Restraint Systems: CLOCKSPRING: Description

Fig 1: Clockspring

Courtesy of DAIMLERCHRYSLER CORP.

The clockspring assembly is secured with two integral plastic latches onto the upper steering column housing near the top of the steering column behind the steering wheel. See Fig 1. The clockspring consists of a flat, round molded plastic case with a stubby tail that hangs below the steering column. See Fig 2. The tail contains two connector receptacles that face toward the instrument panel. Within the plastic case is a spool-like molded plastic rotor with a large exposed hub and several plastic rollers. The upper surface of the rotor hub has a large center hole, a release button, a clear plastic inspection window, two short pigtail wires with connectors, and a connector receptacle that faces the steering wheel. A rubber bumper block is located on each side of the tower formation that contains the connector receptacle and pigtail wires on the upper surface of the rotor hub.

The lower surface of the rotor hub has a molded plastic turn signal cancel cam with a single lobe that is integral to the rotor. Within the plastic case and wound around the rotor spool is a long ribbon-like tape that consists of several 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 wires and connector receptacle on the hub of the clockspring rotor that face the steering wheel.

Fig 2: Clockspring

Courtesy of DAIMLERCHRYSLER CORP.

Service replacement clocksprings are shipped pre-centered and with a molded plastic shield that snaps onto the rotor over the release button. The release button secures the centered clockspring rotor to the clockspring case and the shield prevents the release button from being inadvertently depressed during shipment and handling, but the shield must be removed from the clockspring after it is installed on the steering column. (Refer to ELECTRICAL/RESTRAINTS/CLOCKSPRING - STANDARD PROCEDURE - CLOCKSPRING CENTERING) .

Two versions of the clockspring are used on this model, one is a seven circuit unit for vehicles not equipped with optional remote radio switches on the steering wheel and can be visually identified by the use of yellow heat-shrink tubing on the pigtail wires, while the other is a nine circuit unit for vehicles with remote radio switches and can be visually identified by the use of black heat-shrink tubing on the pigtail wires. The clockspring cannot be repaired. If the clockspring is faulty, damaged, or if the driver airbag has been deployed, the clockspring must be replaced.