fuse MERCEDES-BENZ SPRINTER 2005 Service Owner's Manual

INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) Reinstall the speed control switch onto the
back of the multi-function switch. (Refer to 8 - ELEC-
TRICAL/SPEED CONTROL/SWITCH - INSTALLA-
TION).
(2) Position the multi-function switch onto the
steering column (Fig. 37).
(3) Install and tighten the two screws that secure
the multi-function switch to the steering column.
(4) Position the upper shroud onto the top of the
multi-function switch.
(5) Install and tighten the two screws that secure
the upper shroud to the top of the multi-function
switch.
(6) Reinstall the clockspring onto the steering col-
umn. (Refer to 8 - ELECTRICAL/RESTRAINTS/
CLOCKSPRING - INSTALLATION).
(7) Reinstall the fuse block onto the underside of
the steering column. (Refer to 8 - ELECTRICAL/
POWER DISTRIBUTION/FUSE BLOCK - INSTAL-
LATION).
(8) Reconnect the battery negative cable.
PARK BRAKE SWITCH
REMOVAL
(1) Remove the trim cover from the park brake
lever (Fig. 38). (Refer to 5 - BRAKES/PARKING
BRAKE/LEVER - REMOVAL).(2) Remove the screw that secures the park brake
switch and the ground eyelet terminal to the park
brake lever.
(3) Disengage the park brake switch from the park
brake lever.
(4) Disconnect the vehicle wire harness connector
for the park brake switch from the switch terminal.
(5) Remove the park brake switch from the park
brake lever.
INSTALLATION
(1) Position the park brake switch near the park
brake lever (Fig. 38).
(2) Reconnect the vehicle wire harness connector
for the park brake switch to the switch terminal.
(3) Engage the park brake switch into the park
brake lever.
(4) Install and tighten the screw that secures the
park brake switch and the ground eyelet terminal to
the park brake lever.
(5) Reinstall the trim cover onto the park brake
lever. (Refer to 5 - BRAKES/PARKING BRAKE/LE-
VER - INSTALLATION).
Fig. 38 Park Brake Switch Remove/Install
1 - LEVER
2 - SWITCH
3 - WIRE HARNESS
4 - SCREW
8L - 20 LAMPS/LIGHTING - EXTERIORVA
MULTI-FUNCTION SWITCH (Continued)

TURN SIGNAL RELAY
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, DRIVER AIRBAG, PASSENGER
AIRBAG, SEAT BELT TENSIONER, OR INSTRUMENT
PANEL COMPONENT DIAGNOSIS OR SERVICE. DIS-
CONNECT 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 SUP-
PLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the fuse access panel from the steering
column opening cover below the steering column on
the instrument panel.
(3) Reach through and below the inboard side of
the fuse access opening to access the turn signal
relay (Fig. 47).(4) Remove the turn signal relay by grasping it
firmly, releasing the latches and pulling it straight
down from the receptacle on the bottom of the fuse
block.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
(1) Position the turn signal relay to the receptacle
on the bottom of the fuse block (Fig. 47).
(2) Align the turn signal relay terminals with the
terminal cavities in the fuse block receptacle.
(3) Push firmly and evenly on the top of the turn
signal relay until the terminals are fully seated in
the terminal cavities in the receptacle of the fuse
block and both latches are fully engaged.
(4) Reinstall the fuse access panel onto the steer-
ing column opening cover below the steering column
on the instrument panel.
(5) Reconnect the battery negative cable.
Fig. 47 Turn Signal Relay
1 - STEERING COLUMN OPENING COVER
2 - FUSE BLOCK
3 - LOWER INSTRUMENT PANEL
4 - TURN SIGNAL RELAY
5 - ENGINE CONTROL MODULE RELAY
6 - WIPER RELAY
8L - 24 LAMPS/LIGHTING - EXTERIORVA

A door jamb switch for each sliding side door and the
right rear door is standard equipment on wagon mod-
els. The sliding and rear door jamb switches are not
available for van models.
²Entry/Exit Lamp- An entry/exit lamp to illu-
minate each front and sliding side door step well is
optional equipment on wagon models.
²Time Delay Relay- Vehicles equipped with the
optional remote cargo lamp switches also have a time
delay relay located in the electrical center within the
driver side front seat riser.
Hard wired circuitry connects the interior lighting
system components to the electrical system of the
vehicle. These hard wired circuits are integral to sev-
eral 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 interior lighting
system components through the use of a combination
of soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
OPERATION
The interior lighting systems can be divided into
two general classifications based upon the circuit
that controls their operation: The interior lighting
circuit, or the exterior lighting circuit. The hard
wired circuits and components of the interior lighting
systems may be diagnosed and tested using conven-
tional diagnostic tools and procedures.
INTERIOR LIGHTING CIRCUIT
Depending upon the vehicle model (van or wagon)
and the selected vehicle options the interior lighting
circuit may include dome/cargo lamps located over-
head in the front and rear of the vehicle, a dome/
reading lamp located in the header area above the
windshield between the sun visors, and entry/exit
lamps located in the front and sliding side door step
wells.
WAGON MODELS
In all wagon models, the lamps in the interior
lighting circuit are provided with battery current at
all times by a fuse in the fuse block beneath the
steering column. The front, side, and rear door jamb
switches control a ground path for each of these
lamps, except for the optional reading lamp. If the
lamp has an optional integral switch, that switch has
three separate positions. The first position provides aground path independent of the door jamb switches
to turn the lamp On. The second, or center position
allows the door jamb switches to control the lamp.
The third position segregates that lamp from the
door jamb switch input, turning the lamp Off. In the
case of the optional dome/reading lamp, the integral
lamp switch has a fourth position which will illumi-
nate only the reading lamp bulb.
VAN MODELS
Unless a van model is equipped with an optional
remote cargo lamp switch, all of the lamps in the
interior lighting circuit operate the same way as the
wagon models except that there are only two door
jamb switches, one for each front door. If the vehicle
is equipped with an optional remote cargo lamp
switch, the lamps in the rear of the vehicle on the
interior lighting circuit are provided with battery
current by the time delay relay. The time delay relay
is a smart relay containing active electronic elements
that comprise an electronic timer logic circuit. When
the remote cargo lamp switches provide the proper
input to the time delay relay, the relay logic responds
by energizing the relay control coil. The energized
relay control coil provides battery current to all of
the lamps on the rear interior lighting circuit and to
the indicator Light-Emitting Diode (LED) units in
the remote cargo switches causing each to illuminate.
If a remote cargo lamp switch remains On for more
than about fifteen minutes, the time delay relay will
then automatically de-energize the rear interior
lighting circuits until the remote cargo lamp switch
is cycled Off and then back On.
EXTERIOR LIGHTING CIRCUIT
The exterior lighting circuit provides battery cur-
rent to the optional ash receiver/cigar lighter lamp
and to the illumination Light-Emitting Diode (LED)
unit within the remote cargo lamp switch in the
instrument panel accessory switch bezel whenever
the exterior lamps are turned On.
SPECIFICATIONS - INTERIOR LIGHTING
BULB SPECIFICATIONS
LAMP BULB
Cargo/Dome Lamp K - 12V 18W
Dome/Reading Lamp K - 12V 10W
Dome Lamp w/Intrusion
SensorK - 12V 6W
Entry/Exit Lamp W5W - 12V 5W
8L - 26 LAMPS/LIGHTING - INTERIORVA
LAMPS/LIGHTING - INTERIOR (Continued)

POWER MIRRORS
TABLE OF CONTENTS
page page
POWER MIRRORS
DESCRIPTION..........................3
POWER MIRROR SWITCH
DIAGNOSIS AND TESTING - POWER MIRROR
SWITCH.............................3REMOVAL.............................3
INSTALLATION..........................4
POWER MIRRORS
DESCRIPTION
The power operated outside rear view mirrors
allow the driver to adjust both outside mirrors elec-
trically from the driver side front seat position by
operating a switch on the driver side front door trim
panel. The power mirrors receive a non-switched bat-
tery feed through a fuse so that the system will
remain operational, regardless of the ignition switch
position.
POWER MIRROR SWITCH
DIAGNOSIS AND TESTING - POWER MIRROR
SWITCH
(1) Disconnect and isolate the battery negative
cable.
(2) Remove power mirror switch (Refer to 8 -
ELECTRICAL/POWER MIRRORS/POWER MIRROR
SWITCH - REMOVAL).
(3) Using an ohmmeter, test for continuity between
the terminals of the switch (Fig. 1).
MIRROR SWITCH TEST
MIRROR SELECT SWITCH IN
ªLEFTº POSITION
BUTTON
POSITIONCONTINUITY BETWEEN
UP PIN 6 AND 9
PIN 6 AND 8
DOWN PIN 2 AND 4
PIN 6 AND 10
LEFT PIN 2 AND 3
PIN 6 AND 10
RIGHT PIN 2 AND 3
PIN 6 AND 2
MIRROR SELECT SWITCH IN
ªRIGHTº POSITION
BUTTON
POSITIONCONTINUITY BETWEEN
UP PIN 6 AND 8
PIN 6 AND 9
DOWN PIN 6 AND 3
LEFT PIN 1 AND 7
RIGHT PIN 1 AND 8
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the door handle trim.
(3) Remove the mirror switch/power window
switch trim (Fig. 2).
(4) Disconnect the electrical wire harness and
remove switch.
Fig. 1 POWER MIRROR SWITCH
VAPOWER MIRRORS 8N - 3

an electronic impact sensor, and an energy storage
capacitor. The ACM housing has three integral
mounting tabs. A stamped metal cover plate is per-
manently secured to the bottom of the ACM housing
to enclose and protect the internal electronic circuitry
and components. An arrow printed on a label on the
top of the ACM housing near the rear provides a
visual verification of the proper orientation of the
unit, and should always be pointed toward the front
of the vehicle. A molded plastic electrical connector
receptacle containing numerous terminal pins is inte-
gral to the left facing side of the ACM housing. These
terminal pins connect the ACM to the vehicle electri-
cal system through a dedicated take out and connec-
tor of the vehicle wire harness.
The impact sensor internal to the ACM is cali-
brated for the specific vehicle, and is only serviced as
a unit with the ACM. The ACM cannot be repaired or
adjusted and, if damaged or faulty, it must be
replaced.
OPERATION
The microprocessor in the Airbag Control Module
(ACM) contains the supplemental restraint system
logic circuits and controls all of the supplemental
restraint system components. The ACM uses
On-Board Diagnostics (OBD) and can communicate
with the DRBIIItscan tool using a diagnostic Serial
Communication Interface (SCI) data bus line for sup-
plemental restraint system programming or diagno-
sis and testing through the 16-way Data Link
Connector (DLC) located on the dash panel below the
driver side end of the instrument panel. A hard wired
output from the ACM is used for control of the airbag
indicator in the ElectroMechanical Instrument Clus-
ter (EMIC). (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER/AIRBAG INDICATOR -
OPERATION).
The ACM microprocessor continuously monitors all
of the supplemental restraint system electrical cir-
cuits to determine the system readiness. If the ACM
detects a monitored system fault, it sets an appropri-
ate Diagnostic Trouble Code (DTC) and sends an out-
put to the EMIC to turn on the airbag indicator. The
ACM illuminates the indicator for about four seconds
each time the ignition switch is turned to the On
position as a bulb test. If the indicator remains illu-
minated for about ten seconds after the ignition
switch is turned to the On position, the ACM has
detected a non-critical fault that poses no danger to
the vehicle occupants. If the airbag indicator illumi-
nates solid (not flashing) while driving or stays on
longer than ten seconds following the bulb test, the
ACM has detected a critical fault that may cause the
airbags not to deploy when required or to deploy
when not required. An active fault only remains forthe duration of the fault, or in some cases, for the
duration of the current ignition switch cycle, while a
stored fault causes a DTC to be stored in memory by
the ACM.
The ACM receives battery current through a fused
ignition switch output circuit. The ACM receives
ground through a ground circuit and take out of the
vehicle wire harness. This take out has an eyelet ter-
minal connector secured by a nut to a ground stud on
the floor panel directly below the ACM within the
driver side seat riser. A case ground is also provided
for the ACM through a ground circuit and eyelet ter-
minal connector secured under the left rear ACM
mounting screw. These connections allow the ACM to
be operational whenever the ignition switch is in the
On position. The ACM also contains an energy-stor-
age capacitor. When the ignition switch is in the On
position, this capacitor is continually being charged
with enough electrical energy to deploy the supple-
mental restraint components for up to one second fol-
lowing a battery disconnect or failure. The purpose of
the capacitor is to provide backup supplemental
restraint system protection in case there is a loss of
battery current supply to the ACM during an impact.
An electronic impact sensor is contained within the
ACM. The electronic impact sensor is an accelerome-
ter that senses the rate of vehicle deceleration, which
provides verification of the direction and severity of
an impact. A pre-programmed decision algorithm in
the ACM microprocessor determines when the decel-
eration rate as signaled by the impact sensor indi-
cates an impact that is severe enough to require
supplemental restraint system protection. When the
programmed conditions are met, the ACM sends the
proper electrical signals to deploy the seat belt ten-
sioners and front airbags.
The ACM also provides a hard wired electrical
crash signal output following a supplemental
restraint deployment event. This output is used to
signal other electronic modules in the vehicle to pro-
vide their enhanced accident response features,
which include automatically disabling the engine
from running and unlocking all of the doors. How-
ever, these responses are each dependent upon the
circuits, components, and modules controlling these
features remaining intact from collateral damage
incurred during the vehicle impact.
A single ACM is used for all variations of the sup-
plemental restraint system available in this vehicle.
This ACM is programmable and in order to function
properly it must be programmed for the correct vehi-
cle supplemental restraint system equipment using
an initialization procedure. The initialization proce-
dure requires the use of a DRBIIItscan tool. Refer to
the appropriate diagnostic information. The hard
wired inputs and outputs for the ACM may be diag-
VARESTRAINTS 8O - 9
AIRBAG CONTROL MODULE (Continued)

(3) Disconnect the clockspring upper pigtail wire
connectors from the terminals of the horn switch
located in the hub cavity of the steering wheel.
(4) Remove the steering wheel from the steering
column. (Refer to 19 - STEERING/COLUMN/STEER-
ING WHEEL - REMOVAL).
(5) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL).
(6) Disconnect the two clockspring lower pigtail
connectors from the vehicle wire harness connectors
located between the steering column and the back of
the fuse block underneath the steering column (Fig.
16).
(7) Loosen the two screws that secure the clock-
spring to the multi-function switch housing far
enough to engage the clearance holes in the clock-
spring rotor and to disengage the clockspring case
from the switch housing.
(8) Remove the clockspring from the multi-function
switch housing. The clockspring cannot be repaired.
It must be replaced if faulty or damaged, or if the
driver airbag has been deployed.
(9) If the removed clockspring is to be reused, be
certain that the clockspring rotor is secured to the
clockspring case to maintain clockspring centering
until it is reinstalled on the steering column. If clock-
spring centering is not maintained, the clockspring
must be centered again before it is reinstalled. (Refer
to 8 - ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING).INSTALLATION
The clockspring cannot be repaired. It must be
replaced if faulty or damaged, or if the driver airbag
has been deployed.
If the clockspring is not properly centered in rela-
tion to the steering wheel, steering shaft and steer-
ing gear, it may be damaged. (Refer to 8 -
ELECTRICAL/RESTRAINTS/CLOCKSPRING -
STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING). Service replacement clocksprings are
shipped pre-centered and with the mounting screws
backed out from the case far enough to engage the
access holes in the upper surface of the rotor. The
clockspring mounting screws should not be tightened
into the clockspring case until the clockspring has
been installed on the steering column. If the screws
are tightened into or removed from the case before
the clockspring is installed on a steering column, the
clockspring centering procedure must be performed.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
NOTE: Before starting this procedure, be certain
that the front wheels are still in the straight-ahead
position.
(1) Carefully slide the centered clockspring down
over the steering column upper shaft until the screws
in the clockspring case are aligned with the mount-
ing holes on the multi-function switch housing.
(2) Tighten the two screws that secure the clock-
spring to the multi-function switch mounting hous-
ing. Tighten the screws to 2 N´m (18 in. lbs.).
(3) Reconnect the two clockspring lower pigtail
connectors to the vehicle wire harness connectors
located between the steering column and the back of
the fuse block underneath the steering column (Fig.
16).
(4) Route the clockspring lower pigtail wires
around the lug on the bottom of the multi-function
Fig. 16 Clockspring Remove/Install
1 - CLOCKSPRING
2 - SHROUD
3 - LOWER PIGTAIL CONNECTOR (2)
VARESTRAINTS 8O - 15
CLOCKSPRING (Continued)

switch housing and behind the fuse block underneath
the steering column (Fig. 17).
(5) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - INSTALLATION).
(6) Reinstall the steering wheel onto the steering
column. (Refer to 19 - STEERING/COLUMN/STEER-
ING WHEEL - INSTALLATION).
(7) Reconnect the clockspring upper pigtail wire
connectors to the terminals of the horn switch
located in the hub cavity of the steering wheel.
(8) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).
DRIVER AIRBAG
DESCRIPTION
The color-keyed, injection molded, thermoplastic
driver airbag protective trim cover is the most visible
part of the driver airbag (Fig. 18). The driver airbag
is located in the center of the steering wheel, where
it is secured with two screws to the armature of the
horn switch within the hub cavity of the four-spoke
steering wheel. Concealed beneath the driver airbag
trim cover are 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 (Fig. 19). The airbag cushion, hous-
ing, and inflator are secured within an integral
receptacle molded into the back of the trim cover.
The airbag used in this model is a Next Genera-
tion-type that complies with revised federal airbag
standards to deploy with less force than those usedin some prior models. A radial deploying fabric cush-
ion with internal tethers is used. The airbag inflator
is a solid fuel, pyrotechnic-type unit with four studs
and is secured by four hex nuts to four studs on the
airbag cushion retainer ring to the back of the
stamped metal airbag housing. A keyed connector
receptacle on the driver airbag inflator connects the
inflator initiator to the vehicle electrical system
through a yellow-jacketed, two-wire pigtail harness of
the clockspring.
The driver airbag and trim cover unit cannot be
repaired, and must be replaced if deployed, faulty, or
in any way damaged.
Fig. 17 Clockspring Pigtail Routing
1 - MULTI-FUNCTION SWITCH
2 - FUSE BLOCK
3 - CLOCKSPRING LOWER PIGTAILS (2)
Fig. 18 Driver Airbag Trim Cover
1 - STEERING WHEEL
2 - TRIM COVER
Fig. 19 Driver Airbag Housing
1 - HOUSING
2 - INFLATOR
3 - CONNECTOR RECEPTACLE
4 - TRIM COVER
8O - 16 RESTRAINTSVA
CLOCKSPRING (Continued)

OPERATION
The driver airbag is deployed by electrical signals
generated by the Airbag Control Module (ACM)
through the driver airbag squib circuit to the initia-
tor in the airbag inflator (Fig. 20). When the ACM
sends the proper electrical signal to the initiator the
electrical energy generates enough heat to initiate a
small pyrotechnic charge which, in turn, ignites
chemical pellets within the inflator. Once ignited,
these chemical pellets burn rapidly and produce a
large quantity of inert gas. The inflator is sealed to
the back of the airbag housing and a diffuser in the
inflator directs all of the inert gas into the airbag
cushion, causing the cushion to inflate. As the cush-
ion inflates, the driver airbag trim cover will split at
predetermined breakout lines, then fold back out of
the way. Following an airbag deployment, the airbag
cushion quickly deflates by venting the inert gas
towards the instrument panel through filtered vents
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, all poten-
tially hazardous chemicals are burned during an air-
bag deployment event. The inert gas that is produced
when the chemicals are burned is harmless. How-
ever, 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.
REMOVAL
The following procedure is for replacement of a
faulty or damaged driver airbag. If the airbag is
faulty or damaged, but not deployed, review the rec-
ommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HAN-
DLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the driver airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
CEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: WHEN REMOVING A DEPLOYED AIR-
BAG, RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
MAY BE DEPOSITS ON THE AIRBAG CUSHION AND
OTHER INTERIOR SURFACES. IN LARGE DOSES,
THESE DEPOSITS MAY CAUSE IRRITATION TO THE
SKIN AND EYES.
Fig. 20 Driver Airbag Operation
1 - TRIM COVER
2 - INFLATOR
3 - INITIATOR
4 - CUSHION (FOLDED)
5 - STEERING WHEEL
VARESTRAINTS 8O - 17
DRIVER AIRBAG (Continued)

The passenger airbag unit used in this model is a
Next Generation-type that complies with revised fed-
eral airbag standards to deploy with less force than
those used in some prior models. The airbag housing
contains the folded airbag cushion, the airbag
retainer, and the airbag inflator. The airbag is a rect-
angular fabric cushion. The airbag inflator is a solid
fuel, pyrotechnic-type unit that is secured to and
sealed within the airbag housing along with the
folded airbag cushion. The inflator initiator connector
receptacle is connected to the vehicle electrical sys-
tem through a dedicated take out of the vehicle wire
harness with a yellow connector insulator.
The passenger airbag and airbag door unit cannot
be repaired, and must be replaced if deployed, faulty
or in any way damaged.
OPERATION
The passenger airbag is deployed by an electrical
signal generated by the Airbag Control Module
(ACM) through the passenger airbag squib circuits to
the initiator in the airbag inflator. When the ACM
sends the proper electrical signal to the initiator the
electrical energy generates enough heat to initiate a
small pyrotechnic charge which, in turn, ignites
chemical pellets within the inflator. Once ignited,
these chemical pellets burn rapidly and produce a
large quantity of inert gas. The inflator is sealed to
the back of the airbag housing and a diffuser in the
inflator directs all of the inert gas into the airbag
cushion, causing the cushion to inflate.
As the airbag cushion inflates, the passenger air-
bag door will unsnap from the clips that retain it to
the instrument panel at the top and bottom, then
pivot towards the top of the instrument panel and
out of the way on the woven straps. Following a pas-
senger airbag deployment, the airbag cushion quickly
deflates by venting the inert gas through the loose
weave of the fabric used to construct the back
(instrument panel side) 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. However, the gas
that is produced when the chemicals are burned is
harmless. A small amount of residue from the burned
chemicals may cause some temporary discomfort if it
contacts the skin, eyes, or breathing passages. If skin
or eye irritation is noticed, rinse the affected area
with plenty of cool, clean water. If breathing pas-
sages are irritated, move to another area where there
is plenty of clean, fresh air to breath. If the irritation
is not alleviated by these actions, contact a physician
immediately.
REMOVAL
The following procedure is for replacement of a
faulty or damaged passenger airbag. If the airbag is
faulty or damaged, but not deployed, review the rec-
ommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HAN-
DLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). 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. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
CEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, SEAT BELT TENSIONER, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY 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 SUPPLEMENTAL
RESTRAINT SYSTEM. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
WARNING: WHEN REMOVING A DEPLOYED AIR-
BAG, 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.
(1) Disconnect and isolate the battery negative
cable. Wait two minutes for the system capacitor to
discharge before further service.
(2) Remove the instrument panel top cover tray
from over the passenger airbag (Fig. 29). (Refer to 23
- BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL TOP COVER - TRAY - REMOVAL).
(3) Remove the two screws that secure the passen-
ger airbag door upper clips to the instrument panel
base trim.
8O - 24 RESTRAINTSVA
PASSENGER AIRBAG (Continued)

The longer blade is installed on the left (driver) side
of the windshield.
²Wiper Linkage- The wiper pivots are the only
visible components of the wiper linkage. The remain-
der of the linkage is concealed within the engine
compartment just behind the hood opening. The
wiper linkage module includes the two wiper drive
links, the wiper motor crank arm, the two wiper piv-
ots, and the linkage and motor mounting bracket.
²Wiper Motor- The wiper motor is secured to
the wiper linkage module bracket on the underside of
the cowl panel within the engine compartment. The
wiper motor output shaft and crank arm extend
through a clearance hole in the mounting bracket,
where they are connected to a crank arm that drives
the wiper linkage.
²Wiper Relay- The wiper relay is located in a
dedicated receptacle on the lower left surface of the
fuse block underneath the steering column behind
the fuse access panel and the steering column open-
ing panel.
²Wiper, Turn Signals, Engine Start Control
Module- The wiper, turn signals and engine start
control module is integral to the fuse block located
underneath the steering column. The fuse block is
concealed behind the fuse access panel and the steer-
ing column opening panel, where it is secured with
screws to the steering column. The wiper, turn sig-
nals and engine start control module contains the
intermittent wipe logic circuitry, which includes
active electronic elements that allow it to provide the
intermittent wipe delay and the wipe-after-wash fea-
tures of the intermittent wipe system based upon
numerous hard wired inputs, then provides the
proper programmed hard wired control output to
operate the wiper motor through the wiper relay.
Hard wired circuitry connects the wiper and
washer system components to 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 wiper and washer
system components through the use of a combination
of soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.OPERATING MODES
The components of the wiper and washer system
are designed to provide the following operating
modes:
²Continuous Wipe Mode- The two-speed wiper
motor, the internal circuitry of the multi-function
switch, and the wiper relay work in concert to pro-
vide two continuous wipe cycles, low speed or high
speed.
²Intermittent Wipe Mode- The internal cir-
cuitry of the multi-function switch, the intermittent
wipe circuitry of the wiper, turn signals and engine
start control module in the fuse block, and the wiper
relay work in concert to provide an intermittent wipe
mode with a single, fixed delay interval.
²Pulse Wipe Mode- The internal circuitry of
the multi-function switch and the wiper relay work
in concert to provide a pulse wipe mode that will
allow the wiper motor to be operated for a single,
complete wipe cycle.
²Washer Mode- When the washer system is
activated with the multi-function switch while the
wiper system is operating, washer fluid will be dis-
pensed onto the windshield glass through the washer
nozzles for as long as the washer pump/motor is
energized.
²Wipe-After-Wash Mode- The intermittent
wipe circuitry of the wiper, turn signals and engine
start control module in the fuse block, and the wiper
relay provide a wipe-after-wash feature. If the wipers
are turned Off, this feature will operate the washer
pump/motor and the wipers for as long as the washer
system is activated, then provide several additional
wipe cycles after the washer system is deactivated
before parking the wiper blades near the base of the
windshield.
OPERATION
The wiper and washer system is designed to pro-
vide the vehicle operator with a convenient, safe, and
reliable means of maintaining visibility through the
windshield glass. The various components of this sys-
tem are designed to convert electrical energy pro-
duced by the vehicle electrical system into the
mechanical action of the wiper blades to wipe the
outside surface of the glass, as well as into the
hydraulic action of the washer system to apply
washer fluid stored in an on-board reservoir to the
area of the glass to be wiped. When combined, these
components provide the means to effectively main-
tain clear visibility for the vehicle operator by remov-
ing excess accumulations of rain, snow, bugs, mud, or
other minor debris from the outside windshield glass
surface that might be encountered while driving the
vehicle under numerous types of inclement operating
conditions.
VAWIPERS/WASHERS 8R - 3
WIPERS/WASHERS (Continued)