R E F E R E N C E B O O K

M A R C H 2 0 0 9

SAFETY SYSTEMS BEST PRACTICES

SAFETY SYSTEMSBEST PRACTICES

Customers expect that vehicle systems related to safety willbe there when they need them (Fig. 1). That is why whenthese systems do not operate as they should, it is importantto determine the root cause and make the repair. In thisMaster Tech, we will look at some best practices related torestraint systems and electronic brake controls.

Figure 1: Customers expect that vehicle safety systems will bethere when they need them.

We will begin with a review of some safety precautions youneed to be aware of when servicing restraint systems. Thatis followed by a look at what might need to be replaced orinspected following passive restraint deployment. Afterthat we will cover some Special Tools required for properly servicing restraint systems. Then we will move the discussion to brakes with some information about different systems related to electronic brake controls and the sensations and lamp operation associated with them. That is followed by some practices you need to follow when diagnosing these systems.

MARCH CONTENTS

Restraint System Safety ................................................................. 1

SRS Component Replacement ...................................................... 2

SRS Special Tools ........................................................................... 4

Normal Brake System Sensations and Lamp Operation ........... 4

Diagnostic Tips ............................................................................... 5

Note that the content in this month’s reference book isdifferent from that in the Web program and that you willneed to use both parts to answer the questions in the MasterTech Quiz.

In particular, the Web program walks you through using SRSverification tests and Special Tools, and it contains sampleproblems illustrating best practices when diagnosingelectronic brake controls.

On the other hand, this month’s reference book has tablesand lists related to Supplemental Restraint Systems (SRS)and electronic brake controls that are not found in the Webprogram.

Listed below are the program’s purpose and objectives. These summarize the general aim of the program and the program’s specific goals.

PURPOSE:To familiarize participants with best practices related torestraint and brake systems.

OBJECTIVES:After completing this training, participants will be able to:

Use service information and a visual inspection to• determine which post-deployment restraint systemcomponents must be replaced

Use appropriate tools to diagnose and verify the• operation of passive restraint systems

Follow proper diagnostic steps to prevent the • unnecessary replacement of electronic brake control components

1

RESTRAINT SYSTEM SAFETY1If deployed accidentally, restraint system devices can cause severe injuries, so it is important to follow all of the precautions in the service information. These include disabling the Supplemental Restraint System, or SRS, before attempting to service any items related to or in proximity to system components.

To do this, remove the negative battery cable and isolate itfrom the battery terminal (Fig. 2). Then wait two minutesfor the system capacitor to discharge.

Figure 2: Remove the negative battery cable, isolate it from thebattery and wait two minutes.

Note that with the addition of rollover protection to moreand more vehicles, you should never remove the fastenersfrom an Occupant Restraint Controller (ORC) and move itwithout disabling the system (Fig. 3). Rotating the ORC cancause it to sense that the vehicle is about to roll over anddeploy the side curtain airbags.

Figure 3: You should never move an Occupant Restraint Controllerwithout disabling the system.

Scan tool use with SRS also requires you to first removethe negative battery cable and wait two minutes. Then touse the tool, turn the ignition key to On and connect thescan tool to the diagnostic connector and exit the vehicle.Then reconnect the negative cable and use the scan tool toperform diagnosis.

To avoid injury, it is also important to observe the properprecautions when dealing with deployed and undeployedpassive restraint devices. Later on we will discuss aprocedure for determining whether any pyrotechnicmaterial remains in a device.

Always carry undeployed devices with the airbag or trimcover facing away from your body. And set down thedevices with the airbag or trim cover facing up (Fig. 4).

Figure 4: Set down undeployed devices with the airbag or trimcover facing up.

With undeployed retractor pretensioners, be sure to keepfingers out from under the retractor cover and away fromseat belt webbing. With undeployed buckle pretensioners,keep fingers away from the scabbard between the buckleand pretensioner unit.

With deployed airbags, during cleanup, be sure to use eyeprotection and protect your skin by wearing a long-sleeveshirt and gloves. Use tape to secure the airbags in theirhousings and thoroughly vacuum up any residue in theinterior, working from the outside in. Be sure to use theprocedure in the service information to remove residuefrom the HVAC system.

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SRS COMPONENT REPLACEMENT2With restraint system service, one area that is critical toensuring a complete repair and a safe vehicle is related toSRS post-deployment practices. More specifically, whatneeds to be replaced or inspected?

The best guide to replacement and inspection is locatedin Group 10 under Standard Procedure. Service After aSupplemental Restraint Deployment details what is involvedfor each vehicle. And following deployment, all items thatare listed as “must be replaced” must be replaced.

In addition, there are a number of items that must beinspected and replaced if they are damaged. Plus, thereare verification tests that must be performed followingservice to ensure that the systems are working properly. To illustrate what might be involved, let’s look at the procedures connected with SRS device deployment on a Jeep® Liberty.

After the driver airbag has deployed, the driver airbag, clockspring, and steering column must be replaced (Fig. 5).

Figure 5: On Liberty, after the driver airbag has deployed, the driverairbag, clock spring, and steering column must be replaced.

After passenger airbag deployment, the passenger airbag,passenger airbag door, and passenger airbag squibconnectors on the instrument panel harness must bereplaced (Fig. 6).

Figure 6: On Liberty, after passenger airbag deployment, thepassenger airbag, passenger airbag door, and passenger airbagsquib connectors on the instrument panel harness must bereplaced.

Note that StarPARTS lists replacements for squib connectors in most applications. Be sure to use the splicing procedure illustrated in StarPARTS and in the service information when replacing connectors. This procedure requires the use of splice bands and a crimping tool. After side curtain airbag deployment, the side curtain airbag assembly, headliner, and A-, B-, C-, and D-pillar trim must be replaced (Fig. 7).

Figure 7: On Liberty, after side curtain airbag deployment, the sidecurtain airbag assembly, headliner, and A-, B-, C-, and D-pillar trimmust be replaced.

The same signal that deploys front or side airbags deployspretensioners so these must also be replaced after airbagdeployment. On most Chrysler Group applications, thedriver and front passenger seats have pretensioner deviceslocated on the retractor side of the seat belt. However,some vehicles have pretensioners located on the buckle side or on both buckle and retractor. The Tensioner selection inGroup 10 of the service information contains descriptions ofthe devices used in individual applications.

Inspecting components related to the SRS is also a critical part of post-deployment service. On the Liberty, these include the mounting surfaces and brackets for the Occupant Restraint Controller as well as for the side and front-impact sensors (Fig. 8). Following a side curtain airbag deployment, you will also need to inspect the sunroof drain tubes and hoses to see if they are still routed correctly or have suffered damage.

Figure 8: On Liberty, the mounting surfaces and brackets for theOccupant Restraint Controller as well as for the side- and front-impact sensors must be inspected.

Wiring harnesses related to SRS components are anotheritem to check. Note that you should not attempt to repairwiring or connectors for passive restraint components unless the service information contains the repair items.

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One procedure you need to be familiar with in dealingwith deployed SRS devices is a check of the devices forpyrotechnic material. The reason for this is that manydevices can deploy in either one or two stages, and if thesecond stage does not occur, it means that you must treatthe device as undeployed.

To perform this check, use a scan tool to retrieve DiagnosticTrouble Codes and compare the codes and the storedminutes associated with the codes to the table in the service information or in Figure 9.

Following service of the Supplemental Restraint System, be sure to perform any verification tests indicated in the service information.

These are checks to ensure that no active or stored codes reappear in the Occupant Classification Module or the Occupant Restraint Controller. This month’s Web program has examples of how to conduct these tests.

AIRBAG SQUIB STATUS IF THE ACTIVE DTC IS: CONDITIONS SQUIB STATUS

Driver or Passenger Squib 1 Open AND the stored DTC minutes for both Both Squib 1 and 2 were used. Driver or Passenger Squibs are within Driver or Passenger Squib 2 Open 15 minutes of one another.

Driver or Passenger Squib 1 Open AND the stored DTC minutes for Squib 1 was used. Squib 2 is live. Driver or Passenger Squib 2 Open Driver or Passenger Squib 2 Open is GREATER than the stored DTC minutes for Driver or Passenger Squib 1 by 15 minutes or more.

Driver or Passenger Squib 1 Open AND the stored DTC minutes for Squib 1 is live. Squib 2 was used. Driver or Passenger Squib 1 Open Driver or Passenger Squib 2 Open is GREATER than the stored DTC minutes for Driver or Passenger Squib 2 by 15 minutes or more.

Driver or Passenger Squib 1 Open AND Driver or Passenger Squib 2 Squib 1 was used. Squib 2 is live. Open is NOT an active code.

Driver or Passenger Squib 2 Open AND Driver or Passenger Squib1 Squib 1 is live. Squib 2 was used. Open is NOT an active code.

Figure 9: Squib Status Chart

SRS SPECIAL TOOLS3

NORMAL BRAKE SYSTEM SENSATIONS AND LAMP OPERATION4

Our final restraint system best practice concerns the useof Special Tools when servicing Supplemental RestraintSystems. Using the Special Tools indicated in the serviceinformation helps ensure a safe and accurate diagnosis anda quality repair.

The SRS Load Tool 8443A allows you to safely check SRScircuits which contain a squib (Fig. 10). The way in whichthe ORC checks these circuits is the reason for using thetool. To check airbag and pretensioner circuits, the ORCsends a 40-milliamp diagnostic current through squibs atstartup and looks for a result. Substituting a load whichbehaves the same way as the squib and using the ORCto check the results is the basis for the procedure in theservice information.

Figure 10: The SRS Load Tool 8443A allows you to safely check SRS circuits which contain a squib.

At the end of this reference book, you will find a tablecontaining the part numbers and descriptions of the jumperharnesses and breakout boxes used with the tool.

This month’s Web program has an example of using theLoad Tool to troubleshoot a B1B02 Diagnostic TroubleCode, Driver Airbag Squib 1 Open on a Jeep Liberty.

Our second SRS Special Tool is the Occupant ClassificationSystem Seat Weights Tool #9077.

As you may know, the Occupant Classification System hasbeen phased out in almost all applications for 2009. In fact,only the 2009 Liberty still has the system. However, in addition to the 2009 Liberty there are a number of vehicles from previous model years that use the system, and you need to be able to use the tool as indicated by the service information (Fig. 11).

Figure 11: You still need to use the Seat Weights Tool on vehicles with an Occupant Classification System.

This month’s Web program has an example of how the Seat Weights Tool can be used to re-zero Occupant Classification Module Seat Weight Sensors on a Jeep Liberty.

While we are on the subject of Seat Weight Sensors andSpecial Tools, do not forget to use the Strain GaugeAlignment Tool #9689 as directed by the service information. The tool keeps the sensor from rotating when the sensor nut is tightened.

4

Our remaining best practices are related to Brake SystemDiagnosis, more specifically brake functions that arecontrolled electronically. Diagnosing these systems beginswith an understanding of the various types of featurescontrolled by the brake system and the normal sensationsassociated with them. At the back of this reference bookare descriptions of the electronic brake systems on Chryslervehicles.

The sensations normally associated with these systemsusually include a pulsation in the brake pedal when thesystems are operating (Fig. 12).

Figure 12: The sensations associated with electronic brake controlsusually include a pulsation in the brake pedal.

The systems may also make a clicking sound duringoperation. These sensations are often present when the systems are initiating antilock brake system, traction control, Brake Assist, or Electronic Stability Program operation.

But the clicking noise can also be present during the ABSself-test. Note that brake pedal application prevents this test from running and that it can occur at a different vehicle speed as a result.

Understanding when lamp operation indicates normalfunctioning and when it indicates a malfunction is also apart of brake system best practices.

The red brake warning lamp is related to base brake systemconcerns. A brake system warning lamp that remains oncan indicate a problem with the brake fluid level. It can alsoindicate that the parking brake is applied or a malfunctionin its switch. And on vehicles equipped with HydraulicBoost Compensation (HBC), it can indicate low vacuum inthe booster when HBC is active. Finally, it can indicate aproblem with Electronic Brake Distribution (EBD).

In the case of EBD, other warning lamps and indicators mayalso illuminate, including the ABS lamp. This lamp indicatesa concern with the antilock brake system and will remainon if there is a malfunction.

The ESP/TCS indicator flashes to show that the ElectronicStability Program or traction control is operating. If itremains on solid, it may indicate that traction control orElectronic Stability Program is turned off. It will also illuminate if there is a malfunction preventing thesesystems and Brake Assist from operating. If this is the case, the ESP/BAS indicator will also illuminate.

Our final indicator related to electronic brake controls is theHill Descent Control icon. It remains on solid when HDCis ready to operate. The HDC icon flashes if the conditionsfor operation are not met when the vehicle is attempting touse it. The table at the end of this reference book contains asummary of lamp operation.

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DIAGNOSTIC TIPS5You can use the lamp illumination described in the lastsegment and any Diagnostic Trouble Codes that you retrievewith a scan tool to diagnose brake system concerns.However, it is important to do so in conjunction with thediagnostic procedures in the service information. Takingshortcuts can result in unnecessary replacement of brakesystem components and a concern that has not beenresolved.

One way this can happen is automatically assuming thata component associated with the trouble code is faulty.For example, wheel speed sensor trouble codes can resultfrom damaged wiring, connectors, tone wheels, or wheelbearings, or even low tire pressure (Fig. 13).

Figure 13: Wheel speed sensor codes can result from damagedwiring, connectors, tone wheels, wheel bearings, or even low tirepressure.

Another shortcut involves the replacement of the AntilockBrake Module (ABM). You should never replace theAntilock Brake Module unless a thorough diagnosis of allother items that may be involved has been completed. Andeven then you should only replace the ABM when directedto do so by the procedure in the service information.

In fact, there are a number of Diagnostic Trouble Codesfor which replacement of the ABM simply will not resolvethe concern (Fig. 14). And there are others for which theAntilock Brake Module is not likely to be the root cause(Fig. 15).

C1219 SAS Erratic Performance•

C123C Dynamics Sensor Mounting/Installation • Performance

C1242 G-Sensor Input Signal Performance•

C2204 Dynamics Sensor Internal•

C2205 Steering Angle Sensor Internal•

C2206 Vehicle Configuration Mismatch•

U0126 Lost Communication with SAS•

U0401 Implausible Data Received from ECM/PCM•

U0429 Implausible Data Received from SCM•

U140E Implausible Vehicle Configuration Data Received•

Figure 14: The Antilock Brake Module should not be replaced as aresult of the codes shown here.

C100A, C1015, C1020, C102B Wheel Speed Sensor • Circuit

C2100 Battery Voltage Low•

C2114 Sensor Supply Voltage Low•

C2116 ABS Pump Motor Supply Voltage Low•

U0002 CAN C Bus Off Performance•

U0100 Lost Communication with ECM/PCM•

U0101 Lost Communication with TCM•

U0125 Lost Communication with Dynamics Sensor•

U0141 Lost Communication with Front Control Module•

U1003 ESP Can C Bus Performance•

Figure 15: The Antilock Brake Module is not likely the root cause ofthe codes shown here.

When it comes to Antilock Brake Modules, also be awareof the role that low voltage and poor grounds can play.Investigating these is part of the procedures in the serviceinformation — and another good reason to follow the stepscarefully.

This month’s Web program has examples of using diagnosticprocedures to troubleshoot two brake-related concerns, aswell as additional material that illustrates the best practicesdiscussed in this reference book.

That will do it for this month’s look at Safety Systems bestpractices. Be sure to visit the Chrysler Academy LearningCenter site for training courses which cover restraintsystems and electronic brake controls. Join us next monthwhen our topic will be HVAC systems.

ATTENTION MASTER TECHPARTICIPANTS:

Master Tech quizzes are located online in the Web coursemenu. To access them, first log on to DealerCONNECTusing your ID and password. Technicians can access thecourses from their home page under Available SubscriptionCourses — Unlaunched. All others can access the coursesby selecting the:

Training tab•

Learning Center link•

Courses link•

Search Courses link•

Then type the course name in the course code box. Thismonth’s program is MT200903.

To launch the course, select:

Enroll•

Launch Course•

Use the information from the Web course, the referencebook, and Tech News to answer the quiz questions.

A score of 80 percent or higher on at least eight of the12 Master Tech quizzes is one of the Technician TrainingCertification requirements.

Quizzes must be completed by the end of the 2009 calendaryear.

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Part Number Description Application Application Notes

8443/8443A Use the jumper connectors on the 8443/8443A tool

8443-1 (2) 2-pin jumper 2001 RS, JR Dual Squib Driver Airbag Squib or Front Seat Belt Pretensioners

8443-2 4-way jumper 2001 RS, AN, AN84, AB, DN

8443-3 (2) 2-way jumper 2001 WJ Side Airbag

8443-4 (2) 2-way jumper 2001 DN, AN84 Seat Belt Pretensioner

8443-5 (2) 2-way jumper 2001 PT, AB Seat Belt Pretensioner

8443-6 2-way and 5-way jumpers 2001 JR27, JR41 Dual Squib Clockspring

8443-7 (2) 2-pin jumper 2001 ST22 Sebring and Driver Airbag and Stratus Coupe Passenger Airbag

8443-8 General Purpose 2-way 2002 WJ, PT, KJ, RS Squib jumper

8443-9 4-way jumper 2002 WJ Passenger Airbag

8443-10 (2) 2-way jumper 2002-2003 WJ Side Airbag

8443-11 8-way clockspring jumper 2003 ZB Dual Squib Clockspring

8443-12 (2) 2-way clockspring 2003 VA, 2004 ZH29 Driver Squib and jumper Clockspring Squib

8443-13 14-way clockspring jumper 2005 LX Clockspring and Dual Squib

8443-14 4-way jumper 2005 WK PAB Dual Squib and Passenger Airbag

8443-15 4-way jumper Supersedes 8310-8, not Single Squib ACM prior to included in 8443A PCI

8443-16 2-way jumper Supersedes 8310-17 Squib Circuit Jumper

8443-17 7-way jumper, 2 pins Supersedes 8310-14 PL Clockspring Jumper populated

8443-18 (2) 2-way jumper Supercedes 8310-9 and Squib Circuit Jumper 8310-6

8443-19 4-way jumper 2006 PT, 2007 PM, 2001 RS, Dual Squib Clockspring and AN, AN84, AB, DN Steering Control Module

8443-20 4-way jumper, 2 pins Phased in 2007 Seat Track Pretensioner populated Harness

8443-21 23-way adapter 2001 AN, AN84, DN, RS, 23-Way Module Adapter opens shorting clips

8443-22 8-way adapter 2001 RS 8-Way Module Adapter for Opening Shorting Clips

8443-23 7-way adapter 2001 RS 7-Way Module Adapter for Opening Shorting Clips

8443-24 32-way adapter 2002 WJ, 2005 RS ORC/ACM Harness Adapter

8443-25 56-way adapter 2004 HB, KJ ORC/ACM Harness Adapter

8443-26 30-way adapter 2003 VA ORC/ACM Harness Adapter

8443-27 50-way adapter 2004 VH ORC/ACM Harness Adapter

8443-28 96-way adapter 2008 RT, VA ORC/ACM Harness Adapter

8443A Tool Part Numbers

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8443A Tool Part Numbers

Part Number Description Application Application Notes

8443-29 22-way adapter Supersedes 8310-10A, 1996 ORC/ACM Harness Adapter TJ, 1996-2001 XJ, 1997-1998 ZJ, 1997-2000 SR

8443-30 2-way adapter Supersedes 8310-12 ORC/ACM Harness Adapter

8443-31 4-way adapter Supersedes 8310-13 ORC/ACM Harness Adapter

8443-32-L 32-way adapter 2007 JK, KA, KK ORC/ACM Harness Adapter Left Hand Cam Lock

8443-32-R 32-way adapter 2007 JK, KA, KK ORC/ACM Harness Adapter Right Hand Cam Lock

8443-33 84-way adapter 2007-2008 ZH ORC/ACM Harness Adapter

8443-51 14-way jumper, 2 pins 2008 VA Clockspring Squib Circuit populated

8443-52 4-way jumper, 2 pins 2008 RT Seat Track Pretensioner populated Harness

8443-53 6-way jumper, 2 pins 2007-2008 ZH Clockspring Squib Circuit populated

8443-UPD Kit to update the 8443 tool 8443A tool has single Supersedes MLR-8310A; Adds to the 8443A level and multiple stage SRS 8443-16, 17, 18, 29, 30, 31 diagnostic capability

8443A Tool Part Numbers

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8443A Tool Part Numbers

ELECTRONIC BRAKE CONTROL SYSTEMSAntilock Brake System (ABS)

The antilock brake system (ABS) is designed to aid thedriver in maintaining vehicle control under adverse brakingconditions. The system monitors wheel speed via sensorsand modulates hydraulic pressure at the wheel brakesto help prevent wheel lockup and help avoid skidding onslippery surfaces.

Traction Control (TCS)

The traction control system monitors the amount of wheelspin of each of the driven wheels. If wheel spin is detected,brake pressure is applied to the slipping wheel(s) andengine power is reduced to provide enhanced accelerationand stability. The traction control system functions similarlyto a limited-slip differential and controls the wheel spinacross a driven axle or across the transfer case if properlyequipped. If one wheel on a driven axle is spinning fasterthan the other, the system will apply the brake and slowdown that wheel. This will allow more engine torque to beapplied to the wheel that is not spinning.

Electronic Stability Program (ESP)

Electronic Stability Program is an electronic system thatcompares the driver’s intended course with the actualcourse the vehicle is traveling. When ESP detects lossof traction or that the vehicle’s path differs from thedriver’s input, the system compensates for differences byautomatically helping the vehicle regain maneuverabilityand stability. ESP compares and compensates fordifferences between the actual and intended course withthe help of individual wheel speed sensors, steering wheelangle and yaw sensors, and lateral acceleration sensors.To meet various driver needs, there are three modes ofactivation: Fully ON, Partially OFF and Fully OFF. Theavailability of these modes varies with the type of application — normal, SRT and select 4x4 vehicles. Normal vehicles consist of most passenger cars, vans and SUVs.

They feature two of the modes: Fully ON and Partially OFF. SRT models, as well as police vehicles, feature all three modes: Fully ON, Partially OFF, and Fully OFF. One exception is Jeep Grand Cherokee SRT8®, which does not offer a Fully OFF ESP mode. Select 4x4 vehicles also feature all three modes.

Brake Assist (BAS)

Brake Assist helps the driver stop the vehicle in as shorta distance as possible during emergency situations.Research shows that 99 percent of drivers may not applyand then maintain full brake force in emergency situations.Brake Assist electronics learn how fast and hard thedriver normally brakes. When the system senses a hard,emergency braking situation it applies full pressure, whichcould mean the difference between a near miss and aserious accident.

Hill Descent Control (HDC)

Hill Descent Control is a grade-negotiating capability that isadded to the Electronic Stability Program on select four- wheel-drive vehicles for low-speed off-road driving. It isengaged via a button on the instrument panel, or, in somevehicles, automatically when the transfer case is shifted into4-LO or Off-Road Mode. Hill Descent Control automaticallymodulates the brakes to help maintain a safe and controlled vehicle speed to assist in steep and slippery descents.

Select 4x4 Normal Vehicles SRT® Vehicles Vehicles

Fully ON Yes Yes Yes

Partially OFF Yes Yes Yes

Fully OFF No Yes Yes

Traction Control

Antilock Low-Speed All-Speed Electronic Brake (Brake (Engine & Yaw Roll System Only) Brake) Control Mitigation

Fully ON ON ON ON ON ON

Partially ON ON Modified Modified ON OFF Threshold Threshold

Fully OFF ON ON Disabled Disabled Disabled

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On all applications, Hill Descent Control only activates when the vehicle is descending a grade and not on level ground. Also, on all applications, it is possible to override HDC operation via the brake pedal or accelerator pedal. HDC will not operate when the vehicle is in Park. Some HDC features vary with application. Here is a brief rundown of some of those differences:

Liberty (With MP1522 Transfer Case)

On Liberty, the MP1522 transfer case must be in 4WD LOW.If all other conditions are met, drivers then select HDC via aswitch on the instrument panel. If HDC is available, the lamp in the instrument cluster will stay illuminated. Downhill speed corresponds to the transmission gear selected:

1st = 1 mph (1.5 km/h)2nd = 3 mph (4.5 km/h)Drive = 7.5 mph (12 km/h)Reverse = 1 mph (1.5 km/h)Neutral = 3 mph (4.5 km/h)

Patriot (With Off-Road Package)

On Patriot, the vehicle must be in Off Road Mode, andthe shift lever must be in Low or Reverse. If all otherconditions are met, HDC activates automatically underthese conditions. When HDC is available, the HDC lamp in the cluster will illuminate. HDC can be disabled by depressing the ESP Off switch for five seconds (ESP in Full Off). On Patriot, HDC limits downhill speed to four to six miles per hour.

Grand Cherokee (With NV245 Transfer Case)

On Grand Cherokee, the NV245 Transfer Case must be in4WD Low. If all other conditions are met, HDC can thenbe activated via a switch on the instrument panel. WhenHDC is enabled, HILL DESCENT CONTROL appears in theEVIC, and the light on the switch illuminates. HDC downhillspeed corresponds to the gear selected:

1st = 1 mph (1.5 km/h)2nd = 2.5 mph (4 km/h)3rd = 4 mph (6 km/h)4th = 5.5 mph (9 km/h)5th = 7.5 mph (12 km/h)Reverse = 1 mph (1.5 km/h)Neutral = 2.5 mph (4 km/h)

Trailer Sway Control (TSC)

Trailer Sway Control compensates for alternating effects onthe vehicle, such as wind. The ESP yaw sensor recognizeswhen there are alternating forces on the vehicle that arenot caused by steering input. This sway could be caused bystrong wind gusts or an improperly loaded trailer. The ESPyaw sensor can recognize the unique increasing amplitudeof a swaying trailer and activate the stabilizing effects of thisfeature. TSC uses brake pressure on alternating wheels tohelp stabilize the vehicle’s path and, if necessary, adjusts theelectronic throttle to help bring the vehicle and trailer undercontrol.

Electronic Roll Mitigation (ERM)

Electronic Roll Mitigation enhances ESP by sensing thepotential for wheel lift and helping to prevent a side rollover.When a vehicle makes a sudden turn, the outside wheelstake the majority of the cornering load. If the lateral forceis high enough, the vehicle may start to tip. Electronic RollMitigation anticipates the potential for rollover based onsteering angle and speed. ERM rapidly applies the brakeswith a high burst of pressure, to cause the outside tire to slip. As a result, the outside tires cannot support the cornering load. This reduces the lateral force and transfers some of the weight back over to the inside tires, which helps the driver to prevent a rollover.

Hill Start Assist

An important enhancement to the Electronic StabilityProgram is Hill Start Assist. It helps prevent vehicle rollbackon a steep grade when the driver is transitioning from thebrake to the accelerator. This is especially beneficial onvehicles with manual transmissions.

ELECTRONIC BRAKE CONTROL LAMP OPERATION FLASHING LAMP SYSTEMS INDICATES: IF SOLID, INDICATES:

Red brake Base brake system NA A malfunction in the base brake system – lowwarning fluid level, parking brake applied, low vacuum on Hydraulic Boost Compensation vehicles

ABS warning Antilock brake system NA A malfunction in the antilock brake systemlamp (on vehicleswith ABS butwithout ESPor BAS)

ESP/TCS Electronic Stability Program Electronic Stability Electronic Stability Program or traction controlIndicator and traction control systems Program or traction is turned off or not able to function control is operating to control the vehicle

ESP/BAS Electronic Stability Program, NA Electronic Stability Program, traction control,warning traction control system, or or Brake Assist is turned off or not able tolamp Brake Assist System function

Hill Descent Hill Descent Control Conditions for HDC HDC is ready to operateControl lamp are not met when system is attempting to use it

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