abs DODGE RAM 1500 1998 2.G Owners Manual

INSTALLATION
(1) Position the reading and courtesy lamp lens
onto the overhead console housing.
(2) Align the two pivot tabs on the inboard edge of
the reading and courtesy lamp lens with the two
pivot holes in the overhead console housing.
(3) Push firmly on the lens toward the inboard
side of the vehicle to insert the two pivot tabs on the
inboard edge of the reading and courtesy lamp lensinto the two pivot holes in the overhead console hous-
ing.
(4) Pivot the lens back up into position and press
upward firmly until the latch tab in the center of the
outboard edge of the reading and courtesy lamp lens
snaps back into the overhead console housing.
(5) Reconnect the battery negative cable.
DRLAMPS/LIGHTING - INTERIOR 8L - 29
READING LAMP (Continued)

DRIVER POWER SEAT SWITCH TEST TABLE
DRIVER SWITCH
POSITIONCONTINUITY BETWEEN
HORIZONTAL
FORWARDA-L, B-K
HORIZONTAL
REARWARDA-K, B-L
FRONT TILT UP A-M, B-N
FRONT TILT DOWN A-N, B-M
REAR TILT UP A-E, B-J
REAR TILT DOWN A-J, B-E
LUMBAR OFF O-P, O-R, P-R
LUMPAR UP (INFLATE) O-P, Q-R
LUMBAR DOWN
(DEFLATE)O-R, P-Q
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the seat cushion side shield from the
seat. Refer to the Body section of the service manual
for the procedure.
(3) Pull the switch bezel or side shield unit out
from the seat far enough to access the switch wire
harness connector. Gently pry the locking tabs of the
switch away from the wire harness connector and
carefully unplug the connector from the power seat
switch module.
(4) Remove the screws that secure the power seat
switch.
INSTALLATION
(1) Position the power seat switch on the seat
cushion side shield and install the screws that secure
the power seat switch to seat cushion side shield.
(2) Connect the electrical connector.
(3) Install the seat cushion side shield on the seat.
Refer to the Body section of the service manual for
the procedure.
(4) If equipped, install the screw that secures the
recliner lever to the recliner mechanism release shaft
on the outboard side of the front seat.
(5) Connect the battery negative cable.
PASSENGER SEAT SWITCH
DESCRIPTION
The power seat on this model can be adjusted in
eight different directions, up, down, front up, front
down, rear up, rear down, rearward and forward.
The power seat switch (Fig. 3) on this model has an
additional switch knob for adjusting the power lum-bar support. The power seat switch is located on the
outboard side of the seat cushion on the seat cushion
side shield. Refer to the owner's manual in the vehi-
cle glove box for more information on the power seat
switch functions and the seat adjusting procedures.
The individual switches in the power seat switch
assembly cannot be repaired. If one switch is dam-
aged or faulty, the entire power seat switch assembly
must be replaced.
OPERATION
When a power switch control knob or knobs are
actuated, a battery feed and a ground path are
applied through the switch contacts to the power seat
track or recliner adjuster motor. The selected
adjuster motor operates to move the seat track or
recliner through its drive unit in the selected direc-
tion until the switch is released, or until the travel
limit of the adjuster is reached. When the switch is
moved in the opposite direction, the battery feed and
ground path to the motor are reversed through the
switch contacts. This causes the adjuster motor to
run in the opposite direction.
No power seat switch should be held applied in any
direction after the adjuster has reached its travel
limit. The power seat adjuster motors each contain a
self-resetting circuit breaker to protect them from
overload. However, consecutive or frequent resetting
of the circuit breaker must not be allowed to con-
tinue, or the motor may be damaged.
Fig. 3 DR Power Seat Switch
1 - POWER SEAT SWITCH ASSEMBLY
2 - FRONT SEAT CUSHION ADJUSTMENT BUTTON
3 - COMPLETE SEAT ADJUSTMENT BUTTON
4 - REAR SEAT CUSHION ADJUSTMENT BUTTON
5 - LUMBAR ADJUSTMENT BUTTON
DRPOWER SEATS 8N - 15
DRIVER SEAT SWITCH (Continued)

DIAGNOSIS AND TESTING - PASSENGER SEAT
SWITCH
For circuit descriptions and diagrams, refer to Wir-
ing.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the power seat switch from the power
seat.
(3) Use an ohmmeter to test the continuity of the
power seat switches in each position. See the Power
Seat Switch Continuity chart (Fig. 4). If OK, refer to
Power Seat Track Diagnosis and Testing in this
group. If not OK, replace the faulty power seat
switch.
PASSENGER SEAT SWITCH TEST TABLE
PASSENGER SWITCH
POSITIONCONTINUITY BETWEEN
OFF B-N, B-J, B-M
B-E, B-L, B-K
VERTICAL DOWN A-E, A-M, B-N, B-E
VERTICAL UP A-J, A-N, B-M, B-E
HORIZONTAL
FORWARDA-L, B-K
HORIZONTAL
REARWARDA-K, B-L
FRONT TILT DOWN A-M, B-N
FRONT TILT UP A-N, B-M
REAR TILT DOWN A-E, B-J
REAR TILT UP A-J, B-E
LUMBAR OFF O-P, O-R, P-R
LUMPAR UP (DEFLATE) O-P, Q-R
LUMBAR DOWN
(INFLATE)O-R, P-Q
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the seat cushion side shield from the
seat. Refer to the Body section of the service manual
for the procedure.
(3) Pull the switch bezel or side shield unit out
from the seat far enough to access the switch wire
harness connector. Gently pry the locking tabs of the
switch away from the wire harness connector and
carefully unplug the connector from the power seat
switch module.
(4) Remove the screws that secure the power seat
switch.
INSTALLATION
(1) Position the power seat switch on the seat
cushion bezel and install the screws that secure the
power seat switch to seat cushion side bezel.
(2) Connect the electrical connector.
(3) Install the seat cushion switch bezel on the
seat. Refer to the Body section of the service manual
for the procedure.
(4) If equipped, install the screw that secures the
recliner lever to the recliner mechanism release shaft
on the outboard side of the front seat.
(5) Connect the battery negative cable.
POWER SEAT TRACK
DESCRIPTION
The eight-way power seat option includes a power
seat track assembly located under each front seat
(Fig. 5). The power seat track assembly replaces the
standard manually operated seat tracks. The lower
half of the power seat track is secured at the front
with two bolts to the floor panel seat cross member,
and at the rear with two bolts to the floor panel.
Four nuts secure the bottom of the seat cushion
frame to the upper half of the power seat track unit.
The power seat track assembly cannot be repaired,
and is serviced only as a complete assembly. If any
component in this assembly is faulty or damaged, the
entire power seat track must be replaced.
OPERATION
The power seat track unit includes three reversible
electric motors that are secured to the upper half of
the track unit. Each motor moves the seat adjuster
through a combination of worm-drive gearboxes and
screw-type drive units.
The front and rear of the seat are operated by two
separate vertical adjustment motors. These motors
can be operated independently of each other, tilting
the entire seat assembly forward or rearward; or,
Fig. 4 Testing Passenger Power Seat Switch
8N - 16 POWER SEATSDR
PASSENGER SEAT SWITCH (Continued)

Airbag Control Module (ACM). An airbag indicator in
the ElectroMechanical Instrument Cluster (EMIC)
illuminates for about 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 indica-
tor is turned on or off by the ACM to indicate the
status of the supplemental restraint system. If the
airbag indicator comes on at any time other than
during the bulb test, it indicates that there is a prob-
lem in the supplemental restraint system electrical
circuits. Such a problem may cause airbags not to
deploy when required, or to deploy when not
required.
Deployment of the supplemental restraints
depends upon the angle and severity of an impact.
Deployment is not based upon vehicle speed; rather,
deployment is based upon the rate of deceleration as
measured by the forces of gravity (G force) upon the
impact sensors. When an impact is severe enough,
the microprocessor in the ACM signals the inflator of
the appropriate airbag units to deploy their airbag
cushions. The outboard front seat belt tensioners are
provided with a deployment signal by the ACM in
conjunction with the driver and passenger front air-
bags. During a frontal vehicle impact, the knee block-
ers work in concert with properly fastened and
adjusted seat belts to restrain both the driver and
the front seat passenger in the proper position for an
airbag deployment. The knee blockers also absorb
and distribute the crash energy from the driver and
the front seat passenger to the structure of the
instrument panel. The seat belt tensioner removes
the slack from the outboard front seat belts to pro-
vide 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 ACM monitors a problem in any of the
supplemental restraint system circuits or compo-
nents, 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 EMIC to turn on the airbag indicator. Propertesting of the supplemental restraint system compo-
nents, the Programmable Communications Interface
(PCI) data bus, the electronic message inputs to and
outputs from the EMIC or the ACM, as well as the
retrieval or erasure of a DTC from the ACM or EMIC
requires the use of a DRBIIItscan tool. Refer to the
appropriate diagnostic information.
See the owner's manual in the vehicle glove box for
more information on the features, use and operation
of all of the factory-installed passive restraints.
WARNING
WARNINGS - RESTRAINT SYSTEM
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, DURING AND FOLLOWING ANY SEAT BELT
OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
FULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLA-
TION, 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 INOPERATIVE
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 FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM 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 NEGA-
TIVE (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 DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
DRRESTRAINTS 8O - 5
RESTRAINTS (Continued)

panel transmission tunnel. Tighten the screws to 12
N´m (9 ft. lbs.).
(4) From the left side of the floor panel transmis-
sion tunnel, reach behind the module to access and
tighten the screw that secures the right side of the
ACM to the bracket on the floor panel transmission
tunnel. Tighten the screw to 12 N´m (9 ft. lbs.).
(5) Reach through the rearward facing opening
below the instrument panel center stack support
bracket on the top of the floor panel transmission
tunnel to access and reconnect the two instrument
panel wire harness connectors for the ACM to the
ACM connector receptacle located on the rearward
facing side of the module. Be certain that the latches
on the connectors are each fully engaged.
(6) On models with an automatic transmission,
reinstall the ACM cover onto the instrument panel.
(Refer to 8 - ELECTRICAL/RESTRAINTS/ACM
COVER - INSTALLATION).
(7) On models with a manual transmission, rein-
stall the floor console onto the top of the floor panel
transmission tunnel. (Refer to 23 - BODY/INTERI-
OR/FLOOR CONSOLE - INSTALLATION).
(8) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verifi-
cation test procedure should be performed following
service of any supplemental restraint system compo-
nent. (Refer to 8 - ELECTRICAL/RESTRAINTS -
STANDARD PROCEDURE - VERIFICATION TEST).
AUTOMATIC LOCKING
RETRACTOR
DESCRIPTION
The seat belt retractors used in all seating posi-
tions include an inertia-type, emergency locking
mechanism as standard equipment (Fig. 9). However,
the retractor locking mechanism for the passenger
side front seating position is mechanically switchable
from an emergency locking retractor to an automatic
locking retractor. The primary function of this fea-
ture is to securely accommodate a child seat in the
passenger side front seating position of the vehicle
without the need for a self-cinching seat belt tip half
latch plate unit or another supplemental device that
would be required to prevent the seat belt webbing
from unwinding freely from the retractor spool of an
inertia-type emergency locking retractor mechanism.
The automatic locking mechanism is integral to the
passenger side front seat belt and retractor unit and
is concealed beneath a molded plastic cover located
on the same side of the retractor spool as the seat
belt tensioner housing. The retractor is secured to
the inner B-pillar on the right side of the vehicle and
is concealed beneath the molded plastic inner B-pil-lar trim. The automatic locking mechanism cannot be
adjusted or repaired and, if faulty or damaged, the
entire passenger side front seat belt and retractor
unit must be replaced.
OPERATION
The automatic locking mode of the retractor is
engaged and the retractor is switched from operating
as a standard inertia-type emergency locking retrac-
tor by first buckling the combination lap and shoul-
der belt buckle. Then grasp the shoulder belt and
pull all of the webbing out of the retractor. Once all
of the belt webbing is extracted from the spool, the
retractor will automatically become engaged in the
pre-locked automatic locking mode and will make an
audible clicking or ratcheting sound as the shoulder
belt is allowed to retract to confirm that the auto-
matic locking mode is now engaged. Once the auto-
matic locking mode is engaged, the retractor will
remain locked and the belt will remain tight around
whatever it is restraining.
The retractor is returned to standard emergency
locking mode by unbuckling the combination lap and
shoulder belt buckle and allowing the belt webbing to
be almost fully retracted onto the retractor spool. The
emergency locking mode is confirmed by the absence
of the 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 is
sensed, or until the retractor is again switched to the
automatic locking mode.
Fig. 9 Automatic Locking Retractor
1 - TENSIONER HOUSING OR CHAMBER
2 - GAS GENERATOR
3 - TENSIONER PIGTAIL WIRE
4 - SPOOL
5 - TENSION REDUCER (DRIVER SIDE ON STANDARD CAB
ONLY)
6 - REDUCER CONNECTOR RECEPTACLE
7 - RETRACTOR LOCKING MECHANISM COVER
8O - 14 RESTRAINTSDR
AIRBAG CONTROL MODULE (Continued)

receptacles that face the instrument panel, while the
inner end of the tape terminates at the pigtail wires
and connector receptacles on the hub of the clock-
spring rotor that face the steering wheel.
Service replacement clocksprings are shipped pre-
centered and with a molded plastic locking pin that
snaps into a receptacle on the rotor and is engaged
between two tabs on the upper surface of the rotor
case. The locking pin secures the centered clock-
spring rotor to the clockspring case during shipment
and handling, but must be removed from the clock-
spring after it is installed on the steering column.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - STANDARD PROCEDURE - CLOCK-
SPRING CENTERING).
The clockspring cannot be repaired. If the clock-
spring is faulty, damaged, or if the driver airbag has
been deployed, the clockspring must be replaced.
OPERATION
The clockspring is a mechanical electrical circuit
component that is used to provide continuous electri-
cal continuity between the fixed instrument panel
wire harness and the electrical components mounted
on or in the rotating steering wheel. On this model
the rotating electrical components include the driver
airbag, the horn switch, the speed control switches,
and the remote radio switches, if the vehicle is so
equipped. The clockspring case is positioned and
secured to the multi-function switch mounting hous-
ing near the top of the steering column. The connec-
tor receptacles on the tail of the fixed clockspring
case connect the clockspring to the vehicle electrical
system through two take outs with connectors from
the instrument panel wire harness.The clockspring rotor is movable and is keyed by
an engagement dowel that is molded onto the rotor
hub between two fins that are cast into the lower
surface of the steering wheel armature. A yellow rub-
ber boot is installed over the engagement dowel to
eliminate contact noise between the dowel and the
steering wheel. The two lobes on the turn signal can-
cel cam on the lower surface of the clockspring rotor
hub contact a turn signal cancel actuator of the
multi-function switch to provide automatic turn sig-
nal cancellation.
Two short, yellow-sleeved pigtail wires on the
upper surface of the clockspring rotor connect the
clockspring to the driver airbag, while a steering
wheel wire harness connects the two connector recep-
tacles on the upper surface of the clockspring rotor to
the horn switch feed pigtail wire connector and, if
the vehicle is so equipped, to the optional speed con-
trol and remote radio switches on the steering wheel.
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 compo-
nents so that the tape can operate within its
designed travel limits. However, if the clockspring is
removed from the steering column or if the steering
shaft is disconnected from the steering gear, the
clockspring spool can change position relative to the
movable steering components. The clockspring must
be re-centered following completion of this service or
the tape may be damaged.
Service replacement clocksprings are shipped pre-
centered and with a plastic locking pin installed.
This locking pin should not be removed until the
clockspring has been installed on the steering col-
umn. If the locking pin is removed before the clock-
spring is installed on a steering column, the
clockspring centering procedure must be performed.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - STANDARD PROCEDURE - CLOCK-
SPRING CENTERING).
STANDARD PROCEDURE - CLOCKSPRING
CENTERING
The clockspring is designed to wind and unwind
when the steering wheel is rotated, but is only
designed to rotate the same number of turns (about
five complete rotations) as the steering wheel can be
turned from stop to stop. Centering the clockspring
indexes the clockspring tape to other steering compo-
nents so that it can operate within its designed
travel limits. The rotor of a centered clockspring can
be rotated two and one-half turns in either direction
Fig. 18 Turn Signal Cancel Cam
1 - LOCKING PIN
2 - CLOCKSPRING CASE
3 - CANCEL CAM
4 - LOWER CONNECTOR RECEPTACLE (2)
DRRESTRAINTS 8O - 19
CLOCKSPRING (Continued)

DRIVER AIRBAG
DESCRIPTION
The color-keyed, injection molded, thermoplastic
driver airbag protective trim cover is the most visible
part of the driver airbag (Fig. 21). The driver airbag
is located in the center of the steering wheel, where
it is secured with two screws to the armature of the
four-spoke steering wheel. All models have a chrome
Dodge Ram emblem in the center of the trim cover.
Concealed beneath the driver airbag trim cover are
the horn switch, the folded airbag cushion, the airbag
cushion retainer, the airbag housing, the airbag infla-
tor, and the retainers that secure the inflator to the
airbag housing.
The airbag cushion, housing, and inflator are
secured within an integral receptacle molded into the
back of the trim cover. The four vertical walls of this
receptacle have a total of twelve small windows with
blocking tabs that are engaged by twelve hook forma-
tions around the perimeter of the airbag housing.
Each hook is inserted through one of the windows
and the blocking tab in each window keeps the hook
properly engaged with the trim cover, locking the
trim cover securely into place on the airbag housing.
The resistive membrane-type horn switch is
secured with heat stakes to the inside surface of the
driver airbag trim cover, between the trim cover and
the folded airbag cushion. The horn switch ground
pigtail wire has an eyelet terminal connector that is
captured beneath a flanged nut on the upper right
inflator mounting stud on the back of the housing
(Fig. 22). The horn switch feed pigtail wire has a
black, molded plastic insulator that is secured by an
integral retainer in a locator hole near the upper
right corner of the airbag housing and is connected tothe vehicle electrical system through a dedicated
take out and connector of the steering wheel wire
harness. Both horn switch wires are routed through
an integral notch in the center of the upper edge of
the airbag housing stamping.
The airbag used in this model is a multistage, Next
Generation-type that complies with revised federal
airbag standards to deploy with less force than those
used in some prior models. A 71 centimeter (28 inch)
diameter, radial deploying fabric cushion with inter-
nal tethers is used. The airbag inflator is a dual-ini-
tiator, non-azide, pyrotechnic-type unit with four
mounting studs and is secured to the stamped metal
airbag housing by four flanged hex nuts. Two keyed
and color-coded connector receptacles on the driver
airbag inflator connect the two inflator initiators to
the vehicle electrical system through two yellow-jack-
eted, two-wire pigtail harnesses of the clockspring.
The driver airbag unit cannot be repaired, and
must be replaced if deployed or in any way damaged.
The driver airbag trim cover and horn switch unit
may be disassembled from the driver airbag unit,
and is available for separate service replacement.
OPERATION
The multistage driver airbag is deployed by electri-
cal signals generated by the Airbag Control Module
(ACM) through the driver airbag 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
Fig. 21 Driver Airbag Trim Cover
1 - STEERING WHEEL
2 - TRIM COVER
Fig. 22 Driver Airbag Housing
1 - HORN SWITCH FEED WIRE
2 - HORN SWITCH GROUND WIRE
3 - INFLATOR
4 - TRIM COVER
5 - HOUSING
DRRESTRAINTS 8O - 23

WARNING: TO AVOID PERSONAL INJURY OR
DEATH, USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE DRIVER
AIRBAG, OR BECOMING ENTRAPPED BETWEEN
THE DRIVER AIRBAG CUSHION AND THE DRIVER
AIRBAG TRIM COVER. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN OCCUPANT INJURIES
UPON AIRBAG DEPLOYMENT.
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, THE DRIVER AIRBAG TRIM COVER MUST
NEVER BE PAINTED. REPLACEMENT TRIM COV-
ERS 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.
(1) Place the driver airbag on a suitable work sur-
face with the airbag cushion facing up.
(2) Fold the two flaps of cushion material up
around the sides and over the top of the airbag cush-
ion retainer strap (Fig. 26).
(3) Position the new driver airbag trim cover over
the airbag cushion, then push the receptacle of the
trim cover down evenly over the cushion. Be certain
that the cushion material flaps remain oriented over
the cushion retainer strap as they were in Step 2.
(4) Turn the driver airbag and the new driver air-
bag trim cover over as a unit, and place the unit on a
suitable clean and dry work surface with the airbag
cushion facing down. Be certain to take the properprecautions to prevent the trim cover from receiving
cosmetic damage during the following procedures.
(5) Be certain that the horn switch feed and
ground pigtail wires are routed through the clearance
notch at the top of the airbag housing, between the
housing and the upper vertical wall of the trim cover
receptacle (Fig. 25).
(6) Work around the perimeter of the unit engag-
ing each of the twelve hooks on the driver airbag
housing through the windows in the walls of the trim
cover receptacle.
(7) After each of the twelve hooks on the driver
airbag housing has been engaged in a window of the
trim cover receptacle, 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 cra-
dles of the hooks.
(8) After all of the windows in the walls of the
trim cover receptacle have been fully seated in the
cradles of the hooks on the airbag housing, check
that the blocking tabs in each of the trim cover win-
dows is oriented over the airbag housing hooks as
shown in (Fig. 27).
(9) Install the horn switch ground pigtail wire eye-
let terminal over the upper right inflator stud on the
back of the driver airbag housing.
(10) Install and tighten the nut that secures the
horn switch ground pigtail wire eyelet terminal to
the upper right inflator stud on the back of the
Fig. 26 Driver Airbag Flaps
1 - FLAP (2)
2 - RETAINER STRAPFig. 27 Driver Airbag Trim Cover Blocking Tabs
1 - BLOCKING TAB (12)
2 - DRIVER AIRBAG TRIM COVER
3 - HORN SWITCH
4 - AIRBAG HOUSING HOOK (12)
DRRESTRAINTS 8O - 27
DRIVER AIRBAG (Continued)

The passenger airbag on/off switch housing is con-
structed of molded plastic and has three integral
mounting tabs. These mounting tabs are used to
secure the switch to the back of the molded plastic
switch face plate with three small screws. The
molded plastic face plate also has three integral
mounting tabs that are used to secure the switch and
face plate unit to the instrument panel center bezel
with three additional screws. A molded plastic con-
nector receptacle on the back of the switch housing
connects the switch to the vehicle electrical system
through a dedicated take out and connector of the
instrument panel wire harness. The molded plastic
harness connector insulator is keyed and latched to
ensure proper and secure switch electrical connec-
tions. The passenger airbag on/off switch cannot be
adjusted or repaired and, if faulty or damaged, the
switch must be replaced.
OPERATION
The passenger airbag on/off switch allows the cus-
tomer to turn the passenger airbag function On or
Off to accommodate certain uses of the right front
seating position where airbag protection may not be
desired. See the owner's manual in the vehicle glove
box for specific recommendations on when to enable
or disable the passenger airbag. The Off indicator of
the switch will be illuminated whenever the switch is
turned to the Off position and the ignition switch is
in the On position.
The ignition key is the only key or object that
should ever be inserted into the key cylinder actuator
of the switch. The on/off switch requires only a par-
tial key insertion to fully depress a spring-loaded
locking plunger. The spring-loaded locking plunger
prevents the user from leaving the key in the switch.
The key will be automatically ejected when force is
not applied. To actuate the passenger airbag on/off
switch, insert the ignition key into the switch key
actuator far enough to fully depress the plunger, then
rotate the actuator to the desired switch position.
When the switch key actuator is rotated to its clock-
wise stop (the key actuator slot will be aligned with
the Off indicator), the Off indicator is illuminated
and the passenger airbag is disabled. When the
switch is rotated to its counterclockwise stop (the key
actuator slot will be in a vertical position), the Off
indicator will be extinguished and the passenger air-
bag is enabled.The passenger airbag on/off switch connects one of
two internal resistors in series between the passen-
ger airbag mux switch sense and passenger airbag
mux switch return circuits of the Airbag Control
Module (ACM). The ACM continually monitors the
resistance in these circuits to determine the switch
position that has been selected. When the switch is
in the Off position, the ACM provides a ground input
to the switch through the passenger airbag indicator
driver circuit, which energizes the Light-Emitting
Diode (LED) that illuminates the Off indicator of the
switch.
The ACM will also illuminate the Off indicator of
the switch for about seven seconds each time the
ignition switch is turned to the On position as a bulb
test. The ACM will store a Diagnostic Trouble Code
(DTC) for any fault it detects in the passenger airbag
on/off switch or Off indicator circuits, and will illumi-
nate the airbag indicator in the instrument cluster if
a fault is detected. For proper diagnosis of the pas-
senger airbag on/off switch or the ACM, a DRBIIIt
scan tool is required. Refer to the appropriate diag-
nostic information.
REMOVAL
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM 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 NEGA-
TIVE (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 DIS-
ABLE THE SUPPLEMENTAL RESTRAINT SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT.
(1) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) Remove the center bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL -
REMOVAL).
(3) From the back of the center bezel, remove the
three screws that secure the passenger airbag on/off
switch and face plate unit to the back of the bezel
(Fig. 40).
(4) Remove the passenger airbag on/off switch and
face plate from the center bezel as a unit.
DRRESTRAINTS 8O - 43
PASSENGER AIRBAG ON/OFF SWITCH (Continued)

CABLE
DESCRIPTION
The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle body control linkage. This cable is used with
3.7L/4.7L gas powered engines only. It is also used if
equipped with a 5.9L diesel engine equipped with an
automatic transmission.
A speed control servo cableis not usedif equipped
with either a 5.9L diesel engine equipped with a
manual transmission, or any 5.7L engine/transmis-
sion combinations.
OPERATION
This cable causes the throttle control linkage to
open or close the throttle valve in response to move-
ment of the vacuum servo diaphragm.
REMOVAL
3.7L / 4.7L GAS
(1) Disconnect negative battery cable at battery.
(2) Remove air intake tube at top of throttle body.
The accelerator cable must be partially removed to
gain access to speed control cable.
(3) Hold throttle in wide open position. While held
in this position, slide throttle cable pin (Fig. 1) from
throttle body bellcrank.
(4) Using a pick or small screwdriver, press release
tab (Fig. 2) to release plastic cable mount from
bracket.Press on tab only enough to release
cable from bracket. If tab is pressed too much,
it will be broken.Slide plastic mount (Fig. 2)
towards right side of vehicle to remove throttle cable
from throttle body bracket.
(5) Using finger pressure only, disconnect servo
cable connector (Fig. 3) at throttle body bellcrank pin
by pushing connector off bellcrank pin towards front
of vehicle.DO NOT try to pull connector off per-
pendicular to the bellcrank pin. Connector will
be broken.
(6) Slide speed control cable plastic mount towards
right of vehicle to remove cable from throttle body
bracket (Fig. 4).
(7) Remove servo cable from servo. Refer to Servo
Removal/Installation.
5.9L Diesel Ð Auto. Trans.
(1) Disconnect both negative battery cables at both
batteries.
(2) Remove cable/lever/linkage cover. Refer to
Speed Control Servo Removal/Installation.
(3) Remove (disconnect) servo cable from servo.
Refer to Speed Control Servo Removal/Installation.(4) Using finger pressure only, disconnect end of
servo cable from throttle lever pin by pulling forward
on connector while holding lever rearward (Fig. 5).
DO NOT try to pull connector off perpendicular
to lever pin. Connector will be broken.
(5) Squeeze 2 pinch tabs (Fig. 5) on sides of speed
control cable at mounting bracket and push cable
rearward out of bracket.
Fig. 1 THROTTLE CABLE PIN - 3.7L / 4.7L
1 - THROTTLE CABLE PIN
2 - THROTTLE BODY BELLCRANK
3 - PUSH UP HERE
Fig. 2 THROTTLE CABLE RELEASE TAB - 3.7L /
4.7L
1 - THROTTLE CABLE
2 - RELEASE TAB
3 - PICK OR SCREWDRIVER
4 - PLASTIC CABLE MOUNT
8P - 4 SPEED CONTROLDR