Restraints - Service Information: Other Dodge Nitro I

ACTIVE RESTRAINTS

The active restraints for this vehicle include

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

Scheme 46

The passive restraints available for this vehicle include the following

Scheme 47

1. Dual Front Airbags - Multistage driver and front passenger airbags are used in this vehicle. This airbag system consists of passive, inflatable, Supplemental Restraint System (SRS) components and vehicles with this equipment can be readily identified by the SRS - AIRBAG logo molded into the driver airbag trim cover in the center of the steering wheel and also into the passenger airbag door on the instrument panel above the glove box. Vehicles with the airbag system can also be identified by the airbag indicator, which will illuminate in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) for about seven seconds as a bulb test each time the ignition switch is turned to the ON position. Pyrotechnic-type seat belt tensioners are also included for the driver and passenger front seat belts of all airbag equipped vehicles to work in conjunction with the dual front and side curtain airbags.
2. Occupant Classification System - Vehicles manufactured for sale in North America (except Mexico) also include an Occupant Classification System (OCS) with components that are located on the passenger side front seat. These components include an Occupant Classification Module (OCM) and four seat weight sensors on the passenger side front seat. Vehicles equipped with the OCS components can be readily identified by a passenger airbag on/off indicator (4) located to the right of the hazard switch (3) in the instrument panel switch pod (1) near the base of the instrument panel center bezel.
3. Side Curtain Airbags - Side curtain airbags are standard equipment for this vehicle when it is also equipped with dual front airbags. This airbag system consists of passive, inflatable SRS components and vehicles with this equipment can be readily identified by a molded identification trim plug with the SRS - AIRBAG logo located near the tops of the B and C-pillar trim.

Scheme 48

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

1. Airbag Indicator - The airbag indicator is integral to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN), which is located on the instrument panel in front of the driver.
2. Clockspring - The clockspring is located near the top of the steering column, directly beneath the steering wheel.
3. Driver Airbag (4) - The driver airbag is located in the center of the steering wheel, beneath the driver airbag trim cover.
4. Driver Knee Blocker - The driver knee blocker is a structural unit secured to the back side of and integral to the instrument panel steering column opening cover.
5. Front Impact Sensor (1) - Two front impact sensors are used on vehicles equipped with dual front airbags, one left side and one right side. One sensor is located on the back side of the front end module carrier on either side of the radiator and inboard of the headlamp within the engine compartment.
6. Occupant Classification Module (6) - Vehicles equipped with the Occupant Classification System (OCS) include an Occupant Classification Module (OCM) which is secured to a bracket on the inboard side of the inboard passenger side seat track riser beneath the seat cushion.
7. Occupant Restraint Controller (8) - The Occupant Restraint Controller (ORC) is located on a mount on the floor panel transmission tunnel rearward of the transmission gear selector, and is concealed beneath the center floor console.
8. Passenger Airbag (2) - The passenger airbag is located in the instrument panel, beneath the passenger airbag door on the instrument panel above the glove box on the passenger side of the vehicle.
9. Passenger Airbag On/Off Indicator (3) - Vehicles with the Occupant Classification System (OCS) include a passenger airbag on/off indicator which is located in the instrument panel switch pod near the base of the instrument panel lower center bezel.
10. Passenger Knee Blocker - The passenger knee blocker is a structural reinforcement that is integral to and concealed within the glove box door.
11. Seat Belt Tensioner (9 and 10) - Vehicles equipped with dual front airbags have seat belt buckle tensioners integral to both front seat belt buckle units (9) for export market vehicles, or to only the driver side front seat belt buckle for domestic market vehicles. Seat belt retractor tensioner units (10) are used in all markets on vehicles equipped with dual front airbags. The seat belt buckle tensioner units are located on the inboard rear corner of the front seat cushion frame. The seat belt retractor tensioner units are secured to the right and left inner B-pillars and concealed beneath the lower B-pillar trim.
12. Seat Weight Sensor (5) - Vehicles equipped with the Occupant Classification System (OCS) include four seat weight sensors, one on each corner of the passenger side front seat between the lower seat adjuster tracks and the seat track risers.
13. Side Curtain Airbag (12) - A side curtain airbag is secured to each inside roof side rail above the headliner, and extends from the A-pillar to just beyond the C-pillar.
14. Side Impact Sensor (11) - Four side impact sensors are used on vehicles equipped with side curtain airbags, two left side and two right side. One sensor is located behind the trim above the front seat belt retractor on each inner B-pillar and one is located above the second row outboard retractor on each inner C-pillar.

The ORC, the OCM, and the EMIC each contain a microprocessor and programming that allow them to communicate with each other using the Controller Area Network (CAN) data bus. This method of communication is used by the ORC for control of the airbag indicator in the EMIC. Refer to DESCRIPTION .

Hard wired circuitry connects the SRS components to each other through the electrical system of the vehicle. These hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle electrical system, and to the SRS components through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insulators. Refer to SYSTEM WIRING DIAGRAMS . 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.

The primary passenger restraints in this or any other vehicle are the standard equipment factory-installed seat belts and child restraint anchors. Seat belts and child restraint anchors are referred to as an active restraint because the vehicle occupants are required to physically fasten and properly adjust these restraints in order to benefit from them.

PASSIVE RESTRAINTS

The passive restraints are referred to as a Supplemental Restraint System (SRS) because they were designed and are intended to enhance the protection for the occupants of the vehicle only when used in conjunction with the seat belts. They are referred to as passive restraints because the vehicle occupants are not required to do anything to make them operate; however, the vehicle occupants must be wearing their seat belts in order to obtain the maximum safety benefit from the factory-installed SRS components.

The SRS electrical circuits are continuously monitored and controlled by a microprocessor and software contained within the Occupant Restraint Controller (ORC). An airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) illuminates for about seven seconds as a bulb test each time the ignition switch is turned to the ON or START positions. Following the bulb test, the airbag indicator is turned ON or OFF by the ORC to indicate the status of the SRS. If the airbag indicator comes ON at any time other than during the bulb test, it indicates that there is a problem in the SRS electrical circuits. Such a problem may cause airbags not to deploy when required, or to deploy when not required.

Deployment of the SRS components depends upon the angle and severity of an impact. Deployment is not based upon vehicle speed; rather, deployment is based upon the rate of deceleration as measured by the forces of gravity (G force) upon the acceleration-type impact sensors. When an impact is severe enough, the microprocessor in the ORC signals the inflator of the appropriate airbag units to deploy their airbag cushions. The front seat belt retractor tensioners and, if equipped, buckle tensioners are provided with a deployment signal by the ORC in conjunction with the front or side curtain airbags. The side curtain airbags are provided with a deployment signal individually by the ORC based upon a side impact sensor input for the same side of the vehicle.

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 very rapidly. In a typical 48 kilometer-per-hour (30 mile-per-hour) barrier impact, from the moment of impact until the airbags are fully inflated takes about 40 milliseconds. Within one to two seconds from the moment of impact, the airbags are almost entirely deflated. The times cited for these events are approximations, which apply only to a barrier impact at the given speed. Actual times will vary somewhat, depending upon the vehicle speed, impact angle, severity of the impact, and the type of collision.

When the ORC monitors a problem in any of the SRS circuits or components, including the seat belt tensioners, it stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit and sends an electronic message to the EMIC to turn ON the airbag indicator. The hard wired circuits between components related to the SRS may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS . The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SRS or the electronic controls or communication between other modules and devices that provide features of the SRS. The most reliable, efficient, and accurate means to diagnose the SRS or the electronic controls and communication related to SRS operation, as well as the retrieval or erasure of a DTC requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

OCCUPANT CLASSIFICATION SYSTEM

In vehicles equipped with the Occupant Classification System (OCS), the OCS automatically suppresses or enables passenger airbag and seat belt tensioner operation based upon whether or not the passenger side front seat is occupied and, if the seat is occupied, classifies the size of the occupant and whether the seat is occupied by a child seat. The passenger airbag and seat belt tensioners are disabled when the system senses the seat is occupied by a child seat or a person below a minimum weight threshold.

The OCS has an Occupant Classification Module (OCM) that monitors inputs from the seat weight sensors under the passenger side front seat cushion. Based upon those inputs the microprocessor within the OCM classifies the occupant of the passenger side front seat. The OCM then sends electronic occupant classification messages to the Occupant Restraint Controller (ORC). The microprocessor and programming of the ORC determines whether to enable or disable the deployment circuits for the passenger airbag and seat belt tensioners; and, if enabled, what force level should be used to deploy each front airbag.

The OCS electrical circuits and components are continuously monitored by the OCM, and the OCM is continuously monitored by the ORC. A passenger airbag on/off indicator is located in the instrument panel switch pod near the base of the instrument panel center bezel. This indicator receives battery current whenever the ignition switch is in the ON or START positions, and illuminates only when the ORC pulls the indicator control circuit to ground. The indicator illuminates for about seven seconds as a bulb test each time the ignition switch is turned to the ON or START positions. Following the bulb test, the indicator is turned ON or OFF by the ORC based upon the electronic occupant classification messages received from the OCM. This indicator is illuminated whenever the seat is occupied and passenger airbag and seat belt tensioner operation has been suppressed. The indicator is turned OFF whenever the seat is empty or when the seat is occupied and the passenger airbag and seat belt tensioners are enabled.

When the OCM monitors a problem in any of the OCS circuits or components, it stores a fault code or DTC in its memory circuit and sends an electronic message to the ORC. The ORC then sends an electronic message to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) to turn ON the airbag indicator. If for any reason the OCM is unable to classify the occupant it sends an electronic message to the ORC, and the ORC suppresses passenger airbag and seat belt tensioner operation. The hard wired circuits between components related to the OCS may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS . The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the OCS or the electronic controls or communication between other modules and devices that provide features of the OCS. The most reliable, efficient, and accurate means to diagnose the OCS or the electronic controls or communication related to OCS operation, as well as the retrieval or erasure of a DTC requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

WARNING

HANDLING NON-DEPLOYED SUPPLEMENTAL RESTRAINTS

At no time should any source of electricity be permitted near the inflator on the back of a non-deployed airbag or seat belt tensioner. When carrying a non-deployed airbag, the trim cover or airbag cushion side of the unit should be pointed away from the body to minimize injury in the event of an accidental deployment. If the airbag unit is placed on a bench or any other surface, the trim cover or airbag cushion side of the unit should be face up to minimize movement in the event of an accidental deployment.

When handling a non-deployed seat belt retractor 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. When handling a non-deployed seat belt buckle tensioner, take proper care to keep fingers away from the scabbard between the buckle and the tensioner unit. In addition, the Supplemental Restraint System (SRS) should be disarmed whenever any steering wheel, steering column, seat belt tensioner, airbag, impact sensor Occupant Classification System (OCS), or instrument panel components require diagnosis or service. Failure to observe this warning could result in accidental airbag deployment and possible personal injury.

All damaged, ineffective or non-deployed airbags and seat belt tensioners which are replaced on vehicles are to be handled and disposed of properly. If an airbag or seat belt tensioner unit is ineffective or damaged and non-deployed, refer to the Hazardous Substance Control System for information regarding the potentially hazardous properties of the subject component and the proper safe handling procedures. Then dispose of all non-deployed and deployed airbags and seat belt tensioners in a manner consistent with state, provincial, local and federal regulations.

SUPPLEMENTAL RESTRAINT STORAGE

Airbags and seat belt tensioners must be stored in their original, special container until they are used for service. Also, they must be stored in a clean, dry environment; away from sources of extreme heat, sparks, and high electrical energy. Always place or store any airbag on a surface with its trim cover or airbag cushion side facing up, to minimize movement in case of an accidental deployment.

SERVICE AFTER A SUPPLEMENTAL RESTRAINT DEPLOYMENT

Any vehicle which is to be returned to use following a Supplemental Restraint System (SRS) component deployment, must have the deployed restraints replaced. In addition, if the driver airbag has been deployed, the clockspring and the steering column must be replaced. If the passenger airbag is deployed, the passenger airbag door and both passenger airbag squib connectors must be replaced. The seat belt tensioners are deployed by the same signal that deploys either the driver and passenger front airbags or the side curtain airbags and must also be replaced if any front or side airbag has been deployed.

If a side curtain airbag has been deployed, the complete airbag unit, the headliner, as well as the upper A, B, C and D-pillar trim must be replaced. These components are not intended for reuse and will be damaged or weakened as a result of a SRS component deployment, which may or may not be obvious during a visual inspection. On vehicles with an optional sunroof, the sunroof drain tubes and hoses must be closely inspected following a side curtain airbag deployment.

It is also critical that the mounting surfaces and mounting brackets for the Occupant Restraint Controller (ORC), side impact sensors and front impact sensors be closely inspected and restored to their original conditions following any vehicle impact damage. Because the ORC and each impact sensor are used by the SRS to monitor or confirm the direction and severity of a vehicle impact, improper orientation or insecure fastening of these components may cause airbags not to deploy when required, or to deploy when not required.

Never attempt to repair the electrically conductive circuits or wiring components related to the SRS. Such repairs can compromise the conductivity and current carrying capacity of those critical electrical circuits, which may cause SRS components not to deploy when required, or to deploy when not required. Any wire harness containing broken, cut, burned or otherwise damaged electrically conductive SRS wiring, terminals or connector components must be removed and replaced with an entire new wire harness. Only minor cuts or abrasions of wire and terminal insulation where the conductive material has not been damaged, or connector insulators where the integrity of the latching and locking mechanisms have not been compromised may be repaired using appropriate methods.

All other vehicle components should be closely inspected following any SRS component deployment, but are to be replaced only as required by the extent of the visible damage incurred.

AIRBAG SQUIB STATUS

Multistage airbags with multiple initiators (squibs) must be checked to determine that all squibs were used during the deployment event. The driver and passenger airbags in this vehicle are deployed by electrical signals generated by the Occupant Restraint Controller (ORC) through the driver or passenger squib 1 and squib 2 circuits to the two initiators in the airbag inflators. Typically, both initiators are used and all potentially hazardous chemicals are burned during an airbag deployment event. However, it is possible for only one initiator to be used; therefore, it is always necessary to confirm that both initiators have been used in order to avoid the improper handling or disposal of potentially live pyrotechnic or hazardous materials. The following procedure should be performed using a diagnostic scan tool to verify the status of both airbag squibs before either deployed airbag is removed from the vehicle for disposal.

1. Be certain that the diagnostic scan tool contains the latest version of the proper diagnostic software. Connect the scan tool to the 16-way Data Link Connector (DLC). The DLC is located on the driver side lower edge of the instrument panel, inboard of the steering column.
2. Turn the ignition switch to the ON position.
3. Using the scan tool, read and record the active (current) Diagnostic Trouble Code (DTC) data.

Using the active DTC information, refer to Airbag Squib Status chart to determine the status of both driver and passenger airbag squibs.

Note. If none of the Driver or Passenger Squib 1 or 2 open are active codes, the status of the airbag squibs is unknown. In this case the airbag should be handled and disposed of as if the squibs were both live.

Scheme 49

Following a Supplemental Restraint System (SRS) component deployment, the vehicle interior will contain a powdery residue. This residue consists primarily of harmless particulate by-products of the small pyrotechnic charge that initiates the propellant used to deploy a SRS component. However, this residue may also contain traces of sodium hydroxide powder, a chemical by-product of the propellant material that is used to generate the inert gas that inflates the airbag. Since sodium hydroxide powder can irritate the skin, eyes, nose, or throat, be certain to wear safety glasses, rubber gloves, and a long-sleeved shirt during cleanup.

Scheme 50

1. Begin the cleanup by using a vacuum cleaner to remove any residual powder from the vehicle interior. Clean from outside the vehicle and work your way inside, so that you avoid kneeling or sitting on a non-cleaned area.
2. Be certain to vacuum the heater and air conditioning outlets as well. Run the heater and air conditioner blower on the lowest speed setting and vacuum any powder expelled from the outlets. CAUTION: Deployed front airbags having two initiators (squibs) in the airbag inflator may or may not have live pyrotechnic material within the inflator. Do not dispose of these airbags unless you are certain of complete deployment. Refer to step «AIRBAG SQUIB STATUS»(ref-306149-S33060993942008120900000) . All damaged, ineffective, or non-deployed Supplemental Restraint System (SRS) components which are replaced on vehicles are to be handled and disposed of properly. If an airbag or seat belt tensioner unit is ineffective or damaged and non-deployed, refer to the Hazardous Substance Control System for information regarding the potentially hazardous properties of the subject component and the proper safe handling procedures. Then dispose of all non-deployed and deployed airbags and seat belt tensioners in a manner consistent with state, provincial, local and federal regulations.
3. Next, remove the deployed SRS components from the vehicle. Refer to the appropriate service removal procedures.
4. You may need to vacuum the interior of the vehicle a second time to recover all of the powder.

CLOCKSPRING CENTERING

Note. A service replacement clockspring is shipped with the clockspring pre-centered and with a molded plastic locking pin installed. This locking pin should not be removed until the steering wheel has been installed on the steering column. If the locking pin is removed before the steering wheel is installed, the clockspring centering procedure must be performed.

Note. When a clockspring is installed into a vehicle without properly centering and locking the entire steering system, the Steering Angle Sensor (SAS) data does not agree with the true position of the steering system and causes the Electronic Stability Program (ESP) system to shut down. This may also damage the clockspring without any immediate malfunction. Unlike some other DaimlerChrysler vehicles, this SAS never requires calibration. However, upon each new ignition ON cycle, the steering wheel must be rotated slightly to initialize the SAS.

Note. Determining if the clockspring/SAS is centered is also possible electrically using the diagnostic scan tool. Steering wheel position is displayed as ANGLE with a range of up to 900 degrees. Refer to the appropriate menu item on the diagnostic scan tool.

Note. Before starting this procedure, be certain to turn the steering wheel until the front wheels are in the straight-ahead position and that the entire steering system is locked or inhibited from rotation.

Note. The clockspring may be centered and the rotor may be rotated freely once the steering wheel has been removed.

Scheme 51

1. Place the front wheels in the straight-ahead position and inhibit the steering column shaft from rotation.
2. Remove the steering wheel from the steering shaft. Refer to «REMOVAL»(ref-306136-S01792899582008120900000) .
3. Rotate the clockspring rotor (1) clockwise to the end of its travel. Do not apply excessive torque.
4. From the end of the clockwise travel, rotate the rotor about two and one-half turns counterclockwise. Turn the rotor slightly clockwise or counterclockwise as necessary so that the clockspring airbag pigtail wires (3) and connector receptacle are at the top and the dowel or drive pin (5) is at the bottom.
5. The clockspring is now centered. Secure the clockspring rotor to the clockspring case using a locking pin (2) or some similar device to maintain clockspring centering until the steering wheel is reinstalled on the steering column.

SIDE IMPACT SENSOR

Two side impact sensors (1) are used on this vehicle when it is equipped with the side curtain airbags, two each for the left and right sides of the vehicle. These sensors are mounted remotely from the impact sensor that is internal to the Occupant Restraint Controller (ORC). Each side sensor is secured with a nut to a stud on the inner right or left B-pillar above the front seat belt retractor, or to a stud on the right or left inner C-pillar just forward of the second row outboard seat belt retractor within the passenger compartment. The sensor housing has an integral connector receptacle (4), an integral anti-rotation pin (3), and an integral mounting hole (2) with a metal sleeve to provide crush protection.

The right and left side impact sensors are identical in construction and calibration. A cavity in the center of the molded black plastic impact sensor housing contains the electronic circuitry of the sensor which includes an electronic communication chip and an electronic impact sensor. A nylon cover is laser-welded over the cavity to seal and protect the internal electronic circuitry and components. The side impact sensors are each connected to the vehicle electrical system through a dedicated take out and connector of the body wire harness.

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

FRONT IMPACT SENSOR

The front impact sensors are electronic accelerometers that sense the rate of vehicle deceleration, which provides verification of the direction and severity of an impact. Each sensor also contains an electronic communication chip that allows the unit to communicate the sensor status as well as sensor fault information to the microprocessor in the Occupant Restraint Controller (ORC).

The ORC microprocessor continuously monitors all of the passive restraint system electrical circuits to determine the system readiness. If the ORC detects a monitored system fault, it sets a Diagnostic Trouble Code (DTC) and controls the airbag indicator operation accordingly. The impact sensors each receive battery current and ground through dedicated left and right sensor plus and minus circuits from the ORC. The impact sensors and the ORC communicate by modulating the voltage in the sensor plus circuit.

The hard wired circuits between the front impact sensors and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS . However, conventional diagnostic methods will not prove conclusive in the diagnosis of the impact sensors or the electronic controls or communication between other modules and devices that provide features of the supplemental restraint system. The most reliable, efficient, and accurate means to diagnose the impact sensors or the electronic controls and communication related to front impact sensor operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The side impact sensors are electronic accelerometers that sense the rate of vehicle deceleration, which provides verification of the direction and severity of an impact. Each sensor also contains an electronic communication chip that allows the unit to communicate the sensor status as well as sensor fault information to the microprocessor in the Occupant Restraint Controller (ORC).

The ORC microprocessor continuously monitors all of the side passive restraint system electrical circuits to determine the system readiness. If the ORC detects a monitored system fault, it sets a Diagnostic Trouble Code (DTC) and controls the airbag indicator operation accordingly. The impact sensors each receive battery current and ground through the same left or right sensor plus and minus circuits in a series arrangement from the ORC. The impact sensors and the ORC communicate by modulating the voltage in the sensor plus circuit.

The hard wired circuits between the side impact sensors and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS . However, conventional diagnostic methods will not prove conclusive in the diagnosis of the impact sensors or the electronic controls or communication between other modules and devices that provide features of the supplemental restraint system. The most reliable, efficient, and accurate means to diagnose the impact sensors or the electronic controls and communication related to side impact sensor operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Note. The front and side impact sensors are interchangeable.

Scheme 52

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Service access for the right front impact sensor is accomplished by removing the air filter housing from the engine compartment. Service access for the left front impact sensor is accomplished by raising and supporting the vehicle, then removing the access plug from the front of the left front wheel house liner.
3. Remove the nut (3) that secures the front impact sensor (5) to the stud (6) on the back (engine compartment side) of the front end module carrier below and inboard of the front lamp unit park/turn signal bulb socket (1).
4. Disconnect one end of the jumper wire harness (4) from the right or left front impact sensor connector receptacle or from the body wire harness (2).
5. Remove the right or left front impact sensor from the engine compartment.

SIDE IMPACT SENSOR - B-PILLAR

Note. The front and side impact sensors are interchangeable.

Scheme 53

1. Adjust the driver or passenger side front seat to its most forward position for easiest access to the B-pillar trim.
2. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
3. Remove the trim from the inside of the lower right or left B-pillar (1). Refer to «REMOVAL»(ref-306147-S01705130062008120900000) .
4. Remove the nut (2) that secures the side impact sensor (3) to the weld stud on the lower B-pillar.
5. Remove the sensor from the weld stud on the inner B-pillar.
6. Disconnect the body wire harness connector (4) from the sensor connector receptacle.

SIDE IMPACT SENSOR - C-PILLAR

Note. The front and side impact sensors are interchangeable.

Scheme 54

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Remove the lower trim from the inside of the lower right or left C-pillar (4). Refer to «REMOVAL»(ref-306147-S42114936982008120900000) .
3. Remove the nut (1) that secures the side impact sensor (2) to the weld stud on the lower C-pillar.
4. Remove the sensor from the weld stud on the inner C-pillar.
5. Disconnect the body wire harness connector (3) for the side impact sensor from the sensor connector receptacle.

Note. The front and side impact sensors are interchangeable.

1. Service access for the right front impact sensor is accomplished by removing the air filter housing from the engine compartment. Service access for the left front impact sensor is accomplished by raising and supporting the vehicle, then removing the access plug from the front of the left front wheel house liner.
2. Position the right or left front impact sensor (5) into the engine compartment.
3. Reconnect the jumper wire harness (4) to the right or left front impact sensor connector receptacle or to the body wire harness (2).
4. Position the sensor onto the stud (6) on the back (engine compartment side) of the front end module carrier below and inboard of the front lamp unit park/turn signal bulb socket (1). Be certain that the anti-rotation pin on the back of the sensor is engaged in the clearance notch of the carrier and the connector receptacle is pointed straight downward.
5. Install and tighten the nut (3) that secures the sensor to the stud on the back of the carrier. Tighten the nut to 8 N.m (71 in. lbs.).
6. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System (SRS) verification test procedure should be performed following service of any SRS component. See «STANDARD PROCEDURE»(ref-306149-S11237404792008120900000) .

Note. The front and side impact sensors are interchangeable.

1. Reconnect the body wire harness connector (4) to the side impact sensor (3) connector receptacle.
2. Position the sensor onto the weld stud on the inner B-pillar (1). Be certain that the anti-rotation pin on the back of the sensor is engaged in the clearance hole of the B-pillar.
3. Install and tighten the nut (2) that secures the sensor to the weld stud on the inner B-pillar. Tighten the nut to 7 N.m (62 in. lbs.).
4. Reinstall the lower trim onto the inside of the B-pillar. Refer to «INSTALLATION»(ref-306147-S28230060882008120900000) .
5. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System (SRS) verification test procedure should be performed following service of any SRS component. See «STANDARD PROCEDURE»(ref-306149-S11237404792008120900000) .

Note. The front and side impact sensors are interchangeable.

1. Reconnect the body wire harness connector (3) to the side impact sensor (2) connector receptacle.
2. Position the impact sensor onto the weld stud on the inner C-pillar (4). Be certain that the anti-rotation pin on the back of the sensor is engaged in the clearance hole of the C-pillar.
3. Install and tighten the nut (1) that secures the sensor to the weld stud on the inner C-pillar. Tighten the nut to 7 N.m (62 in. lbs.).
4. Reinstall the trim onto the inside of the lower C-pillar. Refer to «INSTALLATION»(ref-306147-S42418312372008120900000) .
5. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System (SRS) verification test procedure should be performed following service of any SRS component. See «STANDARD PROCEDURE»(ref-306149-S11237404792008120900000) .

Scheme 55

The Occupant Classification Module (OCM) (1) is secured with two screws to a stamped metal bracket on the inboard passenger side front seat riser beneath the seat cushion. Concealed within a hollow in the center of the molded plastic OCM housing is a microprocessor and the other electronic circuitry of the module. The module housing is sealed to enclose and protect the internal electronic circuitry.

Four mounting tabs (2) and two connector receptacles (3) are integral to the OCM housing. The two mounting tabs designed to accept self tapping screws are used to secure the module to the mounting bracket, while the remaining two mounting tabs are unused in this application. The connector receptacles contain terminal pins that connect the OCM to the vehicle electrical system through dedicated take outs and connectors of the passenger side front seat wire harness.

The OCM and all of the other components of the Occupant Classification System (OCS) including the passenger side front seat, the seat weight sensors, and the seat adjusters, cushion, back, frame, foam, springs, and wiring harness are a factory-calibrated and assembled unit. Any time any one of these components is removed or replaced for any reason, the OCM must be re-calibrated using a diagnostic scan tool, the Occupant Classification Seat Weight special tool, and the Occupant Classification System Verification Test. Refer to the appropriate diagnostic procedures.

The OCM cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced. The OCM software is flash programmable. A non-calibrated OCM is available for separate service replacement.

PASSENGER AIRBAG DOOR

Note. The following procedures can be used to replace the passenger airbag door. If the passenger airbag is deployed, the passenger airbag unit and the airbag door must both be replaced.

Scheme 56

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Remove the passenger airbag from the instrument panel. See «REMOVAL»(ref-306149-S22655518822008120900000) .
3. Place the passenger airbag on a suitable work surface with the passenger airbag door (1) facing down. If the airbag door will be reused, be certain to take the proper precautions to prevent the airbag door from receiving cosmetic damage during the following procedures.
4. Disengage each of the upper hooks of the airbag housing (2) from the windows in the upper wall of the receptacle (4) on the back of the airbag door. To disengage the hooks, use hand pressure to push the adjacent edge of the airbag housing firmly and evenly downward into the airbag door receptacle, while at the same time pulling outward on that edge of the receptacle wall.
5. With all of the upper hooks disengaged, roll the top of the airbag housing upward to disengage the lower hooks (3) then lift the housing, inflator and cushion from the receptacle on the back of the passenger airbag door.

PASSENGER AIRBAG INSTRUMENT PANEL BRACKET

Scheme 57

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Remove the passenger airbag from the instrument panel. See «REMOVAL»(ref-306149-S22655518822008120900000) .
3. Place the passenger airbag instrument panel bracket (3) facing up. Be certain to take the proper precautions to prevent the airbag door from receiving cosmetic damage during the following procedures.
4. Remove the two nuts (2) that secure the bracket to the two studs on the top of the airbag housing (1).
5. Remove the bracket from the studs.

Note. The following procedures can be used to replace the passenger airbag door. If the passenger airbag is deployed, the passenger airbag unit and the airbag door must both be replaced.

1. Place the passenger airbag door (1) on a suitable work surface with the airbag receptacle (4) facing up. Be certain to take the proper precautions to prevent the airbag door from receiving cosmetic damage during the following procedures.
2. Carefully position the passenger airbag housing (2) into the airbag door receptacle.
3. Work around the perimeter of the unit engaging each of the nine hooks (3) on the housing through the windows in the upper and lower walls of the airbag door receptacle.
4. After the passenger airbag has been assembled, try pulling the airbag door and the airbag housing away from each other. Visually verify that this action has fully seated all of the windows of the airbag door into the cradles of the airbag housing hooks.
5. Reinstall the passenger airbag into the instrument panel. See «INSTALLATION»(ref-306149-S09006765372008120900000) .

1. Place the passenger airbag on a suitable work surface with the housing (1) facing up. Be certain to take the proper precautions to prevent the airbag door from receiving cosmetic damage during the following procedures.
2. Carefully position the passenger airbag instrument panel bracket (3) over the two studs on the top of the airbag housing.
3. Install and tighten the two nuts (2) that secure the bracket to the studs on the housing. Tighten the nuts to 20 N.m (15 ft. lbs.).
4. Reinstall the passenger airbag onto the instrument panel. See «INSTALLATION»(ref-306149-S09006765372008120900000) .

FRONT SEAT BELT BUCKLE

Note. The following procedure is for replacement of an ineffective or damaged seat belt buckle unit. The front seat belt buckle in this vehicle may include a seat belt tensioner. If the front seat belt buckle is equipped with a tensioner that is ineffective or damaged, but the seat belt tensioner is not deployed, review the recommended procedures for handling non-deployed supplemental restraints. See STANDARD PROCEDURE . If the seat belt tensioner has been deployed, review the recommended procedures for service after a supplemental restraint deployment before removing the unit from the vehicle.

Scheme 58

1. Move the front seat to its middle position for easiest access to the front seat mounting provisions.
2. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
3. Remove the front seat from the vehicle. Refer to «REMOVAL»(ref-306147-S34977607592008120900000) .
4. Disconnect the seat belt tensioner (if equipped) and seat belt switch pigtail wire (3) connector from the seat wire harness connector located under the seat cushion near the inboard side of the seat.
5. Remove the screw (2) that secures the front seat belt buckle (1) lower anchor and, if equipped, the tensioner unit to the back of the inboard seat cushion frame.
6. Pull the buckle or the buckle and tensioner unit away from the inboard side of the seat while feeding the pigtail wire and connector from under the seat out through the clearance hole in the inboard seat cushion frame.
7. Remove the seat belt buckle or the buckle and tensioner from the front seat as a unit.

SECOND ROW CENTER ANCHOR AND LEFT SEAT BELT BUCKLE

Scheme 59

Note. The anchor plates for the left outboard second row seat belt buckle and the second row center seat belt anchor are secured to each other by a soft metal grommet as an assembly aid during the manufacturing process and, once removed, the grommet does not require reinstallation.

1. Remove the four screws (1) that secure the second row seat cushion legs (8) to the rear floor panel (9).
2. Lift the front edge of the seat cushions (10) up against the seat backs for access to the second row center seat belt and left outboard seat belt buckle anchors (5) on the rear floor panel.
3. Remove the nut (3) that secures the center seat belt and left buckle anchors to the stud (4) on the rear floor panel.
4. Lift the anchors off of the stud on the rear floor panel.
5. Using an appropriate drill or chisel, carefully remove the soft metal grommet that secures the two anchor plates to each other.
6. Remove the second row left outboard buckle and anchor from between the seat back and the seat cushion as a unit.

SECOND ROW CENTER AND RIGHT SEAT BELT BUCKLES

1. Remove the four screws (1) that secure the second row seat cushion legs (8) to the rear floor panel (9).
2. Lift the front edge of the seat cushions (10) up against the seat backs for access to the forward end of the right center seat bracket (7).
3. Remove the screw (6) that secures the lower anchor for the center and right seat belt buckle unit (2) to the inboard side of the right center seat bracket.
4. Remove the center and right seat belt buckle unit from between the second row seat cushions as a unit.

Note. The following procedure is for replacement of an ineffective or damaged seat belt buckle unit. The front seat belt buckle in this vehicle may include a seat belt tensioner. If the front seat belt buckle is equipped with a tensioner that is ineffective or damaged, but the seat belt tensioner is not deployed, review the recommended procedures for handling non-deployed supplemental restraints. See STANDARD PROCEDURE . If the seat belt tensioner has been deployed, review the recommended procedures for service after a supplemental restraint deployment before removing the unit from the vehicle.

1. Position the front seat belt buckle or the buckle and tensioner unit (1) to the inboard seat cushion frame.
2. Insert the seat belt tensioner (if equipped) and seat belt switch pigtail wire (3) connector under the seat through the clearance hole in the inboard seat cushion frame.
3. Position the front seat belt buckle lower anchor to the back of the inboard seat cushion frame.
4. Install and tighten the screw (2) that secures the front seat belt buckle anchor to the seat cushion frame. Tighten the screw to 43 N.m (32 ft. lbs.).
5. Reconnect the seat belt buckle tensioner (if equipped) and the seat belt switch pigtail wire connector to the seat wire harness connector located under the seat cushion near the inboard side of the seat.
6. Reinstall the front seat into the vehicle. Refer to «INSTALLATION»(ref-306147-S28598523962008120900000) .
7. If the buckle is equipped with a tensioner, do not reconnect the battery negative cable at this time. The Supplemental Restraint System (SRS) verification test procedure should be performed following service of any SRS component. See «STANDARD PROCEDURE»(ref-306149-S11237404792008120900000) .

Note. The anchor plates for the left outboard second row seat belt buckle and the second row center seat belt anchor are secured to each other by a soft metal grommet as an assembly aid during the manufacturing process and, once removed, the grommet does not require reinstallation.

1. Position the second row left outboard buckle anchor plate (5) between the seat back and the seat cushion (10).
2. Lower the second row center seat belt and left outboard seat belt buckle anchors over the stud (4) on the rear floor panel (9).
3. Install and tighten the nut (3) that secures the anchors to the stud on the rear floor panel. Tighten the nut to 62.5 N.m (46 ft. lbs.).
4. Lower the front edge of the seat cushions downward and align the seat cushion legs (8) to the holes in the rear floor panel.
5. Install and tighten the four screws (1) that secure the legs to the floor panel. Tighten the screws to 54 N.m (40 ft. lbs.).

1. Position the center and right seat belt buckle unit (2) between the second row seat cushions (10).
2. Position the lower anchor of the seat belt buckle unit to the inboard side of the right center seat bracket (7). Be certain that the anti-rotation tab on the anchor is engaged in the notch of the bracket.
3. Install and tighten the screw (6) that secures the buckle anchor to the right center seat bracket. Tighten the screw to 55 N.m (41 ft. lbs.).
4. Lower the front edge of the seat cushions downward and align the seat cushion legs (8) to the holes in the rear floor panel (9).
5. Install and tighten the four screws (1) that secure the legs to the floor panel. Tighten the screws to 54 N.m (40 ft. lbs.).

AUTOMATIC LOCKING RETRACTOR

The seat belt retractors used in all seating positions include an inertia-type, emergency locking mechanism as standard equipment. However, the retractor locking mechanisms for the front passenger and both second row outboard seating positions are mechanically switchable from an emergency locking retractor to an automatic locking retractor. The primary function of this feature is to securely accommodate a child seat in any of these seating positions of the vehicle without the need for a self-cinching seat belt tip half latch plate unit or another supplemental device that would be required to prevent the seat belt webbing from unwinding freely from the retractor spool of an inertia-type emergency locking retractor mechanism.

The automatic locking mechanism is integral to the seat belt and retractor unit and is concealed beneath a molded plastic cover located on one side of the retractor spool. The automatic locking mechanism cannot be adjusted or repaired and, if ineffective or damaged, the entire seat belt and retractor unit must be replaced.

The locked mode of the automatic locking retractor is engaged and the retractor is switched from operating as a standard inertia-type emergency locking retractor by first buckling the combination lap and shoulder belt buckle. Then grasp the shoulder belt and pull all of the webbing out of the retractor. Once all of the belt webbing is extracted from the spool, the retractor will automatically become engaged in the pre-locked automatic locking mode and will make a light, audible clicking or ratcheting sound as the shoulder belt is allowed to retract to confirm that the automatic locking mode is now engaged. Once the automatic locking mode is engaged, the retractor will remain locked and the belt will remain tight around whatever it is restraining.

The retractor is returned to standard emergency locking (inertia) mode by unbuckling the combination lap and shoulder belt buckle and allowing the belt webbing to be almost fully retracted onto the retractor spool. The emergency locking mode is confirmed by the absence of the light, audible clicking or ratcheting sound as the belt webbing retracts. This mode will allow the belt to unwind from and wind onto the retractor spool freely unless and until a predetermined inertia load is sensed, or until the retractor is again switched to the automatic locking mode.

FRONT SEAT BELT AND RETRACTOR

Note. The only component of this seat belt and retractor unit that is available for individual service replacement is the plastic web stop button that prevents the latch plate from falling to the floor while in the stored position. Refer to the instructions supplied with the service kit for the proper web stop button replacement procedures.

Note. The following procedure is for replacement of an ineffective or damaged seat belt and retractor unit. The front retractor also includes a seat belt tensioner. If the front seat belt or retractor is ineffective or damaged, but the seat belt tensioner is not deployed, review the recommended procedures for handling non-deployed supplemental restraints. See STANDARD PROCEDURE . If the seat belt tensioner has been deployed, review the recommended procedures for service after a supplemental restraint deployment before removing the unit from the vehicle.

Note. All seat belt retractors except the driver side front and the second row center retractor include a switchable automatic locking mechanism. See DESCRIPTION .

Scheme 60

Scheme 61

Scheme 62

1. Adjust the front seat (1) to its most forward position for easiest access to the front seat belt (2) lower anchor and the B-pillar trim.
2. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
3. Using a trim stick or another suitable wide flat-bladed tool, gently pry the seat back recliner handle (1) to release the spring clip (2) and remove the handle from the recliner mechanism shaft at the rear of the outboard seat side shield. Optionally, a manual window regulator handle clip removal tool may be used to remove the spring clip from the handle before removing the handle from the recliner mechanism shaft.
4. Using a trim stick or another suitable wide flat-bladed tool, gently pry the rear edge of the seat belt anchor cover to remove it from the outboard seat side shield.
5. Remove the screw that secures the lower anchor to the outboard side of the front seat cushion frame.
6. Remove the upper trim (3) from the inside of the B-pillar (7). Refer to «REMOVAL»(ref-306147-S34318920982008120900000) .
7. Remove the screw that secures the seat belt turning loop (2) to the height adjuster (1) on the upper B-pillar.
8. Remove the seat belt turning loop from the height adjuster.
9. Remove the lower trim (4) from the inside of the B-pillar. Refer to «REMOVAL»(ref-306147-S01705130062008120900000) .
10. Disconnect the body wire harness connector (5) from the seat belt tensioner pigtail wire connector.
11. Remove the screw that secures the lower retractor (6) bracket to the B-pillar.
12. Disengage the engagement tab on the upper retractor bracket/seat belt web guide from the engagement slot in the B-pillar.
13. Remove the front seat belt and retractor from the B-pillar as a unit.

SECOND ROW CENTER SEAT BELT AND RETRACTOR

Note. All seat belt retractors except the driver side front and the second row center retractor include a switchable automatic locking mechanism. See DESCRIPTION .

Scheme 63

Note. The anchor plates for the left outboard second row seat belt buckle and the second row center seat belt anchor are secured to each other by a soft metal grommet as an assembly aid during the manufacturing process and, once removed, the grommet does not require reinstallation.

1. Remove the left second row seat belt buckle and center seat belt lower anchor unit (5) from the rear floor panel and separate them from each other. See «REMOVAL»(ref-306149-S41020186062008120900000) .
2. Remove the second row seat from the vehicle as a unit and place it on a suitable work surface. Be certain to take the proper precautions to prevent the trim cover from receiving cosmetic damage during the following procedures. Refer to «REMOVAL»(ref-306147-S34977607592008120900000) .
3. Remove the bezel (3), trim cover and foam from the 60 percent seat back panel (2). Refer to «DISASSEMBLY»(ref-306147-S41538728962008120900000) .
4. Remove the screw (4) that secures the second row center seat belt retractor (1) to the seat back panel.
5. Remove the second row center seat belt and retractor unit from the seat back panel.

SECOND ROW OUTBOARD SEAT BELT AND RETRACTOR

Note. All seat belt retractors except the driver side front and the second row center retractor include a switchable automatic locking mechanism. See DESCRIPTION .

Scheme 64

Scheme 65

1. Reach through the outboard opening between the second row seat back (2) and seat cushion (6) to access and remove the nut (1) that secures the seat belt lower anchor (7) and the forward end of the outboard seat bracket (3) to the rear floor panel (5).
2. Remove the seat belt lower anchor from the stud (4).
3. Remove the trim (2) from the inner C-pillar (1). Refer to «REMOVAL»(ref-306147-S32854397142008120900000) .
4. Remove the screw (3) that secures the seat belt turning loop to the upper C-pillar.
5. Remove the quarter trim panel from the inner lower C-pillar. Refer to «REMOVAL»(ref-306147-S42114936982008120900000) .
6. Remove the screw (5) that secures the retractor (6) bracket to the lower C-pillar.
7. Remove the second row outboard seat belt (4) and retractor from the C-pillar as a unit.

Note. The only component of this seat belt and retractor unit that is available for individual service replacement is the plastic web stop button that prevents the latch plate from falling to the floor while in the stored position. Refer to the instructions supplied with the service kit for the proper web stop button replacement procedures.

Note. The following procedure is for replacement of an ineffective or damaged seat belt and retractor unit. The front retractor also includes a seat belt tensioner. If the front seat belt or retractor is ineffective or damaged, but the seat belt tensioner is not deployed, review the recommended procedures for handling non-deployed supplemental restraints. See STANDARD PROCEDURE . If the seat belt tensioner has been deployed, review the recommended procedures for service after a supplemental restraint deployment before removing the unit from the vehicle.

Note. All seat belt retractors except the driver side front and the second row center retractor include a switchable automatic locking mechanism. See DESCRIPTION .

1. Position the front seat belt and retractor (6) to the inner B-pillar (7) as a unit. Be certain to engage the tab on the upper retractor bracket/seat belt web guide into the engagement slot in the lower B-pillar.
2. Install and tighten the screw that secures the lower retractor bracket to the B-pillar. Tighten the screw to 44.5 N.m (33 ft. lbs.).
3. Reconnect the body wire harness connector (5) to the seat belt tensioner pigtail wire connector.
4. Reinstall the lower trim (4) onto the inside of the B-pillar. Refer to «INSTALLATION»(ref-306147-S28230060882008120900000) .
5. Position the seat belt turning loop (2) onto the height adjuster (1) on the upper B-pillar. Be certain that the seat belt webbing between the retractor and the turning loop is not twisted.
6. Install and tighten the screw that secures the seat belt turning loop to the height adjuster. Tighten the screw to 44.5 N.m (33 ft. lbs.).
7. Reinstall the upper trim (4) onto the inside of the B-pillar. Refer to «INSTALLATION»(ref-306147-S33035132222008120900000) .
8. Position the front seat belt (2) lower anchor to the outboard side of the front seat (1) cushion frame. Be certain that the seat belt webbing between the turning loop and the lower anchor is not twisted.
9. Install and tighten the screw (3) that secures the lower anchor to the front seat cushion frame. Tighten the screw to 44.5 N.m (33 ft. lbs.).
10. Insert the engagement tab of the seat belt anchor cover into the front of the opening near the rear of the outboard seat side shield. Using hand pressure, press firmly and evenly on the rear of the cover until it snaps into place.
11. Align the seat back recliner handle (4) to the recliner mechanism shaft near the rear of the outboard seat side shield. Using hand pressure, press firmly and evenly on the handle until it snaps into place.
12. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System (SRS) verification test procedure should be performed following service of any SRS component. See «STANDARD PROCEDURE»(ref-306149-S11237404792008120900000) .

Note. All seat belt retractors except the driver side front and the second row center retractor include a switchable automatic locking mechanism. See DESCRIPTION .

Note. The anchor plates for the left outboard second row seat belt buckle and the second row center seat belt anchor are secured to each other by a soft metal grommet as an assembly aid during the manufacturing process and, once removed, the grommet does not require reinstallation.

1. Position the second row center seat belt and retractor unit (1) onto the 60 percent seat back panel (2). Be certain to engage the tab on the retractor frame into the keyed hole in the back panel.
2. Install and tighten the screw (4) that secures the retractor to the seat back panel. Tighten the screw to 55 N.m (41 ft. lbs.).
3. Reinstall the foam, trim cover and bezel (3) onto the seat back panel. Be certain the seat belt webbing between the retractor and the bezel is not twisted. Refer to «ASSEMBLY»(ref-306147-S34976959162008120900000) .
4. Reinstall the second row seat into the vehicle as a unit. Refer to «INSTALLATION»(ref-306147-S28598523962008120900000) .
5. Reinstall the left second row seat belt buckle and center seat belt lower anchor unit (5) onto the rear floor panel. See «INSTALLATION»(ref-306149-S14480054312008120900000) .

Note. All seat belt retractors except the driver side front and the second row center retractor include a switchable automatic locking mechanism. See DESCRIPTION .

1. Position the second row outboard seat belt (4) and retractor (6) to the lower inner C-pillar (1) as a unit.
2. Install and tighten the screw (5) that secures the retractor bracket to the lower C-pillar. Tighten the screw to 44.5 N.m (33 ft. lbs.).
3. Reinstall the quarter trim panel onto the lower C-pillar. Refer to «INSTALLATION»(ref-306147-S42418312372008120900000) .
4. Position the seat belt turning loop to the upper C-pillar. Be certain the seat belt webbing between the retractor and the turning loop is not twisted.
5. Install and tighten the screw (3) that secures the seat belt turning loop to the upper C-pillar. Tighten the screw to 44.5 N.m (33 ft. lbs.).
6. Reinstall the trim (2) onto the upper C-pillar. Refer to «INSTALLATION»(ref-306147-S00715564722008120900000) .
7. Reach through the outboard opening between the second row seat back (2) and seat cushion (6) to position the lower seat belt anchor (7) over the stud (4) at the forward end of the outboard seat bracket (3) on the rear floor panel (5). Be certain the seat belt webbing between the turning loop and the lower anchor is not twisted.
8. Install and tighten the nut (1) that secures the lower seat belt anchor and the seat bracket to the stud. Tighten the nut to 62.5 N.m (46 ft. lbs.).

DRIVER SIDE

The driver side front seat belt switch is a hard wired input to the Totally Integrated Power Module (TIPM), which provides electronic driver side seat belt switch status messages to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) over the Controller Area Network (CAN) data bus. The EMIC controls the seat belt indicator based upon these electronic driver side seat belt switch status message inputs.

When the driver side front seat belt tip-half is inserted into the seat belt buckle, the switch closes the path to ground; and, when the driver side front seat belt tip-half is removed from the seat belt buckle, the switch opens the ground path. The switch is actuated by the latch mechanism within the seat belt buckle.

The seat belt switch is connected in series between ground and the seat belt switch sense input of the TIPM. The seat belt switch receives ground at all times through its pigtail wire connection to the seat wire harness from a take out of the body wire harness. An eyelet terminal connector on the body wire harness ground take out is secured beneath a ground screw on the left cowl side inner panel, beneath the instrument panel. The TIPM monitors the condition of the driver seat belt switch circuits and will send an electronic message to illuminate the airbag indicator in the EMIC then store a Diagnostic Trouble Code (DTC) for any fault that is detected.

The hard wired circuits between the driver side seat belt switch and the TIPM may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS . However, conventional diagnostic methods will not prove conclusive in the diagnosis of the switch or the electronic controls or communication between other modules and devices that provide features of the supplemental restraint system. The most reliable, efficient, and accurate means to diagnose the driver side seat belt switch or the electronic controls and communication related to seat belt switch operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

PASSENGER SIDE

The passenger side front seat belt switch is a hard wired input to the Occupant Restraint Controller (ORC). A spring-loaded slide with a small window-like opening is integral to the buckle latch mechanism. When a seat belt tip-half is inserted and latched into the seat belt buckle, the slide is pushed downward and the window of the slide exposes the Hall Effect Integrated Circuit (IC) chip within the buckle. The field of the permanent magnet induces a current within the chip. The chip provides this induced current as an output to the ORC. When the seat belt is unbuckled, the spring-loaded slide moves upward and shields the IC from the field of the permanent magnet, causing the output current from the seat belt switch to be reduced.

The passenger side seat belt switch receives a clean ground from the ORC through a hard wired connection, and the ORC senses the status of the seat belt buckle by monitoring the modulation of voltage through its connection to the seat belt switch output. The ORC provides electronic passenger side seat belt switch status messages to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) over the Controller Area Network (CAN) data bus. The EMIC controls the seat belt indicator based upon these electronic passenger side seat belt switch status message inputs. The ORC also monitors the condition of the passenger side seat belt switch circuits and will send an electronic message to illuminate the airbag indicator in the EMIC, then store a DTC for any fault that is detected.

The hard wired circuits between the passenger side seat belt switch and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to SYSTEM WIRING DIAGRAMS . However, conventional diagnostic methods will not prove conclusive in the diagnosis of the switch or the electronic controls or communication between other modules and devices that provide features of the supplemental restraint system. The most reliable, efficient, and accurate means to diagnose the passenger side seat belt switch or the electronic controls and communication related to seat belt switch operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.