Theory Of Operation
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the load tool in the tests below substitutes, a suspect squib with a known good component. The use of the ORC connector adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness, connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the load tool in the tests below substitutes, a suspect squib with a known good component. The use of the ORC connector adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the load tool in the tests below, substitutes a suspect squib with a known good component. The use of the ORC connector adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the load tool in the tests below substitutes a suspect squib with a known good component. The use of the ORC connector adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the load tool in the tests below substitutes a suspect squib with a known good component. The use of the ORC connector adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the load tool in the tests below, substitutes a suspect squib with a known good component. The use of the ORC connector adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the load tool in the tests below, substitutes a suspect squib with a known good component. The use of the ORC connector adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the load tool in the tests below, substitutes a suspect squib with a known good component. The use of the ORC connector adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
Impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the module. The repair of this fault centers on verifying the integrity of the sensor's internal circuitry and software validity. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
Impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the module. The repair of this fault centers on verifying the integrity of the sensor's internal circuitry and software validity.
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
When powered, the Occupant Restraint Controller (ORC) sends a test current to the position sensor to verify the integrity of the sensor and wiring. The use of the Supplemental Restraint System (SRS) Load Tool Adapter provides a test point in place of the module.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the position sensor to verify the integrity of the sensor and wiring. The use of the Supplemental Restraint System (SRS) Load Tool Adapter provides a test point in place of the module.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the seat track position sensors. During this test, the sensors discovered are checked for agreement with the pre-programmed configuration of components assigned to the module.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the seat track position sensors to verify the integrity of the sensor and wiring. The use of the Supplemental Restraints System (SRS) Load Tool Adapter in the tests below provides a test point in place of the module.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the seat track position sensors to verify the integrity of the sensor and wiring. The use of the Supplemental Restraints System (SRS) Load Tool Adapter in the tests below provides a test point in place of the module.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the seat track position sensors. During this test, the sensors discovered are checked for agreement with the pre-programmed configuration of components assigned to the module.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs. During this test, the squibs discovered are checked for agreement with the pre-programmed vehicle configuration of components assigned to the module. The ORC still monitors Squib circuits that are unused even though the module is not pre-programmed for those Squibs.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the impact sensors. During this test, the impact sensors discovered are checked for agreement with the pre-programmed vehicle configuration of components assigned to the module. The repair of this fault condition does not involve any external circuitry and centers on confirming the correct module and wiring is installed in the vehicle.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the impact sensors. During this test, the impact sensors discovered are checked for agreement with the pre-programmed vehicle configuration of components assigned to the module. The repair of this fault condition does not involve any external circuitry and centers on confirming the correct module and wiring is installed in the vehicle.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the impact sensors. During this test, the impact sensors discovered are checked for agreement with the pre-programmed vehicle configuration of components assigned to the module. The repair of this fault condition does not involve any external circuitry and centers on confirming the correct module and wiring is installed in the vehicle.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the impact sensors. During this test, the impact sensors discovered are checked for agreement with the pre-programmed vehicle configuration of components assigned to the module. The repair of this fault condition does not involve any external circuitry and centers on confirming the correct module and wiring is installed in the vehicle.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the impact sensors. During this test, the impact sensors discovered are checked for agreement with the pre-programmed vehicle configuration of components assigned to the module. The repair of this fault condition does not involve any external circuitry and centers on confirming the correct module and wiring is installed in the vehicle.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the impact sensors. During this test, the impact sensors discovered are checked for agreement with the pre-programmed vehicle configuration of components assigned to the module. The repair of this fault condition does not involve any external circuitry and centers on confirming the correct module and wiring is installed in the vehicle.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the impact sensors. During this test, the impact sensors discovered are checked for agreement with the pre-programmed vehicle configuration of components assigned to the module. The repair of this fault condition does not involve any external circuitry and centers on confirming the correct module and wiring is installed in the vehicle.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the impact sensors. During this test, the impact sensors discovered are checked for agreement with the pre-programmed vehicle configuration of components assigned to the module. The repair of this fault condition does not involve any external circuitry and centers on confirming the correct module and wiring is installed in the vehicle.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. The presence of this code indicates that any two circuits, from two or more squibs, have become shorted or "coupled" together.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the module's internal memory.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the module's roll over sensor.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the module's internal circuitry and software validity
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter 8443 provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter 8443 provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter 8443 provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter 8443 provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter 8443 provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter 8443 provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter 8443 provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter 8443 provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and the wiring. These circuits are maintained in a "floating" configuration at the module, (connected to neither power nor ground), as protection against inadvertent deployment. Use of the load tool in the tests below, substitutes a suspect squib with a known good component. The use of jumpers and the ORC connector adapter tool provides a test point, as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Jumpers and the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Jumpers and the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Jumpers and the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Jumpers and the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Jumpers and the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Jumpers and the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the module (connected to neither power nor ground) as protection against inadvertent deployment. Use of the SRS Load Tool Kit 8443 in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Jumpers and the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the seat belt sensors. During this test, the sensors discovered are checked for agreement with the pre-programmed configuration of components assigned to the module. The repair of this fault condition centers on confirming the correct module and wiring is installed in the vehicle.
The Occupant Restraint Controller module (ORC) receives power from both a battery and ignition fed input circuit from the Totally Integrated Power Module (TIPM). These circuits power the ORC and the capacitors used to initiate the squib deployment circuits in the event of collision detection.
The Occupant Restraint Controller module (ORC) receives power from both a battery and ignition fed input circuit from the Totally Integrated Power Module (TIPM). These circuits power the ORC and the capacitors used to initiate the squib deployment circuits in the event of collision detection.
The Occupant Restraint Controller (ORC) receives power from both a battery and ignition fed input circuit from the Totally Integrated Power Module (TIPM). These circuits power the ORC and the capacitors used to initiate the squib deployment circuits in the event of collision detection.
The Occupant Restraint Controller (ORC) receives power from both a battery and ignition fed input circuit from the Totally Integrated Power Module (TIPM). These circuits power the ORC and the capacitors used to initiate the squib deployment circuits in the event of collision detection.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the module's internal circuitry and software validity
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the module's internal circuitry and software validity
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the module's internal circuitry.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault centers on verifying the ORC and Totally Integrated Power Module (TIPM) configuration.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault centers on verifying ORC and Totally Integrated Power Module (TIPM) configuration.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault does not involve any external circuitry and centers on verifying the module is configured correctly for the vehicle's restraint system components.
All Occupant Restraint Controller (ORC) modules destined for service part usage are shipped in a state that inhibits the deployment of all supplemental restraint squib circuits (ORC unlocked) for safe, initial installation. Once the ORC initialization procedure is performed (ORC locked). The ORC enters a full state of readiness and can no longer transition to the unlocked status.
When powered, the Occupant Restraint Controller module (ORC) "listens" to the serial data bus for the broadcast of various serial data messages.
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensors is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. Refer to the enclosed graphic as a reference of specific Side Impact Satellite Acceleration, Side Impact Satellite Pressure, and Up-Front Satellite Acceleration sensor locations on the vehicle. It is important to review this graphic thoroughly to understand the specific area of diagnosis you are looking to complete.
The Up-Front Right and Up-Front Left Satellite Acceleration Sensors are located behind the Front End Module carrier in the engine area. The number 1 side sensors are located in the 1st row door area with the number 1 side sensor being on the passenger side (Right Side Satellite Pressure Sensor 1) and the number 1 side sensor also being on the driver side (Left Side Satellite Pressure Sensor 1). The number 4 side sensors are located in the "B" pillar area just past the 1st row doors (these side sensors will be new side sensors to be added for the 2011 model year). The number 4 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 4) and the number 4 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 4). The number 2 side sensors are located in the "C" pillar area just past the 2nd row doors. The number 2 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 2) and the number 2 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 2). The number 3 side sensors are located in the 3rd row area just above the rear axle. The number 3 side sensor is located on the passenger side (Right Side Satellite Acceleration Sensor 3) and the number 3 side sensor is also located on the driver side (Left Side Satellite Acceleration Sensor 3).
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault does not involve any external circuitry and centers on verifying that the module is configured correctly for the vehicle's restraint system components.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault does not involve any external circuitry and centers on verifying that the module is configured correctly for the vehicle's restraint system components.