Dodge Viper SRT-10 (ZB). Manual — part 85

INSTALLATION

(1) Install the child tether onto the rear bulkhead.

Torque bolt to 40 N·m (30 ft. lbs.).

(2) Install the child tether cover just below the

sport bar and radio tweeter.

(3) Move passenger seat back to the customer pre-

ferred position.

CLOCKSPRING

DESCRIPTION

The clock spring is mounted to the steering column

behind the steering wheel. This assembly consists of
a flat, ribbon like, electrically conductive tape that
winds and unwinds with the steering wheel rotation.
Within the plastic case is a spool-like molded plastic
rotor with a large exposed hub. The upper surface of
the rotor hub has a large center hole, two large flats,
an engagement dowel The clock spring is used to
maintain a continuous electrical circuit between the
wiring harness and the:

• Driver Airbag.

• Horn Switch.
Service replacement clock springs are shipped pre-

centered and with a molded plastic locking pin that
snaps into a receptacle on the rotor and is engaged
between two tabs on the upper surface of the rotor
case. The locking pin secures the centered clock
spring rotor to the clock spring case during shipment,
but the locking pin must be removed from the clock
spring after it is installed on the steering column.

The clock spring cannot be repaired. If the clock

spring is faulty, damaged, or if the driver airbag has
been deployed, the clock spring must be replaced.

OPERATION

The clock spring is used to maintain a continuous

electrical circuit between the fixed instrument panel
wire harness and the electrical components mounted
on or in the rotating steering wheel. The rotating
electrical components include the driver airbag and
the horn switch.

The clock spring rotor is movable and is keyed by

an engagement dowel that is molded onto the rotor
hub between two fins that are cast into the lower
surface of the steering wheel armature.

Like the clock spring in a timepiece, the clock

spring tape has travel limits and can be damaged by
being wound too tightly during full stop-to-stop steer-
ing wheel rotation. To prevent this from occurring,
the clock spring is centered when it is installed on
the steering column. Centering the clock spring
indexes the clock spring tape to the movable steering
components so that the tape can operate within its
designed travel limits. However, if the clock spring is

removed from the steering column or if the steering
shaft is disconnected from the steering gear, the clock
spring spool can change position relative to the mov-
able steering components. The clock spring must be
re-centered following completion of this service or the
tape may be damaged. The clock spring must be
properly centered when it is installed on the steering
column following any service removal, or it will be
damaged (Refer to 8 - ELECTRICAL/RESTRAINTS/
CLOCK SPRING - STANDARD PROCEDURE).

The clock spring cannot be repaired. If the clock

spring is faulty, damaged, or if the airbag has been
deployed, the clock spring must be replaced.

STANDARD PROCEDURE - CLOCK SPRING
CENTERING

If the rotating tape within the clock spring is not

positioned properly with the steering wheel and the
front wheels, the clock spring may fail during use.
The following procedure MUST BE USED to center
the clock spring if:

• The clock spring is not known to be properly

positioned.

• The front wheels were moved.

• The steering wheel was moved from the half

turn (180 degrees) to the right (clockwise) position.

Follow all Warnings for airbag component service

(Refer to 8 - ELECTRICAL/RESTRAINTS - WARN-
ING).

(1) Open deck lid.
(2) Remove four bolts to battery compartment

cover and remove cover.

(3) Disconnect and isolate the battery negative

cable.

(4) Wait two minutes for the airbag system reserve

capacitor to discharge before beginning any airbag
system or instrument panel component service.

(5) Remove clock spring (Refer to 8 - ELECTRI-

CAL/RESTRAINTS/CLOCK SPRING - REMOVAL).

(6) Rotate the clock spring rotor in the CLOCK-

WISE DIRECTION to the end of travel. Do not apply
excessive force/torque.

(7) From the end of travel, rotate the rotor three

full turns in the counterclockwise direction. The horn
wire and the squib wire should end up at the top. If
not, rotate the rotor counter clockwise until the wires
are properly oriented, but not more than half turn
(180 degrees). Engage clock spring locking mecha-
nism.

(8) Install the clock spring (Refer to 8 - ELECTRI-

CAL/RESTRAINTS/CLOCK SPRING - INSTALLA-
TION).

WARNING: DO NOT CONNECT BATTERY NEGATIVE
CABLE (Refer to 8 - ELECTRICAL/RESTRAINTS -
DIAGNOSIS AND TESTING - AIRBAG SYSTEM).

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CHILD TETHER (Continued)

(9) Connect the battery negative cable.
(10) Place battery access cover into place and

install four bolts.

(11) Close deck lid.
(12) Verify vehicle and system operation.

REMOVAL

(1) Place the front road wheels in the straight

ahead position. Then:

• Rotate the steering wheel half turn (180

degrees) to the right (clockwise).

• Lock column with ignition lock cylinder.
Follow all Warnings for airbag component service

(Refer to 8 - ELECTRICAL/RESTRAINTS - WARN-
ING).

(2) Open deck lid.
(3) Remove four bolts to battery compartment

cover and remove cover.

(4) Disconnect and isolate the battery negative

cable.

(5) Wait two minutes for the airbag system reserve

capacitor to discharge before beginning any airbag
system or instrument panel component service.

(6) Remove driver airbag (Refer to 8 - ELECTRI-

CAL/RESTRAINTS/DRIVER AIRBAG - REMOVAL).

(7) Remove steering wheel (Refer to 19 - STEER-

ING/COLUMN/STEERING WHEEL - REMOVAL).

(8) Remove upper and lower steering column

shrouds to gain access to clock spring wiring (Refer
to 19 - STEERING/COLUMN/UPPER SHROUD -
REMOVAL).

(9) Remove multi-function switch (Refer to 8 -

ELECTRICAL/LAMPS/LIGHTING

-

EXTERIOR/

MULTI-FUNCTION SWITCH - REMOVAL).

(10) Disconnect the 7-way connector between the

clock spring and the instrument panel wiring har-
ness at the base of the clock spring.

(11) Remove clock spring by lifting the top latch

tab up slightly to guide it over the lock housing (Fig.
2). The clock spring cannot be repaired, and must be
replaced if faulty or damaged.

(12) Rotate clock spring rotor a half turn (180

degrees) to the left (counter clockwise).

(13) Lock the clock spring rotor in the center posi-

tion as follows: Insert a paper clip wire through the
hole in the rotor at the 10 o’clock position and bend
to prevent it from falling out.

INSTALLATION

(1) Confirm that:
• The steering wheel position is a half turn (180

degrees) to the right (clockwise)

• The column is locked with the ignition cylinder

lock.

• Check that the turn signal stalk is in the neu-

tral position

• When reusing the clock spring, remove locking

wire and rotate clock spring rotor one half turn (180
degrees) to the right (clockwise). Locate the clock
spring on the steering shaft and push down on the
rotor until the clock spring is fully seated on the
steering column (Fig. 2).

• When installing a new clock spring, position the

front wheels straight a head. Remove grenade pin.

(2) Connect the clock spring to the instrument panel

harness, ensure wiring is properly routed. Then check
that the connectors, locking tabs are properly engaged
and the halo lamp wire is in position.

(3) Install the multi-function switch (Refer to 8 -

ELECTRICAL/LAMPS/LIGHTING

-

EXTERIOR/

MULTI-FUNCTION SWITCH - INSTALLATION).

(4) Install steering column shrouds (Refer to 19 -

STEERING/COLUMN/UPPER SHROUD - INSTAL-
LATION). Be sure all wires are inside of shrouds.

(5) Install steering wheel ensuring the flats on hub

align with the clock spring (Refer to 19 - STEERING/
COLUMN/STEERING WHEEL - INSTALLATION). Pull
the horn and airbag leads through the larger slot. Ensure
leads do not get pinched under the steering wheel.

(6) Connect the horn lead wire and the driver air-

bag lead wire to the airbag.

(7) Install the driver airbag (Refer to 8 - ELEC-

TRICAL/RESTRAINTS/DRIVER AIRBAG - INSTAL-
LATION).

WARNING: DO NOT CONNECT BATTERY NEGATIVE
CABLE (Refer to 8 - ELECTRICAL/RESTRAINTS -
DIAGNOSIS AND TESTING - AIRBAG SYSTEM).

(8) Place battery access cover into place and install

four bolts.

(9) Close deck lid.
(10) Verify vehicle and system operation.

Fig. 2 CLOCK SPRING LATCH HOOKS

1 - CLOCK SPRING
2 - LATCH HOOKS
3 - STEERING COLUMN

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CLOCKSPRING (Continued)

DRIVER AIRBAG

DESCRIPTION

The driver airbag protective trim cover is the most

visible part of the driver airbag system. The driver
airbag is mounted directly to the steering wheel.
Located under the airbag cover are the horn switch,
the folded airbag cushion, and the airbag cushion
supporting components. The resistive membrane-type
horn switch is secured within a pocket on the airbag
cushion.

The airbag inflator is a non-azide, pyrotechnic-type

unit and is secured by four flanged hex nuts to four
studs on the airbag cushion retainer ring to the back
of the stamped metal airbag housing. A connector
receptacle on the driver airbag inflator connects the
inflator initiator to the vehicle electrical system
through a yellow-jacketed, two-wire pigtail harness of
the clock spring.

The driver airbag cannot be repaired and must be

replaced if deployed or in any way damaged. The
driver airbag cover and horn switch are not service-
able and if found faulty or defective, a complete
driver airbag assembly will need to be installed.

OPERATION

The driver airbag is deployed by electrical signals

generated by the Occupant Restraint Controller
(ORC) through the driver airbag squib circuit to the
initiator in the airbag inflator. When the ORC sends
the proper electrical signal to the initiator the elec-
trical energy generates enough heat to initiate a
small pyrotechnic charge which, in turn ignites
chemical pellets within the inflator. Once ignited,
these chemical pellets burn rapidly and produce a
large quantity of inert gas. The inflator is sealed to
the back of the airbag housing and a diffuser in the
inflator directs all of the inert gas into the airbag
cushion, causing the cushion to inflate. As the cush-
ion inflates, the driver airbag trim cover will split at
predetermined breakout lines, then fold back out of
the way along with the horn switch unit. Following
an airbag deployment, the airbag cushion quickly
deflates by venting the inert gas towards the instru-
ment panel through vent holes within the fabric used
to construct the back (steering wheel side) panel of
the airbag cushion.

REMOVAL

Follow all Warnings for airbag component service

(Refer to 8 - ELECTRICAL/RESTRAINTS - WARN-
ING).

CAUTION: When removing a DEPLOYED airbag,
rubber gloves, eye protection and long sleeved

shirt should be worn, as there may be deposits on
the surface which could irritate the skin and eyes.

(1) Open deck lid.
(2) Remove four bolts to battery compartment

cover and remove cover.

(3) Disconnect and isolate the battery negative

cable.

(4) Wait two minutes for the airbag system reserve

capacitor to discharge before beginning any airbag
system or instrument panel component service.

(5) Remove two bolts retaining Driver Airbag.
(6) Lift airbag and disconnect airbag and horn

wire connectors.

(7) Remove Driver Airbag from vehicle.

WARNING:

WHEN

REPLACING

A

DEPLOYED

DRIVER AIRBAG, THE CLOCK SPRING MUST ALSO
BE REPLACED (Refer to 8 - ELECTRICAL/RE-
STRAINTS/CLOCK SPRING - REMOVAL).

INSTALLATION

(1) Connect horn and airbag wiring connectors to

the airbag. Make airbag connection by pressing
straight in on the connector. The connector should be
fully seated to assure positive connection. Check that
the wires are not pinched between airbag and steer-
ing wheel during installation.

(2) Install the airbag screws and torque to 7 to 9

N·m (65 to 85 in. lbs.).

WARNING: DO NOT CONNECT BATTERY NEGATIVE
CABLE (Refer to 8 - ELECTRICAL/RESTRAINTS -
DIAGNOSIS AND TESTING - AIRBAG SYSTEM).

(3) Place battery access cover into place and install

four bolts.

(4) Close deck lid.
(5) Verify vehicle and system operation.

OCCUPANT RESTRAINT
CONTROLLER

DESCRIPTION

The Occupant Restraint Controller (ORC) is also

sometimes referred to as the Airbag Control Module
(ORC). The ORC is concealed underneath the instru-
ment panel, beneath the center stack area, just
behind the HVAC control and radio. It is secured by
four screws to a stamped steel mounting bracket
welded onto the top of the transmission tunnel. Con-
cealed within the aluminum ORC housing is the elec-
tronic

circuitry

of

the

ORC

which

includes

a

microprocessor, an electronic impact sensor, an elec-
tronic safing sensor, and an energy storage capacitor.
A stamped metal cover plate is secured to the bottom

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RESTRAINTS

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of the ORC housing with four screws to enclose and
protect the internal electronic circuitry and compo-
nents. This is not to be removed for any reason and
service to the ORC is not to be attempted.

An arrow printed on the label 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. Two molded
plastic electrical connector receptacles exit the for-
ward side of the ORC housing. These two receptacles
connect the ORC to the vehicle electrical system.

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. The ORC
cannot be repaired or adjusted and, if damaged or
faulty, must be replaced.

OPERATION

The microprocessor in the Occupant Restraint Con-

troller (ORC) contains the supplemental restraint
system logic circuits and controls all of the supple-
mental restraint system components. The ORC uses
On-Board Diagnostics (OBD) and can communicate
with other electronic modules in the vehicle as well
as with the DRBIII

t scan tool using the Programma-

ble Communications Interface (PCI) data bus net-
work. This method of communication is used for
control of the airbag indicator in the ElectroMechani-
cal Instrument Cluster (EMIC) and for supplemental
restraint system 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 supplemental restraint system electrical cir-
cuits 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 PCI data
bus to turn on the airbag indicator. An active fault
only remains for the duration of the fault or in some
cases the duration of the current ignition switch
cycle, while a stored fault causes a DTC to be stored
in memory by the ORC. For some DTC’s, 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 for-
ever.

The ORC also monitors a Hall effect-type seat belt

switch located in the buckle of each front seat belt to
determine whether the seat belts are buckled, and
provides an input to the EMIC over the PCI data bus
to control the seat belt indicator operation based
upon the status of the driver side front seat belt
switch.

The ORC receives battery current through two cir-

cuits; a fused ignition switch output (RUN) circuit

through a fuse in the Power Distribution Center
(PDC), and a fused ignition switch output (START/
RUN) circuit through a second fuse in the PDC. The
ORC is grounded through a ground circuit and take
out of the instrument panel floor wire harness. These
connections allow the ORC to be operational when-
ever the ignition switch is in the START or ON posi-
tions.

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 airbags
for up to one second following a battery disconnect or
failure. The purpose of the capacitor is to provide
backup supplemental restraint system protection in
case there is a loss of battery current supply to the
ORC during an impact.

Two sensors are contained within the ORC, an

electronic impact sensor and a safing sensor. The
electronic impact sensors are accelerometers that
sense the rate of vehicle deceleration, which provide
verification of the direction and severity of an
impact. The safing sensor is an electronic accelerom-
eter sensor within the ORC that provides an addi-
tional logic input to the ORC microprocessor. The
safing sensor is used to verify the need for a supple-
mental restraint deployment by detecting impact
energy of a lesser magnitude than that of the pri-
mary electronic impact sensors, and must exceed a
safing threshold in order for the airbags to deploy.

Pre-programmed decision algorithms in the ORC

microprocessor determine when the deceleration rate
as signaled by the impact sensor and the safing sen-
sors indicate an impact that is severe enough to
require supplemental restraint system protection
and, based upon the status of the seat belt switch
inputs and 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 multi-
stage front airbags at the programmed force levels.

To properly diagnose the ORC, a DRBIII

t scan tool

and the appropriate Body Diagnostic Procedures
manual must be used.

REMOVAL

(1) Open deck lid.
(2) Remove four bolts to battery compartment

cover and remove cover.

(3) Disconnect and isolate the battery negative

cable.

(4) Wait two minutes for the airbag system reserve

capacitor to discharge before beginning any airbag
system or instrument panel component service.

(5) Remove six allen screws to shifter bezel.

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OCCUPANT RESTRAINT CONTROLLER (Continued)