Dodge Dakota (R1). Manual - part 348

CLOCKSPRING

DESCRIPTION

The clockspring assembly is secured with two

screws onto the multi-function switch mounting
housing near the top of the steering column behind
the steering wheel (Fig. 7). The clockspring consists
of a flat, round molded plastic case with a stubby tail
that hangs below the steering column and contains
two connector receptacles that face toward the
instrument panel. Within the plastic housing is a
spool-like molded plastic rotor with a large exposed
hub. The upper surface of the rotor hub has a large
center hole, two large flats, an engagement dowel
with a yellow rubber boot, a short pigtail wire with
connector, and two connector receptacles that face
toward the steering wheel. The lower surface of the
rotor hub has a molded plastic turn signal cancel
cam with two lobes that is keyed to the rotor and is
secured there with four integral snap features.
Within the plastic case and wound around the rotor
spool is a long ribbon-like tape that consists of sev-
eral thin copper wire leads sandwiched between two
thin plastic membranes. The outer end of the tape
terminates at the connector receptacles that face the
instrument panel, while the inner end of the tape

terminates at the pigtail wire and connector recepta-
cles on the hub of the clockspring rotor that face the
steering wheel.

Service replacement clocksprings are shipped pre-

centered and with a locking pin that snaps into a
receptacle on the rotor and is engaged between two
tabs on the upper surface of the rotor case. The lock-
ing pin secures the centered clockspring rotor to the
clockspring case during shipment, but the locking pin
must be removed from the clockspring after it is
installed on the steering column. (Refer to 8 - ELEC-
TRICAL/RESTRAINTS/CLOCKSPRING

STAN-

DARD

PROCEDURE

CLOCKSPRING

CENTERING).

The clockspring cannot be repaired. If the clock-

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

OPERATION

The clockspring is a mechanical electrical circuit

component that is used to provide continuous electri-
cal continuity between the fixed instrument panel
wire harness and the electrical components mounted
on or in the rotating steering wheel. On this model
the rotating electrical components include the driver
airbag, the horn switch, the speed control switches,
and the remote radio switches if the vehicle is so
equipped. The clockspring case is positioned and
secured to the multi-function switch mounting hous-
ing near the top of the steering column. The connec-
tor receptacles on the tail of the fixed clockspring
case connect the clockspring to the vehicle electrical
system through two take outs with connectors from
the instrument panel wire harness. The clockspring
rotor is movable and is keyed by an engagement
dowel that is molded onto the rotor hub between two
fins that are cast into the lower surface of the steer-
ing wheel armature. A yellow rubber boot is installed
over the engagement dowel to eliminate noise. The
two lobes on the turn signal cancel cam on the lower
surface of the clockspring rotor hub contact a turn
signal cancel actuator of the multi-function switch to
provide automatic turn signal cancellation. The yel-
low sleeved pigtail wires on the upper surface of the
clockspring rotor connect the clockspring to the
driver airbag, while a steering wheel wire harness
connects the two connector receptacles on the upper
surface of the clockspring rotor to the horn switch
and, if the vehicle is so equipped, to the optional
speed control and remote radio switches on the steer-
ing wheel.

Like the clockspring in a timepiece, the clockspring

tape has travel limits and can be damaged by being
wound too tightly during full stop-to-stop steering
wheel rotation. To prevent this from occurring, the
clockspring is centered when it is installed on the

Fig. 7 Clockspring and Multi-Function Switch

1 - CLOCKSPRING
2 - LOCATING PIN
3 - SCREW (2)
4 - LOCKING PIN
5 - ENGAGEMENT DOWEL AND BOOT

8O - 10

RESTRAINTS

steering column. Centering the clockspring indexes
the clockspring tape to the movable steering compo-
nents so that the tape can operate within its
designed travel limits. However, if the clockspring is
removed from the steering column or if the steering
shaft is disconnected from the steering gear, the
clockspring spool can change position relative to the
movable steering components and must be re-cen-
tered following completion of the service or the tape
may be damaged. Service replacement clocksprings
are shipped pre-centered and with a plastic locking
pin installed. This locking pin should not be disen-
gaged until the clockspring has been installed on the
steering column. If the locking pin is removed or
damaged before the clockspring is installed on a
steering column, the clockspring centering procedure
must be performed. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/CLOCKSPRING - STANDARD PROCE-
DURE - CLOCKSPRING CENTERING).

STANDARD PROCEDURE - CLOCKSPRING
CENTERING

The clockspring is designed to wind and unwind

when the steering wheel is rotated, but is only
designed to rotate the same number of turns (about
five complete rotations) as the steering wheel can be
turned from stop to stop. Centering the clockspring
indexes the clockspring tape to other steering compo-
nents so that it can operate within its designed
travel limits. The rotor of a centered clockspring can
be rotated two and one-half turns in either direction
from the centered position, without damaging the
clockspring tape.

However, if the clockspring is removed for service

or if the steering column is disconnected from the
steering gear, the clockspring tape can change posi-
tion relative to the other steering components. The
clockspring must then be re-centered following com-
pletion of such service or the clockspring tape may be
damaged.

Service

replacement

clocksprings

are

shipped pre-centered and with a plastic locking pin
installed (Fig. 8). This locking pin should not be
removed until the clockspring has been installed on
the steering column. If the locking pin is removed
before the clockspring is installed on a steering col-
umn, the clockspring centering procedure must be
performed.

WARNING:

DISABLE

THE

AIRBAG

SYSTEM

THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE AIRBAG SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT AND POSSIBLE PERSONAL INJURY.

NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.

(1) Place the front wheels in the straight-ahead

position.

(2) Remove the clockspring from the steering col-

umn (Refer to 8 - ELECTRICAL/RESTRAINTS/
CLOCKSPRING - REMOVAL).

(3) Rotate the clockspring rotor clockwise to the

end of its travel. Do not apply excessive torque.

(4) From the end of the clockwise travel, rotate the

rotor about two and one-half turns counterclockwise.
The engagement dowel and yellow rubber boot
should end up at the bottom, and the arrows on the
clockspring rotor and case should be in alignment.
The clockspring is now centered.

(5) The front wheels should still be in the straight-

ahead position. Reinstall the clockspring onto the
steering column (Refer to 8 - ELECTRICAL/RE-
STRAINTS/CLOCKSPRING - INSTALLATION).

Fig. 8 Clockspring and Multi-Function Switch

1 - CLOCKSPRING
2 - LOCATING PIN
3 - SCREW (2)
4 - LOCKING PIN
5 - ENGAGEMENT DOWEL AND BOOT

RESTRAINTS

8O - 11

CLOCKSPRING (Continued)

REMOVAL

The clockspring cannot be repaired. It must be

replaced if faulty or damaged, or if the driver airbag
has been deployed.

WARNING:

DISABLE

THE

AIRBAG

SYSTEM

BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, SEAT BELT TENSIONER, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. DISCONNECT AND ISOLATE THE BAT-
TERY NEGATIVE (GROUND) CABLE, THEN WAIT
TWO MINUTES FOR THE AIRBAG SYSTEM CAPAC-
ITOR TO DISCHARGE BEFORE PERFORMING FUR-
THER DIAGNOSIS OR SERVICE. THIS IS THE ONLY
SURE WAY TO DISABLE THE AIRBAG SYSTEM.
FAILURE TO TAKE THE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY-
MENT AND POSSIBLE PERSONAL INJURY.

NOTE: Before starting this procedure, be certain to
turn the steering wheel until the front wheels are in
the straight-ahead position.

(1) Place the front wheels in the straight-ahead

position.

(2) Remove the driver airbag from the steering

wheel (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - REMOVAL).

(3) Disconnect the steering wheel wire harness

connectors from the upper clockspring connector
receptacles.

(4) Remove the screw that secures the steering

wheel armature to the steering column upper shaft,
which is located within the hub cavity of the steering
wheel.

CAUTION: Be certain that the screws that secure
the steering wheel puller to the steering wheel are
fully engaged in the steering wheel armature with-
out passing through the steering wheel and damag-
ing the clockspring.

(5) Pull the steering wheel off of the steering col-

umn upper shaft spline using a steering wheel puller
(Special Tool C-3428-B).

(6) Remove the steering column opening cover

from the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL).

(7) If the vehicle is so equipped, grasp the tilt

steering column knob firmly and pull it straight rear-
ward to remove it from the tilt steering column
adjuster mechanism lever located on the left side of
the column just below the multi-function switch con-
trol stalk.

(8) From below the steering column, remove the

two outboard screws that secure the upper shroud to
the lower shroud.

(9) Push gently inward on both sides of the upper

shroud near the parting line between the upper and
lower shrouds to release the snap features that
secure it to the lower shroud.

(10) Remove the upper shroud from the lower

shroud.

(11) From below the steering column, remove the

one center screw that secures the lower shroud to the
steering column lock housing.

(12) Remove the lower shroud from the steering

column.

(13) Disconnect the two instrument panel wire

harness connectors for the clockspring from the lower
clockspring connector receptacles.

(14) Remove the two screws that secure the clock-

spring to the multi-function switch mounting housing
(Fig. 9).

(15) Remove the clockspring from the multi-func-

tion switch mounting housing. The clockspring can-
not be repaired. It must be replaced if faulty or
damaged, or if the driver airbag has been deployed.

(16) If the removed clockspring is to be reused,

secure the clockspring rotor to the clockspring case to
maintain clockspring centering until it is reinstalled

Fig. 9 Clockspring and Multi-Function Switch

1 - CLOCKSPRING
2 - LOCATING PIN
3 - SCREW (2)
4 - LOCKING PIN
5 - ENGAGEMENT DOWEL AND BOOT

8O - 12

RESTRAINTS

CLOCKSPRING (Continued)

on the steering column. If clockspring centering is
not maintained, the clockspring must be centered
again before it is reinstalled. (Refer to 8 - ELECTRI-
CAL/RESTRAINTS/CLOCKSPRING

STANDARD

PROCEDURE - CLOCKSPRING CENTERING).

INSTALLATION

The clockspring cannot be repaired. It must be

replaced if faulty or damaged, or if the driver airbag
has been deployed.

If the clockspring is not properly centered in rela-

tion to the steering wheel, steering shaft and steer-
ing

gear,

may

damaged.

(Refer

ELECTRICAL/RESTRAINTS/CLOCKSPRING

STANDARD PROCEDURE - CLOCKSPRING CEN-
TERING).

Service

replacement

clocksprings

are

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

WARNING:

DISABLE

THE

AIRBAG

SYSTEM

NOTE: Before starting this procedure, be certain
that the front wheels are still in the straight-ahead
position.

(1) Carefully slide the centered clockspring down

over the steering column upper shaft until the hole
in the locating tab at the eleven o’clock position on
the clockspring case is engaged over the locating pin
on the multi-function switch mounting housing (Fig.
9).

(2) Install and tighten the two screws that secure

the clockspring to the multi-function switch mount-
ing housing. Tighten the screws to 2 N·m (20 in.
lbs.).

(3) Reconnect the two instrument panel wire har-

ness connectors for the clockspring to the lower clock-
spring connector receptacles.

(4) Position the lower shroud onto the steering col-

umn.

(5) From below the steering column, install and

tighten the one center screw that secures the lower
shroud to the steering column lock housing. Tighten
the screw to 2 N·m (20 in. lbs.).

(6) Position the upper shroud onto the steering col-

umn. If the vehicle is equipped with an automatic
transmission, be certain to engage the gearshift lever
gap hider into the openings in the right side of the
upper and lower shrouds.

(7) Align the snap features on the upper shroud

with the receptacles on the lower shroud and apply
hand pressure to snap them together.

(8) From below the steering column, install and

tighten the two screws that secure the upper shroud
to the lower shroud. Tighten the screws to 2 N·m (20
in. lbs.).

(9) If the vehicle is so equipped, align the tilt

steering column knob with the tilt steering column
adjuster mechanism lever located on the left side of
the column just below the multi-function switch con-
trol stalk and using hand pressure push the knob
firmly onto the lever.

(10) Reinstall the steering column opening cover

onto the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - INSTALLATION).

(11) Reinstall the steering wheel onto the steering

column upper shaft. Be certain to index the yellow
rubber booted engagement dowel on the upper sur-
face of the clockspring rotor between the two fins
cast into the lower surface of the steering wheel
armature hub. Pull the upper clockspring pigtail wire
through the upper hole between the steering wheel
back trim cover and the steering wheel armature.

(12) Install and tighten the screw that secures the

steering wheel to the steering column upper shaft.
Tighten the screw to 61 N·m (45 ft. lbs.). Be certain
not to pinch the clockspring pigtail wire or the steer-
ing wheel wire harness between the steering wheel
and the screw.

(13) Reconnect the steering wheel wire harness

connectors to the upper clockspring connector recep-
tacles. Be certain that the steering wire harness is
routed between the steering wheel back trim cover
and the steering wheel armature.

(14) Reinstall the driver airbag onto the steering

wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).

DRIVER AIRBAG

DESCRIPTION

The driver airbag protective trim cover is the most

visible part of the driver airbag (Fig. 10). The airbag
used in this model is a Next Generation-type that

RESTRAINTS

8O - 13

CLOCKSPRING (Continued)

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