is
internal to the Occupant Restraint Controller (ORC). Each side sensor is secured with two screws and
is sealed by a resilient gasket (1) to the front door hardware module carrier on the front door inner
panel. 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. The
impact sensor housing has an integral connector receptacle (3), two integral mounting tabs, and an
integral hood-like water shield (4). The water shield 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 impact sensor housing contains the electronic circuitry of the
sensor, which includes an electronic communication chip and the 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 harness.

These pressure-type front door side impact sensors cannot be repaired or adjusted and, if damaged
or ineffective, they must be replaced.

OPERATION

ELECTRONIC PEDESTRIAN PROTECTION

The acceleration-type Electronic Pedestrian Protection (EPP) 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 microprocessor in
the Occupant Restraint Controller (ORC).

The ORC microprocessor continuously monitors all of the EPP system electrical circuits to determine
the system readiness. If the ORC detects a monitored system fault, it sets a Diagnostic Trouble Code
(DTC) then sends electronic messages to the Instrument Cluster (IC) (also known as the Common
Instrument Cluster/CIC) to control the airbag indicator operation accordingly. The impact sensors
each receive battery current and ground through the 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 acceleration-type EPP impact sensors and the ORC may be
diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring

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information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of
the impact sensors or the electronic controls or communication between other modules and devices
that provide features of the EPP system. The most reliable, efficient, and accurate means to diagnose
the impact sensors or the electronic controls and communication related to acceleration-type EPP
impact sensor operation requires the use of a diagnostic scan tool. Refer to the appropriate
diagnostic information.

OCCUPANT RESTRAINT

ACCELERATION-TYPE

The acceleration-type 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 microprocessor in the Occupant Restraint Controller (ORC).

The ORC microprocessor 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 or 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 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
microprocessor in the Occupant Restraint Controller (ORC).

The ORC microprocessor 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

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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 or 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

ELECTRONIC PEDESTRIAN PROTECTION

WARNING: To avoid serious or fatal injury on vehicles equipped with the Electronic
Pedestrian Protection (EPP) system, disable the system before attempting
any EPP system component diagnosis or service. With the ignition switch
in the OFF position, 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 EPP system. Failure to take the proper precautions could
result in accidental active hood hinge actuator deployment.

WARNING: To avoid serious or fatal injury, never strike or drop the Electronic
Pedestrian Protection (EPP) system impact sensor, as it can damage the
impact sensor or affect its calibration. The EPP impact sensor enables the
system to deploy the EPP system active hood hinge actuators. 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 EPP active hood hinge
actuator deployment.

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

 Electronic Pedestrian Protection (EPP) system impact sensor. Whether the EPP
system has been deployed or the vehicle has had a front end collision without
EPP system deployment, review the recommended procedures for Service After
A Pedestrian Protection Deployment before removing the unit from the vehicle.
Refer to STANDARD PROCEDURE.

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Fig. 71: Outboard Sensors
Courtesy of CHRYSLER GROUP, LLC

Fig. 72: Center Sensor

Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
2. Remove the front fascia (1) from the vehicle. Refer to FASCIA, FRONT, REMOVAL .
3. Disconnect the front fascia wire harness connector (3) from the Electronic Pedestrian Protection
 (EPP) center or outboard impact sensor (2) connector receptacle.
4. Remove the screw (4) that secures the EPP impact sensor to the U-nut within the molded
bracket integral to the back of the fascia.
5. Disengage the latch features of the integral locator pin (5) on the EPP impact sensor from the
locator hole in the fascia bracket.
6. Remove the EPP impact sensor from the front fascia.

FRONT

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.

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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, never strike or drop the front impact
sensor, as it can damage the impact sensor or affect its calibration. The
front impact sensor enables the system to deploy the front 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 front SRS component deployment.

Fig. 73: Front End Module (FEM) Structural Support, Wire Harness Connector, Screw & Left
Front Impact Sensor
Courtesy of CHRYSLER GROUP, LLC
NOTE: The front and the side impact sensors are NOT interchangeable.

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
2. For the left hand side only, remove the fastener that secures the engine air cleaner assembly to
the Front End Module (FEM) structural support (1) and move the air cleaner assembly far
enough to access the impact sensor connector and fastener on the back of the vertical support
member between the cooling module and the front lamp unit opening.
3. Disconnect the headlamp and dash wire harness connector (4) from the right or left front impact
sensor (3) connector receptacle.
4. Remove the screw (2) that secures the sensor to the back of the FEM vertical support member.
5. Disengage the locating pin integral to the sensor from the locating hole in the FEM vertical
support member.
6. Remove the right or left front impact sensor from the vehicle.

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SIDE - B-PILLAR

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 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.
 cardiagn.com
Fig. 74: Lower B-pillar, Body Wire Harness Connector, Side Impact Sensor & Screw
Courtesy of CHRYSLER GROUP, LLC

1. Adjust the driver or passenger side front seat to its most forward position for easiest access to
the B-pillar trim.
2. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
3. Remove the trim from the inside of the lower B-pillar (1). Refer to PANEL, B-PILLAR TRIM,
REMOVAL .
4. Disconnect the body wire harness connector (4) from the side impact sensor (2) connector
receptacle.
5. Remove the screw (3) that secures the sensor to the lower B-pillar.
6. Gently pry the sensor away from the inner B-pillar far enough to disengage the latch features of
the locator pin from the locator hole.
7. Remove the sensor from the inner B-pillar.

SIDE - C-PILLAR

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 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.

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Fig. 75: Lower C-pillar, Wire Harness Connector, Side Impact Sensor & Screw
Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
2. Remove the trim from the inside of the lower C-pillar (4). Refer to PANEL, C-PILLAR TRIM,
REMOVAL .
3. Disconnect the body wire harness connector (3) from the side impact sensor (1) connector
receptacle.
4. Remove the screw (2) that secures the sensor to the inner C-pillar.
5. Gently pry the sensor away from the inner C-pillar far enough to disengage the latch features of
the locator pin from the locator hole.
6. Remove the sensor from the inner C-pillar.

SIDE - FRONT DOOR

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 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.

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Fig. 76: Front Door Wire Harness Connector, Side Impact Sensor, Two Screws & Front Door
Hardware Module Carrier Panel
Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
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 wire harness connector (4) from the side impact sensor (1) connector
receptacle.
4. Remove the two screws (2) that secure the side impact sensor to the front door hardware
module carrier panel (3).
5. Remove the side impact sensor from the vehicle.

INSTALLATION
ELECTRONIC PEDESTRIAN PROTECTION

WARNING: To avoid serious or fatal injury on vehicles equipped with the Electronic
Pedestrian Protection (EPP) system, disable the system before attempting
any EPP system component diagnosis or service. With the ignition switch
in the OFF position, 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 EPP system. Failure to take the proper precautions could
result in accidental active hood hinge actuator deployment.

WARNING: To avoid serious or fatal injury, never strike or drop the Electronic
Pedestrian Protection (EPP) system impact sensor, as it can damage the
impact sensor or affect its calibration. The EPP impact sensor enables the
system to deploy the EPP system active hood hinge actuators. If an
impact sensor is accidentally dropped during service, the sensor must be

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scrapped and replaced with a new unit. Failure to observe this warning
could result in accidental, incomplete, or improper EPP active hood hinge
actuator deployment.

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

Electronic Pedestrian Protection (EPP) system impact sensor. Whether the EPP
system has been deployed or the vehicle has had a front end collision without
EPP system deployment, review the recommended procedures for Service After
A Pedestrian Protection Deployment before removing the unit from the vehicle.
Refer to STANDARD PROCEDURE.

Fig. 77: Outboard Sensors

Courtesy of CHRYSLER GROUP, LLC
Fig. 78: Center Sensor

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Courtesy of CHRYSLER GROUP, LLC

1. Carefully inspect the U-nut for the center or outboard Electronic Pedestrian Protection (EPP)
impact sensor to be certain it is good condition and is properly installed in the molded bracket
integral to the back of the front fascia (1).
2. Carefully position the EPP impact sensor (2) to the molded bracket. Be certain that the latches
of the anti-rotation pin on the back of the sensor are engaged in the clearance hole of the
bracket.
3. Install and tighten the screw (4) that secures the sensor to the U-nut in the molded bracket.
Tighten the screw to 8 N.m (70 in. lbs.).
4. Reconnect the front fascia wire harness connector (3) to the EPP impact sensor connector
receptacle.
5. Reinstall the front fascia onto the vehicle. Refer to FASCIA, FRONT, INSTALLATION .
6. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System
(SRS) Verification Test procedure should be performed following service of any EPP system
component. Refer to STANDARD PROCEDURE.

FRONT

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 serious or fatal injury, never strike or drop the front impact
 sensor, as it can damage the impact sensor or affect its calibration. The
front impact sensor enables the system to deploy the front 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 front SRS component deployment.

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Fig. 79: Front End Module (FEM) Structural Support, Wire Harness Connector, Screw & Left
Front Impact Sensor
Courtesy of CHRYSLER GROUP, LLC

NOTE: The front and the side impact sensors are NOT interchangeable.

1. Position the right or left front impact sensor (3) to the back of the Front End Module (FEM)
vertical support member (1) between the cooling module and the front lamp unit opening.
2. Be certain to engage the locating pin integral to the sensor into the locating hole in the FEM
vertical support member.
3. Install and tighten the screw (2) that secures the sensor to the FEM vertical support member.
Tighten the screw to 11 N.m (97 in. lbs.).
4. Reconnect the headlamp and dash wire harness connector (4) to the sensor connector
receptacle.
5. For the left hand side only, position the engine air cleaner assembly to the FEM structural
support and reinstall the fastener that secures the air cleaner assembly.
6. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System
(SRS) Verification Test procedure should be performed following service of any SRS
component. Refer to STANDARD PROCEDURE.

SIDE - B-PILLAR

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 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.

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Fig. 80: Lower B-pillar, Body Wire Harness Connector, Side Impact Sensor & Screw
Courtesy of CHRYSLER GROUP, LLC

1. Position the side impact sensor (2) onto the inner B-pillar (1). Be certain that the locator pin on
the sensor is fully engaged in the locator hole of the inner B-pillar.
2. Install and tighten the screw (3) that secures the sensor to the inner B-pillar. Tighten the screw
to 11 N.m (97 in. lbs.).
3. Reconnect the body wire harness connector (4) to the sensor connector receptacle.
4. Reinstall the lower trim onto the inside of the B-pillar. Refer to PANEL, B-PILLAR TRIM,
INSTALLATION .
5. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System
(SRS) Verification Test procedure should be performed following service of any SRS
 component. Refer to STANDARD PROCEDURE.

SIDE - C-PILLAR

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 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

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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.

Fig. 81: Lower C-pillar, Wire Harness Connector, Side Impact Sensor & Screw
Courtesy of CHRYSLER GROUP, LLC

1. Position the side impact sensor (1) onto the inner C-pillar (4). Be certain that the locator pin on
the sensor is fully engaged in the locator hole of the inner C-pillar.
2. Install and tighten the screw (2) that secures the sensor to the inner C-pillar. Tighten the screw
to 11 N.m (97 in. lbs.).
 3. Reconnect the body wire harness connector (3) to the sensor connector receptacle.
4. Reinstall the trim onto the inside of the C-pillar. Refer to PANEL, C-PILLAR TRIM,
INSTALLATION .
5. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System
(SRS) Verification Test procedure should be performed following service of any SRS
component. Refer to STANDARD PROCEDURE.

SIDE - FRONT DOOR

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.

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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, 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.

Fig. 82: Front Door Wire Harness Connector, Side Impact Sensor, Two Screws & Front Door
Hardware Module Carrier Panel
Courtesy of CHRYSLER GROUP, LLC
NOTE: Be certain that the gasket between the pressure-type side impact sensor and
the front door hardware 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 hardware 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 hardware module carrier panel
(3). When the sensor is correctly positioned, the sensor connector receptacle will be pointed
toward the bottom of the door.
2. Install and tighten the two screws (2) that secure the side impact sensor to the door hardware
module carrier panel. Tighten the screws to 2.4 N.m (21 in. lbs.).
3. Reconnect the front door wire harness connector (4) 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 .
5. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System

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(SRS) Verification Test procedure should be performed following service of any SRS
component. Refer to STANDARD PROCEDURE.

SENSOR, OCCUPANT DETECTION

DESCRIPTION

DESCRIPTION

Fig. 83: Plastic Sensor Mat, Locator Tab, Adhesive Patch, Adhesive Block & Connector
Courtesy of CHRYSLER GROUP, LLC

An Occupant Detection Sensor (ODS) is located directly below the passenger side front seat cushion
trim cover. This sensor provides information to the Occupant Restraint Controller (ORC) used for
control of the passenger belt alert feature.

The ODS consists of a flexible clear plastic sensor mat (1) containing several resistive membrane,
force sensing resistor cells that is secured by either a locator tab (2) and an adhesive patch (3) or by
just the adhesive patch to the top surface of the seat cushion foam. The locator tab is still present, but
is not used on ventilated seat applications. The adhesive patches on either ODS are a one time only
material and cannot be reactivated or reused if removed.

A short, two-conductor pigtail wire and connector (5) connect the sensor to the vehicle electrical
system through a dedicated take out and connector of the seat wire harness. A hot melt adhesive
block (4) encapsulates and protects the connections between the electrical conductors in the tail of
the sensor mat and the pigtail wires as well as a diagnostic resistor.

The ODS cannot be adjusted or repaired, and must be replaced if damaged or ineffective.

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OPERATION

OPERATION

The Occupant Detection Sensor (ODS) acts as a simple switch to detect loads placed upon the
passenger side front seat cushion. The sensor circuits are connected to and monitored by the
Occupant Restraint Controller (ORC) whenever the ignition switch is in the ON position. The ORC
uses an algorithm logic in monitoring the changing states of the sensor input to determine whether
the seat cushion load is static or dynamic.

The ORC microprocessor continuously monitors all of the Supplemental Restraint System (SRS)
electrical circuits to determine the system status and readiness. If the ORC detects a monitored
system fault, it sets a Diagnostic Trouble Code (DTC). However, because the ODS input is only used
for control of the passenger belt alert feature, which has no effect on SRS component features or
functions, the airbag indicator is NOT illuminated in response to a detected ODS circuit fault.

The ODS receives source current and a clean ground through dedicated sensor plus and minus
circuits from the ORC. The ORC then sends the appropriate sensor status information to the Body
Control Module (BCM) (also known as the Common Body Controller/CBC), which uses this
information as an additional logic input used for control of the seat belt indicator and the passenger
belt alert feature in the Instrument Cluster (IC) (also known as the Common Instrument Cluster/CIC).

The hard wired circuits between the ODS 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 ODS or the electronic controls
and communication between other modules and devices that provide some features of the passenger
belt alert feature. The most reliable, efficient, and accurate means to diagnose the ODS or the
electronic controls and communication related to passenger belt alert feature operation requires the
use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

REMOVAL
REMOVAL

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.

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Fig. 84: Occupant Detection Sensor (ODS), Clearance Hole, Seat Cushion Foam, Locator Hole
& Adhesive Patch
Courtesy of CHRYSLER GROUP, LLC

1. Position the passenger side front seat to its most forward position for easiest access to the front
seat mounting hardware.
2. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
3. Remove the passenger side front seat from the vehicle. Refer to SEAT, FRONT, REMOVAL .
4. Remove the trim from the front seat cushion foam and frame. Refer to COVER, SEAT
CUSHION, FRONT, REMOVAL .
5. If the vehicle is so equipped, remove the heater mat from the seat cushion foam. Refer to PAD,
HEATER, REMOVAL .
6. Reach under the back of the front seat cushion frame to access and disconnect the Occupant
Detection Sensor (ODS) (1) pigtail wire connector from the seat wire harness.
7. Disengage the ODS hot melt block and pigtail wire from the clearance hole (5) near the back of
 the seat cushion foam (4).
8. Except on vehicles with the ventilated seat option, disengage the ODS locator tab from the
locator hole (2) near the center of the seat cushion foam.
9. Disengage the adhesive patch (3) of the ODS from the top surface of the seat cushion foam.
10. Remove the ODS from the seat cushion.

INSTALLATION

INSTALLATION

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

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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.

CAUTION: When handling a new Occupant Detection Sensor (ODS), it should never
be bent, creased, torn, cut or abraded. The ODS should not be handled
with or come into contact with hard or sharp-edged tools or objects. Do
not allow the ODS to drop more than 2 meters (6.5 feet). Prior to
installation, do not sit on, stand on or place boxes, tools or any other
foreign object on the ODS. If the ODS adhesive patches become
inadvertently adhered to any seat materials or foreign objects prior to
proper positioning on the seat cushion, the ODS must be scrapped and
replaced with a new unit. Do not modify the seat foam or trim materials of
a seat that contains an ODS. Failure to observe these cautions may result
in an inoperative ODS, or an ODS that provides inaccurate inputs to the
Occupant Restraint Controller (ORC).
 cardiagn.com
Fig. 85: Occupant Detection Sensor (ODS), Clearance Hole, Seat Cushion Foam, Locator Hole
& Adhesive Patch
Courtesy of CHRYSLER GROUP, LLC

1. Except on vehicles equipped with the ventilated seat option, insert the locator tab of the
Occupant Detection Sensor (ODS) mat (1) into the locator hole (2) near the center of the seat
cushion foam (4) and push the tab all the way through the foam. On vehicles with the ventilated
seat option, leave the locator tab flat on the seat cushion and pointed forward in the vehicle.
2. Position the sensor mat on the seat cushion with the two mat sensor cell branches aligned with
the sides of the seat and the rear edge of the mat positioned 124 millimeters (4.88 inches)
(Distance A) rearward from the back edge of the forward crimp channel in the seat cushion
foam.

CAUTION: The adhesive used to secure the ODS to the seat is heat activated
and requires that both the adhesive and the material it is applied to
be ideally between 21° and 38° C (between 70° and 100° F).
Application of the ODS to surfaces below 10° C (50° F) is not
recommended as the adhesive becomes too firm to readily adhere.
Do not touch or allow the adhesive patches to contact any foreign
materials with the release paper removed. Do not attempt to add
adhesive materials to the ODS.

3. Peel the release paper off of the adhesive patch (3) on the underside of the ODS mat.
4. Apply hand pressure (0.8 bar or 12 psi) over the adhesive patch of the ODS mat for at least four
seconds to activate and adhere the adhesive to the seat cushion foam.
5. Route the ODS pigtail wires through the clearance hole (5) near the back of the seat cushion
foam and insert the hot melt block into the recess.
6. Reach under the back of the front seat cushion frame to access, route and reconnect the ODS
 pigtail wire and connector to the seat wire harness.
7. If the vehicle is so equipped, reinstall the heater mat onto the seat cushion foam. Refer to PAD,
HEATER, INSTALLATION .
8. Reinstall the trim onto the front seat cushion foam and frame. Refer to COVER, SEAT
CUSHION, FRONT, INSTALLATION .
9. Reinstall the passenger side front seat into the vehicle. Refer to SEAT, FRONT,
INSTALLATION .
10. Reconnect the battery negative cable.

SENSOR, SEAT TRACK POSITION

DESCRIPTION

DESCRIPTION

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Fig. 86: Identifying Seat Track Position Sensor
Courtesy of CHRYSLER GROUP, LLC

The Seat Track Position Sensor (STPS) (2) is a Hall Effect-type sensor used on some vehicles. This
sensor consists of a Hall Effect Integrated Circuit (IC) chip encased in potting material within a cavity
of the molded plastic sensor housing.

The sensor housing has a mounting slot containing an integral latch feature (1) and slides and latches
onto a stamped metal blade-type bracket located on the inboard side of one of the upper seat
adjuster tracks near the rear of the driver side or passenger side front seat. A molded connector
receptacle (3) integral to the sensor housing is connected to the vehicle electrical system through a
connector and take out of the front seat wire harness beneath the front seat cushion frame.

The STPS cannot be adjusted or repaired and, if ineffective or damaged, the entire sensor must be
replaced.

OPERATION

OPERATION

The seat track position sensor is designed to provide a seat position data input to the Occupant
Restraint Controller (ORC) indicating whether the driver or passenger side front seat is in a full
forward or a not full forward position. The ORC uses this data as an additional logic input for use in
determining the appropriate deployment force to be used when deploying the multistage driver or
passenger airbag.

The seat track position sensor receives a nominal five volt supply from the ORC. The sensor
communicates the seat position by modulating the voltage returned to the ORC on a sensor data
circuit. The ORC also monitors the condition of the sensor circuits and will store a Diagnostic Trouble
Code (DTC) for any fault that is detected. The ORC sends messages over the CAN data bus to

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control the illumination of the airbag indicator in the Instrument Cluster (IC) (also known as the
Common Instrument Cluster/CIC).

The hard wired circuits between the seat track position sensor 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 seat track position
sensor 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 track position sensor or the electronic controls and communication
related to seat track position sensor operation requires the use of a diagnostic scan tool. Refer to the
appropriate diagnostic information.

REMOVAL

REMOVAL

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.
 cardiagn.com
Fig. 87: Seat Track Position Sensor On Bracket
Courtesy of CHRYSLER GROUP, LLC

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to
discharge before further service.
2. Reach under the rear edge of the front seat cushion to access the seat track position sensor (2)
on a bracket (1) located on the inboard side near the rear of one of the upper seat tracks (4).
3. Using a small screwdriver, hold the latch feature (3) depressed while sliding the connector end
of the sensor off of the bracket.
4. Disconnect the seat wire harness connector (5) from the sensor connector receptacle.
5. Remove the sensor from under the front seat.

INSTALLATION

INSTALLATION

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.
 cardiagn.com
Fig. 88: Seat Track Position Sensor On Bracket
Courtesy of CHRYSLER GROUP, LLC

1. Reach under the rear edge of the front seat cushion to reconnect the seat wire harness
connector (5) to the seat track position sensor (2) connector receptacle. Be certain that the latch
on the connector is fully engaged.
2. Align the open end of the sensor mounting slot to the blade of the sensor bracket (1) located on
the inboard side near the rear of one of the upper seat tracks (4).
3. Push the sensor firmly onto the bracket until the latch feature (3) snaps into place with an
audible click.
4. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System
(SRS) Verification Test procedure should be performed following service of any SRS
component. Refer to STANDARD PROCEDURE.

SWITCH, SEAT BELT

DESCRIPTION

DESCRIPTION
 cardiagn.com
Fig. 89: Seat Belt Tensioner Initiator, Buckle And Tensioner, Switch Pigtail Wire Connector &
Screw
Courtesy of CHRYSLER GROUP, LLC

The driver and passenger side front seat belt switches for this vehicle are actually Hall Effect-type
sensors. These sensors consist of a fixed-position, Hall Effect Integrated Circuit (IC) chip and a small
permanent magnet that is integral to each front seat belt buckle (1). The front seat belt buckles are
located on a molded plastic scabbard and secured by a screw (2) to the inboard side of each front
seat cushion frame so that the buckles travel with the seat.

The front seat belt switches are connected to the vehicle electrical system through a two-lead pigtail
wire and connector (3) on the front seat belt buckle-half, which is connected to a wire harness
connector and take out of the seat wire harness. A one kilohm diagnostic resistor is connected in
parallel with the IC where the two pigtail wire leads connect to the IC pins.

The seat belt switches cannot be adjusted or repaired and, if ineffective or damaged, the entire 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). A spring-loaded slide with a small window-like opening is integral to the
buckle latch mechanism. When a seat belt tip-half is inserted and latched into the seat belt buckle,
the slide is pushed downward and the window of the slide exposes the Hall Effect Integrated Circuit
(IC) chip within the buckle. The field of the permanent magnet induces a current within the chip. The
chip provides this induced current as an output to the ORC. When the seat belt is unbuckled, the
spring-loaded slide moves upward and shields the IC from the field of the permanent magnet, causing
the output current from the seat belt switch to be reduced.

The seat belt switches receive a supply of current from the ORC, and the ORC senses the status of
the front seat belt switches through its connection to the seat wire harness. The ORC provides
electronic seat belt switch status messages to the Instrument Cluster (IC) (also known as the
Common Instrument Cluster/CIC) over the Controller Area Network (CAN) data bus. The IC uses
these messages as an additional logic input for control of the seat belt indicator. The ORC monitors
the condition of the seat belt switch circuits and will store a Diagnostic Trouble Code (DTC) for any
fault that is detected.

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 or communication between other modules and devices that provide some features
of the seat belt reminder system. 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

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requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

TENSIONER, SEAT BELT

DESCRIPTION

DESCRIPTION

In vehicles manufactured for domestic markets, the front seat belt incorporates dual tensioners: one
integral to the retractor, and one integral to the buckle.

RETRACTOR TENSIONER

Fig. 90: Seat Belt Tensioner

Courtesy of CHRYSLER GROUP, LLC
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 (4), which are secured to the
inner B-pillar on the right and left sides of the vehicle. The retractor is concealed beneath the molded
plastic inner B-pillar trim. The seat belt tensioner consists primarily of a sprocket/pinion, a steel tube
(3), a cast metal housing, numerous steel balls, a stamped metal ball trap (2), a torsion bar and a
small pyrotechnically activated gas generator with a connector receptacle (1).

All of these components are located on one side of the retractor spool on the outside of the retractor
housing except for the torsion bar, which serves as the spindle upon which the retractor spool rides.
The seat belt tensioners are controlled by the Occupant Restraint Controller (ORC) and are
connected to the vehicle electrical system through a dedicated take outs of the body wire harness by
keyed and latching yellow molded plastic connector insulator 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. If the front airbags have been deployed, the seat belt tensioners
have also been deployed. The seat belt tensioners are not intended for reuse and must be replaced

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following any front airbag deployment. A growling or grinding sound while attempting to operate the
seat belt retractor is a sure indication that the seat belt tensioner has been deployed and requires
replacement. Refer to RETRACTOR, SEAT BELT, REMOVAL.

BUCKLE TENSIONER

Fig. 91: Seat Belt Tensioner Initiator, Buckle And Tensioner, Switch Pigtail Wire Connector &
Screw
Courtesy of CHRYSLER GROUP, LLC

A seat belt buckle tensioner supplements the dual front airbags for domestic market versions of this
vehicle. This tensioner is integral to the front seat belt buckle unit, which is secured by a large screw
to the outside of the inboard seat cushion frame of the front seat. The buckle tensioner consists
primarily of a buckle (1), a molded plastic scabbard, a cable and piston, a cable guide and bracket, a
metal cylinder tube and a small pyrotechnically activated gas generator (4).

The buckle tensioner is controlled by the Occupant Restraint Controller (ORC) and is connected to
the vehicle electrical system through a dedicated take out of the seat wire harness by a keyed and
latching yellow molded plastic connector insulator to ensure a secure connection. The buckle
tensioner has a single pigtail harness (3) for the integral seat belt switch.

The buckle tensioner cannot be repaired and, if ineffective or damaged, the entire front seat belt
buckle unit must be replaced. If the front airbags have been deployed, the buckle tensioners have
also been deployed. The buckle tensioners are not intended for reuse and must be replaced following
any front airbag deployment. Refer to BUCKLE, SEAT BELT, REMOVAL.

OPERATION

OPERATION

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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.

On the retractor tensioner, the gas generator is installed in one end of a steel tube that contains
numerous steel balls. As the gas expands, it pushes the steel balls through the tube into a cast metal
housing, where a ball guide directs the balls into engagement with the teeth of a sprocket that is
geared to one end of the retractor spool. As the balls drive past the sprocket, the sprocket turns and
drives the seat belt retractor spool causing the slack to be removed from the front seat belts. The ball
trap captures the balls as they leave the sprocket and are expelled from the housing.

On the buckle tensioner, the gas generator is installed in one end of the tubular metal piston housing,
which contains a piston secured to one end of a cable. The cable is routed around an integral guide
to the buckle, which is secured to the opposite end of the cable. As the gas expands, it pushes the
piston and the cable through the tube and pulls the buckle downward, causing the slack to be
removed from the front seat belt.

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 occupants of the front seats might experience in these situations as a result of harmful contact
with the steering wheel, steering column, instrument panel or windshield. The seat belt retractor also
has a torsion bar mechanism that is designed to deform in order 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, and will
illuminate the airbag indicator in the Instrument Cluster (IC) (also known as the Common Instrument
Cluster/CIC) and store a Diagnostic Trouble Code (DTC) for any fault that is detected. 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.

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