Theory of Operation
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a floating configuration at the ORC (connected to neither power or ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adaptor provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power or ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adaptor tool provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power or ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adaptor provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adaptor provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adaptor provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adaptor provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adaptor provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adaptor provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power or ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) load Tool in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power or ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a floating configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current across the Driver Seat Belt Switch circuits every 60 ms to verify the integrity of the switch and wiring. The DTC will set if the circuits are shorted together or to ground for 2.5 seconds and the code will transitions from active to stored when the current return to normal range for five seconds.
When powered, the Occupant Restraint Controller (ORC) sends a test current across the Driver Seat Belt Buckle Switch circuits every 60 ms to verify the integrity of the switch and wiring. The DTC will set if the circuits are shorted to battery for 2.5 seconds and the code will transitions from active to stored when the current return to normal range for five seconds.
When powered, the Occupant Restraint Controller (ORC) sends a test current across the Driver Seat Belt Buckle Switch circuits every 60 ms to verify the integrity of the switch and wiring. The DTC will set if the circuits are open for 2.5 seconds and the code will transitions from active to stored when the current return to normal range for 5 seconds.
The location of this left front impact sensor is in the Left Crush Zone of the engine compartment. Refer to SENSOR, Impact , Description . Impact sensors perform internal self-tests and communicate the sensors status using power supplied by the Occupant Restraint Controller (ORC). The sensor communicates this internal failure message using the sensor signal circuit. If the scan tool shows this DTC has a Stored history of setting then the left front impact sensor is to be replaced.
The location of this right front impact sensor is in the Right Crush Zone of the engine compartment. Refer to SENSOR, Impact , Description . Impact sensors perform internal self-tests and communicate the sensors status using power supplied by the Occupant Restraint Controller (ORC). The sensor communicates this internal failure message using the sensor signal circuit. If the scan tool shows this DTC has a Stored history of setting then the right front impact sensor is to be replaced.
The location of this left side impact sensor 1 is located in the Left B-pillar just past the first row seating. Refer to SENSOR, Impact , Description . Impact sensors perform internal self-tests and communicate the sensors status using power supplied by the Occupant Restraint Controller (ORC). The sensor communicates this internal failure message using the sensor signal circuit. If the scan tool shows this DTC has a Stored history of setting then the left side impact sensor is to be replaced.
The location of this left side impact sensor 2 is located in the Left C-pillar just past the second row seating. Refer to SENSOR, Impact , Description . Impact sensors perform internal self-tests and communicate the sensors status using power supplied by the Occupant Restraint Controller (ORC). The sensor communicates this internal failure message using the sensor signal circuit. If the scan tool shows this DTC has a Stored history of setting then the left side impact sensor is to be replaced.
The location of this left side impact sensor (pressure sensor) 4 is located in the Left Front Door. Refer to SENSOR, Impact , Description . Impact sensors perform internal self-tests and communicate the sensors status using power supplied by the Occupant Restraint Controller (ORC). The sensor communicates this internal failure message using the sensor signal circuit. If the scan tool shows this DC has a Stored history of setting then the left side impact sensor is to be replaced.
The location of this right side impact sensor 1 is located in the Right B-pillar just past first row seating. Refer to SENSOR, Impact , Description . Impact sensors perform internal self-tests and communicate the sensors status using power supplied by the Occupant Restraint Controller (ORC). The sensor communicates this internal failure message using the sensor signal circuit. If the scan tool shows this DTC has a Stored history of setting then the right side impact sensor is to be replaced.
The location of this right side impact sensor 2 is located in the Right C-pillar just past second row seating. Refer to SENSOR, Impact , Description . Impact sensors perform internal self-tests and communicate the sensors status using power supplied by the Occupant Restraint Controller (ORC). The sensor communicates this internal failure message using the sensor signal circuit. If the scan tool shows this DTC has a Stored history of setting then the right side impact sensor is to be replaced.
The location of this right side impact sensor (pressure sensor) 4 is located in the Right Front Door. Refer to SENSOR, Impact , Description . Impact sensors perform internal self-tests and communicate the sensors status using power supplied by the Occupant Restraint Controller (ORC). The sensor communicates this internal failure message using the sensor signal circuit. If the scan tool shows this DTC has a Stored history of setting then the right side impact sensor is to be replaced.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the Squibs. During this test, the squibs discovered are checked for agreement with the pre-programmed vehicle configuration of squib circuits assigned to the ORC.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the modules internal memory.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connectors.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
When powered, the Occupant Restraint Controller (ORC) sends a test current to the squibs to verify the integrity of the squib and wiring. These circuits are maintained in a "floating" configuration at the ORC (connected to neither power nor ground) as protection against inadvertent deployment. Use of the Supplemental Restraints System (SRS) Load Tool Kit (special tool #8443A, SRS Load Tool) in the tests below substitutes a suspect squib with a known good component. The use of the SRS Load Tool Adapter provides a test point as well as a method for opening the shorting bar connections within the ORC harness connector.
The Occupant Restraint Controller (ORC) receives fused ignition voltage from the Totally Integrated Power Module (TIPM). The ORC is equipped with two voltage sources the F100 and F201 circuit. These circuits power the ORC and the capacitors used to initiate the squib deployment circuits in the event of collision detection.
The Occupant Restraint Controller (ORC) receives fused ignition voltage from the Totally Integrated Power Module (TIPM). The ORC is equipped with two voltage sources the F100 and F201 circuit. These circuits power the ORC and the capacitors used to initiate the squib deployment circuits in the event of collision detection.
The Occupant Restraint Controller (ORC) receives power for the Run/Start circuit from the Totally Integrated Power Module (TIPM) via fuse M16. This circuits power the ORC and the capacitors used to initiate the squib deployment circuits in the event of collision detection. The use of the Supplemental Restraints System (SRS) Load Tool Adapter in the tests below provides a test point in place of the ORC harness connectors.
The Occupant Restraint Controller (ORC) receives power for the Run circuit from the Totally Integrated Power Module (TIPM) via fuse M32. This circuits power the ORC and the capacitors used to initiate the squib deployment circuits in the event of collision detection. The use of the Supplemental Restraints System (SRS) Load Tool Adapter in the tests below provides a test point in place of the ORC harness connectors.
The Occupant Restraint Controller (ORC) receives power for the Run circuit from the Totally Integrated Power Module (TIPM) via fuse M32. This circuits power the ORC and the capacitors used to initiate the squib deployment circuits in the event of collision detection.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the modules internal circuitry and software validity.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the module's internal circuitry and software validity.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the module's internal circuitry and software validity.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the module's internal circuitry and software validity.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault condition does not involve any external circuitry and centers on verifying the integrity of the module's internal circuitry and software validity.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault centers on verifying ORC and Totally Integrated Power Module (TIPM) configuration.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault centers on verifying the ORC programmed and vehicle content configuration.
All Occupant Restraint Controller (ORC) modules destined for service part usage are shipped in a (ORC locked state) that inhibits the deployment of all supplemental restraint squib circuits (ORC unlocked state) for safe, initial installation. Once the ORC initialization procedure is performed (ORC locked state). The ORC enters a full state of readiness and can no longer transition to the unlocked status.
When powered, the Occupant Restraint Controller module (ORC) "listens" to the serial data bus for the broadcast of various serial data messages.
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor.
The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor.
The location of this left side impact sensor 1 is in the B-pillar just past the first row seating. Refer to Description . The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. If the scan tool shows this DTC has a Stored history of setting then the left side impact sensor is to be replaced. A short to voltage fault on the left side impact sensor 1 sensor wiring can cause a loss of comm impact sensor 2 code to set and the possible replacement of a good left side impact sensor 2. The left side impact 1, and 2 sensors are wired in a daisy chain pattern. The short to battery fault in a loss of comm or internal circuit failure of the side impact sensor 1 can cause the impact sensor 2 on the same side to set a loss of comm code.
The location of this left side impact sensor 2 is in the C-pillar just past the second row seating. Refer to Description . The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. If the scan tool shows this DTC has a Stored history of setting then the left side impact sensor is to be replaced. A short to voltage fault on the left side impact sensor 1 sensor wiring can cause a loss of comm impact sensor 2 code to set and the possible replacement of a good left side impact sensor 2. The left side impact 1, and 2 sensors are wired in a daisy chain pattern. The short to battery fault in a loss of comm or internal circuit failure of the side impact sensor 1 can cause the impact sensor 2 on the same side to set a loss of comm code.
The location of this right side impact sensor 1 is in the B-pillar just past the first row seating. Refer to Description . The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. If the scan tool shows this DTC has a Stored history of setting then the right side impact sensor is to be replaced. A short to voltage fault on the right side impact sensor 1 sensor wiring can cause a loss of comm impact sensor 2 or 4 code to set and the possible replacement of a good right side impact sensor 2 or 4. The right side impact 1, 2, and 4 sensors are wired in a daisy chain pattern. The short to battery fault in a loss of comm or internal circuit failure of the side impact sensor 1 can cause the impact sensor 2 and 4 on the same side to set a loss of comm code.
The location of this right side impact sensor 2 is in the C-pillar just past the second row seating. Refer to Description . The impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC with periodic updates. The repair of this fault condition involves verifying the integrity of the wiring between the ORC and the sensor. If the scan tool shows this DTC has a Stored history of setting then the right side impact sensor is to be replaced. A short to voltage fault on the right side impact sensor 1 sensor wiring can cause a loss of comm impact sensor 2 code to set and the possible replacement of a good right side impact sensor 2. The right side impact 1, and 2 sensors are wired in a daisy chain pattern. The short to battery fault in a loss of comm or internal circuit failure of the side impact sensor 1 can cause the impact sensor 2 on the same side to set a loss of comm code.
The sensor 4 impact sensors are located in the first row driver and passenger doors. Impact pressure sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC. The repair of this fault centers on verifying the integrity of the sensor's internal circuitry and software validity. A short to voltage fault on the left side impact sensor 2 sensor wiring can cause a loss of comm impact sensor 4 code to set and the possible replacement of a good left side impact sensor 4. The left side impact 1, 2, and 4 sensors are wired in a daisy chain pattern. The short to battery fault in a loss of comm or internal circuit failure of the side impact sensor 1 can cause the impact sensors 2 and 4 on the same side to set a loss of comm code.
The sensor 4 impact sensors are located in the first row driver and passenger doors. Impact pressure sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back to the ORC. The repair of this fault centers on verifying the integrity of the sensor's internal circuitry and software validity. A short to voltage fault on the right side impact sensor 2 sensor wiring can cause a loss of comm impact sensor 4 code to set and the possible replacement of a good right side impact sensor 4. The right side impact 1, 2, and 4 sensors are wired in a daisy chain pattern. The short to battery fault in a loss of comm or internal circuit failure of the side impact sensor 1 can cause the impact sensors 2 and 4 on the same side to set a loss of comm code.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault centers on verifying that the ORC is configured correctly for the vehicle's restraint system components.
When powered, the Occupant Restraint Controller (ORC) performs an internal self test. The repair of this fault centers on verifying that the ORC is configured correctly for the vehicle's restraint system components.