turn signal MERCEDES-BENZ SPRINTER 2005 Service Owner's Manual

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

splices, splice block connectors, and many different
types of wire harness terminal connectors and insu-
lators. 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
ACTIVE RESTRAINTS
The primary passenger restraints in this or any
other vehicle are the standard equipment factory-in-
stalled seat belts. Seat belts are referred to as an
active restraint because the vehicle occupants are
required to physically fasten and properly adjust
these restraints in order to benefit from them. 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 active restraints.
PASSIVE RESTRAINTS
The passive restraints are referred to as a supple-
mental restraint system because they were designed
and are intended to enhance the protection for the
occupants of the vehicleonlywhen used in conjunc-
tion with the seat belts. They are referred to as pas-
sive restraints because the vehicle occupants are not
required to do anything to make them operate; how-
ever, the vehicle occupants must be wearing their
seat belts in order to obtain the maximum safety
benefit from the factory-installed supplemental
restraint system.
The supplemental restraint system electrical cir-
cuits are continuously monitored and controlled by a
microprocessor and software contained within the
Airbag Control Module (ACM). An airbag indicator in
the ElectroMechanical Instrument Cluster (EMIC)
illuminates for about four 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 either solid or flashing at
any time other than during the bulb test, it indicates
that there is a problem 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 sensor. When an impact is severe enough, the
microprocessor in the ACM signals the inflator of the
appropriate airbag units to deploy their airbag cush-
ions. The front seat belt tensioners are provided with
a deployment signal by the ACM in conjunction with
the driver and passenger airbags. During a frontal
vehicle impact, the knee blockers work in concert
with properly fastened and adjusted seat belts to
restrain both the driver and the front seat passenger
in the proper position for an airbag deployment. The
knee blockers also absorb and distribute the crash
energy from the driver and the front seat passenger
to the structure of the instrument panel. 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 so
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 only a few
milliseconds. Within one to two seconds from the
moment of impact, the airbags are almost entirely
deflated. The times cited for these events are approx-
imations, 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
front airbag system circuits or components, including
the seat belt tensioners, it stores a fault code or
Diagnostic Trouble Code (DTC) in its memory circuit
and sends a hard wired output to the EMIC to turn
on the airbag indicator. If the EMIC detects a prob-
lem in the airbag indicator or airbag indicator circuit,
the cluster will flash the seatbelt indicator on and
off. Proper testing of the supplemental restraint sys-
tem components as well as the retrieval or erasure of
a DTC from the ACM requires the use of a DRBIIIt
scan tool. Refer to the appropriate diagnostic infor-
mation.
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.
8O - 4 RESTRAINTSVA
RESTRAINTS (Continued)

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.
STANDARD PROCEDURE
STANDARD PROCEDURE - HANDLING
NON-DEPLOYED SUPPLEMENTAL RESTRAINTS
At no time should any source of electricity be per-
mitted near the inflator on the back of a non-de-
ployed 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 move-
ment 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 cover and away from the seat belt webbing
where it exits from the retractor cover. In addition,
the supplemental restraint system should be dis-
armed whenever any steering wheel, steering col-
umn, seat belt tensioner, driver airbag, passenger
airbag, or instrument panel components require diag-
nosis or service. Failure to observe this warning
could result in accidental deployment and possible
personal injury.
All damaged, faulty or non-deployed airbags and
seat belt tensioners which are replaced on vehicles
are to be handled and disposed of properly. If an air-
bag or seat belt tensioner unit is faulty or damaged
and non-deployed, refer to the Hazardous Substance
Control System for proper disposal. Dispose of all
non-deployed and deployed airbags and seat belt ten-
sioners 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.
STANDARD PROCEDURE - SERVICE AFTER A
SUPPLEMENTAL RESTRAINT DEPLOYMENT
Any vehicle which is to be returned to use follow-
ing a supplemental restraint deployment, must have
the deployed restraints replaced. In addition, if the
driver airbag has been deployed, the clockspring and
the steering wheel must be replaced. The seat belt
tensioners are deployed by the same signal that
deploys the driver and passenger airbags and must
also be replaced if either airbag has been deployed.
These components are not intended for reuse and
will be damaged or weakened as a result of a supple-
mental restraint deployment, which may or may not
be obvious during a visual inspection.
It is also critical that the mounting surfaces and/or
mounting brackets for the Airbag Control Module
(ACM) be closely inspected and restored to their orig-
inal conditions following any vehicle impact damage.
Because the ACM contains the impact sensor that is
used by the supplemental restraint system to moni-
tor or confirm the direction and severity of a vehicle
impact, improper orientation or insecure fastening of
this component may cause airbags not to deploy
when required, or to deploy when not required. All
other vehicle components should be closely inspected
following any supplemental restraint deployment, but
are to be replaced only as required by the extent of
the visible damage incurred.
CLEANUP PROCEDURE
Following a supplemental restraint deployment,
the vehicle interior will contain a powdery residue.
This residue consists primarily of harmless particu-
late by-products of the small pyrotechnic charge that
initiates the propellant used to deploy a supplemen-
tal restraint. 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 (Fig. 3).
8O - 6 RESTRAINTSVA
RESTRAINTS (Continued)

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)

vide access to the case mounting screws. The lower
side of the rotor hub also serves as an integral
molded plastic turn signal cancel cam.
A single connector receptacle on the upper surface
of the rotor has pigtail wires that connect to the horn
switch and the driver airbag on the steering wheel,
while a single connector receptacle on the lower sur-
face of the case has pigtail wires that connect the
clockspring to the vehicle wire harness on the steer-
ing column. Within the plastic case and wound
around the rotor spool is a long ribbon-like tape that
consists of several thin copper wire leads sandwiched
between two thin plastic membranes. The outer end
of the tape terminates at the connector receptacle
that faces the steering column, while the inner end of
the tape terminates at the connector receptacle on
the hub of the clockspring rotor that faces the steer-
ing wheel.
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 mounting
screws secure the centered clockspring rotor to the
clockspring case during shipment, but allow free
rotation of the rotor once the clockspring is properly
installed on the steering column. (Refer to 8 - ELEC-
TRICAL/RESTRAINTS/CLOCKSPRING - STAN-
DARD PROCEDURE - CLOCKSPRING
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 vehicle 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 and
the horn switch. The clockspring case is positioned
and secured to the multi-function switch housing
near the top of the steering column. The connector
receptacle on the underside of the fixed clockspring
case connects the clockspring to the vehicle electrical
system through two take outs with connectors from
the vehicle wire harness.
The clockspring rotor is movable and is keyed by
integral molded ribs on the inner circumference of
the rotor hub to the splines on the external circum-
ference of the upper steering column shaft. The two
integral lobes of the turn signal cancel cam formation
on the lower surface of the clockspring rotor hub con-
tact the turn signal cancel actuator of the multi-func-
tion switch to provide automatic turn signal
cancellation. The yellow sleeved pigtail wire on theupper surface of the clockspring rotor connects the
clockspring to the driver airbag, while two single pig-
tail wires connect to the feed and ground terminals of
the horn switch located within the hub cavity of 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 the mounting screws backed out
from the case far enough to engage the access holes
in the upper surface of the rotor. The mounting
screws secure the centered clockspring rotor to the
clockspring case during shipment, but allow free
rotation of the rotor once the clockspring is properly
installed on the steering column. 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.
(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
six to seven complete rotations) as the steering wheel
can be turned from stop to stop. Centering the clock-
spring indexes the clockspring tape to other steering
components so that it can operate within its designed
travel limits. The rotor of a centered clockspring can
be rotated three to three and one-half turns in either
direction from the centered position, without damag-
ing the clockspring tape.
However, if the clockspring is removed for service
or if the steering column is disconnected from the
steering gear, the clockspring tape can change posi-
tion relative to the other steering components. The
clockspring must then be re-centered following com-
VARESTRAINTS 8O - 13
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)

SPEED CONTROL
TABLE OF CONTENTS
page page
SPEED CONTROL
DESCRIPTION..........................1
OPERATION............................1
SPECIFICATIONS
TORQUE.............................2
CABLE
DESCRIPTION..........................3SERVO
DESCRIPTION..........................3
SWITCH
REMOVAL.............................3
INSTALLATION..........................3
SPEED CONTROL
DESCRIPTION
The speed control system is electronically con-
trolled by the Engine Control Module (ECM).A
cable and a vacuum controlled servo are not
used. This is a servo-less system.Control of the
system is accomplished by a 4-position, instrument
panel mounted switch (Fig. 1).
Switch settings (Fig. 2) are:
²1. Set / Accelerate
²2. Resume Set Speed
²3. Set / Decelerate
²4. Off
The system is designed to operate at speeds above
25 mph (40 km/h).
WARNING: THE USE OF SPEED CONTROL IS NOT
RECOMMENDED WHEN DRIVING CONDITIONS DO
NOT PERMIT MAINTAINING A CONSTANT SPEED,
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT
ARE WINDING, ICY, SNOW COVERED, OR SLIP-
PERY.
OPERATION
When speed control operation is selected by the
speed control switch, the ECM (Engine Control Mod-
ule) allows a set speed to be stored in its RAM for
speed control. To store a set speed, press either of the
SET switch functions while the vehicle is moving,
and above 25 mph (40 km/h). In order for the speed
control to engage, the brakes cannot be applied, nor
can the gear selector be indicating the transmission
is in Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal
²Pressing the speed control switch to OFF
²Depressing the clutch pedal (if equipped).NOTE: Depressing the OFF switch or turning off the
ignition switch will erase the set speed stored in
the ECM.
For added safety, the speed control system is pro-
grammed to disengage for any of the following condi-
tions:
²An indication of Park or Neutral
²A rapid increase rpm (indicates that the clutch
has been disengaged)
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The speed signal increases at a rate of 10 mph
per second (indicates that the coefficient of friction
between the road surface and tires is extremely low)
²The speed signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
Fig. 1 INSTRUMENT CLUSTER
1 - COVER
2 - BEZEL
3 - INSTRUMENT CLUSTER
4 - STEERING WHEEL
5 - MULTI-FUNCTION SWITCH
6 - SPEED CONTROL SWITCH
VASPEED CONTROL 8P - 1

VEHICLE THEFT SECURITY
TABLE OF CONTENTS
page page
VEHICLE THEFT SECURITY
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY............................1
INTRUSION SENSOR
REMOVAL.............................2
INSTALLATION..........................2
SECURITY SYSTEM MODULE
REMOVAL.............................2
INSTALLATION..........................2SENTRY KEY REMOTE ENTRY MODULE
DESCRIPTION..........................2
OPERATION............................3
REMOVAL.............................3
INSTALLATION..........................4
SIREN
REMOVAL.............................4
INSTALLATION..........................4
TRANSPONDER KEY
DESCRIPTION..........................5
OPERATION............................5
VEHICLE THEFT SECURITY
DESCRIPTION
An anti-theft alarm with battery powered horn is
available as an option and includes interior monitor-
ing, anti-tow away protection and rear window mon-
itoring based on the heater wires. The alarm is
automatically activated when the central locking sys-
tem is operated.
The alarm will sound when any of the following
occur:
²A door is opened
²A door is unlocked from inside the vehicle
²The hood is opened
²The vehicle is raised at the front or rear
²The trailer wire harness is disconnected
²Movements inside the vehicle
²The central locking is unlocked by a key at any
other door than the driver's door
The alarm is functional about 30 seconds after the
vehicle is locked using the RKE transmitter or the
key in the driver's door. Activation is indicated by the
indicator lights flashing three times and the warning
lamp flashing in the switch. If persons or animals
remain in the locked vehicle, the operator should
switch off the interior monitor to avoid a false alarm.
OPERATION
The anti-theft alarm is activated/deactivated by
locking/unlocking the vehicle with the remote trans-
mitter or with the key at the driver's door. The key
must be held in the locking position for more than
two seconds. Activation is indicated by the turn sig-
nal lights flashing once. Unlocking the vehicle at one
of the other doors will trigger an alarm.The interior monitoring system included in the
anti-theft alarm is based on ultrasonics and triggers
an alarm if an object intrudes the interior of the
vehicle or if any movement is detected inside the
vehicle. For proper and effective protection, all win-
dows and the sunroof must be closed.
To switch off the interior monitoring system and /
or the anti-tow away protection, a switch with LED
indicator light is provided in the switch panel. An
alarm button enables the operator to trigger an
alarm manually and to lock all doors if they are
closed. Triggering an alarm makes the horn sound
and the turn signals flash until the alarm is switched
off.
The anti-theft alarm control unit includes a gradi-
ent indicator as anti-tow away protection. The gradi-
ent indicator triggers an audible and visual alarm if
the vehicle is lifted (to tow away or to remove the
wheels). The alarm remains effective even if the bat-
tery is disconnected as the horn is powered by its
own battery. The interior monitoring system should
be switched off if people and/or animals are left in
the vehicle.
DIAGNOSIS AND TESTING - VEHICLE THEFT
SECURITY
Any diagnosis of the Vehicle Theft Security
system should begin with the use of the DRB
IIItdiagnostic tool. For information on the use
of the DRB IIIt, refer to the appropriate Diag-
nostic Service Manual.
VAVEHICLE THEFT SECURITY 8Q - 1

SENTRY KEY IMMOBILIZER
The Sentry Key Immobilizer System (SKIS)
authenticates an electronically coded Transponder
Key placed into the ignition and sends a valid/invalid
key message to the Engine Control Module (ECM)
based upon the results. The ªVALID/INVALID KEYº
message communication is performed using a rolling
code algorithm. A ªVALID KEYº message must be
sent to the ECM within two seconds of ignition ON
to free the engine from immobilization. This Control-
ler Area Network (CAN) data bus message is sent to
the ECM after first going through the SKREEM. The
SKREEM is located behind the instrument cluster
and has a separately mounted antenna ring mounted
around the ignition cylinder (Fig. 3) which picks up
the transponder key signal.
REMOTE KEYLESS ENTRY (RKE)
The RKE transmitter uses radio frequency signals
to communicate with the Sentry Key Remote Entry
Module (SKREEM). The SKREEM is hardwired to
the Central Timer Module (CTM). When the operator
presses a button on the transmitter, it sends a spe-
cific request to the SKREEM. In turn, the SKREEM
sends the appropriate request to the CTM to unlock
the vehicle doors.
OPERATION
SENTRY KEY IMMOBILIZER
The Sentry Key Remote Entry Module (SKREEM)
receives an encrypted Radio Frequency (RF) signal
from the transponder key which is read by the
remotely mounted antenna ring at the ignition cylin-
der. The SKREEM then decrypts the signal and
broadcasts the requested remote commands to theappropriate modules in the vehicle over the Control-
ler Area Network (CAN) data bus. A valid transpon-
der key ID must be incorporated into the RF signal
in order for the SKREEM to pass the message on to
the appropriate modules.
Automatic transponder key synchronization is done
by the SKREEM if a valid transponder key is
inserted into the ignition cylinder, and the ignition is
turned ON. This provides a maximum operation win-
dow for RKE functions.
Each Sentry Key Remote Entry System (SKREES)
consists of a SKREEM, an antenna ring mounted
around the ignition cylinder, and a transponder key.
Each system has a secret key code unique to that
system. The secret key is electronically coded in the
SKREEM and in all programmed transponder keys.
It is used for immobilization and RKE functions for
data security. In addition, each transponder key will
have a unique identification.
REMOTE KEYLESS ENTRY
After pressing the lock button on the RKE trans-
mitter, all of the door locks will lock, the illuminated
entry will turn off (providing all doors are closed),
and the VTSS (if equipped) will arm. After pressing
the unlock button, on the RKE transmitter, one time,
the driver door lock will unlock, the illuminated
entry will turn on the courtesy lamps, and the VTSS
(if equipped) will disarm. After pressing the unlock
button a second time, the remaining door locks will
unlock.
The SKREEM is capable of retaining up to 8 indi-
vidual access codes (8 transmitters). If the PRNDL is
in any position except park, the SKREEM will dis-
able the RKE. Use the DRBIIItor the customer pro-
gramming method to program the RKE system.
However, the SKREEM will only allow RKE pro-
gramming when the ignition is in the ON position,
the PRNDL is in park position, and the VTSS (if
equipped) is disarmed.
REMOVAL
SENTRY KEY REMOTE ENTRY MODULE
(1) Open hood, disconnect and isolate the battery
negative cable.
(2) Wait two minutes for the system reserve capac-
itor to discharge before beginning any system or com-
ponent service.
(3) Remove top cover - cluster (Refer to 23 -
BODY/INSTRUMENT PANEL/TOP COVER - CLUS-
TER - REMOVAL).
Fig. 3 TRANSPONDER RING
VAVEHICLE THEFT SECURITY 8Q - 3
SENTRY KEY REMOTE ENTRY MODULE (Continued)