SECTION 12M - SUPPLEMENTAL RESTRAINT

SYSTEM (VERSION 6.2)

CAUTION:

This vehicle will be equipped with a Supplemental Restraint System (SRS). A SRS will

consist of either seat belt pre-tensioners and a driver's side air bag, or seat belt pre-

tensioners and a driver's and front passenger's side air bags. Refer to CAUTIONS,

Section 12M, before performing any service operation on, or around any SRS

components, the steering mechanism or wiring. Failure to follow the CAUTIONS

could result in SRS deplo yment, resulting in possible p ersonal injury or unnecessary

SRS system repairs.

CAUTION:

This vehicle may be equipped with LPG (Liquefied Petroleum Gas). In the interests of

safety, the LPG fuel system should be isolated by turning 'OFF' the manual service

valve and then draining the LPG serv ice lines, before any service w ork is carried out

on the vehicle. Refer to the LPG leaflet included with the Owner's Handbook for

details or LPG Section 2 for more specific servicing information.

1. GENERAL INFORMATION

The Supplemental Restraint System (SRS) with driver's and front passenger's air bags, is standard fitment to VT

Series Acclaim, Berlina and Calais models. Driver's air bag only, is standard equipment on all other VT Series

Models.

The fitment of front passenger's air bags is available on other VT Series Models, refer to Holden's Sales Information

for option availability.

The SRS is intended as a supplement to the protection offered by the driver and front passenger seat belts by

deploying an air bag from the centre of the steering wheel and (when fitted) a passenger’s side air bag from the top

left hand side of the instrument panel pad assembly during certain frontal crashes. Seat belt pre-tensioners are also

activated.

Deployment of the air bag/s and seat belt pre-tensioners is automatic, making the SRS a passive restraint. The

driver does not control the operation or activation of the system. The system operates if the vehicle is involved in

certain frontal (or near frontal) impacts. The frontal impact would normally be within a 60 degree window, occurring

up to 30 degrees off the centre line of the vehicle, refer to Fig. 12M-2. The SRS has the ability to command the

deployment of the seat belt pre-tensioners only or the deployment of all restraint devices. Activation is not designed

to occur in rollovers, side impacts, or rear impacts, where air bag inflation would not provide any driver/front

passenger protection benefit.

Techline

The following pre-conditions determine the operation of the SRS system:

NOTE:

The figures quoted below are the minimum required for the SRS to deploy and are the equivalent of a head on

contact between the vehicle and a barrier or other immovable object.

In most accident scenarios, the vehicle speed required to activate the pre-tensioners and air bags would be

much greater than these values.

Pre-

tensioner Air Bag/s

No Deployment 15 km/h* 20 km/h**

Complete

Deployment 20 km/h* 28 km/h**

Inflation/Tension

Time 5 m/sec 30 m/sec

Max. Displacement

Free Moving Mass 3.0 cm 12.5 cm

* If the vehicle is travelling below 15 km/h and is involved in a frontal (or near frontal) collision, the seat belt pre-

tensioner will not deploy, between 15 and 20 km/h, the pre-tensioner may or may not deploy, and over 20 km/h, the

pre-tensioners will deploy.

** If the vehicle is travelling below 20 km/h and is involved in a frontal (or near frontal) collision, the air bag/s will not

deploy, between 20 and 28 km/h, the air bag/s may or may not deploy, and over 28 km/h, the air bag/s will deploy.

Figure 12M-1

Figure 12M-2

For deployment to occur, numerous factors must be taken into account. For instance, the crush area of the other

vehicle (if involved in the crash), its mass and speed would all contribute to raising or lowering the force required for

deployment to occur as designed. Also, the angle of impact force may not be within the 60 degree window for SRS

deployment to occur, although the physical damage to the vehicle may appear that it was.

The sensors that control the air bag and seat belt pre-tensioner deployment are incorporated in the Sensing and

Diagnostic Module (SDM), located beneath the centre console.

Regular maintenance of SRS is not required. If at anytime the SRS warning lamp comes on whilst driving or does

not come on when the vehicle is started, there is a system fault and this must be rectified as soon as possible.

The TECH 2 diagnostic scan tool is programmed to assist with VT electrical diagnosis and problem solving,

including SRS.

TECH 2 connects to the SRS serial data communication information via the Data Link Connector (DLC), attached to

the instrument panel lower right hand trim, to the right of the steering column. For additional information on DLC

location and system diagnosis, refer to 3. DIAGNOSTICS in this Section. For additional and more comprehensive

information regarding TECH 2, refer to Section 0C TECH 2.

IMPORTANT:

Accessory type or after market bull bars or such devices not approved by Holden's and fitted to a vehicle

with SRS may adversely affect the vehicles desired threshold characteristics for SRS deployment.

On vehicles with front passenger's air bag, accessory type or after market type dash panel carpet covers,

or the like MUST NOT be installed, as this will greatly inhibit the performance of the air bag and front

passenger's safety in the event of an air bag deployment.

Fitting of accessories such as drink holders, cassette racks additional mirrors, etc. are not permitted in the

immediate deployment area of the front passenger's air bag as these may be ripped off and propelled

towards the vehicle's occupants when the air bag is deployed.

Figure 12M-3, below, illustrates the locations within the passenger compartment of the SRS components.

Figure 12M-3

1. Front passenger’s side air bag inflator assembly.

2. Passenger Air Bag (PAB) door.

3. Clock spring coil assembly.

4. SRS wiring harness (part of main wiring harness).

5. Horn bar and driver’s side air bag inflator module.

6. Sensing and Diagnostic Module (SDM).

7. Seat belt pre-tensioner assembly.

The SRS system operates the air bag inflator module/s in four stages (refer to Figs. 12M-4 and 12M-5) to protect

the driver and front seat passenger (if front passenger side air bag is installed) during a crash.

NOTE:

If air bags are deployed, they will both deploy simultaneously.

1. Before Deployment: The SRS is in a state of readiness, unless the Sensing and Diagnostic Module (SDM)

detects a fault and alerts the vehicle driver via the SRS warning lamp in the instrument cluster warning lamp

panel.

2. Fully Deployed: The air bag/s are inflated and the SDM records the data related to the SRS conditions and

operation.

3. During Restraint: The force of the crash causes the head and upper torso of the front passenger and/or driver

to move forward into the inflated air bag/s.

4. End of Crash: The air bag/s deflate within several seconds after deployment.

Figure 12M-4

1. Before deployment 3. During restraint

2. Fully deployed 4. End of crash

Figure 12M-5

1. Before deployment 3. During restraint

2. Fully deployed 4. End of crash

1.1 SYSTEM COMPONENTS

SENSING AND DIAGNOSTIC MODULE

The Sensing and Diagnostic Module (SDM), which

is mounted under the centre console assembly,

consists of an electronic acceleration sensor

system, electronic control system, energy storage

devices, self diagnostics, fault memory and crash

event recording facility.

The primary function of the SDM, as part of the

SRS, is to sense crash events and discriminate

between non-deployment and required deployment

events.

The SDM is a centralised, self contained crash

sensing and triggering system that requires no

additional external sensing inputs. The SDM also

performs continual tests on the pre-tensioners and

air bag circuits for the front seat belt pre-tensioners,

the driver's air bag and (if fitted) front passenger's

air bag.

In the case of a deployment event, the function of

the sensing system is to initiate the pre-tensioners

or pre-tensioners and air bag/s in a timely manner

in order to protect the vehicle occupant/s.

Secondary to this, the SDM can diagnose system

faults which may prevent air bag deployment or

increase the probability of an inadvertent

deployment and warn the driver in the case of a

system fault.

The SDM is designed for a one time deployment

use only, and must be replaced after a

deployment. If deployment occurs and the SDM

is not replaced, the SRS warning lamp in the

instrument cluster will be continually

illuminated.

Figure 12M-6

Integrated in the SDM are two piezoelectric sensors

(crash sensor) that constantly monitor the

acceleration data of the vehicle. Microprocessors

within the SDM com par e the signals f rom thes e two

sensors to a set of values stored in the processor

memory. If the processed values exceed their set

of stored values, the SDM provides an AC output

signal to ignite the pyrotechnic gas generators in

the pre-tensioners or the pre-tensioners and air

bag/s.

An energy reserve (capacitor) in the SDM stores

sufficient energy to activate the air bag/s in the

event of the electrical system being damaged by

the impact.

The electronic diagnostic facility within the SDM

constantly monitors the electrical circuits and the

firing circuit. Faults that occur in the system are

stored in the m em or y and the SRS warning lam p in

the instrument cluster warning lamp panel will be

switched on.

The SDM performs the following functions:

It continuously monitors the SRS electrical circuits.

It controls the SRS warning lamp in the instrument

cluster to alert the vehicle driver of a detected

system fault.

It has an energy reserve that provides back-up

power (in case the vehicle system power lost

during a crash) to operate the air bag inflator

module/s.

NOTE:

Due to the presence of energy storage devices

within the SDM, servicing of any SRS component

should not be attempted within 10 seconds after

disabling the system.

During deployment, it records and stores SRS and

crash event information:

- Diagnostic Trouble Codes (DTCs) for

detected faults.

- SRS warning lamp operation data.

It comm unic ates diagnostic information thr ough the

Data Link Connector (DLC) for the following

purposes:

- System checks at the vehicle assembly plant.

- Service diagnosis (using TECH 2).

- Transm itting of c rash event rec ording data f or

post Crash analysis.

For details on connecting TECH 2 to the DLC, ref er

to 3.4 TECH 2 DIAGNOSTICS in this Section, or

for more detailed information regarding TECH 2,

refer to Section 0C TECH 2.

Additionally, in the event of SRS deployment, the

SDM will send serial data via the auxiliary serial

data bus (circuit 1220) to advise various vehicle

systems to take appropriate shutdown action.

The PCM monitors this serial data and performs a

vehicle shutdown once the appropriate data is

identified and the vehicle speed is zero for more

than 10 seconds.

The BCM also monitors this serial data and

performs the f ollowing actions onc e the appr opriate

data is identified and the vehicle speed is zero for

more than 10 seconds:

Turn the dome lamp on continuously.

Unlock all doors.

For VT Series Models, two different and non

interchangeable SDMs are released:

• 3-Loop system - for pre-tensioners and driver's

air bag only.

• 4-Loop system - for pre-tensioners, driver's air

bag and front passenger's air bags.

To identify the different SDMs, refer to the

identification label on the top of the SDM. Figure

12M-7 shows the identification label for the 4 loop

system.

NOTE:

Always refer to the latest VT spare parts

microfiche/Part Finder information for the latest part

numbers when ordering SRS components.

Figure 12M-7

Figure 12M-8

SDM Terminal Assignments

TERMINAL NO. FUNCTION

1 Left hand pre-tensioner,

plus

2 Left hand pre-tensioner,

minus

3 Right hand pre-tensioner,

plus

4 Right hand pre-tensioner,

minus

5 Ignition

6 Not used

7 Not used

8Earth

9 Serial data

10 Driver’s air bag, plus

11 Driver’s air bag, minus

12 Not Used

13 Front passenger’s air bag,

plus

14 Front passenger’s air bag,

minus

15 Not Used

SRS WARNING LAMP

The SRS warning lam p is located in the instrum ent

cluster warning, refer to Fig. 12M-9.

The SRS warning lamp is controlled by the SDM,

via the serial data circuit and will illuminate to warn

the driver that the system has been disabled or

there is a fault in the system.

The SRS warning lamp will illuminate when :

The ignition is switched ON, the SRS warning

lamp will be illuminated for approximately 5

seconds to indicate the system start-up

sequence. During this period the SDM

performs a system wiring and self check. If no

system faults are detected, the SRS warning

lamp will be switched OFF.

If communication is lost between the SDM and

the instruments (for example SDM wiring

harness YB190 disconnected or no BCM poll)

the SRS warning lamp will be illum inated when

the ignition is first switched ON, it will then be

turned OFF for approximately 2 seconds and

then commanded ON constantly until the fault

is remedied (communication resumed) (No

DTC will be set).

If battery voltage is below 9 volts or above 20

volts the SRS warning lamp will be illuminated

and remain illuminated until the problem is

resolved (No DTC will be set).

If the SRS is deployed, the SRS warning lamp

will be illuminated until the problem is resolved

(No DTC will be set).

If one or more current or history Diagnostic

Trouble Codes (DTC's) are detected when the

ignition is switched ON, the SRS warning lamp

will illuminate and remain illuminated until the

DTC is cleared. Additionally, 3 seconds after

the ignition is switched ON, an audible warning

chime will sound.

During an ignition cycle, if the SDM detects a

current DTC, the SRS warning lamp will be

illuminated. If dur ing this cycle, the current DTC

fault condition clears, a history DTC will be

logged in the SDM and the SRS warning lamp

will still remain illuminated.

When TECH 2 is communicating with the SDM,

the SRS warning lamp will be illuminated and

the SRS will be disabled.

For all DTC details, refer to 3 DIAGNOSTICS in

this Section.

Figure 12M-9

HORN BAR AND AIR BAG INFLATOR MODULE ASSEMBLY

The horn pad is incorporated into the air bag inflator module.

The horn bar (which is incorporated into the air bag inflator module) and air bag inflator module assembly contain

the following parts:

A trim cover with seams for separation during inflation.

A horn contact which is attached to the underside of the trim cover.

A cloth cushion mounted to the base plate and folded.

An electro-chemical module.

A base plate, fastened to the steering wheel with four tamper proof Torx screws

IMPORTANT:

THE HORN BAR AND AIR BAG MODULE ASSEMBLY COMPONENTS ARE NOT REPAIRABLE.

UNDER NO CIRCUMSTANCES ARE THE COMPONENTS OF THE HORN BAR AND AIR BAG MODULE

ASSEMBLY TO BE DISASSEMBLED. THE ASSEMBLY CONTAINS A PYROTECHNIC GAS GENERATOR AND

THE AIR BAG FOLD IS CRITICAL TO AIR BAG PERFORMANCE AND DRIVER SAFETY.

Figure 12M-10

The air bag inflator module (inflator) contains several components (refer to Fig. 12M-11 which shows a ty pical

inflator assembly):

An Electro Explosive Device (EED), with:

An electrical heating element (called an initiator).

A small amount of Lead Styphnate covered with a mixture of Titanium Hydride and Potassium Perchlorate.

An enhancer pack with approximately 3 grams of Baron Potassium Nitrate.

A propellant based on Sodium Azide.

During deployment, the air bag inflator module operates in the following sequence:

The EED initiator receives current from the SDM and begins the chemical reaction by igniting the Lead Styphnate

and the mixture of Titanium Hydride and Potassium Perchlorate.

The EED ignites the Baron Potassium Nitrate in the enhancer pack.

The enhancer's pack chemical reaction causes the Sodium Azide propellant to rapidly produce Nitrogen gas.

The Nitrogen gas pushes the air bag, which separates the steering wheel horn bar trim cover and inflates.

As the air bag inflates, some of the Nitrogen begins to exit into the passenger compartment through vent holes of a

calibrated size. (Allowing the gas to escape in this manner allows for deflation and also enhances the cushioning

effect).

After deployment, the surface of the cushion may contain a powdery residue. This powder consists primarily of corn

starch (used to lubricate the cushion) and by-products of the chemical reaction. Sodium Hydroxide dust is produced

as a by-product of the deployment reaction.

The Sodium Hydroxide then quickly reacts with atmospheric moisture and is converted to Sodium Carbonate and

Sodium Bicarbonate (baking soda). Therefore, it is unlikely that Sodium Hydroxide will be present after deployment.

As a precaution however, gloves and safety glasses are recommended when handling a deployed air bag to prevent

any possible irritation of the skin or eyes.

Figure 12M-11

FRONT PASSENGER'S INFLATOR MODULE A SSEMBLY

The front passenger inflator module assembly contains the following parts:

A container, fastened to the dash panel with stud nuts and bolts.

A cloth cushion mounted in the container and folded.

A protective plastic cover over the cushion and hinged to the container to allow the cushion to expand during

inflation.

An electro-chemical module.

The front passenger's air bag deploys through a cut out in the instrument panel pad assembly substrate and a

Passenger Air bag (PAB) door. The PAB door assembly is a skin and foam laminate over an injection moulded

plastic insert with a sheet metal hinge heat staked to the rear surface. This assembly is then attached, using four

screws, to the instrument panel pad assembly.

WARNING:

COMPONENTS OF THE FRONT PA SSENGER'S SIDE AIR BAG INFLATOR MODULE ARE NOT REPAIRABLE.

UNDER NO CIRCUMSTANCES ARE THE COMPONENTS OF THE FRONT PASSENGER'S AIR BAG

INFLATOR MODULE TO BE DISASSEMBLED. THE AIR BAG INFLATOR MODULE CONTAINS A

PYROTECHNIC GAS GENERATOR AND THE AIR BAG FOLD IS CRITICAL TO AI R BAG PERFORMANCE

AND FRONT PASSENGER SAFETY.

Figure 12M-12

The linear inflator contains several components (refer to Fig. 12M-13 which shows a typical inflator assembly):

An Electro Explosive Device (EED), with:

An electrical heating element (called an initiator) and a fuse.

A small amount of Lead Styphnate covered with a mixture of Titanium Hydride and Potassium Perchlorate.

An enhancer pack with Boron Potassium Nitrate.

A propellant based on Sodium Azide.

During deploy ment, the front passenger's air bag inflator module operates in three stages:

The EED initiator receives current from the SDM and begins the chemical reaction by igniting the Boron Potassium

Nitrate in the enhancer pack.

The enhancer pack's chemical reaction causes the Sodium Azide propellant to rapidly produce Nitrogen gas.

The Nitrogen gas pushes the air bag, which separates the protective cover, pushes the hinged PAB door and

inflates.

As the air bag inflates, some of the Nitrogen begins to exit into the passenger compartment through vent holes of a

calibrated siz e.

Internal tethering controls the fill and placement of the air bag, to maximise the benefits to the front passenger.

In some deployment conditions, the windshield may be broken by the opening of the Passenger Air bag Door when

the air bag deploys.

As with the drivers' side air bag, the surface of the front passenger's air bag may contain a powdery residue after

deployment. This powder consists primarily of corn starch (used to lubricate the cushion as it inflates) and by-

products of the chemical reaction. Sodium Hydroxide dust is produced as a by-product of the deployment reaction.

The Sodium Hydroxide then quickly reacts with atmospheric moisture and is converted to Sodium Carbonate and

Sodium Bicarbonate (baking soda). Therefore, it is unlikely that Sodium Hydroxide will be present after deployment.

As a precaution however, gloves and safety glasses are recommended when handling a deployed air bag to prevent

any possible irritation of the skin or eyes.

Figure 12M-13

CLOCK SPRING COIL ASSEMBLY

The clock spring coil assembly has the following

parts:

1. A pigtail wiring harness that connects to the air

bag inflator module at the top of the steering

column (connector YB147).

2. A lower wiring harness connector which is

incorporated with the clock spring coil outer

housing assembly.

3. A rotating inner hub which engages with the rear

of the steering wheel.

4. A ribbon wire assembly that provides an

unbroken connection between the SDM and air

bag inflator module as the steering wheel is

rotated during vehicle operation.

5. The coil assembly also has pigtail wiring

harnesses and wires in the ribbon wire

assembly for the horn contacts in the steering

wheel horn bar and, if fitted, the remote audio

controls (not shown).

Figure 12M-14

The coil assembly operates in the following

manner:

When the steering wheel is in the straight-ahead

position, the inner hub and outer housing are

aligned to provide approximately 2.5 turns of the

steering wheel in either direction.

When the steering wheel is turned in a clockwise

direction (r ight turn), the inner hub winds the ribbon

wire as it rotates with the steering wheel.

When the steering wheel is turned in an anti-

clockwise direction (left turn), the inner hub

unwinds the ribbon wire as it rotates with the

steering wheel.

SEAT BELT PRE-TENSIONERS

The driver and front seat passenger seat belts are equipped with a pyrotechnical seat belt pre-tensioner. The

purpose of these pre-tensioners is in the case of a frontal collision, to remove all webbing slack from the seat belt

before the occupant has moved, relative to the vehicle.

The seat belt pre-tensioners have a gas generator complete with an igniter connected to a cylinder. Inside the

cylinder is a piston connected to a cable, the other end of which is connected to the belt buckle assembly.

When an ignition signal from the SDM is sent to the igniter, the gas generator is activated driving the piston down

the cylinder. This action tightens the cable around a roller which pulls the buckle towards the seat taking up the

slack in the seat belt. The tensioner can take up about 9 cm of slack. The outer plastic tube on the buckle assembly

is destroyed during activation. The piston is prevented from moving back up the cylinder by a series of locking balls

once the piston has taken up all the slack in the seat belt.

Figure 12M-15 shows the pre-tensioner assembly before and after the pre-tensioner has been fired.

Figure 12M-15

SRS FUSE

The SDM is supplied voltage from the ignition

switch, via fuse F26, located in the passenger

compartment fuse panel.

Access to this fuse panel is by grasping the top

edge of each side of the instrument panel right

hand cover with the finger tips and pulling the top

edge out, to free the retaining lugs from the clips.

NOTE:

Fuse F13 (instrument fuse), located in the

passenger compartment fuse panel, is also used

for the SRS warning lamp circuit.

Figure 12M-16

WIRING HARNESS

The SRS wiring harness is incorporated with the

main wiring harness and contains the necessary

wiring to interconnect the various system

components.

There is no specific wiring harness for vehicles

without a passenger side air bag, rather, the

additional wire for this connection is taped back to

the SRS wiring harness.

Although the SRS harness is incorporated with the

main wiring harness, it can still be identified by the

yellow PVC tubing or yellow tape covering the

harness wiring. The majority of the specific SRS

wiring harness connectors are either coloured

yellow or have a yellow retaining clip or slide to

identify them as SRS connec tors. O ne exception to

this is the wiring harness connector YB190 for the

SDM, which is coloured orange.

The connectors on the SRS wiring harness which

interface with the igniters have an in-built capacitor

which is connected in series with the trigger circuit.

The purpose of the capacitor is to prevent

unintentional triggering of the SRS by blocking any

Direct Current (DC) in the circuit.

Figure 12M-17 illustrates the SRS wiring harness

connector with an in-built capacitor. The connector

consists of:

1. Capacitor.

2. A “Service Hole” to aid in diagnosis of the

system.

3 & 4. Terminals.

Special wiring repair procedures have been

developed for use on the SRS due to the sensitive

nature of the circuitry. The procedures described in

2.8 SRS WIRING REPAIR in this Section is the

only recommended and approved SRS wiring

repair m ethod. No alternative repair methods are

to be used.

Figure 12M-17

WARNING LABELS

In order to provide adequate warning of the SRS operation and service requirement to the vehicle's owner or driver

and service technicians, SRS warning labels are located on the driver's side sun visor, front passenger's side sun

visor (vehicles with front passenger's air bag), in the engine compartment (engine cooling fan shroud), and on the

steering wheel hub, refer to Fig. 12M-18.

IMPORTANT:

If at any time the engine cooling fan shroud, driver's or front passenger's sun visor or steering wheel is replaced,

ensure that the appropriate warning label is applied to the replacement part.

Figure 12M-18

1. Passenger’s side sun visor. 3. Steering wheel (horn bar and air bag inflator

removed)

2. Driver’s side sun visor. 4. Engine cooling fan shroud.

2. SERVICE OPERATIONS

2.1 SAFETY PRECAUTIONS

1. Do not use a fast battery charger for starting the vehicle.

2. Never disconnect the battery from the vehicle's electrical system while the engine is running.

3. Disconnect the battery from the vehicle's electrical system before fast battery charging.

4. Never disconnect or connect the SDM connector with the ignition turned on.

5. After an accident, the individual SRS components must be replaced if the following circumstances apply:

a. Deformation of the SDM. (If the floor pan is deformed where the SDM is mounted, it must be repaired).

b. Pre-tensioners, horn bar and air bag inflator module, front passenger's air bag inflator module that have not

been triggered, but are damaged.

c. Pre-tensioners, horn bar and air bag inflator module, front passenger's air bag inflator module or SDM

assemblies that have been triggered.

In an accident which was severe enough to deploy the pre-tensioners but not severe enough to deploy air

bag/s; any seat belt worn in the accident, the pre-tensioners and the front seat guide rail and adjuster

assemblies must be replaced.

If the horn bar and air bag inflator module or front passenger's air bag inflator module have also deployed;

the steering column, clock spring coil, steering wheel, instrument panel pad, front passenger air bag inflator

support rail assembly, PAB door assembly and instrument panel pad name plate badge.

NOTE:

DAMAGED OR DEFECTIVE COMPONENTS OF THE SYSTEM MUST NOT BE REPAIRED, BUT MUST

ALWAYS BE REPLACED.

7. When fasteners are removed, always reinstall them in the same location from which they were removed. If a

fastener needs to be replaced, use a fastener with the correct part number for that application. If a fastener

with the correct part number is not available, a fastener of equal size and strength (or stronger) may be used.

Fasteners that should not be reused, and those requiring thread locking compound will be identified in this

Section. The correct torque value must be used when installing fasteners that require it. If these conditions are

not adhered to, parts or system damage could result.

8. The windshield plays an active part during the deployment of the front passenger's air bag. The strength of the

windshield and its urethane adhesive is critical to ensure that the front seat passenger is correctly protected

during deployment. Replacement windshield glass and adhesives complying to Holden's specifications may

only be used.

Only use the correct urethane adhesive when installing a windshield to maintain original installation integrity.

Failure to use the correct product will result in poor retention of the glass. For vehicles with front passenger

side air bag, the windshield must be replaced properly so that occupant protection provided by the SRS is

maintained.

9. Sensing and Diagnostic Module.

Take care when handling the SDM. Never strike or jar the module or body structure adjacent to the module in a

manner which could cause deployment of the pre-tensioner’s or air bag/s.

10. Undeployed air bag inflator module.

When carrying a live (undeployed) air bag inflator module, ensure that it is pointed away from you. In case of

an accidental deployment, the air bag will then deploy with minimal chance of injury.

When placing a live air bag inflator module on a bench or other surface, always face the assembly up, away

from the surface. This is necessary in order to provide free space for the air bag to expand, in case of

accidental deployment. Also, never place anything on top of air bag inflator module.

Never carry the driver's air bag inflator module by the horn bar contact wires on the underside of the assembly.

If still connected, never carry the pre-tensioner’s or the front passenger's inflator module by its wiring harness

lead.

Do not apply power to the module except as specified in this Section.

Do not attempt to make any repairs to the module/s. A damaged or defective horn bar and air bag inflator

module or front passenger's air bag inflator module assembly must be replaced.

Do not weld, solder, braze, hammer, machine, drill, or otherwise heat seat belt pre-tensioners or air bag inflator

modules.

11. Deployed air bag inflator module/s.

Always wear gloves and safety glasses when handling a deployed pre-tensioner, horn bar and air bag inflator

module or front passenger air bag inflator module. The surface of these components may contain chemicals

(eg. Sodium Hydroxide) as a result of the gas generated during combustion. This can irritate your skin. Wash

hands with mild soap and water afterwards.

12. Steering column.

During any service operation that requires removal and reinstallation of a steering column fitted with an air bag

inflator module, always carry the steering column with two hands and with the steering wheel away from your

body. Never carry the column by one hand or with steering wheel tow ard you.

Never set a steering column on the floor with the steering wheel toward the floor.

NOTE:

During any service operation that requires removal of a steering column, ensure that the steering shaft is locked to

the column to prevent any possibility of allowing the steering shaft to rotate and possibly damaging the clock spring

coil ribbon wire. For details of locking the steering shaft to the column, refer to Section 9A, STEERING.

CAUTION:

When performing service on or around SRS components or wiring, follow the procedures listed in this

Section to temporarily disable the SRS. Failure to follow these procedures could result in possible SRS

deployment, personal injury or otherwise unnecessary SRS repairs.

7. 7. Disconnecting the battery WILL NOT immediately deactivate the SRS. A residual energy reserve in the

SDM is incorporated to enable the pre-tensioners and air bag/s to deploy in the event of a battery failure. The

SDM has the power to deploy the air SRS for up to 10 seconds after the battery has been disconnected or the

ignition turned off.

8. 8. The SDM can maintain sufficient voltage to cause a deployment for up to 10 seconds after the ignition

switch is turned OFF or the battery is disconnected. Many of the service operations require disconnection of

the battery to avoid an accidental deployment of the pre-tensioners or air bag/s.

9. 9. When carrying out steering gear removal and reinstallation procedures, remove the ignition key from the

ignition lock and ensure that the steering column is locked. If this operation is not carried out and the steering

wheel is spun while the steering gear is removed, the clock spring coil will be destroyed. This will result in the

SDM setting a DTC and non-deployment of the driver’s air bag.

Figure 12M-19

2.2 SYSTEM DISABLING AND ENABLING P ROCEDURE

DISABLING THE SRS

NOTE:

This disabling procedure applies only to VT Series Models which have an AC firing SRS. Conventional SRS

with DC firing such as VS Series Models have a more complex disabling procedure. Always refer to the

appropriate Section for SRS disabling and enabling procedures.

Disconnect both the battery earth and power leads and wait at least 10 seconds before performing any work on the

vehicle.

CAUTION:

The SDM can maintain sufficient voltage to cause SRS deployment for up to 10 seconds after the ignition

switch is turned OFF or the battery is disconnected.

ENABLING THE SRS

NOTE:

Ensure all wiring harness connectors are connected before reconnecting the battery leads.

1. Reconnect both the battery power and earth leads.

2. Switch ignition on, and observe the SRS warning lamp in the instrument cluster. The warning lamp should be

illuminated for approximately 5 seconds. During this period the SDM performs a wiring and self check.

If no system faults are detected, the SRS warning lamp will be switched off. If the warning lamp remains

illuminated and an audible alarm chimes, or the warning lamp illuminates 2 seconds after it was originally

switched off, an SRS fault is present. Refer to 3 DIAGNOSTICS in this Section to rectify fault.

2.3 HORN BAR AND AIR BAG MODULE ASSEMBLY

If conducting the following operation on an air bag

that has deployed, ensure that you are wearing

safety glasses and gloves to pr otect your eyes and

hands from possible irritation when handling the

deployed horn bar and air bag inflator module

assembly.

After the horn bar and air bag inflator module

assem bly has been deployed, the surf ace of the air

bag may contain a powdery residue. This powder

consists primarily of corn starch (used to lubricate

the bag as it inflates) and by-products of the

chemical reaction. Sodium hydroxide dust is

produced as a by-product of the deployment

reaction. T he sodium hydroxide then quick ly r eacts

with atmospheric moisture and is converted to

sodium carbonate and sodium bicarbonate (baking

soda). Therefore, it is unlikely that sodium

hydroxide will be present after deployment. As a

precaution, however, gloves and s af ety glasses are

recommended to prevent any possible irritation of

the skin or eyes.

REMOVE

1. Disable the SRS, refer to

2.2 SYSTEM DISABLING AND ENABLING

PROCEDURE in this Section.

2. Using a number T 30H Torx bit (1) , c ommercially

available or Tool No. ETX30H and a suitable

holder such as Tool No. J25359-8, loosen and

rem ove four sc rews (2) f rom the r ear of s teering

wheel securing the horn bar and air bag inflator

module assembly to the steering wheel.

Figure 12M-20

3. Lift up horn bar and air bag inflator module

assembly (1) from the steering wheel, remove

the yellow clock spring to inflator assembly

connection (2) and disconnect wiring harness

connectors (3 and 4) from rear of assembly,

refer to Fig 12M-21.

NOTE:

If removing a horn bar and air bag inflator module

assembly from a steering wheel fitted with stereo

controls (as shown), take extreme care when

disconnecting the left hand horn pad connector (3)

from the stereo control wiring connector otherwise

damage to the stereo control wiring could result.

Remove horn bar and air bag inflator module

assembly.

CAUTION:

When carrying a live (undeployed) horn bar and

air bag inflator module assembly, make sure

the bag opening in the horn bar is pointed away

from you. Never carry the horn bar and air bag

inflator module assembly by the horn bar wires

or connectors on the underside of the

assembly. In case of an accidental deployment,

the bag will then deploy with minimal chance of

injury.

When placing a live horn bar and air bag

inflator module assembly on a bench or other

surface, always face the bag and horn bar up,

away from the surface. Never rest the horn bar

and air bag inflator module assembly with the

horn bar f ace down . This is necessary so th at a

free space is provided to allow the air bag to

expand in the unlikely event of accidental

deployment. Otherwise, personal injury may

result.

Figure 12M-21

REINSTALL

1. Lift horn bar and air bag inflator module

assembly up to steering wheel and reconnect

all wiring harness connectors to rear of

assembly.

2. Seat horn bar and air bag inflator module

assembly on steering wheel, ensuring wiring is

not exposed or trapped between air bag

inflator module and steering wheel hub.

3. Using number T30H Torx bit. Tool No.

ETX 30H and suitable holder such as T ool No.

J25359-8, install and tighten four screws into

rear of steering wheel to secure horn bar and

air bag inflator module assembly to the

steering wheel. Tighten screws to the correct

torque specification.

HORN BAR AND AIR BAG MODULE

ASSEMBLY TO STEERING WHEEL

SECURING SCREW

TORQUE SPECIFICATION 10 - 14 Nm

4. Enable the SRS, refer to

2.2 SYSTEM DISABLING AND ENABLING

PROCEDURE in this Section.

5. Switch ignition on, and observe the SRS

warning lamp in the instrument cluster. The

warning lamp should be illuminated for

approximately 5 seconds. During this per iod of

time the SDM performs a wiring and self

check.

If no system faults are detected, the SRS

warning lamp will be switched off. If the

warning lamp remains illuminated and an

audible alarm chimes, or the warning lamp

illuminates 2 seconds after it was originally

switched off, an SRS fault is pr esent. Ref er to

3 DIAGNOSTICS in this Section to rectify

fault.

HORN BAR AND AIR BA G MODULE ASSEMBLY SCRAPPING PROCEDURE

During the course of a vehicle's useful life, certain

situations may arise which will necessitate the

disposal of a live (undeployed) hor n bar and air bag

inflator m odule assembly. The f ollowing infor mation

covers proper procedures for deploying a live

assembly.

CAUTION:

Failure to follow proper Supplemental Restraint

System (SRS) horn bar and air bag inflator

module assembly disposal procedures can

result in air bag deployment which may cause

personal injury. T he undeployed air bag inflator

module contains substances that can cause

severe illness or personal injury if the sealed

container is damaged during disposal.

In situations which require deployment of a live

horn bar and air bag inflator module assembly,

deployment may only be accomplished outside the

vehicle. The horn bar and air bag inflator module

assembly needs to be removed so the SRS wiring

harness with the capacitor built into the connector

can be removed. Intentional deployment of the

horn bar and air bag inflator module can not be

accomplished using a 12 volt DC supply with the

capacitor in the SRS circuit.

Horn Bar and Air Bag Module Deployment

Outside Vehicle

There m ay be some cir cum stanc es that requir e the

deployment of a horn bar and air bag inflator

module ass em bly befor e a vehicle is to be retur ned

to service. For example, situations in which the

vehicle will be returned to an owner after a

functionally or cosm etically malf unctioning horn bar

and air bag inflator module assembly is replaced.

Deployment and disposal of a malfunctioning air

bag inflator module is, of course, subject to any

required retention period.

For deployment of a live ( undeployed) horn bar and

air bag inflator module assembly outside the

vehicle, the deployment procedure must be

followed exactly. Always wear safety glasses during

the deployment procedure until the assembly is

removed. Before performing the procedure you

should be familiar with servicing the SRS and with

proper handling of the horn bar and air bag inflator

module assembly.

The following must be read fully and understood

before performing the actual procedure.

The following procedure requires use of J38826-1

SRS deployment harness with adaptor E1992. Do

not attempt procedure without J38826-1 and

E1992.

CAUTION:

Failure to follow procedures in the order listed

may result in personal injury. Never connect

deployment harness to any power source

before connecting deployment harness to the

horn bar and air bag inflator module assembly.

The deployment harness must remain shorted

and not be connected to a power source until

the horn bar and air bag inflator module

assembly is ready to be deployed. The module

will immediately deploy the air bag when a

power source is connected to it. Wear safety

glasses and gloves throughout this entire

deployment and disposal procedure.

1. Turn ignition switch OFF and put on safety

glasses.

2. Inspect J38826-1 SRS deployment harness

and adaptor, E1992 for damage. If harness or

adaptor is damaged, discard and obtain a

replacement.

3. Short two SRS deployment harness leads

together by fully seating one banana plug into

the other. SRS deployment harness MUST

remain shorted and NOT connected to a

power source until the air bag is to be

deployed.

4. Connect the appropriate pigtail adaptor to the

SRS deployment harness.

Figure 12M-22

5. Remove horn bar and air bag inflator module

assembly from vehicle, refer to

2.3 HORN BAR AND AIR BAG MODULE

ASSEMBLY in this Section.

CAUTION:

When storing a live horn bar and air bag

inflator module assembly or when leav ing a liv e

assembly unattended on a bench or other

surface, always face the assembly with the

horn bar up and aw ay from the surface. This is

necessary so that a free space is provided to

allow the air bag to expand in th e un likely event

of accidental deployment. Failure to follow

procedures may result in personal injury.

6. Place the assembly on a work bench or other

surface away from all loose or flammable

objects with its horn bar facing up, away from

the surface.

7. Clear a spac e on the ground about 2 metr es in

diameter where the assem bly is to deployed. A

paved, outdoor location where there is no

activity is preferred. If an outdoor location is

not available, a space on the workshop floor

where there is no activity and sufficient

ventilation is recommended. Ensure no loose

or flammable objects are within the

deployment area.

8. Place the assembly, with its horn bar facing

up, on the ground in the space just cleared.

9. Stretch the SRS deployment harness and

adaptor from the horn bar and air bag inflator

module assembly to its full length.

Place a power source near the shorted end of

the SRS deployment harness. Recommend

application: 12 volts minimum, 2 amps

minimum (a vehicle battery is suggested).

Connect the horn bar and air bag inflator

module ass embly to the adaptor E1992 on the

SRS deployment harness.

Figure 12M-23

CAUTION:

The deployment harness M UST remain shorted

and NOT connect ed to a pow er source until th e

air bag is to be deployed. The module will

immediately deploy the air bag when a power

source is connected to it.

Figure 12M-24

12. Verify that the area around the horn bar and

air bag inflator module assem bly is clear of all

people and loose or flammable objects.

13. Verify that the horn bar and air bag inflator

module assembly is resting with horn bar

facing up.

14. Notify all people in the immediate area that

you intend to deploy the horn bar and air bag

inflator m odule assem bly. T he deploym ent will

be accompanied by an explosion which may

startle the uninformed.

15. Separate the two banana plugs on the SRS

deployment harness.

NOTE:

1. When the air bag deploys, the rapid gas

expansion will create an ex plos ion. Notif y all people

in the immediate area that you intend to deploy the

module.

NOTE:

2. When the air bag deploys, the assembly may

jump about 30 cm vertically. This is a normal

reaction of the module to the forc e of the rapid gas

expansion inside the air bag.

CAUTION:

The deployment harness MUST remain shorted

and NOT connected t o a pow er sou rce until the

air bag is to be deployed. The module will

immediately deploy the air bag when a power

source is connected to it. Connecting the

deployment harness to the power source

should always be the last step prior to

deployment of the air bag. Failure to follow

procedures in the order listed may result in

personal injury.

Figure 12M-25

16. Connect SRS deployment harness leads to

the power source to immediately deploy the

horn bar and air bag inflator module assembly.

Figure 12M-26

17. Disconnect the SRS deployment har ness f rom

the power source.

18. Short the two SRS deployment harness leads

together by fully seating one banana plug into

the other.

19. Ensure that you are wearing safety glasses

and gloves to protect your eyes and hands

from pos sible ir ritation and heat when handling

the deployed horn bar and air bag inflator

module assembly.

After the horn bar and air bag inflator module

assem bly has been deployed, the surface of the air

bag may contain a powdery residue. This powder

consists primarily of corn starch (used to lubricate

the bag as it inflates) and by-products of the

chemical reaction. Sodium hydroxide dust is

produced as a by-product of the deployment

reaction. The sodium hydroxide then quickly reacts

with the atmospheric moisture and is converted to

sodium carbonate and sodium bicarbonate (baking

soda). Therefore, it is unlikely that sodium

hydroxide will be present after deployment. As a

precaution, however, gloves and saf ety glasses are

recommended to prevent any possible irritation of

the skin or eyes.

Figure 12M-27

CAUTION:

Safety precautions must be observed when

handling a deployed horn bar and air bag

inflator module assembly. After deployment,

the metal surfaces of the module will be very

hot. Do not touch these metal areas of the

module for about 10 minutes after deployment.

Do not p lace the deployed ho rn bar and air bag

inflator module assembly near any flammable

objects. If the deployed horn bar and air bag

inflator module assembly must be moved

before it has cooled, wear gloves and handle by

the air bag or the horn bar.

20. Disconnect the adaptor E1992 from the

module as soon as possible af ter deploym ent.

This will prevent damage to the adaptor or

SRS deployment harness due to possible

contact with the hot module canister. The

adaptor and SRS deployment harness are

designed to be reused. They should, however,

be inspected for damage after each

deployment and replaced if necessary.

21. Dispose of the deployed horn bar and m odule

assembly through normal refuse channels

after it has cooled for at least 10 minutes.

22. Wash your hands with mild soap and water

afterward.

Deployed Air bag Module Handling

After the module has been deployed, the surface of

the air bag may contain a powdery residue. This

powder consists primarily of corn starch (used to

lubricate the bag as it inflates) and by products of

the chemical reaction. Sodium hydroxide dust is

produced as a by product of the deployment

reaction. T he sodium hydroxide then quick ly r eacts

with atmospheric moisture and is converted to

sodium carbonate and sodium bicarbonate (baking

soda). Therefore, it is unlikely that sodium

hydroxide will be present after deployment. As a

precaution, however, gloves and s af ety glasses are

recommended to prevent any possible irritation of

the skin or eyes.

2.4 FRONT PASSENGER'S AIR BAG MODULE ASSEMBLY

If conducting the following operation on an air bag

that has deployed, ensure that you are wearing

safety glasses and gloves to pr otect your eyes and

hands from possible irritation when handling the

deployed air bag inflator module assembly.

After the air bag inflator module assembly has

been deployed, the surface of the air bag may

contain a powdery residue. This powder consists

primarily of corn starch (used to lubricate the bag

as it inflates) and by products of the chemical

reaction. Sodium hydroxide dust is produced as a

by-product of the deploym ent reaction. T he sodium

hydroxide then quickly reacts with the atmospheric

moisture and is converted to sodium carbonate and

sodium bicarbonate (baking soda). Therefore, it is

unlikely that sodium hydroxide will be present after

deployment. As a precaution, however, gloves and

safety glasses are recommended to prevent any

possible irritation of the skin or eyes.

REMOVE

1. Disable the SRS, refer to 2.2 SYSTEM

DISABLING AND ENABLING PROCEDURE

in this Section.

2. Rem ove instrum ent panel pad assem bly, ref er

to Section 1A3 INSTRUMENT PANEL AND

CONSOLE.

3. Disconnect the passenger’s air bag module

wiring harness connector, YB200 (1) from air

bag module assembly.

NOTE:

Do not disconnect the passenger’s air bag wiring

harness connector YB208.

Figure 12M-28

4. Remove passenger’s air bag inflator module

assem bly to dash panel attaching nuts (1) and

remove module assembly.

CAUTION:

When carrying a live (undeployed) front

passenger's air bag inflator module assembly,

make sure the bag opening is pointed away

from you. In case of an accidental deployment,

the bag will then deploy with minimal chance of

injury. When placing a liv e front passenger' s air

bag inflator module assembly on a bench or

other surface, always face with the air bag up,

away from the surface. Never rest the air bag

inflator module assembly with the air bag face

down. This is necessary so that a free space is

provided to allow the air bag to expand in the

unlikely event of accidental deployment.

Otherwise, personal injury may result. Figure 12M-29

REINSTALL

1. Assemble front passenger's air bag inflator

module onto position, over the dash panel

upper two mounting studs.

2. Install air bag inflator module to dash panel

attaching nuts and tighten to the correct

torque specification.

FRONT PASSENGER'S AIR BAG

MODULE TO DASH PANEL

ATTACHING NUT

TORQUE SPECIFICATION 15 - 25 Nm

3. Reinstall ins tr ument panel pad ass embly, ref er

to Section 1A3 INSTRUMENT PANEL AND

CONSOLE.

4. Enable the SRS, refer to 2.2 SYSTEM

DISABLING AND ENABLING PROCEDURE

in this Section.

5. Switch ignition on, and observe the SRS

warning lamp in the instrument cluster. The

warning lamp should be illuminated for

approximately 5 seconds.

During this period the SDM performs a wiring

and self check.

If no system faults are detected, the SRS

warning lamp will be switched off. If the

warning lamp remains illuminated and an

audible alarm chimes, or the warning lamp

illuminates 2 seconds after it was originally

switched off, an SRS fault is pr esent. Ref er to

3 DIAGNOSTICS in this Section to rectify

fault.

FRONT PASSENGER'S AIR BAG MODULE ASSEMBLY SCRAPPING PROCEDURE

During the course of a vehicle's useful life, certain situations may arise which will necessitate the disposal of a live

(undeployed) air bag inflator module assembly. The following information covers proper procedures for deploying a

live front passenger's air bag inflator module assembly.

CAUTION:

Failure to follow proper Supplemental Restraint System (SRS) air bag inflator module assembly disposal

procedures can result in air bag deployment which may cause personal injury. The undeployed air bag

inflator module contains substances that can cause severe illness or personal injury if the sealed container

is damaged during disposal.

In situations which require deployment of a live front passenger’s air bag inflator module assembly, deployment may

only be accomplished outside the vehicle. The passenger’s air bag inflator module assembly needs to be removed

so the SRS wiring harness with the capacitor built into the connector can be removed. Intentional deployment of the

passenger’s air bag inflator module can not be accomplished using a 12 volt DC supply with the capacitor in the

SRS circuit.

Front Passenger's Air bag Module Deployment Outside Vehicle

There may be some circumstance that require the deployment of the front passenger's air bag inflator module

assembly before a vehicle is to be returned to service. For example, situations in which the vehicle will be returned

to an owner after a functionally or cosmetically deficient front passenger's air bag inflator module assembly is

replaced. Deployment and disposal of a malfunctioning air bag inflator module is, of course, subject to any required

retention period.

For deployment of a live (undeployed) front passenger's air bag inflator module assembly outside the vehicle, the

deployment procedure must be followed exactly. ALWAYS wear safety glasses during the deployment procedure

until the assembly is removed. Before performing the procedure you should be familiar with servicing the SRS and

with proper handling of the front passenger's air bag inflator module assembly.

The following must be read fully and understood before performing the actual procedure.

The following procedure requires use of J38826-1 SRS deployment harness with adaptor E1992. Do not attempt

procedure without J38826-1 and E1992.

NOTE:

Adaptor E1992 was previously released as the deployment harness adaptor for the horn bar and air bag module

only. On VT Series Models, this harness adaptor is to be used for the deployment of all SRS components. If the

previously released passenger’s side air bag module, J38826-2 is used for deployment, the procedure will not work

as the SRS wiring harness capacitor would remain in the deployment circuit. If the SRS wiring harness capacitor

remains in the circuit, deployment using a 12 volt DC power supply is not possible.

CAUTION:

Failure to follow procedures in the order listed may result in personal injury. Never connect deployment

harness to any power source before connecting deployment harness to the front passenger's air bag

inflator module assembly. The deployment harness must remain shorted and not be connected to a power

source until the front passenger's air bag inflator module assembly is ready to be deployed. The module

will immediately deploy the air bag when a power source is connected to it. Wear safety glasses and gloves

throughout this entire deployment and disposal procedure .

1. Turn ignition switch OFF and put on safety glasses.

2. Inspect J38826-1 SRS deployment harness and adaptor E1992 for damage. If harness or adaptor is damaged,

discard and obtain a replacement.

3. Short two SRS deployment harness leads together by fully seating one banana plug into the other. SRS

deployment harness MUST remain shorted and NOT connected to a power source until the air bag is to be

deployed.

4. Connect the appropriate pigtail adaptor to the SRS deployment harness.

Figure 12M-30

5. Remove the front passenger's air bag inflator module assembly from vehicle, refer to

2.4 FRONT PASSENGER’S AIR BA G MODULE ASSEMBLY in this Section.

CAUTION:

When storing a live front passenger's side air bag inflator module assembly or when leaving a live

assembly unattended on a bench or other surface, always face the assembly with the air bag up and away

from the surface. This is necessary so that a free space is provided to allow the air bag to expand in the

unlikely event of accidental deployment. Failure to follow procedures may result in personal injury.

6. Using a 2 metre long square steel tube with suitable sized and positioned holes, bolt the tubing to the lower

bracket of the air bag inflator module assembly as shown in Fig. 12M-31.

7. Position two wheel and tyre assemblies on each end of the tubing as shown in Fig. 12M-32.

Figure 12M-31

8. Clear a spac e on the gr ound about 2 metres in

diameter where the assem bly is to deployed. A

paved, outdoor location where there is no

activity is preferred. If an outdoor location is

not available, a space on the workshop floor

where there is no activity and sufficient

ventilation is recommended. Ensure no loose

or flammable objects are within the

deployment area.

9. Ensure the front passenger's air bag inflator

module assembly is positioned with its air bag

facing up.

10. Stretch the SRS deployment harness and

adaptor from the front passenger's air bag

inflator module assembly to its full length.

Place a power source near the shorted end of

the SRS deployment harness. Recommended

application: 12 volts minimum, 2 amps

minimum (a vehicle battery is suggested).

Connect adaptor E1992 and SRS deployment

harness lead J38826-1 to the front

passenger's air bag inflator module assembly.

Figure 12M-32

CAUTION:

The deployment harness M UST remain shorted

and NOT conn ected to a pow er source until th e

air bag is to be deployed. The module will

immediately deploy the air bag when a power

source is connected to it.

Figure 12M-33

12. Verify that the area around the front

passenger's air bag inflator module assembly

is clear of all people and loose or flammable

objects.

13. Verify that the passenger’s air bag inflator

module assembly is resting with air bag

facing up.

14. Notify all people in the immediate area that

you intend to deploy the air bag inflator

module assembly. The deployment will be

accompanied by an explosion which may

startle the uninformed.

15. Separate the two banana plugs on the SRS

deployment harness.

NOTE:

1. When the air bag deploys, the rapid gas

expansion will create an ex plos ion. Notif y all people

in the immediate area that you intend to deploy the

module.

NOTE:

2. When the air bag deploys, the assembly may

jump vertically. This is a normal reaction of the

module to the force of the rapid gas expansion

inside the air bag.

CAUTION:

The deployment harness MUST remain shorted

and NOT connected t o a pow er sou rce until the

air bag is to be deployed. The module will

immediately deploy the air bag when a power

source is connected to it. Connecting the

deployment harness to the power source

should always be the last step prior to

deployment of the air bag. Failure to follow

procedures in the order listed may result in

personal injury.

Figure 12M-34

16. Connect SRS deployment harness leads to

the power source to immediately deploy the

front passenger's air bag inflator module

assembly.

Figure 12M-35

17. Disconnect the SRS deployment har ness f rom

the power source.

18. Short the two SRS deployment harness leads

together by fully seating one banana plug into

the other.

19. Ensure that you are wearing safety glasses

and gloves to protect your eyes and hands

from pos sible ir ritation and heat when handling

the deployed horn bar and air bag inflator

module assembly.

After the air bag inflator module assem bly has

been deployed, the surf ace of the air bag m ay

contain a powdery residue. This powder

consists primarily of corn starch (used to

lubricate the bag as it inflates) and by -products

of the chemical reaction. Sodium hydroxide

dust is produced as a by-product of the

deployment reaction. The sodium hydroxide

then quickly reacts with the atmospheric

moisture and is converted to sodium

carbonate and sodium bicarbonate (baking

soda). Therefore, it is unlikely that sodium

hydroxide will be present after deployment. As

a precaution, however, gloves and safety

glasses are recommended to prevent any

possible irritation of the skin or eyes. Figure 12M-36

CAUTION:

Safety precautions must be observed when

handling a deployed horn bar and air bag

inflator module assembly. After deployment,

the metal surfaces of the module will be very

hot. Do not touch these metal areas of the

module for about 10 minutes after deployment.

Do not p lace the deployed ho rn bar and air bag

inflator module assembly near any flammable

objects. If the deployed horn bar and air bag

inflator module assembly must be moved

before it has cooled, wear gloves and handle by

the air bag or the horn bar.

20. Disconnect the adaptor E1992 from the

module as soon as possible af ter deploym ent.

This will prevent damage to the adaptor or

SRS deployment harness due to possible

contact with the hot module canister. The

adaptor and SRS deployment harness are

designed to be reused. They should, however,

be inspected for damage after each

deployment and replaced if necessary.

21. Dispose of the deployed air bag assembly

through normal refuse channels after it has

cooled for at least 10 minutes.

22. Wash your hands with mild soap and water

afterward.

Deployed Module Handling

After the module has been deployed, the surface of

the air bag may contain a powdery residue. This

powder consists primarily of corn starch (used to

lubricate the bag as it inflates) and by-products of

the chemical reaction. Sodium hydroxide dust is

produced as a by-product of the deployment

reaction. T he sodium hydroxide then quick ly r eacts

with atmospheric moisture and is converted to

sodium carbonate and sodium bicarbonate (baking

soda). Therefore, it is unlikely that sodium

hydroxide will be present after deployment. As a

precaution, however, gloves and s af ety glasses are

recommended to prevent any possible irritation of

the skin or eyes.

2.5 SEAT BELT BUCKLE AND PRE-TENSIONER ASSEMBLY

REMOVE AND REINSTALL

As the seat belt pre-tensioner assembly is part of the front seat belt buckle assembly, refer to Section 1A7 SEAT

AND SEAT BELT ASSEMBLIES for all Service Operations related to the removal and reinstallation of pre-tensioner

assembly.

PRE-TENSIONER ASSEMBLY SCRAPPING PROCEDURE

During the course of a vehicle's useful life, certain situations may arise which will necessitate the disposal of a live

(undeployed) pre-tensioner assembly. The following information covers proper procedures for deploying a live pre-

tensioner assembly.

CAUTION:

Failure to follow proper Supplemental Restraint System (SRS) pr e-tensioner assembly disposal procedures

can result in pre-tensioner deployment which may ca use personal injury.

In situations which require deployment of a live pre-tensioner assembly, deployment may only be accomplished

outside the vehicle. The pre-tensioner needs to be removed and the SRS wiring harness with the capacitor built into

the connector removed. Intentional deployment of the pre-tensioner assembly can not be accomplished using a 12

volt DC supply with the capacitor in the SRS circuit.

Pre-tensioner Assembly Deployment Outside Vehicle

For deployment of a live (undeployed) pre-tensioner assembly outside the vehicle, the deployment procedure must

be followed exactly. ALWAYS wear safety glasses during this deployment procedure. Before performing the

procedure you should be familiar with servicing the SRS and with proper handling of the pre-tensioner assembly.

The following must be read fully and understood before performing the actual procedure.

The following procedure requires use of J38826-1 SRS deployment harness with adaptor E1992. Do not attempt

procedure without J38826-1 and E1992.

NOTE:

Adaptor E1992 was previously released as the deployment harness adaptor for the horn bar and air bag module

only. On VT Series Models, this harness adaptor is to be used for the deployment of all SRS components.

CAUTION:

Failure to follow procedures in the order listed may result in personal injury. Never connect deployment

harness to any power source before connecting deployment harness to the pre-tensioner assembly. The

deployment harness must remain shorted and not be connected to a power source until the pre-tensioner

assembly is ready to be deployed. The pre-tensioner will deploy immediately a power source is connected

to it. Wear safety glasses and gloves throughout this entire deployment and disposal procedure.

1. Turn ignition switch OFF and put on safety glasses.

2. Inspect J38826-1 SRS deployment harness and adaptor E1992 for damage. If harness or adaptor is damaged,

discard and obtain a replacement.

3. Short two SRS deployment harness leads together by fully seating one banana plug into the other. SRS

deployment harness MUST remain shorted and NOT connected to a power source until the pre-tensioner is to

be deployed.

4. Connect the deployment harness adaptor (E1992) to the SRS deployment harness (J38826-1).

Figure 12M-37

Techline

5. Remove the appropriate pre-tensioner

assem bly from the vehicle, r efer to Section 1A7

SEAT AND SEAT BELT ASSEMBLY.

NOTE:

Leave pre-tensioner to s eat assem bly retaining bolt

installed in the pre-tensioner once removed from

the seat assembly.

6. Clear a space on the ground about 2 metres in

diameter where the pre-tens ioner as sem bly is to

deployed. A paved, outdoor location where there

is no activity is preferred. If an outdoor location

is not available, a space on the workshop floor

where there is no activity and sufficient

ventilation is rec omm ended. Ensure no loose or

flammable objects are within the deployment

area.

7. Stretch the SRS deployment harness and

adaptor from the pre-tensioner assembly to its

full length.

8. Connect adaptor E1992 and SRS deployment

harness lead J38826-1 to the pre-tensioner

assembly.

CAUTION:

The deployment harness MUST remain shorted

and NOT connected to a power source until the

pre-tensioner as sembly is to be deployed. The pr e-

tensioner assem bly will im mediately deploy when a

power source is connected to it.

9. Position a wheel and tyre assembly over the

pre-tensioner assembly, refer to Fig. 12M-39.

Figure 12M-38

Figure 12M-39

10. Place a power sourc e near the shorted end of

the SRS deployment harness. Recommended

application: 12 volts minimum, 2 amps

minimum (a vehicle battery is suggested).

11. Verify that the area around the pre-tensioner

assembly is clear of all people and loose or

flammable objects.

12. Notify all people in the immediate area that

you intend to deploy the pre-tensioner

assembly. The deployment will be

accompanied by an explosion which may

startle the uninformed.

15. Separate the two banana plugs on the SRS

deployment harness.

NOTE:

When the pre-tensioner deploys, the rapid gas

expansion will create an ex plos ion. Notif y all people

in the immediate area that you intend to deploy the

pre-tensioner.

CAUTION:

The deployment harness MUST remain shorted

and NOT connected t o a pow er sou rce until the

pre-tensioner is to be deployed. The pre-

tensioner will immediately deploy when a

power source is connected to it. Connecting

the deployment harness to the power source

should always be the last step prior to

deployment of the pre-tensioner. Failure to

follow procedures in the order listed may result

in personal injury. Figure 12M-40

16. Connect SRS deployment harness leads to

the power source to immediately deploy the

pre-tensioner assembly.

17. Disconnect the SRS deployment har ness f rom

the power source.

18. Short the two SRS deployment harness leads

together by fully seating one banana plug into

the other.

19. To prevent damage to the adaptor or SRS

deployment harness, disconnect the adaptor

E1992 from the pre-tensioner as soon as

possible after deployment. The adaptor and

SRS deployment harness are designed to be

reused. They should, however, be inspected

for damage after each deployment and

replaced if necessary.

20. Dispose of the deployed pre-tensioner

assembly through normal refuse channels.

2.6 CLOCK SPRING COIL

IMPORTANT:

Absolutely no wire, connector or terminal repairs

are to be attempted on the clock spring coil If the

clock spring coil is damage in any way, REPLACE

IT.

REMOVE

1. Disable the SRS, refer to

2.2 SYSTEM DISABLING AND ENABLING

PROCEDURE in this Section.

2. Remove horn bar and air bag inflator module,

refer to 2.3 HORN BAR AND AIR BAG

MODULE ASSEMBLY in this Section.

3. Ensure the front wheels and the steering

wheel are in the straight ahead position and

remove keys from ignition switch.

NOTE 1: This is important to ensure that clock

spring coil is locked when the steering wheel is

removed to prevent the steering shaft from being

rotated.

4. To aid the installation of the steering wheel to

it’s original position, sc r ibe an aligning mark on

the steering wheel centre section and steering

shaft. A felt tipped pen could also be used.

NOTE 2:

Do not use a centre punch for this operation.

5. Using a commercially available Torx E20

socket, remove the steering wheel retaining

bolt.

6. Remove the steering wheel from the steering

shaft splines and feed the clock spring coil

wiring and connectors through the steering

wheel aperture.

NOTE 3:

When the steering wheel is removed, check that

the green coloured tang has engaged the inner

clock spring coil member to lock it in the centralised

position.

NOTE 4:

With the increased diameter of the steering shaft

and the angle of the locating bevel, it is not usually

necessary to require a puller to remove the steering

wheel. However, if a puller is required, refer to

Section 9A STEERING.

Figure 12M-41

7. Lower instrument panel right hand cover

assembly (fuse panel cover) by grasping the

top edge on either side of the steering colum n

with the finger tips and pulling the top edge

out, to free the retaining lugs from the clips.

8. Release steering column height adjuster,

completely lower steering column and leave

lever in the release position.

9. Remove the upper steering column cover by

applying a small amount of pressure on the

lower steering column cover (pushing towards

instrum ent cluster ) while lifting the upper cover

upwards and rearwards.

10. Remove screw (1) securing the lower cover to

the steering column.

11. Push the lower steering column cover up

towards the top of the steering c olumn (arr ow)

to release the two retaining tangs (2) on the

steering column, refer to Fig. 12M-42.

12. While feeding the remote coded key reader

outer surround from the lower cover, remove

the lower steering column cover.

Figure 12M-42

13. Disengage the two top locking tangs on the

clock spring coil assembly by lifting first in

direction (1) then pulling the clock spring coil

assem bly in direction (2), ref er to Fig. 12M-43.

Repeat for the lower two tangs, then remove

clock spring coil assembly from the steering

column.

Figure 12M-43

CENTRING THE CLOCK SPRING COIL

NOTE:

The following procedure must be followed

when reusing a clock spring coil that has been

removed from a steering column without the

steering wheel or clock spring coil being

centred.

1. Ensure that steering gear is in centralised

position before installing the clock spring coil

assembly, otherwise irreparable damage to

the clock spring coil may result. Refer to

Section 9A STEERING for details on

centralising the steering gear.

2. Hold the clock spr ing coil outer hous ing by one

hand while holding each of the two locking

lugs inward with the other hand, refer to Fig.

12M-44.

Rotate the inner member of the clock spring

coil in a clockwise direction until a mechanical

stop is felt.

While still holding the two locking lugs as

before, rotate the inner member of the clock

spring coil in an anti-clockwise direction for

approximately 2.5 turns, until the green

indexing tab (1) is s een in the upper window of

the clockspring coil assembly.

Release the lock ing lugs and the inner rotor of

the clock spring coil assembly should now be

locked to the outer member with the clock

spring coil in the centralised position.

Figure 12M-44

REINSTALL

Installation of the c lock spr ing coil is the reverse of

removal procedures, noting the following points:

1. Ensure that steering gear is in centralised

position before installing the clock spring coil

assembly, otherwise irreversible damage to

the clock spring coil may result. Refer to

Section 9A STEERING for details on

centralising the steering gear.

2. With the clock spring coil assembly locked in

the centralised position, install clock spring

coil ass embly over the end of steer ing c olumn,

indexing the lower locating pins on the clock

spring coil with the matching holes in the

switch housing.

NOTE:

If the clock spring coil assembly was removed

without being centred, refer to the previous service

procedure; CENTRING THE CLOCK SPRING

COIL in this Section.

3. Push the clock spring coil assembly onto the

switch housing until the f our loc king tangs f ully

engage.

4. Install the steering wheel to steering shaft,

aligning marks made prior to removal and

ensuring the drive tang of the clock spring coil

is aligned with the steering wheel aperture.

NOTE:

This action automatically releases the clock spring

coil centralising lock.

5. After cleaning the threadlock residue from the

bolt threads, apply Loctite 242 or equivalent, to

Holden Specific ation HN 1256 Clas s 2, Type 2

to bolt threads. Install and tighten steering

wheel retaining bolt to the correct torque

specification using a commercially available

Torx E20 socket.

STEERING WHEEL RETAINING 40 - 50

BOLT TORQUE SPECIFICATION Nm

6. Reinstall horn bar and air bag inflator m odule,

refer to 2.3 HORN BAR AND AIR BAG

MODULE ASSEMBLY in this Section.

7. Enable the SRS, refer to 2.2 SYSTEM

DISABLING AND ENABLING PROCEDURE

in this Section.

8. Switch ignition on, and observe the SRS

warning lamp in the instrument cluster. The

warning lamp should be illuminated for

approximately 5 seconds. During this per iod of

time the SDM performs a wiring and self

check.

If no system faults are detected, the SRS

warning lamp will be switched off. If the

warning lamp remains illuminated and an

audible alarm chimes, or the warning lamp

illuminates 2 seconds after it was originally

switched off, an SRS fault is pr esent. Ref er to

3 DIAGNOSTICS in this Section to rectify

fault.

2.7 SE NS I NG AND DIAGNOSTIC MODULE (SDM)

REMOVE

1. Disable the SRS, refer to

2.2 SYSTEM DISABLING AND ENABLING

PROCEDURE in this Section.

2. Rem ove the centre console as sembly, refer to

Section 1A3 INSTRUMENT PANEL AND

CONSOLE.

3. Lift up SRS wiring harness connector locking

lever and pull harness connector out of SDM.

Figure 12M-45

4. Using a number T30H Torx bit, Tool No.

ETX30H and suitable holder such as Tool No.

J25359-8, loosen and remove SDM to floor

attaching screws.

5. Remove SDM.

Figure 12M-46

Campaign

Techline

REINSTALL

Installation of the SDM is the reverse of removal

procedures, noting the following points:

1. Ensure that the directional arrow on the SDM

identification label is pointing towards the front

of the vehicle.

2. Using a number T30H Torx bit, Tool No.

ETX 30H and suitable holder such as T ool No.

J25359-8, tighten SDM to floor attaching

screws to the correct torque specification.

NOTE:

The main earth connection for the SDM is via

the attach ing screw s to t he f loor. T hese screw s

must make good contact with the floor and not

be overtightened.

SENSING AND DIAGNOSTIC

MODULE TO FLOOR ATTACHING

SCREW TORQUE SPECIFICATION 7 - 11 Nm

3. Connect the SRS wiring harness connector,

ensuring that connector is fully seated into

SDM module and the locking lever is locked

down.

4. Enable the SRS, refer to

2.2 SYSTEM DISABLING AND ENABLING

PROCEDURE in this Section.

5. Switch ignition on, and observe the SRS

warning lamp in the instrument cluster. The

warning lamp should be illuminated for

approximately 5 seconds. During this period

the SDM performs a wiring and self check.

If no system faults are detected, the SRS

warning lamp will be switched off. If the

warning lamp remains illuminated and an

audible alarm chimes, or the warning lamp

illuminates 2 seconds after it was originally

switched off, an SRS fault is pr esent. Ref er to

3 DIAGNOSTICS in this Section to rectify

fault.

2.8 SRS WIRING REPAIR

Special wiring repair procedures have been

developed for use on the Supplemental Restraint

System (SRS) due to the sensitive nature of the

circuitry. These specific procedures and

instructions must be followed when working with

SRS wiring, and wiring components (such as

connectors and terminals). Terminal Repair Kit,

Tool No. J 38125-A contains s pecial 'sealed s plices '

for use in repairing SRS wiring.

A special crimping tool, heat torch, and instruction

manual for these splices are also included in the

kit.

Two critical features of the sealed splices are a

special heat shrink sleeve with sealing adhesive to

produce an environmentally sealed splice and a

cross hatched (knurled) core crimp to provide

necessary contact integrity for the sensitive, low

energy circuits.

Terminal Repair Kit J38125-A also serves as a

generic terminal repair kit. The kit contains a large

sampling of common GM electrical terminals and

the correct tools to attach them to wires and

rem ove them fr om connec tor s. The terminals in the

kit are NOT to be used to replace damaged

terminals in the SRS wiring.

THE FOLLOWING PROCEDURES FOR

REPAIRING SRS WIRING IS THE ONLY

RECOMMENDED AND APPROVED REPAIR

METHOD. NO ALTERNATIVE REPAIR

METHODS ARE TO BE USED.

SRS WIRE PIGTAIL REPAIR

Ensure to read and understand the instruction

repair manual before conducting SRS wiring

repairs using this kit.

If a wiring pigtail (a wire or wires attached directly

to the device, not by a connector) is damaged, the

entire component (with pigtail) must be replaced.

An examples of a 'pigtail' component is the clock

spring coil. Absolutely no wire, connector or

terminal repairs are to be attempted on the clock

sprin g coil. REPLACE THE COMPONENT.

SRS WIRING REPAIR

NOTE:

Before conducting SRS wiring repair, disable

the SRS, refer to 2.2 SYST EM DISABLING AND

ENABLING PROCEDURE in this Section.

If any wiring, except the pigtail, is damaged, the

wiring should be repaired by splicing in a new

section of wire of the same gauge size (0.5, 0.8,

1.0, etc.). The splices and Splice Crimping Tool

from Terminal Repair Kit J38125-A must be used

for these repairs.

The following wiring repair procedures must be

used to ensure the integrity of the sealed splice

application.

Step One: Open the Harness

If the harness is taped, remove the tape. T o avoid

wire insulation damage use a sewing 'seam splitter

(available from sewing supply stores) to cut open

the main wiring harness (for additional details of

seam splitter, refer to Section 12P WIRING

DIAGRAMS). The crimp and sealed splice sleeves

may be used on all types of ins ulation except tefzel

and coaxial and m ay only be us ed to f or m a one-to-

one splice.

Figure 12M-47

Step Two: Cut the Wire

Begin by cutting as little wire off the harness as

possible. You may need the extra length of wire

later. You may decide to cut more wire to change

the location of a splice. You may have to adjust

splice locations to be certain that each splice is at

least 40 mm away from other splices, harness

branches, or connectors.

NOTE:

Do not nick or cut any copper stra nds as this

could limit the current-carrying capabilities of

the wire.

Step Three: Strip the Insulation

NOTE:

The following procedures must be followed in

the order listed. If wire strands are damaged,

the procedure must be repeated until a clean

strip with all wire strands intact is obtained.

If it is necessary to add a length of wire to the

existing harness, be certain to use the same size

as the original wire.

To find the correct wire size either find the wire size

on the SRS wiring diagram or measure wire size

with a wire gauge.

If unsure about the wire size, begin with the largest

opening in the wire stripper and work down until

achieving a clean strip of the insulation. Strip

approximately 7.5 mm of insulation from each wire

to be spliced. Be careful to avoid nicking or cutting

any of the strands. Check the stripped wire for

nicks or cut strands. If the wire is damaged, repeat

this procedure after removing the damaged

section.

Figure 12M-48

Step Four: Se lect and Position the Splice Sleeve

Select the proper sealed s plice sleeve acc ording to

wire size. The splice sleeves and tool nests are

colour coded (refer to following chart).

WIRE SIZE (mm)

0.5 0.8 1.0 2.0 3.0 5.0

SPLICE CRIMP

PART No IN KIT.

12089189 SALMON SALMON

12089190 BLUE BLUE

12089191 YELLOW YELLOW

Using the Splice Crimp T ool (part of kit J38125-A),

position the splice sleeve in the proper colour nest

of the hand crimp tool. Place the splice sleeve in

the nest so that the cr imp f alls midway between the

end of the barrel and the stop.

The s leeve has a stop in the m iddle of the barrel to

prevent the wire from going f urther. Clos e the hand

crimper handles slightly to hold the splice sleeve

firmly in the proper nest.

Step Five: Insert Wires Into Splice Sleeve and Crimp

Insert the wire into the splice sleeve until it hits the

barrel stop and close the handles of the Crim p T ool

tightly until the crimper handles open when

released. The crimper handles will not open until

the proper amount of pressure is applied to the

splice sleeve.

Figure 12M-49

Gently tug both ends of the wire to ensure that

crimp is secu re.

Repeat Steps 4 and 5 for opposite end of the

splice.

Figure 12M-50

Step Six: Shrink the Insulation around the Splice

Bring the ultratorch (part of J38125-A) to operating

temperature.

Using the torch, apply heat where the barrel is

crimped.

Gradually move the heat barrel from the centre

toward each end of the tubing, softening and

shrinking the tubing completely as the heat is

moved along the insulation. A small amount of

sealant will come out of the end of the tubing when

sufficient shrinking is achieved. Allow the splice

sleeve to cool.

Figure 12M-51

Step Seven: Close the Harness

Ensure that SRS has been disabled.

Using a multimeter, check continuity of repaired

wiring. If wiring is OK, tape the harness wires.

NOTE:

Only check wiring continuity from the SDM wiring

harness connector (YB190) using Tool No. KM-

609-20 and a m ultim eter. If KM-609-20 is not used,

damage to the SDM connector terminals will

result.

SRS WIRING SPLICE REPAIR

If any of the original equipm ent splices ( three wires

or more) in the SRS wiring are damaged they

should be repaired by applying a new splice (not

sealed) from the Terminal Repair Kit J38125-A.

Carefully follow the instructions included in the kit

for proper splice clip application. Cloth duct tape

may be substituted for splice tape if necessary.

2.9 SRS WARNING LAMP BULB

REPLACE

The SRS warning lamp is located in the instrument cluster. For bulb replacement procedures, refer to Section 12C

INSTRUMENT, WIPERS/WASHERS AND HORN.

2.10 REPAIRS AND INSPECTIONS REQUIRED AFTER AN ACCIDENT

If any SRS components are damaged, they must be replaced. If SRS component mounting points are damaged,

they must be repaired or replaced.

Never use SRS components from another vehicle.

CAUTION:

Proper operation of the SRS requires that any repairs to the vehicle structure must return it to its original

production configuration.

The steering column must be dimensionally inspected, whether deployment occurred or not, refer to

Section 9A STEERING, Checking Steering Column for Accident Damage.

If a vehicle is involved in an accident which was severe enough to deploy the pre-tensioners but not severe enough

to deploy air bag/s, the following components must be replaced:

∙Any seat belt worn in the accident.

∙Seat belt pre-tensioners.

∙Front seat guide rail and adjuster assembly (provided seat was occupied in accident).

∙Sensing and Diagnostic Module.

If a vehicle is involved in an accident where the seat belt pre-tensioners and the air bag/s are deployed, the

following components must be replaced:

∙Any seat belt worn in the accident.

∙Seat belt pre-tensioners.

∙Front seat guide rail and adjuster assemblies (provided seat was occupied in accident).

∙Horn bar and air bag inflator module assembly.

∙Sensing and Diagnostic Module.

∙Clock spring coil.

∙Steering column.

∙Steering wheel.

∙The front passenger's air bag inflator module (vehicles with front passenger's air bag).

∙The instrument panel pad and PAB door assembly (vehicles with front Passenger's air bag).

∙Instrument panel pad name plate (vehicles with front passenger's air bag).

∙Front passenger air bag inflator support rail assembly (vehicles with front passenger's air bag).

3. DIAGNOSTICS

3.1 BASIC KNOWLEDGE REQUIRED

Before attempting to diagnose the Supplemental Restraint System (SRS) you must have a good understanding of

electrical system basics and the use of circuit testing tools. Without this basic knowledge it will be difficult to use the

diagnostic procedures detailed in this Section.

Some electrical basics, as well as basic troubleshooting procedures and hints as the use of circuit testing tools are

covered in Section 12P, WIRING DIA GRAMS.

Basic Electrical Circuits - You should understand the basic theory of electricity, series and parallel circuits, and

voltage drops across series resistors. You should know the meaning of voltage (volts), current (amps), and

resistance (ohms). You should understand what happens in a circuit with an open or shorted wire (shorted either to

voltage or earth). You should also be able to read and understand a wiring diagram.

Additionally, a knowledge of AC theory including; inductance, capacitance and impedance would be useful.

Use of Circuit Testing Tools - You should know how to use a jumper lead to test circuits. You should be familiar with

the use of a high input impedance (10 Meg ohm) digital type multimeter such as Tool No. J39200 or equivalent and

be able to measure voltage, current, and resistance. You should be familiar with the proper use of the TECH 2

Diagnostic Scan Tool.

Techline

3.2 PRELIMINARY SYSTEM DIAGNOSIS

When investigating any complaint of an SRS problem or malfunction, always begin diagnosis with a circuit check,

refer to 3.6 DIAGNOSTIC CHARTS, CHART A - DIAGNOSTIC CIRCUIT CHECK in this Section.

The diagnostic circuit check is a preliminary procedure that checks to ensure the SDM is communicating on the

serial data line as well as helping to identify the problem and directing the reader to the appropriate diagnostic chart

in this Section.

3.3 SRS SELF DIAGNOSTICS

The SRS has a self diagnostic facility that can detect and isolate SRS problems or failures. When a problem or

failure is detected, the Sensing and Diagnostic Module (SDM) sets a fault code that represents that particular

problem or failure. All of the fault codes will cause the SRS warning lamp to be illuminated and depending on the

fault, the SDM may disable the SRS.

If present, diagnosable system faults are detected by the SDM during an initialisation process when the ignition is

first turned on. Upon first detection of an external system fault condition, the SDM records the failure and is classed

as an 'Intermittent Failure'. If the fault condition is maintained to meet the failure duration conditions described in the

diagnostic charts in this Section for the individual system problem, the fault then becomes a current Diagnostic

Trouble Code (DTC). If the fault duration conditions are not meet, the intermittent fault is cleared from the SDM.

Current DTC's are permanently stored in the SDM's memory in the sequence of occurrence. When the fault

conditions are no longer met, the DTC will retain its sequence of occurrence, but the DTC will become a History

DTC.

DTC storage in the SDM of history DTC’s is limited to the first DTC logged for each of the four loops, ie. if a DTC 13

(Driver’s air bag circuit short to earth) was logged in history, and the SDM sensed a short to battery + in the driver’s

air bag circuit, DTC 15 would be held as a current DTC during the particular ignition cycle, but would not become a

history DTC and therefore removed from the SDM’s memory when the ignition is switched off.

CURRENT DTC'S

Current DTC's when detected are stored in the SDM's RAM during the current ignition cycle and then maintained in

an EEPROM. Current DTC's are set or cleared based on the condition of the SRS during ignition on or continuous

monitoring of the current ignition cycle.

NOTE:

A current DTC can be identified on the TECH 2 display by the word ‘Current’ between the DTC number and the

DTC description. The word ‘History’ between the DTC number and the DTC description indicates that the DTC

displayed is a history DTC.

Additionally, the display will advise whether the DTC (both current or history) has been set on the current ignition

cycle by displaying the word ‘frozen’, in brackets next to the word current or history. A precondition for this additional

display is that the DTC must be present for longer than 10 seconds.

Current DTC's will be reset to History DTC's upon the next diagnostic test sequence that the fault conditions are not

met. Current DTC's can be cleared (changed to history DTC) by removing the fault conditions.

Using TECH 2 to clear current DTC's will clear the DTC's, but if the fault conditions still exist, the current DTC's will

set again.

DTC's stored in the SDM memory can only be displayed using the TECH 2 diagnostic scan tool

The TECH 2 communicates with Sensing and Diagnostic Module (SDM) serial data via the Data Link Connector

(DLC), which is attached to the instrument panel lower right hand trim, to the right of the steering column (refer to

3.4 TECH 2 DIAGNOSTICS in this Section).

HISTORY DTC'S

History DTC's are set upon the clearing of a current DTC fault condition. History DTC's are maintained by the SDM

over multiple ignition cycles in the EEPROM. The SDM can only clear history DTC's from its EEPROM by a clear

DTC's serial data message via TECH 2.

CLEARING FAULT CODES

Once any system fault has been rectified, any fault codes stored in the Sensing and Diagnostic Module's memory

can be erased by using TECH 2 "Clear DTC's" selection, refer to 3.4 TECH 2 DIAGNOSTICS in this Section.

IMPORTANT:

Once DTC's have been cleared, be sure to verify proper system operation and absence of any fault codes

when clearing procedure is completed.

3.4 TECH 2 DIAGNOSTICS

TECH 2, with the appropriate software, cables and

adaptors, when connected to the Data Link

Connector (DLC) is capable of reading SRS serial

data. The DLC is connected to the instrument panel

lower right hand trim, to the right of the steering

column.

For additional general information on connecting

and operating TECH 2 , refer to

Section 0C TECH 2.

Figure 12M-52

TECH 2 has four test modes for diagnosing the

SRS. The four test modes are as follows:

Mode F0: Normal Mode

In this mode, the TECH 2 monitors the

communication between control modules on the

serial data line. The information displayed on the

TECH 2 screen in this mode is what the SDM is

communicating to the other modules via the serial

data line.

Mode F1: Diagnostic Trouble Codes

If F1: Diagnostic Trouble Codes is selected, a

selection list is displayed which contains:

F0: Read DTC Information - Once this mode is

selected, both current and history Diagnostic

Trouble Codes (DTC’s) stored in the control

modules memory may be displayed. Additionally,

the display will advise whether the DTC (both

current or history) has been set on the current

ignition cycle by displaying the word ‘frozen’, in

brackets next to the word current or history. A

precondition for this additional display is that the

DTC must be present for longer than 10 seconds.

F1: Clear DTC Information - once this mode is

selected, DTC’s stored in the control module

memory may be cleared.

Mode F2: Data Display

In this test mode, TECH 2 displays the status of

inputs and outputs of the SRS.

Mode F3: Snapshot

In this test mode, the TECH 2 captures SRS data

before and after a forced manual trigger.

Figure 12M-53

3.5 TECH 2 TEST MODES AND DISPLAYS FOR SRS DIAGNOSIS

As a prerequisite to this diagnostic section is for the

user to be familiar with the proper use of TECH 2,

the following illustrate only the major TECH 2

screen displays and provide a brief explanation of

their function for diagnosing the SRS. If additional

information is r equired on the operation of TECH 2,

reference should be made to either

Section 0C TECH 2 or the TECH 2 Operators

Manual.

System Select Menu

With TECH 2 connected to the DLC, the F0:

Diagnostics selected from the Main Menu, the

correct Model Year and Vehicle Type must be

selected for access to the System Select Menu.

Select F3: Body.

This mode contains all functions to test, diagnose,

monitor and program the vehicles body systems

including the SRS as well as providing the

opportunity to check all DTC’s that m ay be set in the

vehicle.

Figure 12L-54

Body Application Menu

Once F3: Body has been selected from the System

Select Menu, SRS can be selected.

Select SRS.

NOTE:

If information regarding DTC’s set for the vehicle is

required, select DTC Check and press enter to

continue. T o retur n to the SRS mode option from the

DTC Check mode option screen display, simply

press the EXIT key on TECH 2.

Once the SRS has been selected, the following two

System Identification screens will appear which

require action. Figure 12L-55

System Identification

Turn the ignition ON (as requested) and press

CONFIRM soft key to continue.

Figure 12L-56

The System Identification screen will then display the

control module part number and production date.

Press the CO NFIRM sof t k ey to continue to the SRS

Application Menu.

NOTE:

There are different control modules for SRS which

are depended on the system configuration (3 loops

for pre-tensioners and driver’s air bag only, and 4

loops for pre-tensioners and driver’s and

passenger’s air bags) in the system. Always refer to

the latest Holden spare par ts m icrofiche / CD for the

correct part number information.

Figure 12L-57

Application Menu

The following functions will now be available:

F0: Normal Mode

F1: Diagnostic Trouble Codes

F2: Data Display

F3: Snapshot

Figure 12L-58

F0: Normal Mode

In the F0: Norm al Mode, inform ation that the SDM is

communicating to other control modules, via the

serial data line, is displayed.

For example: As displayed opposite, the SRS

warning lamp status is ON. This means the SDM is

communicating with the instruments requesting the

SRS warning lamp to be displayed.

Figure 12L-59

F1: Diagnostic Trouble Codes

If F1: Diagnostic Trouble Codes is selected, a

selection list is displayed which contains:

F0: Read DTC Information - If this mode is

selected, a listing of all (if any) DTC’s that have been

set by the SDM will be displayed. Information

displayed with the DTC num ber /s that have been set

is; a short description of what the DTC is, whether it

is a current or history code, and, if the DTC has

been set for more than 10 seconds on the current

ignition cycle, the word ‘frozen’ will be displayed in

brackets next to the word current or history.

NOTE:

If any DTC’s are set, reference should be made to

the relevant diagnostic charts in this section.

F1: Clear DTC Information - DTC’s can be cleared

in this mode by simply selecting F1: CLEAR DTC

INFORMATION, pressing the ENTER button on

TECH 2 and confirming the action as instructed by

TECH 2.

The following table sets out all the possible

diagnostic trouble codes as indicated by TECH 2.

Figure 12L-60

DTC CODE DESCRIPTION

13 Driver’s air bag, circuit short to earth

14 Driver’s belt pre-tensioner, circuit short to earth

15 Driver’s air bag, circuit short to battery

16 Driver’s pre-tensioner, circuit short to battery

23 Passenger’s air bag, circuit short to earth

24 Passenger’s pre-tensioner, circuit short to earth

25 Passenger’s air bag, circuit short to battery

26 Passenger’s pre-tensioner, circuit short to battery

31 Driver’s air bag, open circuit, loop capacitance too low

32 Driver’s air bag, short circuit, loop capacitance too high

33 Passenger’s air bag, open circuit, loop capacitance too low

34 Passenger’s air bag, short circuit, loop capacitance too high

35 Driver’s pre-tensioner, open circuit, loop capacitance too low

36 Driver’s pre-tensioner, short circuit, loop capacitance too high

37 Passenger’s pre-tensioner, open circuit, loop capacitance too low

38 Passenger’s pre-tensioner, short circuit, loop capacitance too high

53 Configuration mismatch: too little or too many loops in SRS

(3 loops in a 4 loop system or 4 loops in a 3 loop system)

55 Internal SDM fault

F2: Data Display

In this test mode, TECH 2 displays the status of inputs and outputs of the SRS.

The following table lists each item contained in the data stream together with a brief description of its meaning.

DATA STREAM / SCREEN

DISPLAY DESCRIPTION

Battery Voltage Displays current battery voltage (approximately 12

Volts).

Driver Air bag Loop

Resistance Displays the resistance in the driver’s air bag (loop 1)

circuit. The resistance should be approximately 2

ohms. If the resistance of this circuit is less than 1 ohm

or greater than 8 ohms, a DTC will be set. (ohms)

Driver Air bag Loop

Capacitance Displays the capacitance in the driver’s air bag (loop 1)

circuit. The capacitance should be approximately 470

nF. If the capacitance reading is outside ± 14% of this

specification, a DTC will be set. (nF)

Driver Pre-tensioner Loop

Resistance Displays the resistance in the driver’s pre-tensioner

(loop 4) circuit. The resistance should be approximately

2 ohms. If the resistance of this circuit is less than 1

ohm or greater than 8 ohms, a DTC will be set. (ohms)

Driver Pre-tensioner Loop

Capacitance Displays the capacitance in the driver’s pre-tensioner

(loop 4) circuit. The capacitance should be

approximately 470 nF. If the capacitance reading is

outside ± 14% of this specification, a DTC will be set.

(nF)

Passenger Air bag Loop

Resistance Displays the resistance in the passenger’s air bag (loop

2) circuit. The resistance should be approximately 2

ohms. If the resistance of this circuit is less than 1 ohm

or greater than 8 ohms, a DTC will be set. (ohms)

Passenger Air bag Loop

Capacitance Displays the capacitance in the passenger’s air bag

(loop 2) circuit. The capacitance should be

approximately 470 nF. If the capacitance reading is

outside ± 14% of this specification, a DTC will be set.

(nF)

Passenger Pre-tensioner Loop

Resistance Displays the resistance in the passenger’s pre-

tensioner (loop 3) circuit. The resistance should be

approximately 2 ohms. If the resistance of this circuit is

less than 1 ohm or greater than 8 ohms, a DTC will be

set. (ohms)

Passenger Pre-tensioner Loop

Capacitance Displays the capacitance in the passenger’s pre-

tensioner (loop 3) circuit. The capacitance should be

approximately 470 nF. If the capacitance reading is

outside ± 14% of this specification, a DTC will be set.

(nF)

SRS Lamp Displays the current state of the SDM’s internal SRS

warning lamp driver. (on / off)

DTC Status Will display ‘No DTC’ or ‘DTC’s Set’ to indicate if any

system faults (DTC’s) are detected by the SDM. (No

DTC’s / DTC’s set)

Driver Air Bag Loop Display indicates whether the SDM has been

programmed for the driver’s air bag loop circuit

(enabled / disabled).

Driver Pre-tensioner Loop Display indicates whether the SDM has been

programmed for the driver’s pre-tensioner loop circuit

(enabled / disabled).

Passenger Air Bag Loop Display indicates whether the SDM has been

programmed for the passenger’s air bag loop circuit

(enabled / disabled).

Passenger Pre-tensioner Loop Display indicates whether the SDM has been

programmed for the passenger’s pre-tensioner loop

circuit (enabled / disabled).

DATA STREAM / SCREEN

DISPLAY DESCRIPTION

Lamp Check Display indicates the status of the SRS warning lamp

during the lamp check (first 5 seconds after the ignition

is switched on). (on / off)

Battery Voltage (after 3 sec) Displays the vehicle system input voltage to the SDM. If

voltage is below 9 volts or above 20 volts for more than

3 seconds, the SRS warning lamp is switched on. (<9

Volts / okay / >20 Volts)

Air Bag and Pre-tensioner

Deployed Display indicates whether the SDM has triggered an air

bag and pre-tensioner deployment. If the SDM has

triggered a deployment of the SRS, the SDM must be

replaced. (yes / no)

Pre-tensioner Deployed Display indicates whether the SDM has triggered a pre-

tensioner deployment only. If the SDM has triggered a

deployment of the SRS, the SDM must be replaced.

(yes / no)

Energy Reserve Display indicates if the status of the energy reserve. If

the battery voltage falls below 7.5 volts, the energy

reserve will be switched on. (on / off)

Serial Data From Instrument Display indicates whether the instrument configuration

of the SRS is correct. The instruments must be

programmed for the SRS configuration of the vehicle;

pre-tensioners only , pre-tensioners and drivers air bag,

or pre-tensioners and drivers and passengers air bag.

(yes / no)

BCM Poll Display indicates whether the SDM is receiving a

request (a poll via the serial data line) from the BCM for

its status of deployment and malfunction data.

(Received / Not Received)

Mode F3: Snapshot

In this test mode, the TECH 2 captures SRS data before and after a forced manual trigger.

3.6 DIAGNOSTIC CHARTS

INTRODUCTION

The following diagnostic charts are designed to provide fast and efficient fault location of the SRS. The diagnostic

charts contain: a ‘diagnostic chart’, pertinent information, circuit diagrams, and where necessary, the steps are

explained by the corresponding numbered paragraphs.

The following figure (Fig. 12M-61) illustrates the terminal layout of the various connectors used in the system. This

illustration should be used in conjunction with the diagnostic chart circuit diagrams when checking circuit faults if the

connector diagram is not included in the chart.

When carrying out wiring checks as directed to by the diagnostic charts, rather than probe terminals and connectors

with incorrect sized multimeter connections, use the adaptors contained in connector test adaptor kit KM-609 and

test lead set KM-609-20 in conjunction with SRS Diagnostic Test Kit SD28280. This will prevent any possibility of

spreading or damaging wiring harness terminals and later on causing a system intermittent failure.

Figure 12M-62 illustrates the correct use and installation of the various components of the SRS Diagnostic Test Kit

SD28280 and test lead set KM-609-20.

IMPORTANT:

UNDER NO CIRCUMSTANCES IS 12 VOLTS TO BE APPLIED TO THE DUMMY LOAD; SD28280B, AS THIS

WILL DAMAGE THE INTERNAL RESISTOR IN THE LOAD, RENDERING THE DUMMY LOAD USELESS FOR

ANY FURTHER DIAGNOSTIC WORK.

ENSURE THAT AT THE COMPLETION OF ANY DIAGNOSTIC PROCEDURE, ALL DIAGNOSTIC TOOLS ARE

REMOVED AND ALL SRS COMPONENTS ARE CORRECTLY RECONNECTED.

Techline

Figure 12M-61

Figure 12M-62

CHART A - DIAGNOSTIC CIRCUIT CHECK

Figure 12M-63

CIRCUIT DESCRIPTION

When investigating any complaint of an SRS problem or malfunction, always begin diagnosis with the following

diagnostic circuit check. This check is a preliminary procedure that checks to ensure the SDM is communicating on

the serial data line as well as helping to identify a problem or malfunction and directing the reader to the appropriate

diagnostic chart in this Section.

With TECH 2 connected to the DLC and the ignition switched on, TECH 2 should display serial data

communication. If TECH 2 does not display serial data, the serial data circuit maybe open of shorted.

There are several other control modules that are connected to the serial data line (PCM, BCM, ABS/ASR, ECC,

instruments and SDM). ANY one of these control modules could cause a fault on the serial data line. This fault

could result in TECH 2 not being able to display serial data.

TEST DESCRIPTION:

The numbers below refer to step numbers in diagnostic chart ‘A’

1-2. This test is a functional check of the SRS warning lamp during a system self check.

3. Checks to see if TECH 2 can communicate with the SDM.

4. Uses TECH 2 to check for DTC’s.

5. Determines if there is a fault in the serial data circuit (1221) between the BCM and PCM by starting the engine.

If serial data was lost while the engine was running, the engine will restart but there will be a one second delay.

6. Checks fuse F26 and circuit 739 for short to earth.

7. Checks for power to SDM.

8. Checks earth connection at SDM.

9. Checks for continuity in circuit 1220 between SDM and BCM to determine if SDM is faulty.

10. Checks if fault is with BCM or open in circuit 1220 between BCM and SDM.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 3.4 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. Refer to Section 12P WIRING DIAGRAMS for procedures on checking wiring faults.

3. To ensure none of the other control modules on the serial data circuit are causing this voltage problem, unplug

each control module, one at a time, to isolate the short to voltage.

STEP ACTION VALUE YES NO

1. ∙Turn ignition ON

while monitoring the

SRS warning lamp in

the instrument

cluster.

∙Does the SRS

warning lamp

illuminate?

Go to Step 2. Go to CHART B -

‘SRS’ WARNING

LAMP

INOPERATIVE,

in this Section.

2. ∙After five seconds of

the ignition being

switched ON, does

the SRS warning

lamp turn OFF?

Fault not present. Go to Step 3

3. ∙Connect TECH 2 to

DLC (refer to

NOTE 1 above).

∙Select Body / SRS /

Turn ignition ON.

∙Does TECH 2 display

System Identification

(ie. SDM part

number)?

Go to Step 4. Go to Step 5.

4. ∙With TECH 2

connected, select

Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Are there any DTC’s

set?

Check and repair

fault causing DTC

to set, refer to

relevant

diagnostic chart in

this Section.

Go to CHART C

‘SRS’ WARNING

LAMP

ILLUMINATED

(NO DTC’S

STORED), in this

Section.

5. ∙Will the engine crank

and start immediately

the key is turned

from off to start (no

delay)?

Go to Step 6. Go to PCM

diagnostics in

Section 6C1

POWERTRAIN

MANAGEMENT -

V6 ENGINE

Section 6C2

POWERTRAIN

MANAGEMENT -

V8 ENGINE.

STEP ACTION VALUE YES NO

6. ∙Check SDM fuse F26

in instrument panel

compartment.

∙Is fuse OK?

Go to Step 7. Check and repair

short to earth in

circuit 739.

Replace fuse

F26. Recheck

and verify repair.

7. ∙Turn Ignition ON.

∙Disconnect SDM

connector YB190.

∙Using SRS test lead

set KM-609-20,

measure voltage

between the SDM

connector YB190,

terminal 5, circuit 739

(Pink/Black wire) and

earth (refer to

NOTE 2 above).

∙Is voltage as

specified?

Battery

+Go to Step 8. Check and repair

open in circuit

739. Recheck

and verify repair.

8. ∙Turn ignition OFF.

∙Check for continuity

between SDM earth

(location G11) and a

known good earth

(refer to NOTE 2

above).

∙Does continuity

exist?

Go to Step 9. Repair earth as

necessary.

Recheck and

verify repair.

9. ∙Disconnect SDM

connector YB190.

∙Check for continuity

in circuit 1220

(Green/White wire)

between BCM and

SDM by back probing

BCM connector

YB164, terminal 3

(Low Series BCM) or

YB175, terminal 9

(High Series BCM)

and using SRS test

lead set KM-609-20,

probe SDM

connector YB190,

terminal 9 (refer to

NOTE 2 above).

NOTE:

Use SRS test lead set

KM-609-20 to probe

terminals on

connector YB190.

∙Does continuity

exist?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE (SDM)

in this Section.

Recheck circuit to

verify repair.

Go to Step 10.

STEP ACTION VALUE YES NO

10. ∙Disconnect BCM

connector YB164

(Low Series BCM) or

YB175 (Hight Series

BCM).

∙With SDM connector

YB190 disconnected,

check for continuity

between BCM

connector YB164,

terminal 13 or

YB175, terminal 3

and SDM connector

YB190, terminal 9

(refer to NOTE 2

above).

NOTE:

Use SRS test lead set

KM-609-20 to probe

terminals on connector

YB190.

∙Does continuity

exist?

Replace BCM,

refer to

Section 12J-1

LOW SERIES

BCM

Section 12J-2

HIGH SERIES

BCM.

Repair open in

circuit 1220

between SDM

and BCM.

Recheck and

verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

Figure 12M-64

CHART B - SRS WARNING LAMP INOPERATIVE

Figure 12M-65

CIRCUIT DESCRIPTION

Battery voltage is supplied to the SRS warning lamp with the ignition switch in the IGN or START positions through

fuse F13 (located in the passenger compartment fuse panel). To illuminate the lamp, the SDM sends a serial data

message to the instrument cluster, requesting the SRS lamp to illuminate.

The SRS warning lamp will be illuminated when:

The ignition is switched ON (system wiring and self check) and if no faults are detected, the SRS warning lamp will

be turned OFF.

If communication is lost between the SDM and the instrument cluster.

If the instrument cluster has not been programmed for 3 or 4 loop system (configuration problem).

If battery voltage is below 9 volts or above 20 volts.

If the SRS is deployed.

If one or more current or history Diagnostic Trouble Codes (DTC's) are detected when the ignition is switched ON.

During an ignition cycle, if the SDM detects a current DTC, the SRS warning lamp will be illuminated.

If the energy reserve in the SDM is switched ON (battery voltage less than 7.5 volts). When TECH 2 is

communicating with the SDM.

TEST DESCRIPTION:

The numbers below refer to step numbers in diagnostic chart B.

1. This test checks for any DTC's that may cause the SRS warning lamp to be inoperative.

2. This test determines if the SDM is faulty by using TECH 2 to drive the warning lamp on.

3. This is a simple test to determine if power is being supplied to the instrument cluster warning lamps (the SRS

and ABS warning lamps share a common power source).

4. This step determines if the warning lamp bulb or socket is defective.

5. This test checks for a faulty voltage supply to the warning lamp

NOTES ON DIAGNOSTIC CHART:

1. Refer to 3.4 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. Refer to Section 12P WIRING DIAGRAMS for procedures on checking wiring faults.

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC and select Body

/ SRS / Diagnostic

Trouble Codes /

Read DTC

Information (refer to

NOTE 1 above).

∙Are any DTC's set?

Repair conditions

which set DTC's.

Recheck and

verify repair.

Go to Step 2.

2. ∙With TECH 2 still

connected, select

Body / Instruments /

Miscellaneous Tests

/ Lamps and

command the SRS

warning lamp

ON.(refer to

NOTE 1 above).

∙Does SRS warning

lamp illuminate?

Replace SDM,

refer to 2.7

SENSING &

DIAGNOSTIC

MODULE (SDM)

in this Section.

Recheck circuit to

verify repair.

Go to Step 3.

3. ∙Disconnect TECH 2

from DLC.

∙Turn ignition on

whilst observing ABS

warning lamp.

∙Does ABS warning

lamp illuminate for

approximately 5

seconds then turn

OFF?

Go to Step 4. Go to Step 5.

4. ∙Remove instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS/WASHERS

AND HORN.

∙Remove SRS

warning lamp bulb

and socket from

instrument cluster

and check warning

lamp bulb condition.

∙Is bulb and socket

OK?

Replace

instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS /

WASHERS AND

HORNS.

Replace SRS

warning lamp bulb

and/or socket.

Recheck and verify

repair.

5. ∙Remove instrument

cluster, refer to

Section 12C

INSTRUMENTS,

WIPERS/WASHERS

AND HORN.

∙Switch ignition on

and measure voltage

between connector

YB66, terminal 19,

circuit 44 (Pink/Blue

wire) and earth (refer

to NOTE 2 above).

∙Is voltage as

specified?

Battery

+Fault not present.

Check all system

wiring harness

connectors and

terminals. Repair

as necessary and

recheck system to

verify repair.

Check fusible link

FJ and fuse F13.

Check wiring

between ignition

switch and

instrument cluster

connector YB66.

Check ignition

switch contacts.

Recheck circuit to

verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

Figure 12L-66

CHART C - SRS WARNING LAMP ILLUMINATED (NO DTC’S STORED)

Figure 12M-67

CIRCUIT DESCRIPTION

Battery voltage is supplied to the SRS warning lamp with the ignition switch in the IGN or START positions through

fuse F13 (located in the passenger compartment fuse panel). To illuminate the lamp, the SDM sends a serial data

message to the instrument cluster (circuit 1220), requesting the SRS lamp to illuminate.

When the ignition is switched ON, the SRS warning lamp should illuminate for approximately five seconds to

indicate the system start up sequence / system wiring and self check. If no system faults are detected, the SRS

warning lamp will be switched OFF.

If a fault is detected (either during this system check or during the ignition cycle), the SRS warning lamp will either

remain ON until the fault is remedied or if a DTC is set, until it is cleared. If a fault is remedied during an ignition

cycle, unless the fault caused a DTC to set, the SRS warning lamp will turn OFF immediately.

The SRS SDM will send a serial data message to the instrument cluster requesting the lamp be illuminated if it

detects any of the following: If the instrument cluster has not been programmed correctly for a 3 or 4 loop system

(configuration problem). If battery voltage is below 9 volts or above 20 volts. If the energy reserve in the SDM is

switched ON (battery voltage less than 7.5 volts). If the SRS is deployed. If the SDM does not receive a poll from

the BCM. If one or more current or history DTC's are detected when the ignition is switched ON. During an ignition

cycle, if the SDM detects a current DTC, the SRS warning lamp will be illuminated. When TECH 2 is communicating

with the SDM.

The SRS warning lamp will also be illuminated if communication is lost (no serial data) between the SDM and the

instrument cluster.

TEST DESCRIPTION:

The numbers below refer to step numbers in diagnostic chart ‘B’

1. Ensures the Diagnostic Circuit Check was performed which determines if there is a serial data communication

fault and checks if any DTC’s are set.

2. Checks if fault is current or intermittent.

3. Using TECH 2, this step checks if the instruments have been configured correctly (3 loop or 4 loop system).

4. Using TECH 2, this step checks the voltage supply to the SDM. If battery voltage to the SDM falls below 9 volts

or above 20 volts for more than 3 seconds, the SRS warning lamp is switched on.

5. Checks generator output.

6. Determines if the ignition input voltage at the SDM is approximately the same as what the generator output

voltage was during Step 5.

7. Checks SDM earth connection.

8. Using TECH 2, this step checks if the energy reserve has been switched on. If the voltage supply to the SDM

falls below 7.5 volts, the energy reserve in the SDM is switched on.

9. Using TECH 2, this step checks if the SDM has deployed the SRS.

NOTES ON DIAGNOSTIC CHART:

1. Refer to 3.4 TECH 2 DIAGNOSTICS in this Section for connecting and using TECH 2.

2. Refer to Section 12P WIRING DIAGRAMS for procedures on checking wiring faults.

3. Fault Intermittent; connect TECH 2 to DLC, select F3 Body / SRS / DATA DISPLAY and monitor the following

to see if TECH 2 display changes state while wiggling circuit wires and/or road testing vehicle:

BATTERY VOLTAGE (AFTER 3 SEC)

AIR BAG & PRE-TENSIONER DEPLOYED

PRE-TENSIONER DEPLOYED

ENERGY RESERVE

CONFIGURATION FROM INSTRUMENTS

BCM POLL

Repair fault as necessary, recheck circuit to verify repair.

4. Refer to Section 6D1-1 CHARGING SYSTEM - V6 ENGINE or Section 6D2-1 CHARGING SYSTEM - V8

ENGINE for generator testing details.

5. If the vehicle is involved in an accident in which the SRS was deployed (even if only pre-tensioners where

deployed) refer to 2.10 REPAIRS AND INSPECTION REQUIRED AFTER AN ACCIDENT for information on

system components that need to be replaced.

STEP ACTION VALUE YES NO

∙ Was the Diagnostic

Circuit Check

preformed?

Go to Step 2. Go to CHART A -

DIAGNOSTIC

CIRCUIT CHECK

in this Section.

2. ∙Turn ignition ON.

∙Does SRS warning

lamp remain

illuminated after 5

seconds?

Go to Step 3. Fault intermittent,

refer to

NOTE 3 above.

3. ∙Connect TECH 2 to

DLC and select Body

/ SRS / Data Display

and scroll to SERIAL

DATA FROM

INSTRUMENTS

(refer to NOTE 1

above).

∙Does TECH 2 display

configuration from

instruments is

CORRECT?

Go to Step 4. Program

instruments, refer

to Section 12C

INSTRUMENTS,

WIPERS /

WASHERS AND

HORNS.

4. ∙With TECH 2

connected, and Body

/ SRS / Data Display

selected, scroll to

BATTERY

VOLTAGE (AFTER 3

SEC).

∙Does TECH 2 display

battery voltage (after

3 sec) is OKAY?

Go to Step 8. Go to Step 5.

5. ∙Carry out checks of

generator output

(refer to NOTE 4

above).

∙Is generator output

OK?

Go to Step 6. Repair generator

as necessary.

Recheck and

verify repair.

STEP ACTION VALUE YES NO

6. ∙Disconnect SDM

connector YB190.

∙Start engine, turn

headlamps ON and

raise engine idle

speed to

approximately 2500

RPM.

∙Using Tool KM-609-

20, check voltage

between SDM wiring

harness connector

YB190, terminal 5,

circuit 739 and a

known good earth

(refer to NOTE 2

above).

∙Is the voltage

measured

approximately the

same as measured

during Step 5

(generator output

tests)?

Go to Step 7. Check and repair

circuit 739 as

necessary.

Recheck and

verify repair.

7. ∙Check for continuity

between earth

location G11 (at

SDM) and SDM

(refer to NOTE 2

above).

∙Is the earth circuit

OK?

Replace SDM,

refer to 2.7

SENSING &

DIAGNOSTIC

MODULE (SDM)

in this Section.

Recheck circuit to

verify repair

Check and repair

earth as

necessary.

Recheck and

verify repair.

8. ∙With TECH 2

connected, and Body

/ SRS / Data Display

selected, scroll to

ENERGY RESERVE.

∙Does TECH 2 display

energy reserve OFF?

Go to Step 9. Go to Step 5.

9. ∙With TECH 2

connected, and Body

/ SRS / Data Display

selected, scroll to

AIR BAG & PRE-

TENSIONER

DEPLOYED and

PRE-TENSIONER

DEPLOYED.

∙Does TECH 2 display

either Air bag & pre-

tensioner deployed

YES or pre-tensioner

deployed YES?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE (SDM)

in this Section.

(see NOTE 5

above). Recheck

circuit to verify

repair.

Refer to BCM Air

Bag Deployment

vehicle shutdown

diagnostics in

Section 12J-1

LOW SERIES

BCM

Section 12J-2

HIGH SERIES

BCM.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

Figure 12L-68

DTC 13 - DRIVER'S AIR BAG, CIRCUIT SHORT TO EARTH

Figure 12M-69

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check. If the SDM detects a resistance to earth of less than 4 kohms in either the positive or

negative inflator circuit for more than 10 seconds, a current (frozen) DTC 13 will set.

DTC 13 will set If circuits 347 (Driver’s air bag positive side) and/or 348 (driver’s air bag negative side) are shorted

to earth.

When DTC 13 sets, the SDM illuminates the SRS warning lamp and sets a ‘current’ DTC 13. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

‘history’ DTC 13. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 13 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 13 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 13 is set, the SRS, including the driver’s air bag, will still be operational.

TEST DESCRIPTION:

Number/s below refer to Step numbers in the following diagnostic chart.

2. TECH 2 in this mode should display approximately 2.2 ohms if the driver's air bag loop circuit is OK.

3. & 4. If screen display changes during a wiring 'wiggle' test, a fault with the wiring is at that location.

5. Tool SD28280B is a dummy load taking the place of the horn bar and driver's air bag inflator module. If

TECH 2 displays the correct resistance of the dummy load, the system fault is in the horn bar and driver's

air bag inflator module assembly.

This test checks the wiring between the SDM wiring harness connector YB190, terminal 10 and the horn bar and

driver's air bag inflator module connector YB147 for faults.

This test checks the wiring between the SDM wiring harness connector YB190, terminal 11 and the horn bar and

driver's air bag inflator module connector YB147 for faults.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

2. Refer to 2.8 SRS WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. Refer to Section 12N FUSES & WIRING HARNESSES for SRS wiring harness routing.

Resistance cannot be measured between the two terminals in connector YB147 as the in-built capacitor blocks

measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer to 1.1 SYSTEM

COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

TECH 2 screen display only needs to change status to indicate a short to earth in the SRS wiring harness. The

actual DTC may not be displayed and in some instances an incorrect DTC may be displayed. If any DTC other than

DTC 13 is displayed during this test, unless they become Frozen DTC’s no action needs to be taken other than

repairing the short to earth in the driver’s air bag circuit. If another DTC becomes frozen, other than DTC 13, refer to

the relevant diagnostic chart in this Section.

Figure 12M-70

STEP ACTION VALUE YES NO

1. ∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Does TECH 2 display

DTC 13 as a Current

DTC?

Go to Step 2. Go to Step 3.

2. ∙With TECH 2 still

connected, select

Body / SRS / Data

Display and scroll to

DRIVER AIR BAG

LOOP

RESISTANCE.

∙Does TECH 2 display

approximately '2.2

OHMS'?

Go to Step 3. Go to Step 5.

3. ∙Remove steering

column upper and

lower cover.

∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the clock spring

coil and monitor

TECH 2 screen

display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 5 above ?

Go to Step 4. Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

4. ∙Inspect wiring at

point where TECH 2

screen display

changes. If

necessary split open

wiring harness.

∙Is fault identifiable?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Replace SRS

wiring harness

(refer to

NOTE 3 above).

Clear DTC and

recheck system

to verify repair.

5. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Remove horn bar

and driver's air bag

inflator module, refer

to 2.3 HORN BAR

AND AIR BAG

MODULE

ASSEMBLY in this

Section.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB147.

∙With TECH 2 still

connected, select

Body / SRS / Data

Display and scroll to

DRIVER AIR BAG

LOOP

RESISTANCE.

∙Does TECH 2 display

approximately '3.0

OHMS'?

Replace horn bar

and driver's air

bag inflator

module assembly,

refer to 2.3 HORN

BAR AND AIR

BAG MODULE

ASSEMBLY in

this Section.

Clear DTC and

recheck system to

verify repair.

Go to Step 6.

STEP ACTION VALUE YES NO

6. ∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Remove Tool

SD28280B from

YB147.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 10

and driver's air bag

inflator module

connector YB147,

circuits 347 (White

wire) for short to

earth (refer to

NOTE 1 above).

∙Is all OK?

Go to Step 7. Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

7. ∙With SDM wiring

harness connector

YB190 disconnected

from the SDM and

using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminal 11

and driver's air bag

inflator module

connector YB147,

circuit 348 (Green

wire) for a short to

earth (refer to

NOTES 1 and 4

above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 14 - DRIVER'S PRE-TENSIONER, CIRCUIT SHORT TO EARTH

Figure 12M-71

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check. If the SDM detects a resistance to earth of less than 4 kohms in either the positive or

negative circuit for more than 10 seconds, a current (frozen) DTC 14 will set.

DTC 14 will set if circuits 353 (driver’s pre-tensioner positive side) and/or 354 (driver’s pre-tensioner negative side)

are shorted to earth.

When DTC 14 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 14. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 14. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 14 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 14 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 14 is set, the SRS, including the driver’s pre-tensioner, will still be operational.

TEST DESCRIPTION

Number/s below refer to step numbers in the following diagnostic chart.

2. TECH 2 in this mode should display approximately 2.2 ohms if the driver's pre-tensioner loop circuit is OK.

3. & 4. If screen display changes during a wiring 'wiggle' test, a fault with the wiring is at that location.

5. Tool SD28280B is a dummy load taking the place of the pre-tensioner assembly. If TECH 2 displays the

correct resistance of the dummy load, the system fault is in the pre-tensioner assembly.

6. This test checks the wiring between the SDM wiring harness connector YB190, terminal 3 and the driver's pre-

tensioner connector YB209 for faults.

7. This test checks the wiring between the SDM wiring harness connector YB190, terminal 4 and the driver's pre-

tensioner connector YB209 for faults.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIAGRAMS.

2. Refer to 2.8 SRS WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. Refer to Section 12N, FUSES & WIRING HARNESSES for SRS wiring harness routing.

Resistance cannot be measured between the two terminals in connector YB209 as the in-built capacitor blocks

measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer to 1.1 SYTSEM

COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

TECH 2 screen display only needs to change status to indicate a short to earth in the SRS wiring harness. The

actual DTC may not be displayed and in some instances an incorrect DTC may be displayed. If any DTC other than

DTC 14 is displayed during this test, unless they become Frozen DTC’s no action needs to be taken other than

repairing the short to earth in the driver’s pre-tensioner circuit. If another DTC becomes frozen, other than DTC 14,

refer to the relevant diagnostic chart in this Section.

Figure 12M-72

STEP ACTION VALUE YES NO

1. ∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Does TECH 2 display

DTC 14 as a Current

DTC?

Go to Step 2. Go to Step 3.

2. ∙With TECH 2 still

connected to DLC,

select Body / SRS /

Data Display and

scroll to 'DRIVER’S

PRE-TENSIONER

LOOP

RESISTANCE'.

∙Does TECH 2 display

approximately '2.2

OHMS'?

Go to Step 3. Go to Step 5.

3. ∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the pre-tensioner

while monitoring

TECH 2 screen

display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 5 above ?

Go to Step 4. Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

4. ∙Inspect wiring at

point where TECH 2

screen display

changes. If

necessary split open

wiring harness.

∙Is fault identifiable?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Replace SRS

wiring harness

(refer to

NOTE 3 above).

Clear DTC and

recheck system

to verify repair.

5. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect driver's

pre-tensioner wiring

harness connector

YB209 from pre-

tensioner.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB209.

∙With TECH 2 still

connected, select

Body / SRS / Data

Display and scroll to

'DRIVER’S PRE-

TENSIONER LOOP

RESISTANCE'.

∙Does TECH 2 display

approximately '3.0

OHMS'?

Replace driver's

pre-tensioner

assembly, refer to

Section 1A7

SEAT AND SEAT

BELT

ASSEMBLIES.

Clear DTC and

recheck system to

verify repair.

Go to Step 6.

STEP ACTION VALUE YES NO

6. ∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Remove Tool

SD28280B from

YB209.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 3

and driver's pre-

tensioner connector

YB209, circuit 353

(Brown/White w ire)

for short to earth

(refer to NOTE 1

above).

∙Is all OK?

Go to Step 7. Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

7. ∙With SDM wiring

harness connector

YB190 disconnected

from the SDM and

using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminal 4

and driver's pre-

tensioner connector

YB209, circuit 354

(Yellow/Red wire) for

a short to earth (refer

to NOTES 1 and 4

above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 15 - DRIVER'S AIR BAG, CIRCUIT SHORT TO BATTERY

Figure 12M-73

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check. If the SDM detects a resistance to battery supply is less than 30 kohms in either the

positive and/or negative circuit for more than 10 seconds, a current (frozen) DTC 15 will set.

DTC 15 will set if circuits 347 (driver’s air bag positive side) and/or 348 (driver’s air bag negative side) are shorted to

battery +.

When DTC 15 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 15. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 15. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 15 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 15 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 15 is set, the SRS, including the driver’s air bag, will still be operational.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS

2. Refer to 2.8 SRS WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. Resistance cannot be measured between the two terminals in connector YB147 as the in-built capacitor blocks

measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer 1.1

SYTSEM COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

Figure 12M-74

STEP ACTION VALUE YES NO

1. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Remove horn bar

and driver's air bag

inflator module, refer

to 2.3 HORN BAR

AND AIR BAG

MODULE

ASSEMBLY in this

Section.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Reconnect battery.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 10

and 11 and driver's

air bag connector

YB147, circuits 347

(White wire) and 348

(Green wire) for short

to battery + (refer to

NOTES 1 and 3

above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 16 - DRIVER'S PRE-TENSIONER, CIRCUIT SHORT TO BATTERY

Figure 12M-75

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check. If the SDM detects a resistance to battery supply is less than 30 kohms in either the

positive and/or negative circuit for more than 10 seconds, a current (frozen) DTC 16 will set.

DTC 16 will set if circuits 353 (driver’s pre-tensioner positive side) and/or 354 (driver’s pre-tensioner negative side)

are shorted to battery +.

When DTC 16 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 16. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 16. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 16 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 16 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 16 is set, the SRS, including the driver’s pre-tensioner, will still be operational.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

2. Refer to 2.8 SRS WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. Resistance cannot be measured between the two terminals in connector YB209 as the in-built capacitor blocks

measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer to 1.1

SYTSEM COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

Figure 12M-76

STEP ACTION VALUE YES NO

1. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect driver's

pre-tensioner wiring

harness connector

YB209 from pre-

tensioner.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Reconnect battery.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 3

and 4 and driver's

pre-tensioner

connector YB209,

circuits 353

(Brown/White w ire)

and 354 (Yellow/Red

wire) for short to

battery + (refer to

NOTES 1 and 3

above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 23 - PASSENGER'S AIR BAG, CIRCUIT SHORT TO EARTH

Figure 12M-77

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check. If the SDM detects a resistance to earth of less than 4 kohms in either the positive or

negative inflator circuit for more than 10 seconds, a current (frozen) DTC 23 will set.

DTC 23 will set if circuits 349 (pass. air bag positive side) and/or 350 (Pass. air bag negative side) are shorted to

earth.

When DTC 23 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 23. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 23. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 23 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 23 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 23 is set, the SRS, including the passenger’s air bag, will still be operational.

TEST DESCRIPTION

Number/s below refer to Step numbers in the following diagnostic chart.

1. Uses TECH 2 to check if DTC 23 is current or history.

2. TECH 2 in this mode should display approximately 2.2 ohms if the passenger’s air bag loop circuit is OK.

3. & 4. If screen display changes during a wiring 'wiggle' test, a fault with the wiring is at that location.

5. Tool SD28280B is a dummy load taking the place of the passenger’s air bag inflator module. If TECH 2

displays the correct resistance of the dummy load, the system fault is in the passenger's air bag inflator module

assembly.

This test checks the wiring between the SDM wiring harness connector YB190, terminal 13 and the passenger's air

bag inflator module connector YB208 for faults.

This test checks the wiring between the SDM wiring harness connector YB190, terminal 14 and the passenger's air

bag inflator module connector YB208 for faults.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

2. Refer to 2.8 WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. Refer to Section 12N FUSES & WIRING HARNESSES for SRS wiring harness routing.

Resistance cannot be measured between the two terminals in connector YB208 as the in-built capacitor blocks

measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer to 1.1 SYTSEM

COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

TECH 2 screen display only needs to change status to indicate a short to earth in the SRS wiring harness. The

actual DTC may not be displayed and in some instances an incorrect DTC may be displayed. If any DTC other than

DTC 23 is displayed during this test, unless they become Frozen DTC’s no action needs to be taken other than

repairing the short to earth in the passenger’s air bag circuit. If another DTC becomes frozen, other than DTC 23,

refer to the relevant diagnostic chart in this Section.

Figure 12M-78

STEP ACTION VALUE YES NO

1. ∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Does TECH 2 display

DTC 23 as a Current

DTC?

Go to Step 2. Go to Step 3.

2. ∙With TECH 2 still

connected to DLC,

select Body / SRS /

Data Display and

scroll to

PASSENGER’S AIR

BAG LOOP

RESISTANCE'.

∙Does TECH 2 display

approximately '2.2

OHMS'?

Go to Step 3. Go to Step 5.

STEP ACTION VALUE YES NO

3. ∙Remove instrument

panel compartment

to gain access to

passenger’s air bag,

refer to Section 1A3

INSTRUMENT

PANEL AND

CONSOLE.

∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the passenger’s

air bag wiring

harness connector

YB208, while

monitoring TECH 2

screen display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 5 above ?

Go to Step 4. Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

4. ∙Inspect wiring at

point where TECH 2

screen display

changes. If

necessary split open

wiring harness.

∙Is fault identifiable?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Replace SRS

wiring harness

(refer to

NOTE 3 above).

Clear DTC and

recheck system

to verify repair.

STEP ACTION VALUE YES NO

5. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect

passenger’s air bag

inflator module wiring

harness connector

YB208.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB208.

∙With TECH 2 still

connected, select

Body / SRS / Data

Display and scroll to

PASSENGER’S AIR

BAG LOOP

RESISTANCE'.

∙Does TECH 2 display

approximately '3.0

OHMS'?

Replace

passenger’s air

bag inflator

module assembly,

refer to 2.4

FRONT

PASSENGER’S

AIR BAG

MODULE

ASSEMBLY in

this Section.

Clear DTC and

recheck system to

verify repair.

Go to Step 6.

STEP ACTION VALUE YES NO

6. ∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Remove Tool

SD28280B from

YB208.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 13

and passenger’s air

bag inflator module

connector YB208,

circuit 349

(Yellow/Black wire)

for short to earth

(refer to NOTE 1

above).

∙Is all OK?

Go to Step 7. Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

7. ∙With SDM wiring

harness connector

YB190 disconnected

from the SDM and

using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminal 14

and passenger’s air

bag inflator module

connector YB208,

circuit 350

(Grey/Black wire ) for

a short to earth (refer

to NOTES 1 and 4

above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section.

Recheck circuit to

verify repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 24 - PASSENGER’S PRE-TENSIONER, CIRCUIT SHORT TO EARTH

Figure 12M-79

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check. If the SDM detects a resistance to earth of less than 4 kohms in either the positive or

negative circuit for more than 10 seconds, a current (frozen) DTC 24 will set.

DTC 24 will set if circuits 351 (pass. pre-tensioner positive side) and/or 352 (pass. pre-tensioner negative side) are

shorted to earth.

When DTC 24 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 24. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 24. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 24 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 24 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 24 is set, the SRS, including the passenger’s pre-tensioner, will still be operational.

TEST DESCRIPTION

Number/s below refer to step numbers in the following diagnostic chart.

2. TECH 2 in this mode should display approximately 2.2 ohms if the driver's pre-tensioner loop circuit is OK.

3. & 4. If screen display changes during a wiring 'wiggle' test, a fault with the wiring is at that location.

5. Tool SD28280B is a dummy load taking the place of the pre-tensioner assembly. If TECH 2 displays the

correct resistance of the dummy load, the system fault is in the pre-tensioner assembly.

6. This test checks the wiring between the SDM wiring harness connector YB190, terminal 1 and the

passenger’s pre-tensioner connector YB209 for faults.

7. This test checks the wiring between the SDM wiring harness connector YB190, terminal 2 and the

passenger’s pre-tensioner connector YB209 for faults.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

2. Refer to SRS 2.8 WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. Refer Section 12N FUSES & WIRING HARNESSES for SRS wiring harness routing.

Resistance cannot be measured between the two terminals in connector YB209 as the in-built capacitor blocks

measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer to 1.1 SYTSEM

COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

TECH 2 screen display only needs to change status to indicate a short to earth in the SRS wiring harness. The

actual DTC may not be displayed and in some instances an incorrect DTC may be displayed. If any DTC other than

DTC 24 is displayed during this test, unless they become Frozen DTC’s no action needs to be taken other than

repairing the short to earth in the passenger’s pre-tensioner circuit. If another DTC becomes frozen, other than DTC

24, refer to the relevant diagnostic chart in this Section.

Figure 12M-80

STEP ACTION VALUE YES NO

1. ∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Does TECH 2 display

DTC 24 as a Current

DTC?

Go to Step 2. Go to Step 3.

2. ∙With TECH 2 still

connected, select

Body / SRS / Data

Display and scroll to

'PASSENGER’S

PRE-TENSIONER

LOOP

RESISTANCE'.

∙Does TECH 2 display

approximately '2.2

OHMS'?

Go to Step 3. Go to Step 5.

3. ∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the passenger’s

pre-tensioner wiring

harness connector

YB209, while

monitoring TECH 2

screen display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 5 above ?

Go to Step 4. Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

4. ∙Inspect wiring at

point where TECH 2

screen display

changes. If

necessary split open

wiring harness.

∙Is fault identifiable?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Replace SRS

wiring harness

(refer to

NOTE 3 above).

Clear DTC and

recheck system

to verify repair.

5. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect

passenger’s pre-

tensioner wiring

harness connector

YB209 from pre-

tensioner.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB209.

∙With TECH 2 still

connected, select

Body / SRS / Data

Display and scroll to

'PASSENGER’S

PRE-TENSIONER

LOOP

RESISTANCE'.

∙Does TECH 2 display

approximately '3.0

OHMS'?

Replace

passenger’s pre-

tensioner

assembly, refer to

Section 1A7

SEAT AND SEAT

BELT

ASSEMBLIES.

Clear DTC and

recheck system to

verify repair.

Go to Step 6.

STEP ACTION VALUE YES NO

6. ∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Remove Tool

SD28280B from

YB209.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 1

and passenger’s pre-

tensioner connector

YB209, circuit 351

(Blue/Brown wire) for

short to earth (refer

to NOTE 1 above).

∙Is all OK?

Go to Step 7. Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

7. ∙With SDM wiring

harness connector

YB190 disconnected

from the SDM and

using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminal 2

and passenger’s pre-

tensioner connector

YB209, circuit 352

(Red/Black wire) for

a short to earth (refer

to NOTES 1 and 4

above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 25 - PASSENGER'S AIR BAG, CIRCUIT SHORT TO BATTERY

Figure 12M-81

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check.

If the SDM detects a resistance to battery supply is less than 30 kohms in either the positive and/or negative circuit

for more than 10 seconds, a current (frozen) DTC 25 will set.

DTC 25 will set if circuits 349 (passenger’s air bag positive side) and/or 350 (passenger’s air bag negative side) are

shorted to battery +.

When DTC 25 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 25. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 25. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 25 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 25 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 25 is set, the SRS, including the passenger’s air bag, will still be operational.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

2. Refer to 2.8 SRS WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

Resistance cannot be measured between the two terminals in connector YB208, as the inbuilt capacitor blocks

measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer to 1.1 SYTSEM

COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

Figure 12M-82

STEP ACTION VALUE YES NO

1. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect

passenger’s air bag

inflator module wiring

harness connector

YB208.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Reconnect battery.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 13

and 14 and

passenger’s air bag

connector YB208,

circuits 349

(Yellow/Black wire)

and 350 (Grey/Black

wire) for short to

battery + (refer to

NOTES 1 and 3

above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 26 - PASSENGER'S PRE-TENSIONER, CIRCUIT SHORT TO BATTERY

Figure 12M-83

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check.

If the SDM detects a resistance to battery supply is less than 30 kohms in either the positive and/or negative circuit

for more than 10 seconds, a current (frozen) DTC 26 will set.

DTC 26 will set if circuits 351 (passenger’s pre-tensioner positive side) and/or 352 (passenger’s pre-tensioner

negative side) are shorted to battery +.

When DTC 26 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 26. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 26. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 26 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 26 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 26 is set, the SRS, including the passenger’s pre-tensioner, will still be operational.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

2. Refer to 2.8 SRS WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. Resistance cannot be measured between the two terminals in connector YB209, as the in-built capacitor

blocks measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer to 1.1

SYTSEM COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

Figure 12M-84

STEP ACTION VALUE YES NO

1. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect the SRS

wiring harness

connector YB209

from the passenger’s

pre-tensioner

assembly.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Reconnect battery.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 1

and 2 and

passenger’s pre-

tensioner connector

YB209, circuits 351

(Blue/Black wire) and

352 (Red/Black wire)

for short to battery +

(refer to NOTES 1

and 3 above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 31 - DRIVERS AIR BAG OPEN CIRCUIT, LOOP CAPACITANCE TOO LOW

Figure 12M-85

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check.

If the SDM detects a resistance in the driver’s air bag circuit that is too high (greater than 8 ohm) or the capacitance

too low (less than 404 nF) for longer than 10 seconds, a current (frozen) DTC 31 will set.

DTC 31 will set if circuits 347 or 348, (including the horn bar and air bar assembly and the clock spring coil) are

open circuited.

When DTC 31 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 31. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 31. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 31 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 31 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 31 is set, dependent on where the fault is, the driver’s air bag may not operate.

TEST DESCRIPTION

Number/s below refer to step numbers in the following diagnostic chart.

Uses TECH 2 to check if DTC 31 is current or history.

Checks for intermittent fault by monitoring TECH 2 screen. If screen display changes during a wiring 'wiggle' test, a

fault with the wiring is at that location.

Tool SD28280B is a dummy load taking the place of the driver’s horn bar and air bag assembly. If DTC 31 becomes

a history DTC with dummy load connected, the system fault is in the driver’s horn bar and air bag assembly.

Checks if open circuit is in the clock spring coil. If the clock spring coil is disconnected from the system, and

terminals 7 & 8 in connector YB149 bridged together, DTC 31 will become a history DTC if the clock spring coil is

faulty.

Checks circuit 347 for open circuit.

Checks circuit 348 for open circuit.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

Refer to 2.8 SRS WIRING REPA IR in this Section before conducting any SRS wiring harness repairs.

TECH 2 screen display only needs to change status to indicate an open circuit. The actual DTC may not be

displayed and in some instances an incorrect DTC may be displayed. If any DTC other than DTC 31 is displayed

during this test, unless they become Frozen DTC’s no action needs to be taken other than repairing the open in the

driver’s air bag circuit. If another DTC becomes frozen, other than DTC 31, refer to the relevant diagnostic chart in

this Section.

Figure 12M-86

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information

∙Is DTC 31 current?

Go to Step 3. Go to Step 2.

2. ∙Remove steering

column upper and

lower cover.

∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the clock spring

coil while monitoring

the TECH 2 screen

display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 3 above ?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

3. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Remove horn bar

and driver's air bag

inflator module, refer

to 2.3 HORN BAR

AND AIR BAG

MODULE

ASSEMBLY in this

Section.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB147.

∙Reconnect battery.

∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Is DTC 31 still

current?

Go to Step 4. Replace horn bar

and driver's air

bag inflator

module

assembly, refer to

2.3 HORN BAR

AND AIR BAG

MODULE

ASSEMBLY in

this Section.

Clear DTC and

recheck system

to verify repair.

4. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect SRS

wiring harness

connector YB149

from clock spring coil

assembly.

∙Reconnect battery.

∙Using a suitable

jumper wire from KM-

609, bridge

connector YB149,

terminals 7 and 8

together.

∙With TECH 2 still

connected, select

Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information

∙Does DTC 31

become history?

Replace clock

sprin g coil

assembly, refer to

2.6 CLOCK

SPRING COIL in

this Section. Clear

all DTC’s and

recheck system to

verify repair.

Go to Step 5

STEP ACTION VALUE YES NO

5. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 10

and clock spring coil

connector YB149,

terminal 7, circuits

347 (White wire) for

open (refer to

NOTE 1 above).

∙Is all OK?

Go to Step 6. Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

6. ∙With SDM wiring

harness connector

YB190 disconnected

from the SDM and

using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminal 11

and clock spring coil

connector YB149,

terminal 8, circuits

348 (Green wire) for

open (refer to NOTE

1 above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 32 - DRIVERS AIR BAG, SHORT CIRCUIT, LOOP CAPACITANCE TOO HIGH

Figure 12M-87

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check.

If the SDM detects a resistance in the driver’s air bag circuit that is too low (less than 1 ohm) or the capacitance too

high (greater than 535 nF) for longer than 10 seconds, a current (frozen) DTC 32 will set.

DTC 32 will set if circuits 347 or 348, (including the horn bar and air bar assembly and the clock spring coil) are

shorted to earth.

When DTC 32 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 32. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 32. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 32 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 32 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 32 is set, dependent on where the fault is, the driver’s air bag may not operate.

TEST DESCRIPTION

Number/s below refer to step numbers in the following diagnostic chart.

Uses TECH 2 to check if DTC 32 is current or history.

Checks for intermittent fault by monitoring TECH 2 screen. If screen display changes during a wiring 'wiggle' test, a

fault with the wiring is at that location.

Tool SD28280B is a dummy load taking the place of the driver’s horn bar and air bag assembly. If DTC 32 becomes

a history DTC with dummy load connected, the system fault is in the driver’s horn bar and air bag assembly.

Checks if short circuit is in the clock spring coil. If the clock spring coil is disconnected from the system, a DTC 31

(open circuit) will set and DTC 31 will become history. If DTC 31 sets and DTC 32 becomes history, the clock spring

coil is faulty.

Checks circuit 347 for short circuit.

Checks circuit 348 for short circuit.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

Refer to 2.8 SRS WIRING REPA IR in this Section before conducting any SRS wiring harness repairs.

TECH 2 screen display only needs to change status to indicate a short circuit. The actual DTC may not be displayed

and in some instances an incorrect DTC may be displayed. If any DTC other than DTC 32 is displayed during this

test, unless they become Frozen DTC’s no action needs to be taken other than repairing the short in the driver’s air

bag circuit. If another DTC becomes frozen, other than DTC 32, refer to the relevant diagnostic chart in this Section.

Figure 12M-88

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information

∙Is DTC 32 current?

Go to Step 3. Go to Step 2.

2. ∙Remove steering

column upper and

lower cover.

∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the clock spring

coil while monitoring

the TECH 2 screen

display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 3 above ?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

3. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Remove horn bar

and driver's air bag

inflator module, refer

to 2.3 HORN BAR

AND AIR BAG

MODULE

ASSEMBLY in this

Section.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB147.

∙Reconnect battery.

∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Is DTC 32 still

current?

Go to Step 4. Replace horn bar

and driver's air bag

inflator module

assembly, refer to

2.3 HORN BAR

AND AIR BAG

MODULE

ASSEMBLY in this

Section.

Clear DTC and

recheck system to

verify repair.

4. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect SRS

wiring harness

connector YB149

from clock spring coil

assembly.

∙Reconnect battery.

∙With TECH 2 still

connected, select

Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information

∙Is DTC 31 current

and DTC 32 history?

Replace clock

sprin g coil

assembly, refer to

2.6 CLOCK

SPRING COIL in

this Section. Clear

all DTC’s and

recheck system to

verify repair.

Go to Step 5

STEP ACTION VALUE YES NO

5. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 10

and clock spring coil

connector YB149,

terminal 7, circuits

347 (White wire) for

short (refer to

NOTE 1 above).

∙Is all OK?

Go to Step 6. Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

6. ∙With SDM wiring

harness connector

YB190 disconnected

from the SDM and

using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminal 11

and clock spring coil

connector YB149,

terminal 8, circuits

348 (Green wire) for

short (refer to NOTE

1 above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 33 - PASSENGER'S AIR BAG OPEN CIRCUIT, LOOP CAPACITANCE TOO LOW

Figure 12M-89

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check.

If the SDM detects a resistance in the passenger’s air bag circuit that is too high (greater than 8 ohm) or the

capacitance too low (less than 404 nF) for longer than 10 seconds, a current (frozen) DTC 33 will set.

DTC 33 will set if circuits 349 or 350 (including the passenger’s air bag inflator module) are open circuit.

When DTC 33 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 33. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 33. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 33 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 33 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 33 is set, dependent on where the fault is, the passenger’s air bag may not operate.

TEST DESCRIPTION

Number/s below refer to step numbers in the following diagnostic chart.

Uses TECH 2 to check if DTC 33 is current or history.

Checks for intermittent fault by monitoring TECH 2 screen. If screen display changes during a wiring 'wiggle' test, a

fault with the wiring is at that location.

Tool SD28280B is a dummy load taking the place of the passenger’s air bag inflator module. If DTC 33 becomes a

history DTC with dummy load connected, the system fault is in the passenger’s air bag inflator module.

Checks if open circuit is in the SRS connector harness. If connector YB200 is disconnected and it’s terminal’s are

bridged together, DTC 33 will become a history DTC if this connector harness is faulty.

Checks circuit 349 for open circuit.

Checks circuit 350 for open circuit.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

Refer to 2.8 SRS WIRING REPA IR in this Section before conducting any SRS wiring harness repairs.

TECH 2 screen display only needs to change status to indicate an open circuit. The actual DTC may not be

displayed and in some instances an incorrect DTC may be displayed. If any DTC other than DTC 33 is displayed

during this test, unless they become Frozen DTC’s no action needs to be taken other than repairing the open in the

passenger’s air bag circuit. If another DTC becomes frozen, other than DTC 33, refer to the relevant diagnostic

chart in this Section.

Figure 12M-90

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information

∙Is DTC 33 current?

Go to Step 3. Go to Step 2.

2. ∙Remove instrument

panel compartment

to gain access to

passenger’s air bag,

refer to Section 1A3

INSTRUMENT

PANEL AND

CONSOLE.

∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the passenger’s

air bag wiring

harness connector

YB208, while

monitoring TECH 2

screen display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 3 above ?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

3. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect the

passenger’s air bag

inflator module wiring

harness connector

YB208.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB208.

∙Reconnect battery.

∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information

∙Is DTC 33 still

current?

Go to Step 4. Replace

passenger’s air

bag inflator

module

assembly, refer to

2.4 FRONT

PASSENGER’S

AIR BAG

MODULE

ASSEMBLY in

this Section.

Clear DTC and

recheck system

to verify repair.

4. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect SRS

wiring harness

connector YB200

from passenger’s air

bag inflator module

connector harness.

∙Reconnect battery.

∙Using a suitable

jumper wire from KM-

609, bridge terminals

in connector YB200

together.

∙With TECH 2 still

connected, select

Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information

∙Does DTC 33

become history?

Replace SRS

connector

harness (harness

between

passenger air bag

inflator module

and connector

YB200). Clear all

DTC’s and

recheck system to

verify repair.

Go to Step 5

STEP ACTION VALUE YES NO

5. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 13

and SRS wiring

harness connector

YB200, circuit 349

(Yellow/Black wire)

for open (refer to

NOTE 1 above).

∙Is all OK?

Go to Step 6. Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

6. ∙With SDM wiring

harness connector

YB190 disconnected

from the SDM and

using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminal 14

and SRS wiring

harness connector

YB200, circuit 350

(Grey / Black wire)

for open (refer to

NOTE 1 above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 34 - PASSENGER’S AIR BAG SHORT CIRCUIT, LOOP CAPACITANCE TOO HIGH

Figure 12M-91

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check.

If the SDM detects a resistance in the passenger’s air bag circuit that is too low (less than 1 ohm) or the

capacitance too high (greater than 535 nF) for longer than 10 seconds, a current (frozen) DTC 34 will set.

DTC 34 will set if circuits 349 or 350, (including the passenger’s air bag inflator module assembly) are shorted to

earth.

When DTC 34 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 34. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 34. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 34 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 34 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 34 is set, dependent on where the fault is, the passenger’s air bag may not operate.

TEST DESCRIPTION

Number/s below refer to step numbers in the following diagnostic chart.

1. Uses TECH 2 to check if DTC 34 is current or history.

2. Checks for intermittent fault by monitoring TECH 2 screen. If screen display changes during a wiring 'wiggle'

test, a fault with the wiring is at that location.

3. Tool SD28280B is a dummy load taking the place of the passenger’s air bag inflator module. If DTC 34

becomes a history DTC with dummy load connected, the system fault is in the passenger’s air bag inflator

module.

3. Checks circuit 349 and 350 for short to earth.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

2. Refer to 2.8 SRS WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. Resistance cannot be measured between the two terminals in connector YB208, as the in-built capacitor

blocks measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer to 1.1

SYTSEM COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

4. TECH 2 screen display only needs to change status to indicate a short circuit. The actual DTC may not be

displayed and in some instances an incorrect DTC may be displayed. If any DTC other than DTC 34 is

displayed during this test, unless they become Frozen DTC’s no action needs to be taken other than repairing

the short in the passenger’s air bag circuit. If another DTC becomes frozen, other than DTC 34, refer to the

relevant diagnostic chart in this Section.

Figure 12M-92

STEP ACTION VALUE YES NO

1. ∙Install TECH 2 to

DLC

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information

∙Is DTC 34 current?

Go to Step 3. Go to Step 2.

2. ∙Remove instrument

panel compartment

to gain access to

passenger’s air bag,

refer to Section 1A3

INSTRUMENT

PANEL AND

CONSOLE.

∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the passenger’s

air bag wiring

harness connector

YB208, while

monitoring TECH 2

screen display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 4 above ?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

3. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect the

passenger’s air bag

inflator module wiring

harness connector

YB208.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB208.

∙Reconnect battery.

∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Is DTC 34 still

current?

Go to Step 4. Replace

passenger’s air

bag inflator

module

assembly, refer to

2.4 FRONT

PASSENGER’S

AIR BAG

MODULE

ASSEMBLY in

this Section.

Clear DTC and

recheck system

to verify repair.

4. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 13

and 14 and

passenger’s air bag

inflator module

connector YB208,

circuits 349

(Yellow/Black wire)

and 350 (Grey/Black

wire) for short to

earth (refer to

NOTES 1 and 3

above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 35 - DRIVER’S PRE-TENSIONER OPEN CIRCUIT, LOOP CAPACITANCE TOO LOW

Figure 12M-93

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check.

If the SDM detects a resistance in the driver’s pre-tensioner circuit that is too high (greater than 8 ohm) or the

capacitance too low (less than 404 nF) for longer than 10 seconds, a current frozen DTC 35 will set.

DTC 35 will set if circuits 353 or 354 (including the driver’s pre-tensioner assembly) are open circuit.

When DTC 35 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 35. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 35. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 35 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 35 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 35 is set, dependent on where the fault is, the driver’s pre-tensioner may not operate.

TEST DESCRIPTION

Number/s below refer to step numbers in the following diagnostic chart.

Uses TECH 2 to check if DTC 35 is current or history.

Checks for intermittent fault by monitoring TECH 2 screen. If screen display changes during a wiring 'wiggle' test, a

fault with the wiring is at that location.

Tool SD28280B is a dummy load taking the place of the driver’s pre-tensioner assembly. If DTC 35 becomes a

history DTC with dummy load connected, the system fault is in the driver’s pre-tensioner assembly.

Checks if open circuit is in the SRS connector harness. If connector YB207 is disconnected and it’s

terminal’s are bridged together, DTC 35 will become a history DTC if this connector harness is faulty.

Checks circuit 353 for open circuit.

Checks circuit 354 for open circuit.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

Refer to 2.8 SRS WIRING REPA IR in this Section before conducting any SRS wiring harness repairs.

TECH 2 screen display only needs to change status to indicate a open circuit. The actual DTC may not be displayed

and in some instances an incorrect DTC may be displayed. If any DTC other than DTC 35 is displayed during this

test, unless they become Frozen DTC’s no action needs to be taken other than repairing the open in the driver’s

pre-tensioner circuit. If another DTC becomes frozen, other than DTC 35, refer to the relevant diagnostic chart in

this Section.

Figure 12M-94

STEP ACTION VALUE YES NO

1. ∙Connect TECH 2 to

DLC

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information

∙Is DTC 35 current?

Go to Step 3. Go to Step 2.

2. ∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the driver’s pre-

tensioner wiring

harness connector

YB209, while

monitoring TECH 2

screen display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 3 above ?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

3. ∙Disable the SRS,

refer 2.2 DISABLING

AND ENABLING

PROCEDURE in this

Section.

∙Disconnect the

driver’s pre-tensioner

wiring harness

connector YB209.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB209.

∙Reconnect battery.

∙Connetc TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Is DTC 35 still

current?

Go to Step 4. Replace driver's

pre-tensioner

assembly, refer

Section 1A7

SEAT AND SEAT

BELT

ASSEMBLIES.

Clear DTC and

recheck system

to verify repair.

4. ∙Disable the SRS,

refer 2.2 DISABLING

AND ENABLING

PROCEDURE in this

Section.

∙Disconnect SRS

wiring harness

connector YB207

(located next to

driver’s seat) from

driver’s pre-tensioner

connector harness.

∙Reconnect battery.

∙Using a suitable

jumper wire from KM-

609, bridge terminals

in connector YB207

together.

∙With TECH 2 still

connected, select

Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Does DTC 35

become history?

Replace SRS

connector

harness (harness

between driver’s

pre-tensioner and

connector

YB207). Clear all

DTC’s and

recheck system to

verify repair.

Go to Step 5.

STEP ACTION VALUE YES NO

5. ∙Disable the SRS,

refer 2.2 DISABLING

AND ENABLING

PROCEDURE in this

Section.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 3

and SRS wiring

harness connector

YB207, circuit 353

(Brown/White w ire)

for open (refer to

NOTE 1 above).

∙Is all OK?

Go to Step 6. Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

6. ∙With SDM wiring

harness connector

YB190 disconnected

from the SDM and

using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminal 4

and SRS wiring

harness connector

YB207, circuit 354

(Yellow / Red wire)

for open (refer to

NOTE 1 above).

∙Is all OK?

Replace SDM,

refer 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 36 - DRIVER’S PRE-TENSIONER SHORT CIRCUIT, LOOP CAPACITANCE TOO HIGH

Figure 12M-95

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check.

If the SDM detects a resistance in the driver’s belt pre-tensioner circuit that is too low (less than 1 ohm) or the

capacitance too high (greater than 535 nF) for longer than 10 seconds, a current frozen DTC 36 will set.

DTC 36 will set if circuits 353 or 354, (including the belt pre-tensioner assembly) are shorted to earth.

When DTC 36 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 36. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 36. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 36 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 36 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 36 is set, dependent on where the fault is, the driver’s belt pre-tensioner may not operate.

TEST DESCRIPTION

Number/s below refer to step numbers in the following diagnostic chart.

1. Uses TECH 2 to check if DTC 36 is current or history.

2. Checks for intermittent fault by monitoring TECH 2 screen. If screen display changes during a wiring 'wiggle'

test, a fault with the wiring is at that location.

3. Tool SD28280B is a dummy load taking the place of the driver’s pre-tensioner assembly. If DTC 36 becomes a

history DTC with dummy load connected, the system fault is in the driver’s pre-tensioner assembly.

4. Checks circuit 353 and 354 for short to earth.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

2. Refer to 2.8 SRS WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. Resistance cannot be measured between the two terminals in connector YB208, as the inbuilt capacitor blocks

measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer

1.1 SYTSEM COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

4. TECH 2 screen display only needs to change status to indicate a short circuit. The actual DTC may not be

displayed and in some instances an incorrect DTC may be displayed. If any DTC other than DTC 36 is

displayed during this test, unless they become Frozen DTC’s no action needs to be taken other than repairing

the short in the driver’s pre-tensioner circuit. If another DTC becomes frozen, other than DTC 36, refer to the

relevant diagnostic chart in this Section.

Techline

Figure 12M-96

STEP ACTION VALUE YES NO

1. ∙Connect TECH 2 to

DLC

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Is DTC 36 current?

Go to Step 3. Go to Step 2.

2. ∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the driver’s pre-

tensioner wiring

harness connector

YB209, while

monitoring TECH 2

screen display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 4 above ?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

3. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect the driver’

pre-tensioner wiring

harness connector

YB209.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB209.

∙Reconnect battery.

∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Is DTC 36 still

current?

Go to Step 4. Replace driver's

pre-tensioner

assembly, refer to

Section 1A7

SEAT AND SEAT

BELT

ASSEMBLIES.

Clear DTC and

recheck system

to verify repair.

4. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE In this

Section.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 3

and 4 and driver’s

pre-tensioner

connector YB209,

circuits 353

(Brown/White w ire)

and 354 (Yellow/Red

wire) for short to

earth (refer to NOTE

1 and 3 above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 37 - PASSENGER'S PRE-TENSIONER OPEN CIRCUIT, LOOP CAPACITANCE TOO LOW

Figure 12M-97

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check.

If the SDM detects a resistance in the passenger’s pre-tensioner circuit that is too high (greater than 8 ohm) or the

capacitance too low (less than 404 nF) for longer than 10 seconds, a current (frozen) DTC 37 will set.

DTC 37 will set if circuits 351 or 352 (including the passenger’s pre-tensioner assembly) are open circuit.

When DTC 37 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 37. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a

history DTC 37. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 37 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 37 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 37 is set, dependent on where the fault is, the passenger’s pre-tensioner may not operate.

TEST DESCRIPTION

Number/s below refer to step numbers in the following diagnostic chart.

1. Uses TECH 2 to check if DTC 37 is current or history.

2. Checks for intermittent fault by monitoring TECH 2 screen. If screen display changes during a wiring 'wiggle'

test, a fault with the wiring is at that location.

3. Tool SD28280B is a dummy load taking the place of the passenger’s pre-tensioner assembly. If DTC 37

becomes a history DTC with dummy load connected, the system fault is in the passenger’s pre-tensioner

assembly.

4. Checks if open circuit is in the SRS connector harness. If connector YB207 is disconnected and it’s terminal’s

are bridged together, DTC 37 will become a history DTC if this connector harness is faulty.

5. Checks circuit 351 for open circuit.

6. Checks circuit 352 for open circuit.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

2. Refer to 2.8 SRS WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. TECH 2 screen display only needs to change status to indicate a open circuit. The actual DTC may not be

displayed and in some instances an incorrect DTC may be displayed. If any DTC other than DTC 37 is

displayed during this test, unless they become Frozen DTC’s no action needs to be taken other than repairing

the open in the passenger’s pre-tensioner circuit. If another DTC becomes frozen, other than DTC 37, refer to

the relevant diagnostic chart in this Section.

Figure 12M-98

STEP ACTION VALUE YES NO

1. ∙Connect TECH 2 to

DLC

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Is DTC 37 current?

Go to Step 3. Go to Step 2.

2. ∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the passenger’s

pre-tensioner wiring

harness connector

YB209, while

monitoring TECH 2

screen display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 3 above ?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

3. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect the

passenger’s pre-

tensioner wiring

harness connector

YB209.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB209.

∙Reconnect battery.

∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Is DTC 37 still

current?

Go to Step 4. Replace

passenger’s pre-

tensioner

assembly, refer to

Section 1A7

SEAT AND SEAT

BELT

ASSEMBLIES.

Clear DTC and

recheck system

to verify repair.

4. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect SRS

wiring harness

connector YB207

(located next to

driver’s seat) from

passenger’s pre-

tensioner connector

harness.

∙Reconnect battery.

∙Using a suitable

jumper wire from KM-

609, bridge terminals

in connector YB207

together.

∙With TECH 2 still

connected, select

Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Does DTC 37

become history?

Replace SRS

connector

harness (harness

between driver’s

pre-tensioner and

connector

YB207). Clear all

DTC’s and

recheck system to

verify repair.

Go to Step 5

STEP ACTION VALUE YES NO

5. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 1

and SRS wiring

harness connector

YB207, circuit 351

(Blue/Black wire) for

open (refer to

NOTE 1 above).

∙Is all OK?

Go to Step 6. Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

6. ∙With SDM wiring

harness connector

YB190 disconnected

from the SDM and

using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminal 2

and SRS wiring

harness connector

YB207, circuit 352

(Red/Black wire) for

open (refer to

NOTE 1 above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 38 - PASSENGER'S PRE-TENSIONER SHORT CIRCUIT, LOOP CAPACITANCE TOO HIGH

Figure 12M-99

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check.

If the SDM detects a resistance in the passenger’s belt pre-tensioner circuit that is too low (less than 1 ohm) or the

capacitance too high (greater than 535 nF) for longer than 10 seconds, a current (frozen) DTC 38 will set.

DTC 38 will set if circuits 351 or 352, (including the belt pre-tensioner assembly) are shorted to earth.

When DTC 38 sets, the SDM illuminates the SRS warning lamp and sets a current DTC 38. Should the fault

conditions detected by the SDM clear during the same ignition cycle, the current code will clear and become a history

DTC 38. The SRS warning lamp will remain on for the remainder of the ignition cycle.

If a DTC 38 is set, the SRS warning lamp is illuminated on each ignition cycle, even if the DTC is set as a history

DTC, until the fault conditions for setting DTC 38 are rectified and the DTC (current or history) can then be cleared

from the SDM via TECH 2.

If DTC 38 is set, dependent on where the fault is, the passenger’s belt pre-tensioner may not operate.

TEST DESCRIPTION

Number/s below refer to step numbers in the following diagnostic chart.

1. Uses TECH 2 to check if DTC 38 is current or history.

2. Checks for intermittent fault by monitoring TECH 2 screen. If screen display changes during a wiring 'wiggle' test,

a fault with the wiring is at that location.

3. Tool SD28280B is a dummy load taking the place of the passenger’s pre-tensioner assembly. If DTC 38

becomes a history DTC with dummy load connected, the system fault is in the passenger’s pre-tensioner

assembly.

4. Checks circuit 351 and 352 for short to earth.

NOTES ON DIAGNOSTIC CHART

1. For all wiring harness checking procedures, refer to Section 12P WIRING DIA GRAMS.

2. Refer to 2.8 SRS WIRING REPAIR in this Section before conducting any SRS wiring harness repairs.

3. Resistance cannot be measured between the two terminals in connector YB208, as the in-built capacitor blocks

measurement. Therefore, a ‘service hole’ is incorporated into the connector for fault tracing. Refer to 1.1

SYSTEM COMPONENTS, WIRING HARNESS in this Section for more details on this type of connector.

4. TECH 2 screen display only needs to change status to indicate a short circuit. The actual DTC may not be

displayed and in some instances an incorrect DTC may be displayed. If any DTC other than DTC 38 is displayed

during this test, unless they become Frozen DTC’s no action needs to be taken other than repairing the short in

the passenger’s pre-tensioner circuit. If another DTC becomes frozen, other than DTC 38, refer to the relevant

diagnostic chart in this Section.

Techline

Figure 12M-100

STEP ACTION VALUE YES NO

1. ∙Connect TECH 2 to

DLC

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Is DTC 38 current?

Go to Step 3. Go to Step 2.

2. ∙With TECH 2 still

connected, select

Diagnostic Trouble

Codes / Clear DTC

information and clear

all (if any) DTC’s.

∙Select Diagnostic

Trouble Codes /

Read DTC

Information, 'wiggle'

SRS wiring harness

at all locations

between the SDM

and the passenger’s

pre-tensioner wiring

harness connector

YB209, while

monitoring TECH 2

screen display.

∙Does TECH 2 screen

display change status

from No Diagnostic

Trouble Codes, refer

to NOTE 3 above ?

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system to

verify repair.

Fault not present.

Check all system

wiring harness

connectors, and

terminals.

Clear DTC and

recheck system.

STEP ACTION VALUE YES NO

3. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect the

passenger’s pre-

tensioner wiring

harness connector

YB209.

∙Connect Tool No.

SD28280B to SRS

wiring harness

connector YB209.

∙Reconnect battery.

∙Connect TECH 2 to

DLC.

∙Select Body / SRS /

Diagnostic Trouble

Codes / Read DTC

Information.

∙Is DTC 38 still

current?

Go to Step 4. Replace

passenger’s pre-

tensioner

assembly, refer to

Section 1A7

SEAT AND SEAT

BELT

ASSEMBLIES.

Clear DTC and

recheck system

to verify repair.

4. ∙Disable the SRS,

refer to 2.2

DISABLING AND

ENABLING

PROCEDURE in this

Section.

∙Disconnect SDM

wiring harness

connector YB190

from the SDM.

∙Using Tool KM-609-

20, check wiring

between SDM wiring

harness connector

YB190, terminals 1

and 2 and

passenger’s pre-

tensioner connector

YB209, circuits 351

(Blue/Black wire) and

352 (Red/Black wire)

for short to earth

(refer to NOTES 1

and 3 above).

∙Is all OK?

Replace SDM,

refer to 2.7

SENSING AND

DIAGNOSTIC

MODULE in this

Section. Recheck

circuit to verify

repair.

Make repairs as

necessary

(refer to

NOTE 2 above).

Clear DTC and

recheck system

to verify repair.

WHEN ALL DIAGNOSIS AND REPAIRS ARE COMPLETED, ENSURE ALL SRS

COMPONENTS ARE RECONNECTED, CLEAR ALL DTC’S, ENABLE THE SRS AND

VERIFY CORRECT OPERATION

DTC 53 - CONFIGURATION MISMATCH: TOO LITTLE OR TOO MANY LOOPS IN SRS

Figure 12M-101

CIRCUIT DESCRIPTION

The SDM will set a DTC 53 because it has been internally configured for a three loop system (vehicles with pre-

tensioners and driver's air bag only) or a four loop system (vehicles with pre-tensioners, driver's air bag and front

passenger's air bags) but at the same time has detected a mismatch with the actual vehicle configuration.

To identify the different SDMs, refer to the identification label on the top of the SDM. Figure 12M-101 shows the

identification label for the 4 loop system.

NOTE:

Always refer to the latest VT spare parts microfiche/Part Finder information for the latest part numbers when

ordering SRS components.

TECH 2 is capable of displaying the SDM part number; connect TECH 2 to DLC, select Diagnosis / Body / SRS /

Turn Ignition ON and the system identification screen will display the SDM part number.

As an aid to the technician to diagnose the source of the mismatch, always check for other DTC set in the system

first. Faults setting other DTC’s should be rectified first, all DTC’s cleared from the SDM and system retested to

determine if DTC 53 will set again. If DTC sets again, install the correct SDM.

DTC 55 - INTERNAL SDM FAULT

Figure 12M-102

CIRCUIT DESCRIPTION

At ignition on, and on a constant monitoring cycle of every 300 milliseconds during the ignition cycle, the SDM

performs a system self check. If the SMD detects a fault in itself, a DTC 55 will be set and the SRS warning lamp

will be illuminated continuously with the ignition on.

If DTC 55 is set, the SRS may not operate and must be replaced.

4. TORQUE WRENCH SPECIFI CATIONS

Front passenger's air bag inflator module assembly

to dash panel attaching nuts 15 - 25

Horn bar and air bag inflator module assembly

to steering wheel securing screws 10 - 14

Seat Belt Buckle and Pre-tensioner Asm. Retaining

Bolt 45

Sensing and Diagnostic Module to floor attaching

screws 7 - 11

Steering wheel retaining bolt 40 - 50

5. SPECIAL TOOLS

TOOL NO. REF IN TEXT TOOL DESCRIPTION COMMENTS

ETX30H T30H TORX BIT USE IN CONJUCTION WITH

J25359-8, (OR ETX55HLD)

TOR X BIT HOLDER

USED FOR REMOVING SDM

TO FLOOR ATTACHING

SCREWS AND HORN BAR

AND AIR BAG INFLATOR

MODULE ASSEMBLY TO

STEERING WHEEL

SECURING SCREWS

J25359-8 TORX BIT HOLDER PREVIOUSLY RELEASED

FOR V CAR

E1992 DEPLOYMENT HARNESS ADAPTOR PREVIOUSLY RELEASED

USED IN CONJUNCTION

WITH DEPLOYMENT

HARNESS J38826-1 FOR

DEPLOYING SRS

COMPONENTS WHEN

REMOVED FROM THE

VEHICLE

J38826-1 DEPLOYMENT HARNES PREVIOUSLY RELEASED

USED IN CONJUNCTION

WITH DEPLOYMENT

HARNESS ADAPTOR E1992

FOR DEPLOYING SRS

COMPONENTS WHEN

REMOVED FROM THE

VEHICLE

SD28280B DUMMY LOAD PREVIOUSLY RELEASED AS

PART OF SRS DIAGNOSTIC

KIT SD28280.

TOOLS AVAILABLE FROM:

EINSTEIN TECHNOLOGY

14 FARMILLO COURT

FERNTREE GULLY, VICTORIA

AUSTRALIA 3156

TELEPHONE NO. (03)

97528663

J38125-A TERMINAL REPAIR KIT PREVIOUSLY RELEASED.

MUST BE USED WHEN

REPAIRING SRS WIRING,

REFER TO 2.8 SRS WIRING

REPAIR IN THIS SECTION.

TECH 2 DIAGNOSTIC SCAN TOOL PREVIOUSLY RELEASED

J39200 DIGITAL MULTIMETER TOOL NO. J39200

PREVIOUSLY RELEASED, OR

USE COMMERCIALLY

AVAILABLE EQUIVALENT.

MUST HAVE 10 MEG OHM

INPUT IMPEDANCE AND BE

CAPABLE OF READING

CAPACITANCE

KM-609 ELECTRONIC KIT USED IN CONJUNCTION

WITH A MULTIMETER FOR

MEASURING VOLTAGES AND

RESISTANCE’S WITHOUT

DAMAGING WIRING

HARNESS CONNECTORS

KM-609-20 SRS TEST LEAD SET MANDATORY TOOL,

USED FOR PROBING SDM

CONNECTOR YB190 (ALSO

AVAILABLE AS PART OF KM-

609 ELECTRONIC KIT