Restraints - Service Information Jeep Grand Cherokee WK2

WARNINGS

DESCRIPTION

An occupant restraint system is standard factory-installed safety equipment on this vehicle. Available occupant restraints for this vehicle include both active and passive types. Active restraints are those which require the vehicle occupants to take some action to employ, such as fastening a seat belt; while passive restraints require no action by the vehicle occupants to be employed.

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 (60 percent) second row seat back panel, and one is integral to the right (40 percent) second row seat back panel. Two lower anchors are also provided for each second row outboard seating position. The lower anchors are integral to the second row seat frame and are 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 passenger side front seat belt retractor is switchable to an automatic locking retractor for compatibility with child seats. The driver side front seat belt buckle includes an integral Hall-effect seat belt switch that detects whether the driver side front seat belt has been fastened. In domestic market vehicles, a second seat belt switch in the passenger side front seat belt buckle detects whether the passenger side front seat belt has 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 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 rear floor panel by fasteners shared with the second row seat rear bracket. The second row center seating position has an inertia latch-type emergency locking retractor that is secured within the second row left (60 percent) seat back. The second row center seating position belt lower anchor is secured to the rear floor panel with the left outboard seat belt buckle. All three second row seat belts have fixed end-release seat belt buckles secured to the rear floor panel (left outboard) or the second row seat rear bracket (right outboard and center. All three second row seat belt retractors are switchable to an automatic locking retractor for compatibility with child seats.

Scheme 1

The passive restraints available for this vehicle include the following

1. Active Head Restraints - Active Head Restraints (AHR) are standard equipment for both front seating positions in this vehicle. An AHR can be readily distinguished from a non-active head restraint by the two-piece construction used for an AHR. The forward-facing surface is padded and covered in a material coordinated with the other soft trim on the seat, while the rearward-facing surface is equipped with a molded plastic trim cover that matches the other hard trim on the seat.
2. 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 area of the instrument panel top cover 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 four to six 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.
3. Knee Blocker Airbag - In certain export markets where it is required, the front airbag system also includes a knee blocker airbag (also known as a Knee AirBag/KAB or an Inflatable Knee Blocker/IKB) that is located just beneath the steering column, behind the instrument panel steering column opening cover. This airbag is also a passive, inflatable, SRS component and vehicles with this equipment can be readily identified by the SRS - AIRBAG logo molded into the KAB trim cover on the instrument panel just beneath the steering column. In vehicles not equipped with the KAB, a rigid plastic brace behind the steering column opening cover serves as a static knee blocker in the event of a frontal impact.
4. Seat Airbags - Front seat-mounted seat (pelvic and thorax) airbags are standard equipment in this vehicle. This airbag system consists of passive, inflatable, SRS components and vehicles with this equipment can be readily identified by a sewn tag with the SRS - AIRBAG logo located on the outboard side of the front seat back trim cover.
5. 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 headliner at the tops of each B and C-pillar trim.

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

1. Active Head Restraints - On vehicles with this equipment, one Active Head Restraint (AHR) is located atop each front seat back unit.
2. 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.
3. Clockspring - The clockspring is integral to the Steering Column Control Module (SCCM) located near the top of the steering column, directly beneath the steering wheel.
4. Driver Airbag - The driver airbag is located in the center of the steering wheel, beneath the driver airbag trim cover.
5. Driver Knee Blocker - The driver knee blocker is a structural unit secured to the instrument panel, beneath the instrument panel steering column opening cover.
6. Front Impact Sensor - 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 each vertical member of the radiator support.
7. Knee Blocker Airbag - On vehicles manufactured for certain export markets equipped with the knee blocker airbag (also known as the Knee AirBag/KAB or Inflatable Knee Blocker/IKB) feature, there is a knee blocker airbag that is mounted behind the instrument panel steering column opening cover in place of the static driver knee blocker.
8. Occupant Detection Sensor - An Occupant Detection Sensor (ODS) is located on the top of the seat cushion foam of the passenger side front seat in domestic market vehicles.
9. Occupant Restraint Controller - The Occupant Restraint Controller (ORC) is located on a mount on the floor panel transmission tunnel behind the transmission gear selector, and is concealed below the center floor console.
10. Passenger Airbag - The passenger airbag is located in the instrument panel, beneath the instrument panel top cover, just forward and above the glove box on the passenger side of the vehicle.
11. Passenger Knee Blocker - The passenger knee blocker is a structural reinforcement that is integral to and concealed within the glove box door.
12. Seat Airbag - A seat (pelvic and thorax) airbag unit is secured to each outboard front seat back frame, where it is concealed beneath the seat back trim cover and foam.
13. Seat Belt Tensioner - A seat belt tensioner is integral to both front seat belt retractor units on vehicles equipped with dual front airbags. The seat belt retractor tensioner units are secured to the right and left lower inner B-pillar and are concealed behind the lower B-pillar trim.
14. Side Curtain Airbag - A side curtain airbag is secured to each inside roof side rail above the headliner, which extends from the A-pillar to just beyond the C-pillar.
15. Side Impact Sensor - Six side impact sensors are used on vehicles equipped with side curtain airbags, three on each side of the vehicle. One pressure-type sensor is located on each right and left front door hardware module carrier behind the front door trim panel. In addition, an acceleration-type sensor is located behind the B-pillar trim near the base of each B-pillar, and one acceleration-type sensor is located behind the quarter panel trim near the belt line of each C-pillar.

The ORC 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 COMMUNICATION, 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 the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, further details on wire harness routing and retention, as well as pin-out and location views for the various wire harness connectors, splices and grounds.

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 Supplemental Restraint System (SRS) components 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. In addition, each front seat occupant must have their Active Head Restraint (AHR) unit properly adjusted in order to obtain its maximum safety benefit.

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 from four to six seconds as a bulb test each time the ignition switch is turned to the ON or START positions. Following the bulb test, the airbag 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, or by a pressure wave within a front door as measured by the pressure-type impact sensor. 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, the knee blocker airbag (also known as the Knee AirBag/KAB or Inflatable Knee Blocker/IKB) are provided with a deployment signal by the ORC in conjunction with the front airbags. The side curtain airbags and the seat airbags (also known as pelvic and thorax 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. The ORC also contains a rollover sensor. Should the vehicle roll over and not cause any acceleration-type or pressure-type impact sensor to signal the need for a deployment, the rollover sensor in the ORC will deploy the side curtain airbags, the seat airbags and under certain conditions, will also actuate the seat belt retractor tensioners.

The two AHR units are provided with a simultaneous deployment signal by the ORC independent from any of the other passive restraints only as a result of an impact pulse originating at the rear of the vehicle, but will not deploy with the transmission gear selector in the Reverse (R) position.

During a frontal vehicle impact, the static 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 static 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 and AHR units, 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 the appropriate wiring information. 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.

SUPPLEMENTAL RESTRAINT SYSTEM

The hard wired circuits between modules and components related to the Supplemental Restraint System (SRS) may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. 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.

In addition to a diagnostic scan tool that contains the latest version of the proper diagnostic software, certain diagnostic procedures for the SRS may require the use of the SRS Load Tool special tool along with the appropriate Load Tool Jumpers and Adapters. Refer to the appropriate diagnostic information.

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 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 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, the following guidelines MUST be observed.

1. Following ANY major vehicle impact damage in the vicinity of an impact sensor or the ORC - It is critical that the mounting surfaces and mounting brackets for the Occupant Restraint Controller (ORC), front impact sensors and side impact sensors located within the proximity of the impact damage be closely inspected and restored to their original conditions. 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.
2. If an active head restraint is deployed - Deployed Active Head Restraint (AHR) units that are undamaged are designed with the intention of reuse. However, the deployed AHR units must be properly reset following deployment. Refer to «RESTRAINT, ACTIVE HEAD, STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .
3. If the driver airbag is deployed - If the driver airbag has been deployed, the Steering Column Control Module (SCCM) with integral clockspring and the steering column assembly must also be replaced.
4. If the knee blocker airbag is deployed - On vehicles so equipped, if the knee blocker airbag (also known as the Knee AirBag/KAB or Inflatable Knee Blocker/IKB) has been deployed, the entire instrument panel assembly must also be replaced.
5. If the passenger airbag is deployed - If the passenger airbag has been deployed, the instrument panel top cover must also be replaced.
6. If a seat airbag is deployed - If a seat (pelvic and thorax) airbag has been deployed, the seat back frame, the seat back foam and the seat back trim cover on the same side of the vehicle as the deployed airbag must also be replaced.
7. If a seat belt tensioner is deployed - The seat belt tensioners are deployed in conjunction with the front airbags, but can also be deployed with seat (pelvic and thorax) or side curtain airbags. The seat belt tensioners must be replaced if either front airbag has been deployed, and must be inspected if either seat or side curtain airbag has been deployed.
8. If a side curtain airbag is deployed - If a side curtain airbag has been deployed, the headliner as well as the upper A, B and C-pillar trim on the same side of the vehicle as the deployed airbag must also be replaced. On vehicles with an optional sunroof, the sunroof drain tubes and hoses must be closely inspected following a side curtain airbag deployment.

The components identified with the deployed SRS components in the preceding list are not intended for reuse and will be damaged or weakened as a result of an airbag deployment, which may or may not be obvious during a visual inspection. 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.

SQUIB CIRCUIT WIRING REPAIRS

In addition to the preceding guidelines, be aware that the heat created by the initiator during an airbag or tensioner deployment will cause collateral damage to the connected wiring (squib circuits) and connector insulators. There are two methods by which an airbag or seat belt tensioner may be connected to the vehicle electrical system. The first method involves a short pigtail harness and connector insulator that are integral to the airbag or tensioner unit and are replaced as a unit with the service replacement airbag or seat belt tensioner. This connection method typically requires no additional wiring repair following a deployment.

However, the second connection method involves a wire harness takeout and connector insulator that are connected directly to the airbag or tensioner initiator or squib. These direct-connect type take outs and connector insulators MUST be repaired following an airbag or seat belt tensioner deployment using the approved Supplemental Restraint System Wiring Repairs procedure. Refer to STANDARD PROCEDURE .

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, outboard 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 the Airbag Squib Status table 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 2

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 3

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 «AIRBAG SQUIB STATUS»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information__airbag-squib-status) . 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.

SUPPLEMENTAL RESTRAINT SYSTEM WIRING REPAIRS

It is important when repairing any Supplemental Restraint System (SRS) electrical circuits to use the recommended splicing kit and procedure. For applicable and available MOPAR wiring repair kits, please visit the MOPAR Connector Web Site at the following address on the Internet: (http://dto.vftis.com/mopar/disclaimer.asp).

This recommended procedure involves crimping the wires together with a splice band, soldering the crimped connection and, finally, sealing and protecting the repair. The crimp and solder ensure a strong mechanical bond that will always pass a pull test while also maintaining the conductivity and current carrying capacity of the circuit. The adhesive sealant and heat shrink tubing ensures the splice repair will perform as well or better than the original wire and be safe from potential corrosion or short circuits.

There is no limit to the number of splice repairs that can be made in one harness using this procedure. However, as has been past practice, multiple adjacent splices should be offset from each other. This wiring splice repair procedure is approved for harness side repairs only. Repairs and splices to pigtail wires on SRS components such as airbag units, seat belt tensioner units or clocksprings are not approved or recommended.

REPAIR PROCEDURE

Scheme 4

Scheme 5

Scheme 6

Scheme 7

1. Remove 13 millimeters (0.50 inch) of insulation from each wire that needs to be spliced.
2. Place a piece of adhesive sealant-lined heat shrink tubing (Part Number 04778570 or equivalent) over the wire on one side of the splice. Be certain the length of tubing will be sufficient to cover and seal the entire repair area.
3. Place the strands of the wires being spliced so that they are overlapping each other within the splice band (1).
4. Using a crimping tool (1) (MOPAR Part Number 05019912AA, Miller Special Tool Number (special tool #10042, Crimper, Wire/Terminal) or equivalent) crimp the splice band and wires together securely. CAUTION: Never use acid core solder for electrical wiring repairs.
5. Using rosin core type solder (1) only and a suitable soldering iron (3), solder the wire and splice band connection (2) together.
6. Center the heat shrink tubing (2) over the splice joint repair and heat using a suitable heat gun. Heat the joint until the tubing is tightly sealed and sealant (1) begins to ooze out of both ends of the tubing.

SUPPLEMENTAL RESTRAINTS VERIFICATION TEST

Note. The following procedure should be performed using a diagnostic scan tool to verify proper Supplemental Restraint System (SRS) operation following the service or replacement of any SRS component. Refer to the appropriate diagnostic procedures.

Scheme 8

1. During the following test, the battery negative cable remains disconnected and isolated, as it was during the Supplemental Restraint System (SRS) component removal and installation procedures.
2. 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) (1). The DLC is located on the driver side lower edge of the instrument panel (2), outboard of the steering column.
3. Turn the ignition switch to the ON position and exit the vehicle with the scan tool.
4. Check to be certain that nobody is in the vehicle, then reconnect the battery negative cable.
5. Using the scan tool, read and record the active (current) Diagnostic Trouble Code (DTC) data.
6. Next, use the scan tool to read and record any stored (historical) DTC data.
7. If any DTC is found, refer to the appropriate diagnostic information.
8. Use the scan tool to erase the stored DTC data. If any problems remain, the stored DTC data will not erase. Refer to the appropriate diagnostic information to diagnose any stored DTC that will not erase. If the stored DTC information is successfully erased, go to 9 .
9. Turn the ignition switch to the OFF position for about 15 seconds, and then back to the ON position. Observe the airbag indicator in the instrument cluster. It should light for six to eight seconds, and then go out. This indicates that the SRS is functioning normally and that the repairs are complete. If the airbag indicator fails to light, or lights and stays ON, there is still an active SRS fault or malfunction. Refer to the appropriate diagnostic information to diagnose the problem.

SPECIFICATIONS

TORQUE SPECIFICATIONS

SPECIAL TOOLS

10042 - Crimper, Wire/Terminal (Originally Shipped In Kit Number(s) 10042.)

Scheme 9

REMOVAL

Scheme 10

Scheme 11

1. Remove the upper trim from the inside of the B-pillar (2). Refer to «PANEL, B-PILLAR TRIM, UPPER, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
2. Remove the nut (3) that secures the seat belt turning loop (4) to the stud (1) on the height adjuster.
3. Remove the seat belt turning loop from the height adjuster.
4. Remove the screw (1) that secures the upper end of the seat belt turning loop adjuster to the upper inner B-pillar (2).
5. Pull the turning loop adjuster upward and away from the B-pillar far enough to disengage the tab (3) on the lower end of the adjuster from the hole in the B-pillar.
6. Remove the seat belt turning loop adjuster from the B-pillar.

INSTALLATION

1. Position the seat belt turning loop adjuster to the inside of the upper B-pillar (2).
2. Engage the tab (3) on the lower end of the adjuster into the holes in the upper inner B-pillar.
3. Position the upper end of the turning loop adjuster against the B-pillar.
4. Install and tighten the screw (1) that secures the seat belt turning loop adjuster to the upper inner B-pillar. Tighten the screw to 54 N.m (40 ft. lbs.).
5. Position the seat belt turning loop (4) onto the stud (1) of the height adjuster on the upper inner B-pillar. Be certain that the seat belt webbing between the retractor and the turning loop is not twisted.
6. Install and tighten the nut (3) that secures the turning loop to the height adjuster. Tighten the nut to 45 N.m (33 ft. lbs.).
7. Reinstall the upper trim (2) onto the inside of the B-pillar. Refer to «PANEL, B-PILLAR TRIM, UPPER, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .

Scheme 12

The injection molded, thermoplastic driver airbag protective trim cover (2) is the most visible part of the Driver AirBag (DAB). The DAB is located in the center of the steering wheel (1), where it is secured with screws to the floating horn switch within the hub cavity of the three-spoke steering wheel. An injection molded, bright emblem with the Jeep® logo is applied to the center of the trim cover.

Scheme 13

Concealed beneath the DAB trim cover (1) are the folded airbag cushion, the airbag housing (2), the airbag inflator (3) and the retainers (5) that secure the inflator to the housing. The airbag cushion, housing and inflator are secured within an integral receptacle molded into the back of the trim cover. The vertical walls of this receptacle have numerous integral window features that are engaged by numerous tab features that are bent inward around the perimeter of the DAB housing. Once the trim cover is fully seated in the housing, it can only be removed by cutting it off, and will have to be replaced with a new trim cover. The DAB housing also has four well nuts (4) which are used to secure the floating horn switch to the back of the housing.

The DAB used in this vehicle is a multistage-type that complies with revised federal airbag standards to deploy with less force than those used in some prior vehicles. A radial deploying 67.3 centimeter (26.5 inch) diameter fabric airbag cushion with internal tethers is used. The airbag inflator is a dual-initiator, non-azide, pyrotechnic-type unit and is secured to the stamped metal airbag housing using four flanged hex nuts. Two keyed and color-coded connector receptacles on the DAB inflator connect the two inflator initiators to the vehicle electrical system through two jacketed, two-wire pigtail harnesses from the clockspring.

The DAB cannot be repaired, and must be replaced if deployed, ineffective or in any way damaged. The DAB trim cover and the floating horn switch are available for individual service replacement.

OPERATION

The multistage Driver AirBag (DAB) is deployed by electrical signals generated by the Occupant Restraint Controller (ORC) through the DAB squib 1 and squib 2 circuits to the two initiators in the airbag inflator. By using two initiators, the airbag can be deployed at multiple levels of force. The force level is controlled by the ORC to suit the monitored impact conditions by providing one of several delay intervals between the electrical signals provided to the two initiators. The longer the delay between these signals, the less forcefully the airbag will deploy.

When the ORC sends the proper electrical signals to each initiator, the electrical energy generates enough heat to initiate a small pyrotechnic charge which, in turn ignites chemical pellets within the inflator. Once ignited, these chemical pellets burn rapidly and produce a large quantity of inert gas. The inflator is sealed to the back of the DAB housing and a diffuser in the inflator directs all of the inert gas into the airbag cushion, causing the cushion to inflate. As the cushion inflates, the DAB trim cover will split at predetermined breakout lines, then fold back out of the way. Following a deployment, the airbag cushion quickly deflates by venting the inert gas towards the instrument panel through vent holes within the fabric used to construct the back (steering wheel side) panel of the cushion.

Some of the chemicals used to create the inert gas may be considered hazardous while in their solid state before they are burned, but they are securely sealed within the airbag inflator. Typically, 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 during a deployment due to a Supplemental Restraint System (SRS) fault; therefore, it is necessary to always confirm that both initiators have been used in order to avoid the improper disposal of potentially live pyrotechnic or hazardous materials. Refer to STANDARD PROCEDURE .

The inert gas that is produced when the chemicals are burned during a deployment is harmless. However, a small amount of residue from the burned chemicals may cause some temporary discomfort if it contacts the skin, eyes, or breathing passages. If skin or eye irritation is noted, rinse the affected area with plenty of cool, clean water. If breathing passages are irritated, move to another area where there is plenty of clean, fresh air to breath. If the irritation is not alleviated by these actions, contact a physician.

Proper diagnosis of the DAB inflator and squib circuits requires the use of a diagnostic scan tool and may also require the use of the SRS Load Tool special tool along with the appropriate Load Tool Jumpers and Adapters. Refer to the appropriate diagnostic information.

Note. The following procedure is for replacement of an ineffective or damaged Driver AirBag (DAB). If the airbag is ineffective or damaged, but not deployed, review the recommended procedures for Handling Non-Deployed Supplemental Restraints. Refer to STANDARD PROCEDURE . If the DAB has been deployed, review the recommended procedures for Service After A Supplemental Restraint Deployment before removing the airbag from the vehicle. .

Scheme 14

Scheme 15

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Working through the access holes in each side of the steering wheel (5) rear trim cover, remove the two screws (2) that secure the floating horn switch (1) and Driver AirBag (DAB) (6) unit to the steering wheel armature.
3. Pull the DAB and floating horn switch unit away from the steering wheel far enough to access the electrical connections (3 and 4) at the back of the airbag housing and switch unit.
4. Disconnect the steering wheel wire harness connector from the floating horn switch connector on the back of the switch. CAUTION: Do not pull on the clockspring pigtail wires or pry on the connector insulators to disengage them from the Driver AirBag (DAB) inflator or the tether cutter initiator connector receptacles. Improper removal of these pigtail wires and their connector insulators can result in damage to the airbag circuits or the connector insulators.
5. The clockspring DAB pigtail wire connector insulators (1) are secured by integral latches (3) and a Connector Position Assurance (CPA) lock (2) to the airbag inflator connector receptacles, which are located on the back of the DAB housing. Pull the lock straight out from the connector insulator, then pull the insulators straight out from the airbag inflator to disengage the latches and disconnect them from the connector receptacles.
6. Remove the driver airbag from the steering wheel.
7. If the driver airbag has been deployed, the clockspring must be replaced and the steering column must be inspected. Refer to «CLOCKSPRING, DESCRIPTION»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) and «COLUMN, DIAGNOSIS AND TESTING»(/jeep/grand-cherokee/wk2-2010-2013/remont/manual-power-steering/#steering-system) .

DISASSEMBLY

Note. The following procedures can be used to replace the Driver AirBag (DAB) trim cover for service of cosmetic damage issues. If the DAB is ineffective or deployed, the entire DAB and trim cover must be replaced as a unit. The trim cover will be irreparably damaged if it is removed from the DAB housing and MUST be replaced with a new trim cover.

Scheme 16

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Remove the Driver AirBag (DAB) from the steering wheel. Refer to «AIR BAG, DRIVER, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .
3. Place the DAB on a suitable clean and dry work surface.
4. Using a sharp utility knife, carefully cut through the lower edge of each of the twelve trim cover (1) windows at the cut lines (3) on each side of the twelve inward pointing hooks of the airbag housing (2). Use extreme care to prevent any scraps from entering and becoming lost within the airbag housing or cushion.
5. With all of the windows cut open, separate the remainder of the trim cover from the DAB housing by pulling it away from the top of the housing around the perimeter. Discard the removed trim cover.

ASSEMBLY

Note. The following procedures can be used to replace the Driver AirBag (DAB) trim cover for service of cosmetic damage issues. If the DAB is ineffective or deployed, the entire DAB and trim cover must be replaced as a unit. The trim cover will be irreparably damaged if it is removed from the DAB housing and MUST be replaced with a new trim cover.

Scheme 17

1. Place the Driver AirBag housing (4) on a suitable clean and dry work surface with the cushion (5) facing up.
2. Position the DAB trim cover (1) over the housing. Be certain that the twelve windows (2) of the trim cover are aligned with the twelve inward pointing hooks (3) of the airbag housing. All of the trim cover windows will align with all of the housing hooks correctly only in one position.
3. Insert the edges of the trim cover between the airbag cushion and the airbag housing. Be certain that the trim cover and housing are still properly aligned.
4. Using hand pressure, push the trim cover firmly and evenly down into the housing far enough that each of the inward pointing hooks of the housing is engage through a window in the trim cover.
5. Inspect around the entire perimeter of the unit being certain each of the twelve hooks on the DAB housing is engaged through the appropriate window in the trim cover.
6. After the DAB has been assembled, try pulling the perimeters of the trim cover and the airbag housing away from each other. This action will fully seat the housing hooks into the trim cover windows.
7. Reinstall the driver airbag onto the steering wheel. Refer to «AIR BAG, DRIVER, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

Note. The following procedure is for replacement of an ineffective or damaged Driver AirBag (DAB). If the airbag is ineffective or damaged, but not deployed, review the recommended procedures for Handling Non-Deployed Supplemental Restraints. Refer to STANDARD PROCEDURE . If the DAB has been deployed, review the recommended procedures for Service After A Supplemental Restraint Deployment before removing the airbag from the vehicle. .

1. Position the Driver AirBag (DAB) (6) and floating horn switch (1) unit close enough to the steering wheel (5) to reconnect the electrical connections (3 and 4) to the back of the airbag housing.
2. Reconnect the steering wheel wire harness connector to the floating horn switch connector on the back of the switch.
3. Reconnect the wire connectors to the airbag inflator connector receptacles by pressing straight in on the connector insulator. Be certain to engage each keyed and color-coded connector to the matching connector receptacle. You can be certain that each connector is fully engaged in its receptacle by listening carefully for a distinct, audible click as the connector latches snap into place.
4. Push each of the Connector Position Assurance (CPA) locks firmly into the DAB connector insulator until it is flush with the upper surface of the insulator.
5. Carefully position the DAB and floating horn switch unit into the steering wheel hub while tugging lightly upward on the clockspring pigtail wires for the airbag and tucking the wires into the upper hub cavity of the steering wheel. Be certain that none of the steering wheel wiring is pinched between the airbag housing or the horn switch and the steering wheel armature or the steering wheel damper.
6. Working through the access holes in each side of the steering wheel rear trim cover, install and tighten the two screws (2) that secure the floating horn switch and DAB unit to the steering wheel armature. Tighten the screws to 13 N.m (10 ft. lbs.).
7. 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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

Scheme 18

A Knee AirBag (KAB) (also known as the Inflatable Knee Blocker/IKB) is used on vehicles manufactured for certain export markets where it is required equipment. These airbags are passive, inflatable, Supplemental Restraint System (SRS) components. Vehicles with this equipment may be readily identified by the SRS - AIRBAG logo located on the upper outboard corner of the KAB deployment door in the instrument panel steering column opening cover.

The molded thermoplastic KAB deployment door (4) located below the steering column on the driver side lower instrument panel is the most visible part of the KAB. Located behind the deployment door, the stamped and welded metal KAB housing (2) is secured within a molded receptacle on the back of the deployment door by numerous hook formations (1) stamped in the upper and lower flanges of the housing that are engaged through numerous small window openings in the upper and lower flanges of the deployment door receptacle. The deployment door is secured to the instrument panel steering column opening cover by several tabs (3) integral to the outer perimeter of the door receptacle.

Scheme 19

Two studs (1) on the back of the KAB housing secure it to the supporting structure of the instrument panel. The KAB housing contains the airbag inflator and a heat shield. The airbag inflator is a single-initiator, non-azide pyrotechnic-type unit that is secured to the housing by two studs with nuts (2) and sealed within the KAB housing. The KAB is connected to the vehicle electrical system through a dedicated take out and connector insulator of the instrument panel wire harness that connects directly to the inflator initiator (3).

The KAB cannot be repaired, and must be replaced if deployed, ineffective or in any way damaged. The KAB deployment door is available for separate service replacement. If the KAB is deployed, the deployment door must also be replaced.

The Knee AirBag (KAB) (also known as the Inflatable Knee Blocker/IKB) is deployed by an electrical signal generated by the Occupant Restraint Controller (ORC) to which it is connected through a KAB line 1 (or squib) circuits to the initiator in the airbag inflator. When the ORC sends the proper electrical signals to the initiator, the electrical energy generates enough heat to initiate a small pyrotechnic charge which, in turn ignites chemical pellets within the inflator. Once ignited, these chemical pellets burn rapidly and produce a large quantity of inert gas. The inflator is sealed to the airbag cushion and a diffuser in the inflator directs all of the inert gas into the airbag cushion, causing the cushion to inflate.

As the cushion inflates, the KAB deployment door will split at predetermined tear seam lines concealed on the underside of the door, then the door will fold open and out of the way. The cushion protects the lower extremities of the vehicle operator and helps to keep the seat occupant properly positioned for the Driver AirBag (DAB) deployment during a frontal impact collision. Following an airbag deployment, the KAB cushion quickly deflates by venting the inert gas through the loose weave of the fabric used to construct the instrument panel side of the airbag cushion, and the deflated cushion hangs down loosely from the lower instrument panel.

Proper diagnosis of the KAB inflator and squib circuits requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Note. The following procedure is for replacement of an ineffective or damaged knee blocker airbag (also known as Knee AirBag/KAB or Inflatable Knee Blocker/IKB). If the airbag is ineffective or damaged, but not deployed, review the recommended procedures for Handling Non-Deployed Supplemental Restraints. Refer to STANDARD PROCEDURE . If the knee blocker airbag has been deployed, review the recommended procedures for Service After A Supplemental Restraint Deployment before removing the airbag from the vehicle. .

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Remove the two screws that secure the knee blocker airbag trim cover to the instrument panel support structure.
3. Reach up under and behind the knee blocker airbag housing and instrument panel support structure to access and remove the two nuts that secure the outer studs of the airbag housing to the instrument panel. It is not necessary to remove the smaller nut from the center stud. This nut secures the airbag cushion retainer and inflator within the airbag housing. If it is removed inadvertently, it is a smaller flanged nut than those on the outer studs allowing it to pass through the center hole of the instrument panel support structure without interference.
4. Using a trim stick or another suitable wide flat-bladed tool, gently pry the upper and lower edges of the knee blocker airbag trim cover away from the instrument panel steering column opening cover far enough to disengage the integral latch features on the back of the trim cover from the opening.
5. Pull the knee blocker airbag rearward far enough to access and disconnect the instrument panel wire harness connector from the airbag inflator initiator connector receptacle on the right end of the airbag housing. Depress the latches on each side of the connector insulator and pull the insulator straight out from the airbag inflator initiator to disconnect it from the connector receptacle.
6. Remove the knee blocker airbag from the vehicle.
7. If the knee blocker airbag has been deployed, the instrument panel assembly must also be replaced. Refer to «PANEL, INSTRUMENT, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .

Note. The following procedures can be used to replace the knee blocker airbag (also known as the Knee AirBag/KAB or Inflatable Knee Blocker/IKB) deployment door. If the airbag is deployed, the airbag and the deployment door must both be replaced.

Scheme 20

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Remove the knee blocker airbag (also known as the Knee AirBag/KAB or the Inflatable Knee Blocker/IKB) and deployment door unit from the instrument panel. Refer to «AIR BAG, KNEE BLOCKER, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .
3. Place the knee blocker airbag and deployment door unit on a suitable work surface with the deployment door (3) facing down. If the deployment door will be reused, be certain to take the proper precautions to prevent the door from receiving cosmetic damage during the following procedures.
4. Disengage each of the five hooks (2) on the upper edge of the knee blocker airbag housing (1) from the windows in the upper vertical wall of the receptacle on the back of the deployment door. To disengage the hooks, use hand pressure to push the edge of the airbag housing firmly and evenly downward into the deployment door receptacle, while at the same time pulling outward on the upper edge of the deployment door receptacle wall.
5. With all of the upper hooks disengaged, rotate the upper edge of the airbag housing toward the lower edge of the deployment door to disengage the six hooks (4) on the lower edge of the housing from the windows on the lower wall of the deployment door receptacle.
6. Remove the knee blocker airbag housing from the deployment door.

Note. The following procedures can be used to replace the knee blocker airbag (also known as the Knee AirBag/KAB or Inflatable Knee Blocker/IKB) deployment door. If the airbag is deployed, the airbag and the deployment door must both be replaced.

1. Place the knee blocker airbag (also known as the Knee AirBag/KAB or the Inflatable Knee Blocker/IKB) deployment door (3) on a suitable work surface with the airbag receptacle facing up. Be certain to take the proper precautions to prevent the trim surface of the deployment door from receiving cosmetic damage during the following procedures.
2. Carefully align and engage each of the six hooks (4) on the lower edge of the airbag housing (1) into the six windows in the lower wall of the deployment door receptacle.
3. Rotate the upper edge of the airbag housing upward toward the upper vertical wall of the receptacle on the back of the deployment door.
4. Engage each of the five hooks (2) on the upper edge of the airbag housing into the five windows in the upper vertical wall of the receptacle on the back of the deployment door.
5. Reinstall the airbag and deployment door unit into the instrument panel. Refer to «AIR BAG, KNEE BLOCKER, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

Note. The following procedure is for replacement of an ineffective or damaged knee blocker airbag (also known as the Knee AirBag/KAB or the Inflatable Knee Blocker/IKB). If the airbag is ineffective or damaged, but not deployed, review the recommended procedures for Handling Non-Deployed Supplemental Restraints. Refer to STANDARD PROCEDURE . If the knee blocker airbag has been deployed, review the recommended procedures for Service After A Supplemental Restraint Deployment before removing the airbag from the vehicle. .

1. Position the knee blocker airbag (also known as the Knee AirBag/KAB or the Inflatable Knee Blocker/IKB) and trim cover unit to the opening in the instrument panel steering column opening cover.
2. Reconnect the connector insulator of the instrument panel wire harness take out to the knee blocker airbag inflator initiator connector receptacle on the right end of the airbag housing by pressing straight in on the connector. You can be certain that the connector is fully engaged in its receptacle by listening carefully for a distinct, audible click as the connector latches snap into place.
3. Carefully position the knee blocker airbag housing through the opening in the steering column opening cover far enough to engage the two outboard studs on the airbag housing through the holes in the instrument panel support structure.
4. Reach up under and behind the airbag housing and instrument panel support structure to install and tighten the two nuts that secure the outer studs of the airbag housing to the instrument panel. Tighten the nuts to 10.5 N.m (93 in. lbs.). It was not necessary to remove the smaller nut from the center stud. This nut secures the airbag cushion retainer and inflator within the airbag housing. If it was removed inadvertently, it is a smaller flanged nut than those on the outer studs allowing it to pass through the center hole of the instrument panel support structure without interference.
5. Using hand pressure, press on the airbag trim cover over each of the integral latch features on the back of the upper and lower edges of the cover until it engages behind the steering column opening cover.
6. Install and tighten the two screws that secure the airbag trim cover to the instrument panel support structure. Tighten the screws securely.
7. 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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

Scheme 21

The horizontal surface of the instrument panel top pad (1) above the glove box (2) is the most visible part of the Passenger AirBag (PAB). The seamless PAB door is integral to the top of the instrument panel cover above the glove box opening on the instrument panel in front of the front seat passenger seating position.

Scheme 22

Located below the PAB door area of the instrument panel cover (1), the PAB retainer or chute (2) is secured to the underside of the instrument panel cover substrate. The retainer defines the PAB door breakout area of the cover and serves as the receptacle for the PAB cushion and housing. Numerous small window openings on the forward flange of the receptacle receive mating hook formations stamped into the PAB housing and a stud (3) on each end of the retainer locate and secure the mounting tabs of the PAB housing to the substrate.

Scheme 23

The PAB housing (1) is secured to the retainer studs through a mounting tab (3) on each side with a nut, and is also secured by two screws through a stamped lower mounting bracket (4) to the instrument panel support structure or armature.

The PAB unit used in this vehicle is a multistage type that complies with revised federal airbag standards to deploy with less force than those used in some prior vehicles. The PAB unit consists of a stamped and welded metal housing, the airbag cushion, and the airbag inflator (2). The airbag housing contains the airbag inflator and the folded airbag cushion. An approximately 80 centimeter (31.5 inch) wide by 90 centimeter (35.5 inch) high rectangular fabric cushion is used.

The airbag inflator is a non-azide, pyrotechnic-type unit that is secured to and sealed within the airbag housing. A dedicated takeout with keyed and color coded connector insulators directly connects the two inflator initiators (5) to the vehicle electrical system through the instrument panel wire harness.

The PAB cannot be repaired and must be replaced if deployed, ineffective or in any way damaged. The PAB door and retainer are serviced only as a unit with the instrument panel cover. If the PAB is deployed, the instrument panel cover must also be replaced.

The multistage Passenger AirBag (PAB) is deployed by electrical signals generated by the Occupant Restraint Controller (ORC) through the PAB squib 1 and squib 2 circuits to the two initiators in the airbag inflator. By using two initiators, the PAB can be deployed at multiple levels of force. The force level is controlled by the ORC to suit the monitored impact conditions by providing one of several delay intervals between the electrical signals provided to the two initiators. The longer the delay between these signals, the less forcefully the airbag cushion will deploy.

When the ORC sends the proper electrical signals to each initiator, the electrical energy generates enough heat to initiate a small pyrotechnic charge which, in turn, ignites chemical pellets within the inflator. Once ignited, these chemical pellets burn rapidly and produce a large quantity of inert gas. The inflator is sealed to the airbag cushion and a diffuser in the inflator directs all of the inert gas into the cushion, causing the cushion to inflate. As the cushion inflates, the PAB door area of the instrument panel cover will split at predetermined tear seam lines concealed on the underside of the cover, then the door will pivot up over the top of the instrument panel and out of the way. Following a deployment, the airbag cushion quickly deflates by venting the inert gas through vent holes within the fabric used to construct the back (windshield side) of the cushion.

Typically, both initiators are used during a PAB deployment event. However, it is possible for only one initiator to be used during a deployment due to an airbag system fault; therefore, it is necessary to always confirm that both initiators have been used in order to avoid the improper disposal of potentially live pyrotechnic materials. Refer to STANDARD PROCEDURE .

Proper diagnosis of the PAB inflator and squib circuits requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Note. The following procedure is for replacement of an ineffective or damaged passenger airbag. If the airbag is ineffective or damaged, but not deployed, review the recommended procedures for Handling Non-Deployed Supplemental Restraints. Refer to STANDARD PROCEDURE . If the passenger airbag has been deployed, review the recommended procedures for Service After A Supplemental Restraint Deployment before removing the airbag from the vehicle. .

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 and instrument panel cover (1) as a unit from the instrument panel support structure or armature. Refer to «COVER, INSTRUMENT PANEL, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Place the instrument panel cover and passenger airbag unit on a suitable work surface with the top of the cover facing down. If the cover will be reused, be certain to take the proper precautions to prevent the cover from receiving cosmetic damage during the following procedures.
4. Remove the two nuts that secure the airbag mounting tabs to the studs (3) on each side of the airbag retainer or chute (2) on the underside of the instrument panel cover.
5. Disengage the two airbag housing mounting tabs (3) from the retainer studs.
6. Roll the bottom of the airbag housing (1) forward to disengage the hooks of the housing from the window openings in the forward flange of the airbag retainer on the underside of the cover.
7. With all of the hooks disengaged, lift the housing, inflator (2), and cushion as a unit from the retainer receptacle on the underside of the instrument panel cover.

Note. The following procedure is for replacement of an ineffective or damaged passenger airbag. If the airbag is ineffective or damaged, but not deployed, review the recommended procedures for Handling Non-Deployed Supplemental Restraints. Refer to STANDARD PROCEDURE . If the passenger airbag has been deployed, review the recommended procedures for Service After A Supplemental Restraint Deployment before removing the airbag from the vehicle. .

1. Place the instrument panel cover (1) on a suitable work surface with the receptacle of the airbag retainer or chute (2) facing up. Be certain to take the proper precautions to prevent the cover from receiving cosmetic damage during the following procedures.
2. Carefully position the passenger airbag housing into the airbag retainer receptacle.
3. Engage the hooks (2) on the passenger airbag housing (1) through the windows in the forward flange of the aitbag retainer or chute on the underside of the instrument panel cover.
4. Roll the bottom of the airbag housing rearward to engage the two airbag housing mounting tabs (3) over the retainer studs on each side of the airbag retainer on the underside of the cover.
5. Install and tighten the two nuts that secure the airbag mounting tabs to the retainer studs. Tighten the nuts to 10 N.m (89 in. lbs.).
6. Reinstall the passenger airbag and instrument panel cover onto the instrument panel structural support or armature as a unit. Refer to «COVER, INSTRUMENT PANEL, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
7. 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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

Scheme 24

Seat AirBags (SAB) (also known as thorax or pelvic airbags) are standard equipment on this model. These airbags are completely concealed beneath the seat back trim cover on the upper outboard sides of both front seat backs. The airbags are inserted into a sewn pouch on the inside of the trim cover, then secured to the seat back frame by nuts on two studs (2). Both studs are installed on a stamped metal bracket located within the SAB case (1) and exit through the inboard side of the housing.

The folded SAB cushion is contained within and protected by the molded plastic clamshell-type SAB case. The cushion is constructed of a coated nylon fabric. The SAB housing also contains the airbag inflator and a high pressure cylinder filled with inert gas. The airbag inflator is a single-initiator, hybrid-type unit that is secured to and sealed within the airbag housing. The SAB is connected to the vehicle electrical system through a dedicated jumper wire harness with a connector insulator that connects directly to the inflator initiator (3). The connector insulators are uniquely keyed and color-coded to ensure they can only be connected to the initiator.

The SAB cannot be repaired, and must be replaced if deployed, ineffective, or in any way damaged. If the SAB is deployed, the seat back frame, the seat back foam cushion, the seat back trim cover and the seat airbag jumper wire harness must also be replaced.

Each Seat AirBag (SAB) is deployed individually by an electrical signal generated by the Occupant Restraint Controller (ORC) to which it is connected through left or right SAB line 1 and line 2 (or squib) circuits. The hybrid-type inflator assembly for each airbag contains a small canister of highly compressed inert gas. When the ORC sends the proper electrical signal to the inflator, the electrical energy creates enough heat to ignite chemical pellets within the inflator.

Once ignited, these chemicals burn rapidly and produce the pressure necessary to rupture a containment disk in the inert gas canister. The inflator and inert gas canister are sealed and connected so that all of the released gas is directed into the folded SAB cushion, causing the cushion to inflate. As the cushion inflates it will split open the clamshell case, the sewn pouch and the outboard side of the seat back trim cover and expand into the area between the outboard side of the front seat and the front door to form a cushion to protect the front seat occupant during a side impact collision or a vehicle rollover incident.

Following the deployment, the SAB cushion slowly deflates by venting the inert gas through the loose weave of the cushion fabric, and the deflated cushion hangs down loosely from the outboard side of the front seat back.

Proper diagnosis of the SAB inflator and squib circuits requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Note. The following procedure is for replacement of an ineffective or damaged Seat AirBag (SAB). If the SAB is ineffective or damaged, but not deployed, review the recommended procedures for Handling Non-Deployed Supplemental Restraints. Refer to STANDARD PROCEDURE . If the SAB has been deployed, review the recommended procedures for Service After A Supplemental Restraint Deployment before removing the airbag from the vehicle. .

Scheme 25

1. Position the front seat to its most forward position for easiest access to the front seat mounting hardware.
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 «SEAT, FRONT, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) . CAUTION: During removal of the seat back trim cover, be certain not to tear or damage the integral nylon pouch that contains the Seat AirBag (SAB). If the nylon pouch or the trim cover are torn or damaged, the entire front seat back trim cover must be replaced with a new unit.
4. Remove the trim from the front and back of the front seat back frame (3), but do not remove the outboard side of the seat back trim cover until after the Seat AirBag (SAB) (2) has been detached from the seat back frame. Refer to «COVER, SEAT BACK, FRONT, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) . CAUTION: Do not pull on the Seat AirBag (SAB) jumper wire harness take out or pry on the connector insulator to disengage the connector from the SAB inflator connector receptacle. Improper removal of this take out and its connector insulator can result in damage to the airbag circuits or the connector insulator.
5. Disconnect the SAB jumper wire harness (1) connector from the SAB inflator. Slide the yellow locking tab down, then squeeze the two latch tabs on the connector insulator. Pull the insulator straight out from the inflator to disconnect it from the connector receptacle.
6. Remove the two nuts (4) that secure the SAB to the outboard side of the seat back frame.
7. Grasp the outboard side of the seat back trim cover and pull the trim cover and cushion over the top of the seat back frame. This will allow room to remove the SAB without damaging the trim cover or the cushion.
8. Working between the seat back trim cover and the seat back frame carefully disengage the two SAB studs from the nylon pouch and slide the unit out of the pouch. Be certain not to tear or damage the nylon pouch or the trim cover.

Note. The following procedure is for replacement of an ineffective or damaged Seat AirBag (SAB). If the SAB is ineffective or damaged, but not deployed, review the recommended procedures for Handling Non-Deployed Supplemental Restraints. Refer to STANDARD PROCEDURE . If the SAB has been deployed, review the recommended procedures for Service After A Supplemental Restraint Deployment before removing the airbag from the vehicle. .

1. Carefully slide the Seat AirBag (SAB) unit (2) into the nylon pouch integral to the outboard side of the front seat back trim cover and engage the two airbag studs through the holes provided in the pouch. Be certain not to tear or damage the nylon pouch or the trim cover.
2. Position the SAB and seat back trim cover as a unit to the outboard side of the seat back frame (3) and insert the SAB mounting studs through the mounting holes in the frame.
3. Install and tighten the two nuts (4) that secure the SAB to the outboard side of the seat back frame. Tighten the nuts to 10 N.m (88 in. lbs.).
4. Reconnect the seat jumper wire harness (1) connector to the SAB inflator. Be certain that the connector latches and lock are fully engaged. CAUTION: Be certain that all of the trim is properly reinstalled on the front seat back frame. Failure to do so will adversely affect the function of the Seat AirBag (SAB) system.
5. Reinstall the trim onto the front and back of the front seat back frame. Refer to «COVER, SEAT BACK, FRONT, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
6. Reinstall the front seat into the vehicle. Refer to «SEAT, FRONT, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
7. 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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

Scheme 26

Side AirBag Inflatable Curtains (SABIC) are standard factory-installed equipment for this vehicle. These airbags are passive, inflatable, Supplemental Restraint System (SRS) components. The SABIC system is designed to reduce injuries to the vehicle occupants in the event of a side impact collision or a vehicle rollover incident. Each SABIC cushion provides full coverage of the side glass on the same side of the vehicle as the monitored impact.

Each vehicle is equipped with two individually controlled SABIC units. These SABIC units are concealed and mounted above the headliner where they are each secured to one of the roof side rails. Each folded airbag cushion is contained within a fabric wrap and extruded plastic channels that extend along the roof rail from the A-pillar at the front of the vehicle to just behind the C-pillar at the rear of the vehicle.

A long tether extends down the A-pillar from the front of the SABIC cushion, while a shorter tether extends back to over the D pillar. The end of each tether is secured to a slot in the sheet metal with a metal hook, while additional plastic push-pin fasteners secure the front tether to the inside surface of the A-pillar.

The hybrid-type inflator for each SABIC is secured to the roof rail at the rear of the airbag unit between the C-pillar and the D-pillar, and is connected to the airbag cushion by a long tubular manifold. The inflator bracket and the extruded cushion channel are secured with both plastic push-pin fasteners and snap-in fasteners to the roof rail. The inflator is initially hung from slots in the roof rail by tabs that are integral to the inflator bracket.

The airbag inflator is connected to the vehicle electrical system through a dedicated take out and connector of the body wire harness near the top of the D-pillar. The body wire harness connects the SABIC unit to the Occupant Restraint Controller (ORC).

The SABIC units cannot be adjusted or repaired and must be replaced if deployed, ineffective, or in any way damaged. Once a SABIC has been deployed, the complete SABIC unit, the headliner, the upper A, B, and C-pillar trim as well as all other visibly damaged components must be replaced.

Each Side AirBag Inflatable Curtain (SABIC) is deployed individually by an electrical signal generated by the Occupant Restraint Controller (ORC) to which it is connected through the left or right SABIC line 1 and line 2 (or squib) circuits. The hybrid-type inflator assembly for each airbag contains a small canister of highly compressed inert gas. When the ORC sends the proper electrical signal to the airbag inflator, the electrical energy creates enough heat to ignite chemical pellets within the inflator.

Once ignited, these chemicals burn rapidly and produce the pressure necessary to rupture a containment disk in the inert gas canister. The inflator and inert gas canister are sealed and connected to a tubular manifold so that all of the released gas is directed into the folded airbag cushion, causing the cushion to inflate. As the cushion inflates it will drop down from the roof rail between the edge of the headliner and the side glass/body pillars to form a curtain-like cushion to protect the vehicle occupants during a side impact collision or a vehicle rollover incident. The cushion features large chambers that inflate adjacent to the head of each front and rear seat occupant.

The front and rear tethers keep the SABIC cushion taut to the side of the vehicle. In addition, ramps integral to the side trim of the interior and integral to the SABIC modules themselves guide the cushion into the proper deployment position. Following the deployment, the cushion slowly deflates by venting the inert gas through the loose weave of the cushion fabric and the deflated cushion hangs down loosely from the roof rail.

Proper diagnosis of the SABIC inflator and squib circuits requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Note. The following procedure is for replacement of an ineffective or damaged side curtain airbag. If the airbag is ineffective or damaged, but not deployed, review the recommended procedures for Handling Non-Deployed Supplemental Restraints. Refer to STANDARD PROCEDURE . If the side curtain airbag has been deployed, review the recommended procedures for Service After A Supplemental Restraint Deployment before removing the airbag from the vehicle. .

Scheme 27

Scheme 28

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Remove the headliner from the vehicle. Refer to «HEADLINER, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disconnect the body wire harness connector (2) for the side curtain airbag from the connector receptacle at the back of the inflator (1) on the roof side rail (3) near the D-pillar.
4. Disengage the two plastic retainers, then the hook that secure the side curtain airbag front tether to the inner A-pillar.
5. Remove the six screws that secure the side curtain airbag channel to the box nuts in the inner roof side rail.
6. Disengage the two plastic push-in fasteners that secure the channel to the roof side rail at the top of the B-pillar.
7. Disengage the two plastic push-in fasteners that secure the channel to the roof side rail at the top of the C-pillar.
8. Remove the two screws that secure the inflator mounting bracket to the U-nuts in the inner roof side rail.
9. Disengage the integral hooks on the inflator mounting bracket from the locating holes in the roof side rail.
10. Remove the side curtain airbag from the vehicle as a unit.

Note. The following procedure is for replacement of an ineffective or damaged side curtain airbag. If the airbag is ineffective or damaged, but not deployed, review the recommended procedures for Handling Non-Deployed Supplemental Restraints. Refer to STANDARD PROCEDURE . If the side curtain airbag has been deployed, review the recommended procedures for Service After A Supplemental Restraint Deployment before removing the airbag from the vehicle. .

1. Check to be certain that the two U-nuts for the side curtain airbag inflator bracket and the six box nuts for the airbag channel are properly installed in the inner roof rail and that they are in good condition.
2. Position the side curtain airbag into the vehicle as a unit.
3. Engage the integral hooks on the side curtain airbag inflator mounting bracket into the locating holes in the inner roof side rail near the D-pillar.
4. Install and tighten the two screws that secure the inflator mounting bracket to the U-nuts in the inner roof side rail. Tighten the screws to 6 N.m (50 in. lbs.). NOTE: Be certain that the airbag cushion is not twisted during installation. If a colored stripe (red for right side bag, blue for left side bag) is visible on the cushion, the bag is twisted and must be untwisted before it is secured to the roof side rail.
5. Engage the two plastic push-in fasteners that secure the airbag cushion channel to the roof side rail at the top of the C-pillar.
6. Engage the two plastic push-in fasteners that secure the channel to the roof side rail at the top of the B-pillar.
7. Install and tighten the six screws that secure the airbag channel to the box nuts in the inner roof side rail. Tighten the screws to 6 N.m (50 in. lbs.).
8. Engage the hook on the end of the side curtain airbag front tether into the slot in the inner A-pillar.
9. Engage the two plastic retainers that secure the side curtain airbag front tether to the inner A-pillar.
10. Reconnect the body wire harness connector (2) for the side curtain airbag to the connector receptacle at the back of the inflator (1) on the roof side rail (3).
11. Reinstall the headliner into the vehicle. Refer to «HEADLINER, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

Scheme 29

This vehicle is equipped with a Lower Anchors and Tether for CHildren, or LATCH child restraint anchorage system for domestic markets. The LATCH system provides for the installation of suitable child restraints in certain seating positions without using the standard equipment seat belt provided for that seating position. The rear seats in these vehicles are equipped with a fixed-position child restraint upper tether anchor (2) for both the center and the two outboard seating positions, and child restraint lower anchors (1) (also known as ISOFIX anchors) for the two outboard seating positions only. Vehicles manufactured for export markets are not equipped with the upper tether anchors, but do have the ISOFIX lower anchors.

Scheme 30

The three upper tether anchors (2) are integral to the rear seat back panels (1). One anchor is integral to the back of the right rear panel, and two are integral to the left rear panel. These anchors are each constructed from short lengths of heavy-gauge steel wire that is securely welded into stamped steel cups that are integral to the seat back panels.

Scheme 31

The upper tether anchors are concealed behind the cargo floor filler panels (2) when the rear seat backs (1) are in the upright position, but a label (3) imprinted with an icon representing a child restraint upper tether anchor is located on the filler panels over each anchor location. You must reach between the rear seat back panel and the cargo floor filler panel to hook or unhook a child restraint upper tether to the tether anchor. These child restraint upper tether anchors cannot be adjusted or repaired and, if ineffective or damaged, they must be replaced as a unit with their respective rear seat back panels.

Scheme 32

The ISOFIX lower anchors are integral to the rear seat (1) bracket, which is secured with screws to the rear floor panel below the rear seat back panels and beneath the rear edge of the rear seat cushion. These anchors are each constructed from a heavy-gauge steel wire loop that is securely welded to the rear seat bracket. The child restraint ISOFIX lower tether anchors cannot be adjusted or repaired and, if ineffective or damaged, they must be replaced as a unit with the rear seat bracket.

Scheme 33

The rear seat ISOFIX lower anchors (2) are each accessed from the front of their respective seat, at each side where the seat back meets the seat cushion. Round marker buttons (1) with a molded child seat icon help identify the ISOFIX anchor locations as they may be otherwise difficult to see with the seat back in the upright position.

All vehicles manufactured for sale in the United States and Canada are required to be equipped with a Lower Anchors and Tether for CHildren, or LATCH child restraint anchorage system. The second row seats in this vehicle have two pairs of anchor provisions for installing a LATCH-compatible child seat. A single seat may be mounted in the center seating position, or one in each outboard seating position.

With LATCH, child seats are secured by direct attachment to the vehicle seat structure, rather than by the seat belts. With LATCH-compatible child seats, lower (also known as ISOFIX) anchors attach to the seat structure through heavy-gauge wire loops located at the intersection between the seat cushion and the seat back surfaces.

Three upper tether anchors are integral to the second row seat back frames to secure the top tether strap of child seats equipped with this feature. These upper tether anchors work with both LATCH-compatible and other child seats equipped with a top tether strap. Vehicles manufactured for export markets are equipped with only the ISOFIX lower anchors, and have no upper tether anchor provisions.

The owner's information packet in the vehicle glove box contains details and suggestions on the proper use of all of the factory-installed child restraint anchors.

FRONT

Scheme 34

1. Move the front seat to its most forward position for easiest access to the front seat rear mounting hardware.
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 «SEAT, FRONT, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
4. Remove the outboard half of the seat hinge shield (4) from over the inboard seat hinge. Refer to «SIDE SHIELDS, SEAT CUSHION, FRONT, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
5. Reach under the seat cushion frame to access and disconnect the seat belt switch pigtail wire (3) connector from the seat wire harness.
6. Remove the screw (2) that secures the front seat belt buckle (1) lower anchor to the inboard side of the seat cushion frame.
7. Remove the seat belt buckle from the front seat.

CENTER AND RIGHT OUTBOARD

Scheme 35

1. Remove the two screws and two nuts that secure the supports at the front of the second row seat cushion to the rear floor panel. Refer to «COVER, SEAT CUSHION, REAR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
2. Fold the front of the two sections of the second row seat cushion upward against the second row seat backs (1) and secure them in the upward position.
3. Remove the screw (3) that secures the second row right outboard or center buckle (4) to the second row seat back bracket (2) on the rear floor panel.
4. Remove the second row right outboard or center buckle from the second row seat back bracket.

LEFT OUTBOARD

Scheme 36

1. Remove the two screws and two nuts that secure the supports at the front of the second row seat cushion to the rear floor panel. Refer to «COVER, SEAT CUSHION, REAR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
2. Fold the front of the two sections of the second row seat cushion upward against the second row seat backs (1) and secure them in the upward position.
3. Remove the screw (2) that secures the center seat belt lower anchor (5) and the left outboard seat belt buckle (3) to the rear floor panel (4).
4. Disengage the second row left outboard seat belt buckle bracket from the second row center seat belt lower anchor bracket.
5. Remove the second row left outboard seat belt buckle from the vehicle.

1. Position the front seat belt buckle (1) lower anchor onto the inboard side of the seat cushion frame.
2. Install and tighten the screw that secures the front seat belt buckle lower anchor to the side of the front seat cushion frame. Tighten the screw to 43 N.m (32 ft. lbs.).
3. Reach under the front seat cushion frame to reconnect the seat belt switch pigtail wire (3) connector to the seat wire harness.
4. Reinstall the outboard half of the seat hinge shield (4) over the inboard seat hinge. Refer to «SIDE SHIELDS, SEAT CUSHION, FRONT, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
5. Reinstall the front seat into the vehicle. Refer to «SEAT, FRONT, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

1. Position the second row right outboard or center buckle (4) to the second row seat back bracket (2) on the rear floor panel.
2. Install and tighten the screw (3) that secures the second row right outboard or center buckle to the second row seat back bracket. Tighten the screw to 50 N.m (37 ft. lbs.).
3. Lower the front of the two sections of the second row seat cushion downward from the second row seat backs (1) and position the supports to the rear floor panel.
4. Reinstall the two screws and two nuts that secure the supports at the front of the second row seat cushion to the rear floor panel. Refer to «COVER, SEAT CUSHION, REAR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .

1. Engage the second row left outboard seat belt buckle bracket (3) with the second row center seat belt lower anchor bracket (5).
2. Install and tighten the screw (2) that secures the center seat belt lower anchor and the left outboard seat belt buckle to the rear floor panel (4). Tighten the screw to 50 N.m (37 ft. lbs.).
3. Lower the front of the two sections of the second row seat cushion downward from the second row seat backs (1) and position the supports to the rear floor panel.
4. Reinstall the two screws and two nuts that secure the supports at the front of the second row seat cushion to the rear floor panel. Refer to «COVER, SEAT CUSHION, REAR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .

Scheme 37

The clockspring (3) for this vehicle is integral to the Steering Column Control Module (SCCM). The clockspring includes an integral, internal turn signal cancel cam. The SCCM is secured near the top of the steering column below the steering wheel. In addition to the clockspring the SCCM includes the steering column shroud (1), the Steering Angle Sensor (SAS) (2), the multi-function switch (6), a power adjustable steering column tilt and telescope switch (5) for vehicles so equipped and a trim cover (4).

Within the plastic clockspring case is a spool-like molded clear plastic rotor with an exposed hub. The upper surface of the rotor hub has a large center hole, two short pigtail wires with connectors, and two connector receptacles that face toward the steering wheel. The inner surface of the clockspring rotor hub has keyway features that are engaged by lug features on the outer circumference of the steering wheel hub. These interlocking features allow the steering wheel to drive the clockspring and SAS and also unlock the clockspring rotor when the steering wheel has been properly installed.

The SCCM includes an integral connector receptacle that faces toward the instrument panel and is connected to the vehicle electrical system through a single takeout and connector of the instrument panel wire harness. The instrument panel wire harness take out has been intentionally provided with additional length to facilitate service removal and installation of the SCCM. However, following SCCM installation, this additional length must be pulled back and secured to the instrument panel structure to prevent undesirable noises while driving.

Wound around the rotor spool within the clockspring case are long ribbon-like tapes that consist of several thin copper wire leads sandwiched between two thin plastic membranes. The outer end of the tapes terminate at the connector receptacle that faces the instrument panel, while the inner end of the tapes terminate at the pigtail wires and connector receptacles on the hub of the clockspring rotor that face the steering wheel. The outer surface of the rotor spool hub within the clockspring case also has the integral lobes of the turn signal cancel cam.

The clear plastic clockspring rotor has an outer band that has a translucent or frosted appearance except for a small, clear inspection window area in the lower right quadrant. The clockspring tape has several black squares that are only visible through the clear inspection window when the clockspring is properly centered. If these squares are not visible through the inspection window, clockspring centering has been compromised and the entire SCCM must be replaced with a new unit.

The service replacement SCCM is shipped with the clockspring pre-centered and with a red molded plastic locking tab installed. The locking tab secures the centered clockspring rotor to the clockspring case during shipment and handling, but must be removed after the SCCM is installed on the steering column and before the steering wheel can be installed. The clockspring cannot be repaired. If the clockspring is ineffective, damaged, if clockspring centering is compromised or if the Driver AirBag (DAB) has been deployed the entire SCCM unit must be replaced. Refer to MODULE, STEERING COLUMN, REMOVAL .

The clockspring is a mechanical electrical circuit component that is used to provide continuous electrical continuity between the fixed instrument panel wire harness and certain electrical components mounted on or in the rotating steering wheel. On this vehicle the rotating electrical components include the driver airbag, the horn switch, the speed control switch, the remote radio switches, the hands-free communication switches and the Electronic Vehicle Information Center (EVIC) control switches, if the vehicle is so equipped.

The clockspring is integral to the Steering Column Control Module (SCCM) positioned and secured near the top of the steering column. Refer to MODULE, STEERING COLUMN, DESCRIPTION . The turn signal cancel cam is integral to the rim of the clockspring rotor hub spool within the clockspring case so it also moves with the rotation of the steering wheel. Two short, sleeved pigtail wires on the upper surface of the clockspring rotor connect the clockspring to the Driver AirBag (DAB), while a steering wheel wire harness connected to the connector receptacles on the upper surface of the clockspring rotor completes circuits for the various steering wheel-mounted switches and the heated steering wheel, if the vehicle is so equipped.

Like the clockspring in a timepiece, the clockspring tape and conductors have travel limits and can be damaged by being wound too tightly during full stop-to-stop steering wheel rotation. To prevent this from occurring, the clockspring is centered when it is installed on the steering column. Centering the clockspring indexes the clockspring tape to the movable steering components so that the tape can operate within its designed travel limits.

However, if the steering shaft is disconnected from the steering gear the clockspring rotor spool can change position relative to other movable steering components. Clockspring centering must be confirmed by viewing the inspection window on the clockspring rotor. If the black squares of the clockspring tape are not visible in the inspection window, clockspring centering has been compromised and the entire SCCM must be replaced with a new unit. Refer to MODULE, STEERING COLUMN, INSTALLATION .

Service replacement clocksprings are shipped pre-centered within the SCCM and with a plastic locking tab installed. This locking tab should not be removed until the SCCM has been properly installed on the steering column. If the locking tab is removed before the SCCM is installed on a steering column, clockspring centering must be confirmed by viewing the inspection window on the clockspring rotor. If the black squares of the clockspring tape are not visible in the inspection window, the SCCM must be replaced with a new unit. Proper clockspring installation may also be confirmed by viewing the Steering Angle Sensor (SAS) data using a diagnostic scan tool.

The hard wired clockspring circuits to the SCCM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCCM, the Steering Control Module (SCM) or the electronic controls or communication between other modules and devices that provide some features of the Supplemental Restraint System (SRS). The most reliable, efficient, and accurate means to diagnose the electronic controls and communication related to SRS operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

CLOCKSPRING CENTERING

Scheme 38

Like the clockspring in a timepiece, the clockspring tape has travel limits and can be damaged by being wound too tightly during full stop-to-stop steering wheel rotation. To prevent this from occurring, the clockspring is centered when it is installed on the steering column. Centering the clockspring indexes the clockspring tape to the movable steering components so that the tape can operate within its designed travel limits. However, if the steering shaft is disconnected from the steering gear, the clockspring rotor spool can change position relative to the fixed steering components.

Clockspring centering must always be confirmed by viewing the inspection window (3) on the clockspring rotor (1). If the black squares (2) on the clockspring tape are not visible through the inspection window, clockspring centering has been compromised and the SCCM must be replaced with a new unit. Refer to MODULE, STEERING COLUMN, INSTALLATION .

The service replacement SCCM is shipped with the clockspring pre-centered and with a red plastic locking tab installed. This locking tab should not be removed until the SCCM has been properly installed on the steering column. If the locking tab is removed before the SCCM is installed on a steering column, clockspring centering must be confirmed by viewing the black squares on the clockspring tape through the inspection window on the clockspring rotor. If the black squares of the clockspring tape are not visible through the inspection window, clockspring centering has been compromised and the SCCM must be replaced with a new unit. Refer to MODULE, STEERING COLUMN, INSTALLATION . Proper clockspring installation may also be confirmed by viewing the Steering Angle Sensor (SAS) data using a diagnostic scan tool.

Scheme 39

The Occupant Restraint Controller (ORC) (1) is secured by three nuts to three weld studs on a stamped steel mounting bracket welded onto the top of the floor panel transmission tunnel adjacent to the park brake mechanism and beneath the center floor console in the passenger compartment of the vehicle. Concealed within a hollow in the center of the die cast aluminum ORC housing is the electronic circuitry of the ORC which includes a microprocessor, an electronic impact sensor, an electronic safing sensor, and an energy storage capacitor. A stamped metal cover plate is secured to the bottom of the ORC housing with seven screws to enclose and protect the internal electronic circuitry and components.

An arrow (2) printed on the label (3) on the top of the ORC housing provides a visual verification of the proper orientation of the unit, and should always be pointed toward the front of the vehicle. The ORC housing has integral mounting flanges (4) on the right front and rear corners and near the center of the left side. The stamped metal cover plate has two integral locating pins on its lower surface. Two molded plastic electrical connector receptacles (5) exit the rearward facing side of the ORC housing. These receptacles connect the ORC to the vehicle electrical system through two dedicated take outs and connectors, one from the instrument panel wire harness and the second from the body wire harness.

The impact sensor and safing sensor internal to the ORC are calibrated for the specific vehicle, and are only serviced as a unit with the ORC. In addition, there are unique versions of the ORC for vehicles with or without certain optional Supplemental Restraint System (SRS) components. The ORC cannot be repaired or adjusted and, if damaged or ineffective, it must be replaced.

The microprocessor in the Occupant Restraint Controller (ORC) contains the Supplemental Restraint System (SRS) logic circuits and controls all of the SRS components. The ORC uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is used for control of the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) and for SRS diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel.

The ORC microprocessor continuously monitors all of the SRS electrical circuits to determine the system readiness. If the ORC detects a monitored system fault, it sets an active and stored Diagnostic Trouble Code (DTC) and sends electronic messages to the EMIC over the CAN data bus to turn ON the airbag indicator. An active fault only remains for the duration of the fault, or in some cases for the duration of the current ignition cycle, while a stored fault causes a DTC to be stored in memory by the ORC. For some DTCs, if a fault does not recur for a number of ignition cycles, the ORC will automatically erase the stored DTC. For other internal faults, the stored DTC is latched forever.

The ORC receives battery current through two circuits; a fused ignition switch output (run) circuit through a fuse in the Totally Integrated Power Module (TIPM), and a fused ignition switch output (run-start) circuit through a second fuse in the TIPM. The ORC receives ground through a ground circuit and take out of the instrument panel wire harness that is secured by a ground screw to the body sheet metal. These connections allow the ORC to be operational whenever the ignition switch is in the START or ON positions.

The ORC also contains an energy-storage capacitor. When the ignition switch is in the START or ON positions, this capacitor is continually being charged with enough electrical energy to deploy the SRS components for up to one second following a battery disconnect or failure. The purpose of the capacitor is to provide backup SRS protection in case there is a loss of battery current supply to the ORC during an impact.

Various sensors within the ORC are continuously monitored by the ORC logic. These internal sensors, along with several external impact sensor inputs allow the ORC to determine both the severity of an impact and to verify the necessity for deployment of any SRS components. Two remote front impact sensors are located on the back of the right and left ends of the Front End Module (FEM) carrier inboard of the headlamps near the front of the vehicle. The electronic impact sensors are accelerometers that sense the rate of vehicle deceleration, which provides verification of the direction and severity of an impact.

The ORC also monitors inputs from an internal rollover sensor and six additional remote side impact sensors located on the left and right front door hardware module carriers, on the left and right inner B-pillars and C-pillars to control deployment of the side curtain airbag units and seat (thorax) airbags.

The impact sensors within the ORC are electronic accelerometer sensors that provide an additional logic input to the ORC microprocessor. These sensors are used to verify the need for a SRS component deployment by detecting impact energy of a lesser magnitude than that of the primary electronic impact sensors, and must exceed a safing threshold in order for the SRS components to deploy. On vehicles equipped with side curtain airbags or seat airbags, a separate impact sensor within the ORC provides confirmation to the ORC microprocessor of side impact forces. This separate sensor is a bi-directional unit that detects impact forces from either side of the vehicle.

Pre-programmed decision algorithms in the ORC microprocessor determine when the deceleration rate as signaled by the impact sensors indicate an impact that is severe enough to require SRS protection and, based upon the severity of the monitored impact, determines the level of front airbag deployment force required for each front seating position. When the programmed conditions are met, the ORC sends the proper electrical signals to deploy the dual multistage front airbags at the programmed force levels, the front seat belt tensioners, the Active Head Restraint (AHR) units and either side curtain or seat airbag unit.

The hard wired inputs and outputs for the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the ORC 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 ORC or the electronic controls and communication related to ORC operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Scheme 40

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Remove the center console from the top of the floor panel transmission tunnel (4). Refer to «CONSOLE, FLOOR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disconnect the instrument panel (C2) and body (C1) wire harness connectors from the Occupant Restraint Controller (ORC) (1) connector receptacles located on the rearward facing side of the module. To disconnect the connectors from the ORC: Slide the red Connector Position Assurance (CPA) lock on the top of the connector toward the rear of the vehicle. Depress the edge of the CPA lock closest to the ORC to release the connector latch tab and pull the connector straight away from the ORC connector receptacle.
4. Remove the three nuts (2) that secure the ORC to the three weld studs (3) on the ORC bracket welded onto the top of the floor panel transmission tunnel.
5. Remove the ORC from the ORC bracket.

1. Carefully position the Occupant Restraint Controller (ORC) (1) onto the three weld studs (3) of the ORC bracket on the floor panel transmission tunnel (4). When the ORC is correctly positioned, the orientation arrow on the ORC label will be pointed forward in the vehicle.
2. Install and tighten the three nuts (2) that secure the ORC to the ORC bracket that is welded onto the floor panel transmission tunnel. Tighten the nuts to 9 N.m (80 in. lbs.).
3. Reconnect the instrument panel (C2) and body (C1) wire harness connectors to the ORC connector receptacles located on the rearward facing side of the module. Be certain that the latches and the red CPA locks on both connectors are each fully engaged.
4. Reinstall the center console onto the top of the floor panel transmission tunnel. Refer to «CONSOLE, FLOOR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

Scheme 41

Active Head Restraint (AHR) units are standard equipment for both front seating positions in this vehicle. On vehicles so equipped, one AHR unit is located atop each front seat back (2). An AHR can be readily distinguished from a non-active head restraint by the two-piece construction used for an AHR. The forward-facing pad (1) consists of a molded reinforced plastic convex form covered with a dense foam pad and is trimmed in a material coordinated with the other soft trim on the seat. The rearward-facing surface is equipped with a hard molded plastic trim cover (3) that matches the other hard trim on the seat.

Located between the pad and the trim cover are the support structure of the AHR and both the mechanical and electrical components of the unit. The support structure includes a molded plastic carrier that is securely clamped to a U-shaped, bright-plated metal tube, the legs of which form the two visible posts (4) that are used to secure the unit in the two plastic guide sleeves (5) located at the top of the seat back frame. These posts feature numerous notches that engage spring-loaded detents integral to the plastic guide sleeves which are used for manually adjusting the vertical height of the AHR unit to properly fit the seat occupant.

The mechanical components of the AHR include the linkage that permits the lower part of the pad to be tilted forward or rearward for comfort as well as the linkage that articulates the pad during deployment, a pair of heavy wire springs, a caliper-type latch mechanism and the latch striker. The single electrical component of the AHR unit is a latch-release solenoid and the pigtail wire that connects the solenoid to the vehicle electrical system. The pigtail wire and connector are routed through the center of one of the support posts and down through the guide sleeve into the interior of the seat back, where it is connected to a dedicated take out and connector of the seat wire harness.

The AHR cannot be repaired. If damaged or ineffective, it must be replaced with a new unit. However, unlike many other Supplemental Restraint System (SRS) components, following an AHR deployment if no visible damage to the unit is observed, the AHR can usually be successfully reset and reused. Refer to RESTRAINT, ACTIVE HEAD, STANDARD PROCEDURE .

The Active Head Restraint (AHR) units are deployed by a signal generated by the Occupant Restraint Controller (ORC) through the first row right and left solenoid and ground signal circuits. The ORC logic monitors inputs from the front impact sensors as well as electronic message inputs received over the Controller Area Network (CAN) data bus to determine when the appropriate conditions exist to send a deployment signal to both AHR units. When the ORC detects an impact pulse of sufficient magnitude originating from the rear of the vehicle, while any transmission gear is selected except Reverse ( R ), the ORC sends the deployment signals.

When the ORC sends the proper electrical deployment signal to the solenoid of the AHR unit, the solenoid releases the AHR latch. When the AHR latch is released, the tension of the spring-loaded linkage within the AHR mechanically drives the AHR pad through a short, slightly forward and upward arc to the final deployed position. Deployment of the AHR reduces the space between the back of the head of the seat occupant and the head restraint pad. Closing this space supports the head of the seat occupant during a low speed rear impact collision event and is important in reducing or eliminating potentially debilitating cervical (also known as whiplash) injuries.

The ORC monitors the condition of the AHR unit circuits, and will illuminate the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) and store a Diagnostic Trouble Code (DTC) for any fault that is detected.

The hard wired circuits between the AHR units and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the AHR units or the electronic controls or communication between other modules and devices that provide some features of the Supplemental Restraint System (SRS). The most reliable, efficient, and accurate means to diagnose the AHR units or the electronic controls and communication related to AHR unit operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

ACTIVE HEAD RESTRAINT RESET PROCEDURE

If the Active Head Restraint (AHR) units have been deployed, both the driver and passenger side units must be reset. You can recognize that an AHR has been deployed by the forward position of the head restraint cushion and the large spacing between the cushion and the AHR rear trim cover.

Scheme 42

Note. Before attempting to reset, and after each unsuccessful attempt to reset an AHR, inspect the latch mechanism within the AHR rear trim cover (1) to be certain the latch is unlatched. This can be confirmed by placing a finger on the latch catches (4) and gently rocking them rearward and forward. The catches should move freely. If the catches do not move freely, they are in the latched position and the latch must be opened using the diagnostic scan tool. Follow the steps outlined for AHR - Activate Driver and Passenger under Miscellaneous Functions for the ORC/Occupant Restraint Controller menu item. Each time this routine is performed, both the driver and passenger side AHR unit latches are opened and both AHR units will have to be reset.

Scheme 43

Scheme 44

1. Be certain to pull the center of AHR tether strap (2) located between the rear trim cover and the cushion (3) upward as far as possible to prevent it from becoming trapped between the latch striker and the latch catches, which could interfere with successful latching of the striker.
2. Reaching from behind the seat and below the AHR, position both hands on the top of the AHR cushion as illustrated and brace your forearms or your upper torso against the upper seat back as needed for leverage.
3. Three separate and distinct physical actions must each be completed in their entirety to successfully reset and latch an AHR. It may help to memorize these actions before attempting the reset as: DOWN , BACK and DOWN . A short explanation of each action follows: DOWN : Pull the cushion downward (arrow a) far enough to allow the AHR linkage to drop out of its locked, deployed position to its neutral position. The cushion cannot be compressed against the rear trim cover until after the AHR linkage has been moved to its neutral position. BACK : Pull the cushion rearward (arrow b) firmly and evenly against the pressure of the deployment springs until it is flush against the rear trim cover. DOWN : Finally, while still holding the cushion tightly against the rear trim cover, pull the cushion downward (arrow c) once again far enough to fully engage the latch striker with the AHR latch mechanism. Listen for an audible click as the latch catches engage the striker.
4. If the tether remains hanging out between the top of the cushion and the rear trim cover, simply use a finger to tuck it out of sight between the top of the rear trim cover and the cushion.
5. To confirm a successful reset, there should be no visually obvious space between the cushion and the rear trim cover; although, there may be enough space to physically insert your fingertips between them. Also, operation of the comfort tilt adjustment feature should be restored.

Both front seating position seat belts are equipped with a Constant Force Retractor (CFR), while the seat belt retractors used in all seating positions include an inertia-type, Emergency Locking Retractor (ELR) mechanism as standard equipment. However, the ELR for all seating positions except the driver side front are mechanically switchable from an ELR to an Automatic Locking Retractor (ALR).

The CFR, ELR and ALR features are all integral to the seat belt retractor unit mechanism that is concealed beneath a molded plastic cover located on one side of the retractor spool. The CFR, ELR and ALR features cannot be adjusted or repaired and, if ineffective or damaged, the entire seat belt and retractor must be replaced as a unit.

The Constant Force Retractors (CFR) used for both front seating positions provide a constant force load-limiting feature. This load-limiting feature helps to limit the maximum force on the belt webbing to help absorb the energy of the upper torso during an impact event. The CFR feature also helps to offset any extreme torso loading that might occur as the seat belt webbing is automatically retracted by deployment of the belt tensioners in conjunction with a front airbag deployment.

The primary function of the switchable Emergency Locking Retractor (ELR) to Automatic Locking Retractor (ALR) feature is to securely accommodate an infant or child booster seat in any seating position of the vehicle except the driver side front seat 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 ELR in situations where the minimum inertia locking threshold has not been achieved.

The locked mode of the ALR is engaged and the retractor is switched from operating as a standard inertia-type ELR by first buckling the combination lap and shoulder belt buckle. Then all of the shoulder belt webbing is pulled out from the retractor. Once all of the belt webbing is extracted from the retractor spool, the retractor will automatically become engaged in the pre-locked ALR mode and will make a light, audible clicking or ratcheting sound as the shoulder belt is allowed to retract onto the spool to provide an audible confirmation that the ALR mode is engaged. Once the ALR 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 ELR (inertia) mode by unbuckling the combination lap and shoulder belt buckle and allowing the belt webbing to be almost fully retracted back onto the retractor spool. The ELR 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 threshold is sensed, or until the retractor is again switched to the ALR mode.

Note. The following procedure is for replacement of an ineffective or damaged seat belt and retractor unit. The front outboard retractors also include 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. Refer to 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 retractor include a switchable automatic locking mechanism. Refer to RETRACTOR, SEAT BELT, DESCRIPTION .

Scheme 45

Scheme 46

1. Adjust the front seat to its most forward position for easiest access to the front seat belt lower anchor cover (2) and the B-pillar trim.
2. Grasp the upper edge of the lower anchor cover and pull it carefully upward and outward to unsnap it from the front seat cushion outboard side shield (4).
3. Remove the screw (1) that secures the seat belt lower anchor (3) to the outboard side of the front seat cushion frame.
4. Remove the trim from the inside of the B-pillar. Refer to «PANEL, B-PILLAR TRIM, LOWER, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) or «PANEL, B-PILLAR TRIM, UPPER, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
5. Remove the nut (7) that secures the seat belt turning loop (1) to the stud (2) of the height adjuster on the upper inner B-pillar.
6. Remove the seat belt turning loop from the height adjuster.
7. Disengage the two clips that secure the belt web guide (3) to the holes in the inner B-pillar.
8. Disconnect the yellow connector of the body wire harness from the seat belt tensioner initiator (4) on the retractor.
9. Remove the screw (5) that secures the retractor lower bracket to the base of the inner B-pillar.
10. Disengage the T-tab on the upper retractor bracket from the T-slot in the inner B-pillar.
11. Remove the front seat belt (6) and retractor from the vehicle as a unit.

SECOND ROW CENTER

Scheme 47

1. Remove the two screws and two nuts that secure the supports at the front of the second row seat cushion to the rear floor panel. Refer to «COVER, SEAT CUSHION, REAR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
2. Fold the front of the two sections of the second row seat cushion upward against the second row seat backs (1) and secure them in the upward position.
3. Remove the screw (2) that secures the center seat belt lower anchor (5) and the left outboard seat belt buckle (3) to the rear floor panel (4).
4. Disengage the second row left outboard seat belt buckle bracket from the second row center seat belt lower anchor bracket.
5. Fold the front of the two sections of the second row seat cushion down from the second row seat back (1) and position the supports at the front of the cushion to the rear floor panel.
6. Remove the two screws (3) that secure the center seat belt bezel (2) to the top of the left (60 percent) section of the second row seat back (7).
7. Disengage the bezel from the center seat belt (1) webbing and remove the bezel.
8. Remove the trim from the front and back of the left section of the second row seat back frame (7). Refer to «COVER, SEAT BACK, REAR, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
9. Remove the two screws (5) that secure the center seat belt shield (4) to the top of the left section of the second row seat back frame.
10. Disengage the shield from the center seat belt webbing and remove the shield.
11. From behind the back of the seat back, remove the screw (8) that secures the center seat belt retractor to the bracket (6) integral to the seat back frame.
12. Disengage the T-tab on the retractor frame from the T-slot in the seat back frame bracket.
13. Disengage the seat belt and lower anchor through the guide integral to the top of the seat back frame.
14. Remove the second row center seat belt and retractor from the front of the left section of the seat back frame as a unit.

SECOND ROW OUTBOARD

Scheme 48

Scheme 49

1. Remove the screw (1) that secures the rear outboard seat belt (4) lower anchor and the rear seat back bracket (2) to the rear floor panel (3).
2. Remove the trim from the inside of the upper C-pillar. Refer to «PANEL, C-PILLAR TRIM, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disengage the seat belt webbing and lower anchor from the seat belt opening in the upper C-pillar trim.
4. Remove the screw (1) that secures the seat belt (2) turning loop (4) to the upper inner C-pillar.
5. Remove the seat belt turning loop from the upper inner C-pillar.
6. Partially remove the trim from the front of the quarter inner panel, far enough to access the seat belt retractor for removal. Refer to «PANEL, QUARTER TRIM, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
7. Remove the screw (3) that secures the retractor to the lower inner C-pillar.
8. Disengage the retractor locator tab from the slot in the lower inner C-pillar.
9. Remove the rear outboard seat belt and retractor from the lower inner C-pillar as a unit.

Note. The following procedure is for replacement of an ineffective or damaged seat belt and retractor unit. The front outboard retractors also include 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. Refer to 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 retractor include a switchable automatic locking mechanism. Refer to RETRACTOR, SEAT BELT, DESCRIPTION .

Scheme 50

1. Check to be certain that the molded retractor shield (2) is properly installed in the retractor mounting hole of the inner B-pillar (1), and that it is in good condition.
2. Position the front seat belt (6) and retractor into the vehicle as a unit.
3. Engage the T-tab on the upper retractor bracket into the T-slot in the inner B-pillar.
4. Install and tighten the screw (5) that secures the retractor lower bracket to the base of the inner B-pillar. Tighten the screw to 54 N.m (40 ft. lbs.).
5. Reconnect the yellow connector of the body wire harness to the seat belt tensioner initiator (4) on the retractor.
6. Position the belt web guide (3) to the holes in the inner B-pillar and use hand pressure to press it firmly and evenly until the two clips that secure it snap into place. Be certain that the seat belt webbing between the retractor and the web guide is not twisted.
7. Position the seat belt turning loop (1) onto the stud (2) of the height adjuster on the upper inner B-pillar. Be certain that the seat belt webbing between the retractor and the turning loop is not twisted.
8. Install and tighten the nut (7) that secures the turning loop to the height adjuster. Tighten the nut to 45 N.m (33 ft. lbs.).
9. Reinstall the trim onto the inside of the B-pillar. Refer to «PANEL, B-PILLAR TRIM, LOWER, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) or «PANEL, B-PILLAR TRIM, UPPER, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
10. Position the seat belt lower anchor (3) to the mounting hole on the outboard side of the front seat cushion frame. Be certain that the seat belt webbing between the turning loop and the lower anchor is not twisted.
11. Install and tighten the screw (1) that secures the lower anchor to the seat. Tighten the screw to 54 N.m (40 ft. lbs.).
12. Reinstall the lower anchor cover (2) onto the front seat cushion outboard side shield (4) by seating the integral lower tab of the cover into position, then pushing inward using care to avoid breaking any of the cover tabs.
13. 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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

1. Position the second row center seat belt and retractor (1) onto the front of the left (60 percent) section of the seat back frame (7).
2. Engage the seat belt and lower anchor through the guide integral to the top of the seat back frame. Be certain the belt webbing is not twisted between the guide and the retractor.
3. Engage the T-tab on the retractor frame into the T-slot of the bracket (6) integral to the seat back frame.
4. From behind the back of the seat back, install and tighten the screw (8) that secures the center seat belt retractor to the seat back frame bracket. Tighten the screw to 43 N.m (32 ft. lbs.).
5. Engage the center seat belt shield (4) over the belt webbing and position the shield to the top of the left section of the second row seat back frame.
6. Install and tighten the two screws (5) that secure the shield to the top of the seat back frame. Tighten the screws securely.
7. Reinstall the trim onto the front and back of the left section of the second row seat back frame. Refer to «COVER, SEAT BACK, REAR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
8. Engage the center seat belt bezel (2) over the seat belt webbing and position the bezel to the top of the second row seat back.
9. Install and tighten the two screws (3) that secure the bezel to the top of the second row seat back. Tighten the screws securely.
10. Fold the front of the two sections of the second row seat cushion upward against the second row seat back (1) and secure them in the upward position.
11. Engage the anti-rotation slot of the second row left outboard seat belt buckle bracket (3) with the anti-rotation tab of the second row center seat belt lower anchor bracket (5).
12. Position the second row left outboard seat belt buckle and second row center seat belt lower anchor bracket to the rear floor panel (4) as a unit. Be certain to engage the anti-rotation tab of the buckle bracket between the raised anti-rotation features of the rear floor panel.
13. Install and tighten the screw (2) that secures the left outboard seat belt buckle and second row center seat belt lower anchor bracket to the rear floor panel. Tighten the screw to 50 N.m (37 ft. lbs.).
14. Fold the front of the two sections of the second row seat cushion down from the second row seat back (1) and position the supports at the front of the cushion to the rear floor panel.
15. Install and tighten the two screws and two nuts that secure the supports at the front of the second row seat cushion to the rear floor panel. Refer to «COVER, SEAT CUSHION, REAR, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) . Tighten the fasteners to 50 N.m (37 ft. lbs.).

Scheme 51

1. Check to be certain that the molded retractor shield (2) is properly installed in the retractor mounting hole of the inner C-pillar (1), and that it is in good condition.
2. Position the rear seat belt (2) and retractor to the lower inner C-pillar as a unit.
3. Engage the locator tab on the back of the retractor bracket into the slot in the lower inner C-pillar.
4. Install and tighten the screw (3) that secures the retractor to the lower inner C-pillar. Tighten the screw to 54 N.m (40 ft. lbs.).
5. Position the seat belt turning loop (4) to the upper inner C-pillar. Be certain the seat belt webbing between the retractor and the turning loop is not twisted.
6. Install and tighten the screw (1) that secures the seat belt turning loop to the upper inner C-pillar. Tighten the screw to 54 N.m (40 ft. lbs.).
7. Reinstall the trim onto the quarter inner panel. Refer to «PANEL, QUARTER TRIM, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
8. Insert the seat belt webbing and lower anchor through the seat belt opening in the upper C-pillar trim.
9. Reinstall the trim onto the upper inner C-pillar. Refer to «PANEL, C-PILLAR TRIM, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
10. Position the rear outboard seat belt (4) lower anchor to the rear seat back bracket (2) on the rear floor panel (3). Be certain the seat belt webbing between the turning loop and the lower anchor is not twisted.
11. Install and tighten the screw (1) that secures the seat belt lower anchor and the rear seat back bracket to the rear floor panel. Tighten the screw to 50 N.m (37 ft. lbs.).

Remote or satellite impact sensors are mounted in various strategic locations of the vehicle. These sensors are mounted remotely from the impact sensor that is internal to the Occupant Restraint Controller (ORC). Sensors at the front of the vehicle provide an additional logic input for use by the Occupant Restraint Controller (ORC) to control the Active Head Restraints (AHR), front airbags and the seat belt pretensioners. Sensors on each side of the vehicle provide an additional logic input for use by the ORC to control the side curtain airbags, seat airbags and the seat belt pretensioners. Two types of sensors are used in this vehicle. They are the acceleration-type and the pressure-type, which are described in further detail in the following paragraphs.

Scheme 52

Remote or satellite acceleration-type impact sensors (1) are mounted in various locations in the vehicle. These sensors are mounted remotely from the impact sensor that is internal to the Occupant Restraint Controller (ORC). Sensors at the front of the vehicle provide an additional logic input for use by the ORC to control the front airbags, the seat belt pretensioners and the Active Head Restraints (AHR). Sensors on each side of the vehicle provide an additional logic input for use by the ORC to control the side curtain airbags, the seat belt pretensioners and the seat (or thorax) airbags.

Although the front and side acceleration-type impact sensors are similar in appearance and construction, they are not interchangeable. The front impact sensors monitor acceleration forces on a different axis than those monitored by the side impact sensors. Each sensor is secured with a single screw to its mounting location. The front sensors are located on the outboard side of each vertical support member of the Front End Module (FEM) between the cooling module and the front lamp unit. A side sensor is located near the base of each inner B-pillar and C-pillar and concealed behind the interior trim.

Each sensor housing has an integral connector receptacle (3), an integral locator pin with two latch features (5), and an integral mounting hole with a metal sleeve (2) to provide crush protection. A cavity in the center of the molded plastic impact sensor housing contains the electronic circuitry of the sensor which includes an electronic communication chip and an electronic acceleration sensor. Potting material fills the cavity and a molded cover (4) is laser welded over the cavity to seal and protect the internal electronic circuitry and components.

The front impact sensors are each connected to the vehicle electrical system through dedicated take outs and connectors of the Front End Module (FEM) wire harness, while the side impact sensors are connected through dedicated take outs and connectors of the body wire harness.

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

Scheme 53

Two pressure-type front door side impact sensors (2) are used on this vehicle, one 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 two screws and is sealed by a resilient gasket (1) to the front door hardware module carrier on the front door inner panel. The sensors are concealed behind the front door trim panel within the passenger compartment.

The right and left front door side impact sensors are identical in construction and calibration. The impact sensor housing has an integral connector receptacle (3), two integral mounting tabs, and an integral hood-like water shield (4) that extends through a hole in the front door module carrier into the interior of the door cavity and protects the sensor orifice from contamination. A cavity in the center of the molded plastic impact sensor housing contains the electronic circuitry of the sensor, which includes an electronic communication chip and the pressure sensor.

The housing cavity is filled with a potting material to seal and protect the internal electronic circuitry and components. A label on the sensor has a directional arrow and the word down imprinted upon it to provide verification of the correct sensor orientation in the vehicle. The side impact sensors are each connected to the vehicle electrical system through a dedicated take out and connector of the front door wire harness.

These pressure-type front door side impact sensors cannot be repaired or adjusted and, if damaged or ineffective, they must be replaced.

ACCELERATION-TYPE

The acceleration-type 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 impact sensors and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. 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 some features of the Supplemental Restraint System (SRS). The most reliable, efficient, and accurate means to diagnose the acceleration-type impact sensors or the electronic controls and communication related to impact sensor operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

PRESSURE-TYPE

The pressure-type front door side impact sensors recognize a side impact in the front door area by monitoring changes in pressure within the front door cavity. A sudden pressure wave is created as the door collapses during an impact event. 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 current in the sensor plus circuit.

The hard wired circuits between the pressure-type front door side impact sensors and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. 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 (SRS). The most reliable, efficient, and accurate means to diagnose the pressure-type impact sensors or the electronic controls and communication related to impact sensor operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Scheme 54

Note. The front and the side impact sensors are NOT interchangeable.

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Remove the right or left front lamp unit from the vehicle. Refer to «UNIT, FRONT LAMP, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/exterior-lights/#lampslighting-exterior-service-information) .
3. Disconnect the Front End Module (FEM) wire harness connector (4) from the right or left front impact sensor (1) connector receptacle.
4. Remove the screw (3) that secures the sensor to the outboard side of the FEM vertical support (2) between the cooling module and the front lamp unit opening.
5. Disengage the locating pin integral to the sensor from the locating hole in the FEM vertical support.
6. Remove the right or left front impact sensor from the vehicle.

SIDE - FRONT DOOR

Scheme 55

1. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
2. Remove the trim panel from the inside of the right or left front door. Refer to «PANEL, DOOR TRIM, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disconnect the front door wire harness connector (3) from the side impact sensor (1) connector receptacle.
4. Remove the two screws (2) that secure the side impact sensor to the front door hardware module carrier panel (4).
5. Remove the side impact sensor from the vehicle.

SIDE - B-PILLAR

Scheme 56

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 B-pillar (3). Refer to «PANEL, B-PILLAR TRIM, LOWER, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
4. Disconnect the body wire harness connector (4) from the side impact sensor (2) connector receptacle.
5. Remove the screw (1) that secures the sensor to the lower B-pillar.
6. Gently pry the sensor away from the inner B-pillar far enough to disengage the latch features of the locator pin from the locator hole.
7. Remove the sensor from the inner B-pillar.

SIDE - C-PILLAR

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 trim from the inside of the lower C-pillar (3). Refer to «PANEL, C-PILLAR TRIM, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disconnect the body wire harness connector (4) from the side impact sensor (2) connector receptacle.
4. Remove the screw (1) that secures the sensor to the inner C-pillar.
5. Gently pry the sensor away from the inner C-pillar far enough to disengage the latch features of the locator pin from the locator hole.
6. Remove the sensor from the inner C-pillar.

Note. The front and the side impact sensors are NOT interchangeable.

1. Position the right or left front impact sensor (1) to the outboard side of the Front End Module (FEM) vertical support (2) between the cooling module and the front lamp unit opening.
2. Be certain to engage the locating pin integral to the sensor into the locating hole in the FEM vertical support.
3. Install and tighten the screw (3) that secures the sensor to the FEM vertical support. Tighten the screw to 11 N.m (97 in. lbs.).
4. Reconnect the FEM wire harness connector (4) to the sensor connector receptacle.
5. Reinstall the right or left front lamp unit to the vehicle. Refer to «UNIT, FRONT LAMP, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/exterior-lights/#lampslighting-exterior-service-information) .
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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

Note. Be certain that the gasket between the pressure-type side impact sensor and the front door hardware module carrier panel is in good condition and positioned on the back of the sensor. There MUST be a good seal between the sensor and the hardware module carrier panel for the sensor to operate properly. If the gasket is in poor condition, replace the sensor.

1. Position the side impact sensor (1) to the right or left front door hardware module carrier panel (4). When the sensor is correctly positioned, the sensor connector receptacle will be pointed toward the bottom of the door.
2. Install and tighten the two screws (2) that secure the side impact sensor to the door hardware module carrier panel. Tighten the screws to 2.4 N.m (21 in. lbs.).
3. Reconnect the front door wire harness connector (3) to the sensor connector receptacle.
4. Reinstall the trim panel onto the inside of the right or left front door. Refer to «PANEL, DOOR TRIM, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

1. Position the side impact sensor (2) onto the inner B-pillar (3). Be certain that the locator pin on the sensor is fully engaged in the locator hole of the inner B-pillar.
2. Install and tighten the screw (1) that secures the sensor to the inner B-pillar. Tighten the screw to 11 N.m (97 in. lbs.).
3. Reconnect the body wire harness connector (4) to the sensor connector receptacle.
4. Reinstall the lower trim onto the inside of the B-pillar. Refer to «PANEL, B-PILLAR TRIM, LOWER, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

1. Position the side impact sensor (2) onto the inner C-pillar (3). Be certain that the locator pin on the sensor is fully engaged in the locator hole of the inner C-pillar.
2. Install and tighten the screw (1) that secures the sensor to the inner C-pillar. Tighten the screw to 11 N.m (97 in. lbs.).
3. Reconnect the body wire harness connector (4) to the sensor connector receptacle.
4. Reinstall the trim onto the inside of the C-pillar. Refer to «PANEL, C-PILLAR TRIM, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
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. Refer to «STANDARD PROCEDURE»(/jeep/grand-cherokee/wk2-2010-2013/remont/airbag/#restraints-service-information) .

Scheme 58

An Occupant Detection Sensor (ODS) is located directly below the passenger side front seat cushion trim cover. This sensor provides information to the Occupant Restraint Controller (ORC) used for control of the passenger belt alert feature.

The ODS consists of a flexible clear plastic sensor mat (1) containing several resistive membrane, force sensing resistor cells that is secured by two adhesive patches (2) to either the top surface of the seat cushion foam or, if the vehicle is so equipped, to the top surface of the heater element mat or the top surface of the ventilation and heater element mat unit positioned on the top of the seat cushion foam. The adhesive patches on the ODS are a one time only material and cannot be reactivated or reused if removed.

A short, two-conductor pigtail wire and connector (5) connect the sensor to the vehicle electrical system through a dedicated take out and connector of the seat wire harness. A hot melt adhesive block (4) encapsulates and protects the connections between the electrical conductors in the tail (3) of the sensor mat and the pigtail wires as well as a diagnostic resistor.

The ODS cannot be adjusted or repaired, and must be replaced if damaged or ineffective.

The Occupant Detection Sensor (ODS) acts as a simple switch to detect loads placed upon the passenger side front seat cushion. The sensor circuits are connected to and monitored by the Occupant Restraint Controller (ORC) whenever the ignition switch is in the ON position. The ORC uses an algorithm logic in monitoring the changing states of the sensor input to determine whether the seat cushion load is static or dynamic.

The ORC microprocessor continuously monitors all of the Supplemental Restraint System (SRS) electrical circuits to determine the system status and readiness. If the ORC detects a monitored system fault, it sets a Diagnostic Trouble Code (DTC). However, because the ODS input is only used for control of the passenger belt alert feature, which has no effect on SRS component features or functions, the airbag indicator is NOT illuminated in response to a detected ODS circuit fault.

The ODS receives source current and a clean ground through dedicated sensor plus and minus circuits from the ORC. The ORC then sends the appropriate sensor status information to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN), which uses this information as an additional logic input used for control of the seat belt indicator and the passenger belt alert feature.

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

Scheme 59

1. Position the passenger side front seat to its most forward position for easiest access to the front seat mounting hardware.
2. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge before further service.
3. Remove the passenger side front seat from the vehicle. Refer to «SEAT, FRONT, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
4. Remove the trim from the front seat cushion foam (1) and frame. Refer to «COVER, SEAT CUSHION, FRONT, REMOVAL»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
5. Reach under the back of the front seat cushion frame to access and disconnect the Occupant Detection Sensor (ODS) (4) pigtail wire connector from the seat wire harness.
6. Disengage the two adhesive patches (6) of the ODS from the top surface of the seat cushion foam or, if the vehicle is so equipped, from the top surface of the heater element mat (3).
7. Remove the ODS from the seat cushion.

Scheme 60

1. Mark the Center Line (CL) of the seat cushion on the top of the seat cushion foam (1) or, if the vehicle is so equipped, on the seat cushion heater element mat (4) of a heated seat (2) or heated and ventilated seat (3).
2. Measure and mark a transverse line (A) on the top of the seat cushion foam or, if the vehicle is so equipped, on the seat cushion heater element mat 25 millimeters (0.98 inches) rearward from the back edge of the rear crimp channel in the seat cushion foam. CAUTION: The adhesive used to secure the ODS to the seat is heat activated and requires that both the adhesive and the material it is applied to be ideally between 21° and 38° C (between 70° and 100° F). Application of the ODS to surfaces below 10° C (50° F) is not recommended as the adhesive becomes too firm to readily adhere. Do not touch or allow the adhesive patches to contact any foreign materials with the release paper removed. Do not attempt to add adhesive materials to the ODS.
3. Peel the release paper off of the two adhesive patches on the underside of the Occupant Detection Sensor (6) mat.
4. Carefully position the ODS onto the seat cushion (1) with the label between the branches containing the circular sensor cells centered on the marked seat cushion center line and with the forward edges of the two sensor cell mat branches (4) aligned with the transverse line behind the rear crimp channel (2).
5. Apply hand pressure (0.8 bar or 12 psi) over each of the two adhesive patches (6) of the ODS for at least four seconds to activate and adhere the adhesive to the seat cushion or the heater element mat (3).
6. Route the ODS pigtail wires that exit the back of the hot melt block (5) through the recess (7) at the back of the seat cushion foam.
7. Reach under the back of the front seat cushion frame to access and reconnect the ODS pigtail wire connector to the seat wire harness.
8. Reinstall the trim onto the front seat cushion foam and frame. Refer to «COVER, SEAT CUSHION, FRONT, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
9. Reinstall the passenger side front seat into the vehicle. Refer to «SEAT, FRONT, INSTALLATION»(/jeep/grand-cherokee/wk2-2010-2013/remont/gauges-instrument-panels/#body-interior-exterior) .
10. Reconnect the battery negative cable.

Scheme 61

The driver and passenger side front seat belt switches for this vehicle are actually Hall Effect-type sensors. These sensors consist of a fixed-position, Hall Effect Integrated Circuit (IC) chip and a small permanent magnet that is integral to each front seat belt buckle (1). The front seat belt buckles are located on a molded plastic scabbard and secured by a screw (2) to the inboard side of each front seat cushion frame so that the buckles travel with the seat.

The front seat belt switches are connected to the vehicle electrical system through a two-lead pigtail wire and connector (3) on the front seat belt buckle-half, which is connected to a wire harness connector and take out of the seat wire harness. A one kilohm diagnostic resistor is connected in parallel with the IC where the two pigtail wire leads connect to the IC pins.

The seat belt switches cannot be adjusted or repaired and, if ineffective or damaged, the entire front seat belt buckle-half unit must be replaced.

The front seat belt switches are designed to control a hard wired sense 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 seat belt switches receive a supply of current from the ORC, and the ORC senses the status of the front seat belt switches through its connection to the seat wire harness. The ORC provides electronic 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 uses these messages as an additional logic input for control of the seat belt indicator. The ORC monitors the condition of the seat belt switch circuits and will store a Diagnostic Trouble Code (DTC) for any fault that is detected.

The hard wired circuits between the seat belt switches and the ORC may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the switches or the electronic controls or communication between other modules and devices that provide some features of the seat belt reminder system. The most reliable, efficient, and accurate means to diagnose the seat belt switches 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.

Scheme 62

Seat belt tensioners supplement the dual front airbags for this vehicle. The seat belt tensioners are integral to the front seat belt retractor units (1), which are secured to the lower inner B-pillar on the right and left sides of the vehicle. The retractor is concealed beneath the molded plastic lower inner B-pillar trim.

The seat belt tensioner consists primarily of a sprocket/pinion, a steel tube (2), a cast metal housing, numerous steel balls, a stamped metal ball trap, a torsion bar and a small pyrotechnically activated gas generator with a connector receptacle (3). All of these components are located on one side of the retractor spool on the outside of the retractor housing except for the torsion bar, which serves as the spindle upon which the retractor spool rides. The seat belt tensioners are controlled by the Occupant Restraint Controller (ORC) and are connected to the vehicle electrical system through a dedicated take out of the body wire harness by a keyed and latching yellow molded plastic connector insulator to ensure a secure connection.

The seat belt tensioners cannot be repaired and, if ineffective or damaged, the entire front seat belt and retractor unit must be replaced. If the front airbags have been deployed, the seat belt tensioners have also been deployed. The seat belt tensioners are not intended for reuse and must be replaced following any front airbag deployment. A growling or grinding sound while attempting to operate the seat belt retractor is a sure indication that the seat belt tensioner has been deployed and requires replacement. Refer to RETRACTOR, SEAT BELT, REMOVAL .

The seat belt tensioners are deployed in conjunction with the dual front airbags by a signal generated by the Occupant Restraint Controller (ORC) through the driver or passenger seat belt tensioner line 1 and line 2 (or squib) circuits. When the ORC sends the proper electrical signal to the tensioners, the electrical energy generates enough heat to initiate a small pyrotechnic gas generator.

The gas generator is installed in one end of a steel tube that contains numerous steel balls. As the gas expands, it pushes the steel balls through the tube into a cast metal housing, where a ball guide directs the balls into engagement with the teeth of a sprocket that is geared to one end of the retractor spool. As the balls drive past the sprocket, the sprocket turns and drives the seat belt retractor spool causing the slack to be removed from the front seat belts. The ball trap captures the balls as they leave the sprocket and are expelled from the housing.

Removing excess slack from the front seat belts not only keeps the occupants properly positioned for an airbag deployment following a frontal impact of the vehicle, but also helps to reduce injuries that the occupant might experience in these situations as a result of harmful contact with the steering wheel, steering column, instrument panel or windshield. Also, the seat belt tensioner torsion bar that the retractor spool rides upon is designed to deform in order to control the loading being applied to the occupants by the seat belts during a frontal impact, further reducing the potential for occupant injuries.

The ORC monitors the condition of the seat belt tensioners through circuit resistance, and will illuminate the airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) and store a Diagnostic Trouble Code (DTC) for any fault that is detected. Proper diagnosis of the seat belt tensioner gas generator and the seat belt tensioner squib circuits requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

See also:
• COMMUNICATION, DESCRIPTION
• PANEL, B-PILLAR TRIM, UPPER, REMOVAL
• COLUMN, DIAGNOSIS AND TESTING
• MODULE, STEERING COLUMN, REMOVAL
• UNIT, FRONT LAMP, REMOVAL
• RESTRAINT, ACTIVE HEAD, STANDARD PROCEDURE
• AIRBAG SQUIB STATUS