Restraints Control Systems: CLOCKSPRING: Description

Fig 1: Clockspring

Courtesy of DAIMLERCHRYSLER CORP.

The clockspring assembly is secured with two integral plastic latches onto the steering column lock 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. The upper surface of the rotor hub has a large center hole, two large flats, and four short pigtail wires with connectors that face toward the steering wheel.

Fig 2: Turn Signal Cancel Cam

Courtesy of DAIMLERCHRYSLER CORP.

The lower surface of the rotor hub has a molded plastic turn signal cancel cam consisting of two lobes that are molded into 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 on the hub of the clockspring rotor that face the steering wheel.

Service replacement clocksprings are shipped pre-centered and with a molded plastic locking pin that snaps into a receptacle in the rotor and has a tab that is engaged between two ribs on the upper surface of the clockspring case. The locking 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 ELECTRICAL/RESTRAINTS/CLOCKSPRING - STANDARD PROCEDURE - CLOCKSPRING CENTERING) .

The clockspring cannot be repaired. If the clockspring is faulty, damaged, or if the driver airbag has been deployed, the clockspring must be replaced.