grambles423
Automotive Engineer
Welcome to another journey of Gramble's MIL diagnosing. 
So, I got this fault on Tuesday sort of randomly when pulling out of my driveway. I cleared it and drove my happy way to work. No issues until I got off the interstate.
Upon doing some research with what little references I had, I found out that the clock spring was a key target for this issue. Praying the best, I cleared the fault hoping it would just shutup and go away. Unfortunately it came back again.
I decided that taking a lazy and wishful approach was not going to solve this matter this time. So I had to take it up a notch. I started to take note of when it happened after I cleared it and specific instances where the fault would occur. I noticed IMMEDIATELY that it never happened while on the interstate. Seems right since I'm driving in a straight line. It would happen almost instantly when turning the wheel beyond 25-30*. This was telling me I need to replace my clock spring in my steering wheel. But, still....hoping for the best I kept an eye on it this morning to see what happened.
No MIL coming to work, but after stopping and turning the wheel to the right to back into a parking spot the fault popped up immediately. I figured an objective approach would eliminate this speculation.
I decided to log the Air bag resistance across the igniter (Air Bag Control Moldule > Measuring Blocks > Group 21) and came up with this after turning the wheel back and forth a few times.
The 8 represents a "TOO HIGH" reading from the sensor. I needed to quantify it to show it on the graph:
Notice anything? Yeah, the Driver side aig bag resistance is WACK. Its totally dependent on the Steering angle too. I'm going to have to look into it further, but its looking like I'm going to have to spend $ to get a new clock spring.
More on this later.
So, I got this fault on Tuesday sort of randomly when pulling out of my driveway. I cleared it and drove my happy way to work. No issues until I got off the interstate.
Upon doing some research with what little references I had, I found out that the clock spring was a key target for this issue. Praying the best, I cleared the fault hoping it would just shutup and go away. Unfortunately it came back again.
I decided that taking a lazy and wishful approach was not going to solve this matter this time. So I had to take it up a notch. I started to take note of when it happened after I cleared it and specific instances where the fault would occur. I noticed IMMEDIATELY that it never happened while on the interstate. Seems right since I'm driving in a straight line. It would happen almost instantly when turning the wheel beyond 25-30*. This was telling me I need to replace my clock spring in my steering wheel. But, still....hoping for the best I kept an eye on it this morning to see what happened.
No MIL coming to work, but after stopping and turning the wheel to the right to back into a parking spot the fault popped up immediately. I figured an objective approach would eliminate this speculation.
I decided to log the Air bag resistance across the igniter (Air Bag Control Moldule > Measuring Blocks > Group 21) and came up with this after turning the wheel back and forth a few times.
The 8 represents a "TOO HIGH" reading from the sensor. I needed to quantify it to show it on the graph:
Notice anything? Yeah, the Driver side aig bag resistance is WACK. Its totally dependent on the Steering angle too. I'm going to have to look into it further, but its looking like I'm going to have to spend $ to get a new clock spring.
