GMW 3109-2018

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WORLDWIDE
ENGINEERING General Specification GMW3109
STANDARDS
Frontal Airbag Modules
1 Introduction 4
1.1 Purpose. 4
1.2 Applicability. 4
1.3 Remarks. 4
1.3.1 Mission/Theme. 4
1.3.2 Classification. 4
2 References 4
2.1 External Standards/Specifications. 4
2.2 GM Standards/Specifications. 5
2.3 Additional References. 5
3 Requirements 5
3.1 System/Subsystem/Component/Part Definition. 6
3.1.1 Appearance. Not applicable. 6
3.1.2 Content. 6
3.1.2.1 Physical Content. 6
3.1.2.2 Functional Content. 6
3.1.3 Ambient Environment. 7
3.1.4 Interfaces. 7
3.1.4.1 Mechanical Interface. 8
3.1.4.2 Deployment Interface. 10
3.1.4.3 Electrical Interface. 10
3.1.4.4 Vehicle to Component. 11
3.1.5 Usage Definition. 11
3.2 Product Characteristics. 11
3.2.1 Performance Requirements. 11
3.2.1.1 Comply with Government Regulations. 12
3.2.1.2 Odor. 12
3.2.1.3 Squeak, Rattle, and Other Audible Noise Avoidance – Component Level. 12
3.2.1.4 Module Cover/Door Feel. 12
3.2.1.5 Resistance to Use and the Environment. 13
3.2.1.6 Module Deployment Performance. 15
3.2.1.7 Electrical Stress. 17
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GM WORLDWIDE ENGINEERING STANDARDS STDS GMW3109
3.2.1.8 Module Flammability - Internal Sources. 17

3.2.1.9 Module Flammability - External Sources. 18
3.2.1.10 Module Performance after Heat Aging. 18
3.2.1.11 Module Conformité Européene (CE) Conformity. 18
3.2.1.12 Management of Unused Gas and Pyrotechnic Materials. 18
3.2.2 Physical Characteristics. 18
3.2.2.1 Dimensions and Capacity. 18
3.2.2.2 Mass Properties. 18
3.2.3 Reliability. 18
3.2.3.1 Reliability Evaluation Point. 18
3.2.3.2 Reliability Requirements. 18
3.2.3.3 Reliability Requirements. 18
3.2.4 Serviceability. 18
3.2.4.1 Maintenance. 18
3.2.4.2 Vehicle Repair and Module Replacement. 18
3.2.4.3 Pre-delivery Inspection (PDI) Objectives. 19
3.2.5 User System/Subsystem/Component/Part Interface. 19
3.2.5.1 Horn Actuation Mechanism Interface. 19
3.3 Design and Construction. 22
3.3.1 Materials, Processes and Parts Selection Guidelines. 22
3.3.1.1 Material Guidelines. 22
3.3.1.2 Processes Guidelines. 22
3.3.1.3 Parts Guidelines. 22
3.3.2 Design Guidelines and Constraints. 22
3.3.2.1 Module Attachment. 22
3.3.2.2 Productivity. 22
3.3.2.3 Handling. 23
3.3.2.4 Production. 23
3.3.3 Identification and Marking. 23
3.3.3.1 Label Legibility. 24
3.3.4 Workmanship. 24
3.3.4.1 Cleanliness. 24
3.3.5 Interchangeability. Not applicable. 24
3.4 Documentation. 24
3.5 Support of System/Subsystem/Component/Part after Sale. 24
3.6 System/Subsystem/Component/Part Operator Training. 24
3.7 System/Subsystem/Component/Part Characteristics. 24
3.7.1 System/Subsystem/Component/Part Definition. 24
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4 Validation 33
4.1 General. 33
4.2 Validation Cross Reference Index. (VCRI). 34
4.3 Supporting Paragraphs. Not applicable. 34
5 Provisions for Shipping 34
6 Notes 34
6.1 Glossary. 34
6.2 Acronyms, Abbreviations, and Symbols. 38
7 Additional Paragraphs 40
8 Coding System 40
9 Release and Revisions 41
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1 Introduction
Note: Nothing in this standard supercedes applicable laws and regulations.
Note: In the event of conflict between the English and domestic language, the English language shall take
precedence.
1.1 Purpose. This standard details the requirements for a Frontal Airbag Module component (hereinafter
referred to as the Module) to be considered for Airbag subsystems used on vehicles produced by General Motors
Worldwide (GMW). As defined by the responsible Vehicle Engineering Center (hereinafter referred to as VEC),
the Module consists of a Driver Airbag Module (DAB), a Passenger Airbag Module (PAB) and/or a Knee Airbag
Module (KAB).
Any vehicle level and Module interface requirements contained herein shall be addressed by the responsible
VECs. The Module supplier shall work cooperatively with the responsible VECs and any other component
suppliers in resolving any identified interface, design or function issues. The responsible VECs shall be the final
arbiter of any vehicle level and interface requirements.
1.2 Applicability. This document applies to all Frontal Airbag modules including Driver and Passenger airbags
as well as both Driver and Passenger Knee airbags.
1.3 Remarks.
1.3.1 Mission/Theme. The Module supplements the restraint offered by the seat belt systems for frontal
collisions. The objective of the Frontal Airbag System is to deploy the Module's cushion and potentially mitigate
interior contacts in case of a frontal collision if a specified deceleration characteristic (collision pulse) during the
crash of a vehicle is exceeded. Also, in cases of a high severity frontal collision the Roof Rail Airbag System
may be co-deployed with the Frontal Airbag System to further mitigate injury. The Module is intended to reduce
injury potential in those frontal accidents where there is a significant risk that drivers and outboard front seat
passengers might otherwise be seriously injured, meet applicable regulations, and address General Motors
Worldwide (GMW) performance goals.
1.3.2 Classification. The Airbag Modules are components of the Airbag subsystem. As defined by the
responsible Vehicle Engineering Centers (VEC), the Airbag subsystem consists of a specified combination of
Airbag Modules, Sensing and Diagnostic Module (SDM), vehicle wiring, Frontal Impact Sensors (FIS) and/or
Automatic Occupant Sensing (AOS).
Airbag Module requirements consist of three parts:
Part 1: GMW3109 Frontal Airbag Modules
Part 2: GMW3115 Side Impact Airbag Modules
Part 3: GMW3121 Roof Rail Airbag Modules
Airbag Module Verification (Validation) consists of seven parts (two of which have no documents assigned to
them):
Part 1. GMW3112 Verification of Requirements for Frontal Airbag Modules
Part 2. GMW3118 Verification of Requirements for Side Impact/Roof Rail Airbag Modules
Part 3. No Part 3 Exists
Part 4. SAE/USCAR-24 USCAR-Inflator Technical Requirements and Validation
Part 5. No Part 5 exists.
Part 6. SAE/USCAR-28 Initiator Technical Requirements and Validation
Part 7. GMW3133 Verification of Cover/Door Subcomponent for Frontal/Side/Roof Rail Airbags
2 References
Note: Only the latest approved standards are applicable unless otherwise specified.
2.1 External Standards/Specifications.
2000/53/EC CMVSS 212 ISO 7000 TRIAS 48
2007/23/EC CMVSS 302 ISO 20433 UN R12
49 CFR 107.105 EN 10204 KMVSS 95 UN R21
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78/632/EEC EU No. 1025/2012 SAE J1128 UN R94

91/662/EEC FMVSS 101 SAE J1344
96/79/EEC FMVSS 107 SAE J1351
ADR 21/00 FMVSS 201 SAE J1794
ADR 69/00 FMVSS 203 SAE/USCAR-21
CMVSS 101 FMVSS 208 SAE/USCAR-24
CMVSS 107 FMVSS 212 SAE/USCAR-28
CMVSS 201 FMVSS 302 TRIAS 27
CMVSS 203 IEC 60068-2-38 TRIAS 34
CMVSS 208 ISO 1431-1 TRIAS 47
2.2 GM Standards/Specifications.
GMW3059 GMW3205 GMW14124 GMW15520
GMW3091 GMW3208 GMW14162 GMW15432
GMW3097 GMW3286 GMW14334 GMW15443
GMW3103 GMW3191 GMW14444 GMW15626
GMW3112 GMW3232 GMW14573 GMW15862
GMW3115 GMW3235 GMW14595 GMW16323
GMW3116 GMW3402 GMW14599 GMW17261
GMW3118 GMW3417 GMW14688
GMW3121 GMW14011 GMW14797
GMW3133 GMW14089 GMW14864
GMW3172 GMW14095 GMW14892
GMW3176 GMW14096 GMW15010
2.3 Additional References.
• Approved Paint on Plastic System (APOPS)
• CG Bar Code Content and Format Validation Form (ID)
• CG1948 Validation Cross Reference Index (VCRI) Appendix G3 template for Frontal Airbags
• CG2503 – Bar Code Content and Format Validation Form (ID)
• CG3378 Airbag Lot Acceptance Matrix (provided with this GMW)
• CG3756 PRTS Severity Code Guidelines (ID)
• CG5095 Acceptance Criteria for Airbag MME Testing (provided with this GMW)
• GM Materials Approved Source List
• GM part number 88861407 or equivalent
• Squeak and Rattle Glossary
(ID) = This standard is limited to internal distribution within General Motors and shall not be distributed outside this company. Contact the
GM Lead Engineer for further instructions.
3 Requirements
This section, including all subsections, defines the requirements for the Modules. Specific validation procedures
for each subsection are listed in Appendix G3 of the program specific Statement of Requirements (SOR)
(CG1948 Validation Cross Reference Index (VCRI) template), see 4.2. The companion verification documents
contain validation tests, procedures and documentation protocol.
The use of "shall" in this document denotes a binding provision that must be met unless a deviation is granted
by the responsible VEC. Deviations to "shall" requirements will only be considered and, if approved, granted by
the responsible VEC after evaluating appropriate available technologies and balancing all Module and restraint
system performance considerations.
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"Should" denotes a preference, or desired conformance that must be tested and, if not met, must be documented
and disclosed by the supplier and approved by the responsible VEC. Should requirements must be met unless
noncompliance has been approved by the responsible VEC.
The term "Airbag" refers to the Airbag subsystem and not a specific component, e.g., the cushion.
Unless otherwise noted, all requirements apply over the environments (see 3.1.3, "Ambient Environment") and
the "Reliability Evaluation Point" (see 3.2.3.1). If requirements stated herein are not objectively defined, the
responsible VEC shall be the final arbiter of these requirements.
3.1 System/Subsystem/Component/Part Definition. The Driver Airbag Module (DAB) provides supplemental
restraint for the vehicle's driver in frontal collisions above certain severities as described herein by deploying a
cushion from the steering wheel area when commanded by the crash sensing unit, and may at the responsible
VEC’s option, include a horn actuation subcomponent and accessory control function subcomponents.
The Passenger Airbag Module (PAB) provides supplemental restraint for the vehicle's front seat passengers in
frontal collisions above certain severities as described herein by deploying a cushion from the instrument panel
area when commanded by the crash sensing unit.
Depending on location and orientation, Passenger Airbag Modules are defined as follows:
Top-Mount: Contains a cushion that deploys in an upward direction and reacts against the windshield during
cushion fill.
3/4-Mount: Contains a cushion that deploys in an upward direction and does not react against the windshield
during cushion fill.
Mid-Mount: Contains a cushion that deploys in a horizontal direction and does not react against the windshield
during cushion fill.
Low-Mount: Contains a cushion that deploys from the lower portion of the instrument panel and provides torso
and knee restraint.
The Knee Airbag Modules (KAB, DKAB or Passenger Knee Airbag Module (PKAB)) provide supplemental lower
torso restraint for the vehicle's driver and/or outboard front passenger in frontal collisions above certain severities
as described herein by deploying a cushion from the instrument panel area when commanded by the crash
sensing unit. The terms Knee Airbag Module or KAB shall be understood to include both Driver Knee Airbag
Module (DKAB) and Passenger Knee Airbag Module (PKAB).
The responsible VEC shall be the final arbiter of Module locations and definitions as specified in the program
specific Statement of Requirements (SOR).
3.1.1 Appearance. Not applicable.
3.1.2 Content.
3.1.2.1 Physical Content. Program and VEC specific Module content and interface requirements shall be
defined in a program specific SOR. All Module baseline and optional content shall be subject to the requirements
stated within this document.
3.1.2.2 Functional Content. The Module shall provide the following functions:
• The Airbag Subsystem sensors will be in a constant state of readiness and will determine if the vehicle is in
a crash scenario status or in a standby status.
• If the vehicle is in a crash scenario, the sensor will send a signal to the Sensing and Diagnostic Module
(SDM) to deploy the Frontal Airbag Modules.
• Upon a signal from the sensor, the SDM will activate the Module inflation devices and dual depth mechanism
(if present and when commanded) and cause the inflation of the Airbags.
• When the Module inflation devices and dual depth mechanism/active vent (if present) are activated, the
Airbags shall deploy and inflate between the steering wheel/instrument panel and the driver/ front seat
passengers.
The Frontal Airbag Module Functional Context diagram follows in Figure 1.
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Figure 1: Frontal Airbag Module Functional Context Diagram

Sensing & Diagnostic
Module/Electrical
Requirements Belt
System
Feedback Deploy/No Deploy
Government
GMW
Expected
Protection
Vehicle Frontal Airbag
Roof Rail Air
Environment
Occupant(s) Bag Module Heat,
Delivered Module
Humidity,
Protection
etc.
Packaging
Visibility Req. Constraints
Vehicle
Interior Trim
Structure
3.1.3 Ambient Environment. The Module shall be exposed to the varying environmental conditions.
Environmental elements which may impact the appearance, function and/or performance of the Module include,
but are not necessarily limited to, altitude differentials, humidity, temperature, solar exposure, dust, ozone, salt
spray, sulfur dioxide, perspiration, manufacturing contaminants, cleaning contaminants, vibrations, dynamic
shock, electromagnetic interference, coffee, tea, cola, ketchup, milk chocolate, isopropyl alcohol and paint
thinner.
3.1.4 Interfaces. Figure 2 shows the block diagram for the Module and interfaces prior to deployment.
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Figure 2: Module Interfaces - Pre-Deployment
Note: The Second Stage Firing Loop may denote either the inflator’s second stage (for a module with a dual
level inflator), or a dual depth/active vent mechanism (for a dual depth module).
3.1.4.1 Mechanical Interface. Module interface development to meet the following requirements shall be jointly
done on a systems basis by the responsible VEC and the Module supplier. The responsible VEC and Module
supplier shall cooperate to resolve all design and functional interface issues.
The Driver Airbag Module shall be compatible with the steering wheel and/or the steering column attachment
structure. The Driver Airbag Module shall also be compatible with VEC-specified horn designs and/or accessory
control designs. Driver airbag mass dampener shall be compatible with the steering wheel and/or steering
column.
The Passenger Airbag Module and the Knee Airbag Module shall be compatible with the instrument panel and/or
vehicle attachment structure.
3.1.4.1.1 Material Interface/Compatibility. This requirement applies to material interfaces/compatibility for the
Module and its subcomponents as well as for the Module and mating subsystem/component interfaces. The
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physical properties of all subcomponents of the Module shall be compatible so as not to adversely affect the
requirements stated herein. All production Module cover/door colors shall be evaluated.
Module subcomponents and interface subsystems/components:
• Shall not adhere to other Module subcomponents or interface subsystems/components.
• Shall not chemically react with other Module subcomponents.
• Shall not be adversely affected by other Module subcomponents in any way.
The material expansion/contraction characteristics of the Module and the mating subsystems/components shall
be compatible throughout the conditioning temperature ranges defined in 3.2.1.5.1.
The Module supplier shall cooperate with the responsible VEC to optimize Module-to-mating subsystem fit and
compatibility over all conditioning temperatures. The responsible VEC shall judge and be the final arbiter of
Module level fit and compatibility over all conditioning temperatures.
3.1.4.1.1.1 Material Transfer to Interior Components. The Module shall not transfer materials by off-gassing
or other means to vehicle windows and other interior components. The aluminum foil sample shall be < 2 mg
mass increase when tested according to GMW14444 (fogging GMW3235).
The responsible VECs shall be the final arbiter of material transfer.
3.1.4.1.2 Attachment. The Module shall be secured to the steering wheel, instrument panel and/or the vehicle
structure in a manner that meets or exceeds all fit, vibration, deployment and life cycle requirements of this
specification. Module attachment shall be designed to prevent rotation/movement that will impair deployment
performance. All attachments shall be qualified per the Module layout drawing and/or as approved by GM
fastener engineering prior to usage. The Module should be compatible with a design for assembly philosophy
allowing installation and in vehicle removal of the Module with the steering wheel and instrument panel in place.
A special tool should not be required to disconnect a snap-in attachment or bolt.
With the exception of Driver Airbag Module/Steering Wheel assemblies in which horn actuation is achieved
through Driver Airbag Module movement, there shall not be discernible movement of the Module relative to the
steering wheel/instrument panel after the Module is installed in the steering wheel, instrument panel and/or the
vehicle structure and while the vehicle is being used in its intended function.
The responsible VECs shall be the final arbiter for all Module attachment/movement requirements.
3.1.4.1.2.1 Push-in/Snap-in Attachment Insertion/Removal Cycles and Forces. The force required to insert
and seat the Module into the steering wheel, instrument panel and/or the vehicle structure shall not exceed 80 N
and should provide audible feedback when fully seated. The force required to remove the Module during service
should not exceed 100 N. No damage that affects the fit or function of the Module, steering wheel, instrument
panel and/or fastening elements shall occur during installation and removal. Removal shall be easily
accomplished using standard servicing techniques.
The Driver Airbag Module Airbag design shall accommodate a total of 10 insertion/removal cycles.
For other threaded fasteners commonly used for the Passenger Airbag designs shall accommodate a total of
3 insertion/removal cycles and for Knee Airbag accommodate a total of 5 insertion/removal cycles.
The responsible VECs shall be the final arbiter for all Module related insertion/removal requirements.
3.1.4.1.2.2 Bolt-in Airbag Attachment.
The torque required to attach Driver Airbag Module into the steering wheel, shall not exceed 9 Nm. The force
required to remove the Module during service should not exceed 12 Nm. No damage that affects the fit or
function of the Module, steering wheel and/or fastening elements shall occur during installation and removal.
Removal shall be easily accomplished using standard servicing techniques. Bolt cover insertion shall not exceed
74 N and the force to remove should not exceed 100 N.
The Driver Airbag Module Airbag design shall accommodate a total of 10 insertion/removal cycles.
For other threaded fasteners commonly used for the Passenger Airbag designs shall accommodate a total
of 3 insertion/removal cycles and for Knee Airbag accommodate a total of 5 insertion/removal cycles.
The responsible VECs shall be the final arbiter for all Module related insertion/removal requirements.
3.1.4.1.3 Interface with Mating Subsystems/Components. The Module shall not pinch, cut or abrade any
electrical wires when installed in mating subsystem/components, including the steering wheel, steering column,
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instrument panel and/or the vehicle structure. The Module suppliers shall assess Module fit before deployment
and shall verify compatibility between the Module and the mating subsystems/components.
The responsible VECs shall be the final arbiter of all Module and mating subsystem/component interfaces.
3.1.4.2 Deployment Interface. In this section, the term deployment system encompasses the Module, the
Module subcomponents and all interfacing deployment covers/doors, e.g., deployment doors designed into the
mating instrument panel and/or vehicle structure.
3.1.4.2.1 During deployment, with or without occupant loading, the deployment systems shall not provide any
sharp or rough surfaces for the cushion and/or the occupant to contact. The cushion shall not receive tears or
cuts from the deployment systems or from other vehicle interior components, e.g., the windshield, side door
windows, steering column, steering wheel, steering wheel/column mounted controls, instrument panel, interior
rear view mirror, cup holders and sun visors which could result in impaired occupant restraint.
3.1.4.2.2 The cushion shall not cause any interior components to separate from the vehicle other than those
designed to separate in a controlled manner. Refer to CG3756 PRTS Severity Code Guidelines for airbags, for
acceptance criteria. The supplier shall work with the GM Design Responsible Engineer to comprehend this
requirement.
Note: This requirement shall not relieve the interior component suppliers of the requirement to provide robust
designs that shall withstand airbag deployment.
3.1.4.2.3 During deployment, with or without occupant loading, the deployment systems shall not fragment or
separate in any manner that could result in impaired occupant restraint and should not be fragmented or
separated due to interaction with the windshield. The deployment systems should not fracture or damage the
windshield. Refer to CG3756 PRTS Severity Code Guidelines for airbags, for acceptance criteria. The supplier
shall work with the GM Design Responsible Engineer to comprehend this requirement.
3.1.4.2.4 During deployment, any escaping gases and any residual module heat shall not cause combustion of,
and should not cause damage to (melting, smoking, fragmentation, etc.) the surrounding vehicle components.
Escaping gases may be produced by the dual depth Airbag module vent (if present), any other module vents, or
any other possible gas paths.
3.1.4.2.5 During deployment, the instrument panel glove box and the steering wheel/steering wheel
controls/instrument panel shall not inhibit the Module cover/door from opening properly or affect airbag
kinematics.
3.1.4.2.6 Through film analysis of the deployment and occupant interaction as well as with post deployment
inspections, the suppliers shall demonstrate that no cushion tears or interfaces which could impair occupant
restraint are created as a result of deployment interfaces, the steering wheel, the instrument panel and/or the
vehicle structure.
3.1.4.2.7 The deployment systems should be designed so that interface subsystem/component replacement
after deployment is minimized. Following static Module deployments, the steering wheel/subcomponents,
instrument panel/subcomponents and Module attachments should not be permanently deformed at the hot and
cold inflator output and cover/door surface exposure temperatures specified in 3.2.1.5.1 "Temperature". The
responsible VEC, the Module supplier and the interfacing subsystem/component supplier shall cooperate to
resolve any deformation, replacement and/or serviceability issues.
3.1.4.2.8 All tolerance and performance issues resulting from deployment systems and their interface/reaction
with other vehicle interior components shall be reviewed with the responsible VEC. The responsible VEC shall
be the final arbiter of deployment cover/door, cushion, Module and vehicle interior component interface fit,
damage and performance.
3.1.4.2.9 The Frontal and Roof Rail airbag systems shall be designed to be compatible (i.e., includes but not
limited to cushion geometries, A-pillar kinematics) due to potential co-deployment events.
3.1.4.3 Electrical Interface. The Module shall electrically interface with a VEC specified coupling device through
which deployment command signals are transmitted (see 3.7.1.7 "Harness Requirements") and, if specified by
the responsible VEC, Airbag subsystem readiness shall be monitored via the Module's electrical leads as shown
in Figure 2 (see 3.1.4).
If horn mechanism if part of DAB, the electrical interface shall be through specified coupling device in the wire
harness.
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The design of the Module shall include provisions for the electrical bonding of the inflator to the vehicle ground.
This can be accomplished by attachment brackets or dedicated conductive elements from the inflator to metallic
body structure. If the module is not grounded to the body structure through the module attachment points, a
separate dedicated body ground shall be provided. The installed Module is required to meet resistance < 1 MΩ
when measured with a test voltage of 500 V Direct Current (DC) maximum
All signal leads shall be isolated from vehicle chassis ground.
3.1.4.4 Vehicle to Component. Vehicle level requirements associated with interfaces between the Driver Airbag
Module, Passenger Airbag Module, Knee Airbag Module and other elements of the vehicle are defined in this
section. Module assembly requirements that result from these vehicle level requirements are given in 3.2.1.
3.1.4.4.1 Squeak, Rattle, and Other Audible Noise Avoidance - Vehicle Level. The requirement for this
program shall be to have absolutely no customer annoyance due to squeaks and rattles. The final authority for
the determination of whether a noise is objectionable lies with the responsible VEC Engineer and/or the Squeak
and Rattle (S&R) Engineer. Squeaks and rattles include, but are not limited to all the noises described in the
"Squeak and Rattle Noise Glossary" (see S&R Engineer).
The supplier shall accept full responsibility to produce squeak and rattle-free, "as delivered", subsystems and/or
components. They shall cooperate with Buyer and/or other suppliers to assure that no squeak and rattle
annoyance occurs at the interface of their subsystem/component to the body, chassis or other
subsystem/component. If an objectionable noise is found during any phase of the program, it shall be the
supplier’s responsibility, with Buyer cooperation, to eliminate the noise and demonstrate resolution in a vehicle
prior to exiting the program phase. If the noise is found in pilot or production, the supplier shall be responsible to
develop a containment plan (and fix), as well as short and long term solutions, as appropriate. Any issue raised
during these processes, which is demonstrated to be the responsibility of the supplier, shall be corrected with
urgency at no additional cost to GM. The supplier shall be responsible for the Squeak and Rattle performance
of their subsystem.
3.1.5 Usage Definition. The Module shall be exposed to monitoring current for a minimum of 75 000 cycles for
8550 h according to USCAR-28.
The responsible VEC may substitute vehicle specific usage definitions for these requirements.
3.2 Product Characteristics.
3.2.1 Performance Requirements. GM Worldwide vehicle design and execution tunes Module performance to
meet Airbag Subsystem and total restraint system performance expectations.
The Module supplier shall work cooperatively with the responsible VEC and all mating subsystem/subcomponent
suppliers to optimize Module performance. The responsible VEC shall judge and be the final arbiter of Module
component level performance and corresponding total restraint system performance.
The Module and the dual depth/active vent mechanism (if present) shall meet the following functional
requirements:
• Shall deploy the Module cushion when commanded.
• Shall not deploy when not commanded.
• Shall not show any signs of mechanical or heat related damage, including cushion burning, flame cutting of
the cushion, fabric tearing, cushion holes, blow-through holes, popped stitches, ruptured stitches (unless the
stitches are designed to be energy absorbing or are part of the deployment process), tether stress holes,
tether separation, weld separation, rupture, or unwanted mechanical damage which affects Module
performance before, during or after deployment.
• Shall not show any signs of fragmentation, tether fraying > 50% the width of the tether , selvage fraying,
combed areas exceeding 3.0 mm width by 50.0 mm in length (fabric between stitches is present), scuffs,
abrasions, vent hole squaring, tether chafing, stud hole elongation, cushion slippage at the mounting points,
heat shield degradation, no damage to outer most heat shield (closest to main panel) , or loosening of
mechanical components/fasteners before, during, or after deployment which could result in impaired
occupant restraint.
• Shall open the cover/door in a predetermined manner and time when commanded as specified in the
program specific SOR. The cover/door and attached pieces (e.g., emblem, or deco ring, heat stake nuggets,
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emblem backing plates) shall remain connected to the Module and/or instrument panel as designed. No
cover hinge tearing beyond tear stops, attachment tabs shall not pull through or release from baseplate.
• Shall deploy without unwanted gas leakage.
• Shall not contain exposed edges, tangs, burrs, corners or other mechanical features that may interfere with
cushion deployment or cause injury to assembly plant or service personnel.
• Shall meet the deployment requirements in 3.1.4.2 "Deployment Interface".
• For dual level Modules and modules with dual depth mechanisms, the Module shall meet performance and
functional requirements when exposed to both the inflator’s minimum and maximum level of ballistic output,
e.g., deploy low and high levels only. In addition, for dual depth modules, the extendable tethers shall not
present a hazard to vehicle occupants when released during deployment of the dual depth mechanism. The
responsible VEC shall be the final arbiter of all performance and functional requirements.
• The Module shall meet performance and functional requirements (per CG5095) when exposed to both the
inflator’s minimum and maximum limits of ballistic output, e.g., Manufacturing Margin Evaluation (MME).
• Tuned Absorber Requirements: The Driver Airbag Module tuned absorber (if specified in SOR and SOR
Appendices) shall provide active damping of transmitted vibrational frequencies as specified in SOR and
SOR Appendix or Engineering Work Order (EWO).
For air bag modules containing any feature (such as a dynamic vent or frangible feature) for modifying or
directing deployment energy for out-of-position occupants, the Module and feature shall function as designed.
The responsible VEC shall be the final arbiter of all performance and functional requirements.
Deviations to Module function will only be considered and, if approved, granted by the responsible VEC after
evaluating appropriate available technologies and balancing all Module and restraint system performance
considerations.
3.2.1.1 Comply with Government Regulations. The Module shall comply with all applicable government
regulations. See 2.1. and the following:
2000/53/EC CMVSS 203 FMVSS 203 TRIAS 47
49 CFR 107.105 CMVSS 208 FMVSS 208 SAE/USCAR-21
78/632/EEC CMVSS 212 FMVSS 212
91/662/EEC UN R12 IEC 60068-2-38
96/79/EEC UN R21 ISO 1431-1
ADR 21/00 UN R94 ISO 20433
ADR 69/00 EN 10204 SAE J1351
The Module and dual depth/active vent mechanism (if present) shall comply with all applicable government
shipping regulations in countries where the Module and/or dual depth mechanism are manufactured and
transported, as well as where the vehicle is manufactured and sold.
3.2.1.2 Odor. Prior to deployment and/or post environmental conditioning the Module shall not create unpleasant
odors. Reference GMW3205.
The responsible VEC shall be the final arbiter of odor.
3.2.1.3 Squeak, Rattle, and Other Audible Noise Avoidance – Component Level. All configurations of the
Frontal Airbag Modules shall have an Instationary Zwicker loudness of ≤ 3.0 sones N10 (90th percentile), when
evaluated in the vertical, fore/aft, and lateral directions per the Squeak, Rattle, and Other Audible Noise
Avoidance test of GMW3112. Reference GMW14011.
The Module shall not generate discernible audible noise prior to, during, or after sequential testing per GMW3112
Dust covers shall be taught to prevent fluttering or other discernible audible noise. Shall not generate audible
noise from normal customer usage/ handling.
The responsible VEC shall be the final arbiter of discernible audible noise.
3.2.1.4 Module Cover/Door Feel. The Module cover/door and tear seam should not deform excessively with
respect to the Module and all mating subsystems/components.
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The responsible VEC shall be the final arbiter of this requirement.

3.2.1.5 Resistance to Use and the Environment. The Module shall function as intended, according to 3.2.1
"Performance Requirements", and shall meet the minimum requirements stated in the following subsections.
Module verification procedures are listed in the VCRI according to 4.2.
All production cover/door colors shall be tested.
3.2.1.5.1 Temperature. The Module may be exposed to in-vehicle operating temperatures of (-30 to +85) °C.
Modules with approximately horizontal deployment cover/door surfaces may experience in-vehicle surface
temperatures of (-30 to +110) °C. Modules with approximately vertical cover/door surfaces may experience
in-vehicle top surface temperatures of (-30 to +100) °C as well as face surface temperatures of (-30 to +85) °C.
The Module, when stored outside the vehicle, may be exposed to temperatures of (-40 to +90) °C.
Room temperature shall be defined as (+23 ± 3) °C.
The responsible VEC may substitute vehicle specific temperatures for these requirements.
3.2.1.5.2 Solar Exposure Resistance. The Module cover/door shall meet all requirements of 3.7.1.9.1 "Visible
Color/Door Appearance" after Ultraviolet (UV) exposure at levels from (0.3 to 1.5) MJ/m2 according to the
GMW3112 protocol.
Additionally, as specified by the responsible VEC, the Module cover/door shall meet all requirements of 3.7.1.9.1
"Visible Cover/Door Appearance" after accumulated light exposure, e.g., solar exposure per the GMW3112
protocol.
3.2.1.5.2.1 Driver Airbag Modules perpendicular to the steering wheel plane shall be exposed to the accumulated
light exposure levels shown in Table 1.
3.2.1.5.2.2 Driver Airbag Modules parallel to the steering wheel plane shall be exposed to the accumulated light
exposure levels shown in Table 2.
3.2.1.5.2.3 Passenger Airbag Modules with approximately horizontal deployment surfaces shall be exposed to
the accumulated light exposure levels shown in Table 3.
3.2.1.5.2.4 Passenger Airbag Modules with approximately vertical/low deployment door surfaces shall be
exposed to the accumulated light exposure levels shown in Table 4.
Table 1: Accumulated Light Exposure Levels for Cover

Surfaces Perpendicular to the Steering Wheel Plane
Accumulated Light SASR
Windshield Exposure Duration Max Limit Temperature
Exposure Level
Glazing (Years) in °C
in MJ/m2 (Langleys)
Tinted 5 4181 (100 000) 102
Absorbing 5 2301 (55 000) 93
Reflective 5 1883 (45 000) 85
Max Maximum
SASR Seasonally Adjusted Solar Radiation
Table 2: Accumulated Light Exposure Level for Cover Surfaces Parallel to the Steering Wheel Plane
Accumulated Light SASR Max Limit
Windshield Exposure Duration
Exposure Level Temperature
Glazing (Years)
in MJ/m2 (Langleys) in °C
Tinted 5 837 (20 000) 85
Absorbing 5 628 (10 000) 85
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Table 3: Accumulated Light Exposure Levels for Horizontal Deployment Surfaces

Glazing (Years)
Tinted 5 7740 (185 000) 110
Absorbing 5 4184 (100 000) 102
Reflective 5 3556 (85 000) 93
Table 4: Accumulated Light Exposure Levels for Vertical/Low Deployment Surfaces

Glazing (Years)
Tinted 5 628 (15 000) 85
Absorbing 5 418 (10 000) 85
The responsible VEC shall specify which test methodology, e.g., ultraviolet (UV), accumulated light, will take
precedence. Since solar exposures may vary with Module color, Module location, vehicle architecture and
windshield glazing, the responsible VEC may substitute vehicle specific solar radiation exposure data.
Note: Natural Weathering performance shall override the xenon results.
3.2.1.5.3 Ozone Resistance. The Module shall meet all requirements of 3.2.1 "Performance Requirements" as
well as 3.7.1.9.1 "Visible Cover/Door Appearance" after exposure at room temperature and humidity to a
simulated ozone environment per the GMW3112 protocol. This appliers for elastomeric material only (For
example, modules with inflator mass dampener or module mass dampener).
3.2.1.5.4 Humidity Resistance. The Module shall meet all requirements of 3.2.1 "Performance Requirements"
as well as 3.7.1.9.1 "Visible Cover/Door Appearance" after exposure to both the high humidity heat aging and
the sequential test temperature/humidity cycle tests per the GMW3112 protocol.
3.2.1.5.5 Salt Spray Resistance. All components of the module shall meet all requirements of 3.2.1
"Performance Requirements" after exposure to a 5% salt spray solution according to the salt spray test per
the GMW3112 protocol. Reference GMW3286.
The responsible VEC shall be the final arbiter of salt spray resistance requirements.
3.2.1.5.6 Vibration and Dynamic Shock Resistance. The Module shall meet all requirements of 3.2.1
"Performance Requirements" during and after exposure to the vibration and dynamic shock environments and
temperature ranges during the sequential tests per the GMW3112 protocol.
Since in vehicle vibration and dynamic shock exposure levels may differ based on vehicle design, intended
vehicle usage and/or operating environment, the responsible VECs shall be the final arbiter of vibration and
dynamic shock resistance test environments and temperature ranges.
3.2.1.5.7 Hand Impact Resistance. After tests per the GMW3112 protocol at room temperature and humidity,
the Module cover/door shall not open or be permanently deformed when struck with a simulated hand, and, post-
impact, the Module shall meet requirements as intended per "Visible Cover/Door Appearance" requirements
3.7.1.9.1.
3.2.1.5.8 Finger Indentation Resistance. After tests per the GMW3112 protocol at room temperature and
humidity, the Module cover/door, including the tear seam, shall not open or be permanently deformed when
loaded with a simulated finger, and, post-indentation, the Module shall meet requirements as intended, per
"Visible Cover/Door Appearance" requirements 3.7.1.9.1.
3.2.1.5.9 Pry Resistance. After tests per the GMW3112 protocol at room temperature and humidity, the Airbag
Module deployment doors, latching mechanisms and/or seams shall not rip, permanently deform, or open when
loaded with a pry device.
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The responsible VEC shall be the final arbiter for all pry resistance requirements.
3.2.1.5.10 Fatigue Resistance. When tested per the GMW3112 protocol at room temperature and humidity, the
Passenger Airbag Module and the Knee Airbag Module door interfaces, latching mechanisms and/or tear seams
shall not show signs of deformation, separation or tearing when cyclically loaded for 4000 cycles.
When tested per the GMW3112 protocol at room temperature and humidity, the Driver Airbag Module tear seam
shall not show signs of deformation, separation or tearing when cyclically loaded for 50 000 cycles.
3.2.1.5.11 Drop Resistance. At room temperature and humidity, the Module and dual depth mechanism (if
present) shall have no hidden damage that affects Module function, according to 3.2.1 "Performance
Requirements", after being dropped from 1.2 m onto a metal plate resting on concrete per the GMW3112
protocol.
In addition, for modules with a dual depth/active vent mechanism only, the mechanism shall:
• Remain in its undeployed design position, and
• Upon deployment of the module, function as intended for both the shallow cushion condition (dual depth
mechanism not deployed) and the deep cushion condition (dual depth mechanism deployed).
At room temperature and humidity, the Module and dual depth mechanism (if present) shall not deploy when
dropped from 2.5 m onto a metal plate resting on concrete per the GMW3112 protocol.
3.2.1.5.12 DAB Module Emblem Deformation Resistance Test. The Module emblem, shall not be
permanently deformed when loaded with a simulated palm, and post-indentation, the Module shall meet
requirements as intended, per "Visible Cover/ Door appearance" requirements in 3.7.1.9.1 after being tested per
the GMW3112 protocol at room temperature and humidity.
3.2.1.6 Module Deployment Performance. The Module shall remain completely fastened to all mating
subsystems/components, e.g., steering wheel, instrument panel and/or the vehicle structure during and after
deployment, with and without loading by the occupant.
The Module cover/door shall not inhibit deployment so as to adversely affect occupant restraint and shall not
open in a way that could cause damage to the cushions. The Module cover/door shall open in a predetermined
manner when deployment is commanded. During Driver Airbag Module deployment, the horn actuation
subcomponents and attachments shall not separate, fragment or produce cushion cuts/tears in any manner that
could result in impaired occupant restraint.
Modules shall not deploy with unintended directional cushion biasing. For dual level Modules, this shall include
all specified delay-deploy scenarios.
When deployed statically prior to and following the environmental conditioning given in GMW3112 protocol, the
cover/door (including attached emblems) and other Module subcomponents shall remain attached and shall not
fragment.
For conventional dual level Modules, the second stage electrical connector and module wiring shall remain
attached, and electrically functional following deployment of both the first and the second stages. This
requirement shall apply at all specified temperatures prior to and following all environmental conditioning.
For modules with a dual depth/active vent mechanism, the electrical connector and module wiring shall remain
attached, and electrically functional following deployment of both the inflator and the dual depth/active vent
mechanism. Following deployment of the dual depth mechanism, the vent blocking feature and tether release
feature shall remain locked in the deployed position. These requirements shall apply at all specified temperatures
prior to and following all environmental conditioning.
For modules containing a frangible feature, the feature shall function as designed (i.e., not separate in the phase
of deployment when separation is designed not to occur, and/or separate in the phase of deployment when
separation is designed to occur). Additionally, any inherent variation in the frangible feature shall not adversely
affect occupant performance.
For modules containing a dynamic vent that changes state during different phases of the deployment process,
the vent shall remain in its intended design state for each phase of the deployment. Additionally, any inherent
variation in vent size shall not adversely affect occupant performance.
During deployment, the Module should not translate or rotate from its original attachment coordinates. The
responsible VEC, the Module supplier, and the mating subsystem/component suppliers shall jointly access
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Module translation and rotation during deployment. The responsible VEC and the referenced suppliers shall
cooperate to resolve any identified dynamic movement issues.
These requirements shall apply at all specified temperatures prior to and following all environmental conditioning.
The responsible VEC shall be the final arbiter of all Module deployment performance requirements.
3.2.1.6.1 Mitigate Injuries. In addition to complying fully with 3.2.1.1 "Comply with Government Regulations",
the Module, together with other components of the Airbag subsystem, should meet GM Worldwide and VEC
safety goals. These additional conditions attempt to assess the potential performance of the Module, Airbag
subsystem and the seat belt subsystem and may take into account different accident configurations, occupant
sizes, occupant seating configurations and operating temperatures.
The Module suppliers shall design the Module to minimize the potential for contact pressure, abrasion and burn
injury to the occupants. These effects include, but are not necessarily limited to, the potential for injury from bag-
to-skin contact pressure, abrasions, exposed sharp edges, and burns during deployment and occupant loading.
Features used to control or minimize such effects shall be reviewed with and agreed to by the responsible VECs.
The Module suppliers shall work jointly with the responsible VECs to minimize audible noise effects on vehicle
occupants during Module deployment.
The responsible VEC shall be the final arbiter of all Module performance requirements as they relate to this
section.
3.2.1.6.2 Effluents. Upon deployment (including dual depth/active vent mechanism, if present), the Module
should not exceed the vehicle gaseous and particulate effluent level limits shown in SAE/USCAR-24. Effluent
limits are subject to change as effluent knowledge evolves and effluent contributions from other vehicle
components are quantified.
Upon deployment, the Driver Airbag Module should not exceed 25%, the Passenger Airbag Module should not
exceed 50% and the combined total of the Knee Airbag Modules should not exceed 25% of the vehicle gaseous
and particulate gas effluent level limits as specified in the tables in SAE/USCAR-24. The gaseous and particulate
effluent levels shall be determined in a 2.83 m3 (100 ft3) closed tank per SAE J1794 with corrections for vehicle
volume, pressure, temperature and absorption per GMW3112 protocol.
Any effluent gasses and particulate (including cushion dusting agents) expelled during or after Module
deployment shall be free of abrasives or chemicals, which might cause severe skin or eye irritation.
All gasses and particulate levels generated by the inflators, labels, paints, glues, inks, cushions, housings, and
other Module subcomponents shall be reviewed with the responsible VEC and may be subject to further
modification. The Module supplier shall report the presence of any toxic gasses or materials not specified in this
section. The General Motors Research and Development (GM R&D) shall establish vehicle level limits for any
toxic gasses or materials not specified herein.
GM has the right to add to the effluent gas and particulate lists. GM has the right to alter the specified component
level allocations in order to achieve overall safety system vehicle level effluent and particulate level limits.
For dual level Modules and modules with a dual depth/active vent mechanism, the total effluent output shall not
exceed the limits given in this section under any of the specified deployment scenarios and/or conditions
including all specified delayed deployment scenarios.
The responsible VEC shall be the final arbiter for all effluent requirements.
3.2.1.6.3 Module Integrity. The Module and the cushion subcomponent shall meet functional requirements,
according to 3.2.1 "Performance Requirements", after hot temperature deployment (3.2.1.5.1 "Temperature")
with a dynamic load applied at an energy level representing 95th percentile occupant-to-cushion contact at
48 km/h (30 mph) barrier equivalent velocity. The test procedure is referenced in the GMW3112 protocol.
For dual level Modules, the cushion shall retain its physical integrity when exposed to the inflator’s maximum
level of ballistic output, e.g., deploy primary and secondary stages simultaneously across the full range of
conditions given in 3.1.3 "Ambient Environment".
For modules with a dual depth mechanism, the cushion shall retain its physical integrity when exposed to the
inflator’s maximum level of ballistic output, e.g., when the dual depth mechanism is deployed at the same time
as the inflator is deployed, producing the deep cushion condition; and when the dual depth mechanism is not
deployed, producing the shallow cushion condition and the highest tether loads.
Note: Not required for emerging market applications as specified in SOR.
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3.2.1.6.4 Static Actuation Response Time. The Module shall be statically deployed in the vehicle configuration,
at ambient temperature, and shall meet minimum response, e.g., fill time requirements specified by the Safety
Performance responsible VEC.
High-speed movies or videos containing a record with timing marks shall be made of the actuation to
demonstrate compliance and shall be retained by the Module supplier as permanent documentation of the static
deployment performance.
3.2.1.6.5 Housing/Deployment Chute Bell-Mouthing. Unless otherwise specified on the responsible VEC
drawings, the static deformation after deployment (bell-mouthing) at the Passenger Airbag Module and Knee
Bag Airbag Module deployment door interface, as shown in Figure 3, shall not exceed 25 mm across the
temperature range specified in 3.2.1.5.1 "Temperature". This requirement shall include the condition where the
Module is at the worst case exposure temperature. The responsible VEC shall specify the percentages of bell-
mouthing that shall occur at the top as well as at the bottom of the Passenger Airbag Module housing. The
responsible VEC shall specify the coordinate system and the lateral location on the Passenger Airbag Module
where bell-mouthing shall be measured.
The responsible VEC shall be the final arbiter for bell-mouthing requirements.
Figure 3: Passenger/Knee Airbag Module Bell-Mouthing Description

Bell-mouthing = After Deployment - Before Deployment
Deformation Condition
Module
Before After
Deployment Deployment
Condition Deformation
3.2.1.7 Electrical Stress. The Module, including dual depth/active vent mechanism (if present), shall not
inadvertently deploy when exposed to, and shall deploy normally after exposure to, the Electromagnetic
Compatibility (EMC) Class C, Region IV conditions as specified in GMW3091, GMW3097, and GMW3103. The
Module and/or the Module subcomponents shall meet the EMC requirements prior to the vehicle level EMC
testing. Module validation approval shall be based solely on vehicle level testing. Module level shall be tested to
GMW3172 per the Component EMC Environment Test (CEMENT) process. The Module shall return to its pre-
exposure state, e.g., bridgewire resistance, insulation resistance, etc. within 60 s of the removal of the EMC
exposure. Past experience indicates field strengths of up to 150 V/m may be necessary to assess performance.
The Module shall be compatible with the Sensing and Diagnostic Module. The Module supplier shall jointly work
with the responsible VEC to resolve potential EMC problems detected during vehicle level testing.
3.2.1.8 Module Flammability - Internal Sources. The inflator and dual depth mechanism (if present) shall not
cause any subcomponent of the Module to combust during or after the deployment process.
The responsible VEC shall be the final arbiter of any flammability and/or scorching issues.
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3.2.1.9 Module Flammability - External Sources. The cushion, cover/door and any other applicable Module
subcomponents shall meet the 100 mm/minute flame propagation requirements of CMVSS 302, FMVSS 302,
KMVSS 95, TRIAS 48, and/or GMW3232 and should have flame propagation of ≤ 75 mm/minute.
The responsible VEC shall be the final arbiter of any flammability and/or scorching issues.
3.2.1.10 Module Performance after Heat Aging. After low and high humidity heat aging according to the
GMW3112 procedures, the Module shall meet all requirements of 3.2.1 "Performance Requirements".
3.2.1.11 Module Conformité Européene (CE) Conformité. The module shall conform to pyrotechnic
directive 2007/23/EC amended by EU No. 1025/2012 requirements.
3.2.1.12 Management of Unused Gas and Pyrotechnic Materials. This requirement applies to dual level
Modules and modules with a dual depth mechanism. After the collision event, the unused gas and pyrotechnic
materials shall have deployed, as commanded by the SDM, and shall not cause injury or an environmental
hazard.
Sympathetic deployment allowed per SAE/USCAR-24.
3.2.2 Physical Characteristics. The development of the Module to meet the requirements in this section shall
be jointly done on a systems basis by the responsible VEC and the Module supplier.
3.2.2.1 Dimensions and Capacity. Module dimensional requirements shall be defined in the program specific
SOR.
3.2.2.1.1 Module Assembly Package. All module subcomponents, including the cushion assembly, shall be
contained within the specified module packaging envelope.
The responsible VEC shall be the final arbiter of module packaging envelope acceptability.
3.2.2.2 Mass Properties. Module mass requirements shall be defined in the program specific SOR.
3.2.3 Reliability.
3.2.3.1 Reliability Evaluation Point. The Module's reliability evaluation point is defined as a minimum
of 15 years.
3.2.3.2 Reliability Requirements. Class 1 and 2-Type Problems. The Module shall have no Class 1-Type or
Class 2-Type problems that have not been addressed at the start of production of salable vehicles. Class 1
and 2-Type problems are problems that occur during development or validation under conditions expected to
occur with the vehicle’s reliability evaluation point and target market area and that result in any of the following:
3.2.3.2.1 Class 1-Type.
• Non-compliance with any applicable governmental regulation (see 2.1).
• Loss of function leading to major injury to any person (such as vehicle occupants, pedestrians or service
personnel) and/or major vehicle damage.
• Loss of function such that the vehicle is disabled and requires repair at a dealership or other repair facility
before it can be driven again.
3.2.3.2.2 Class 2-Type.
• Vehicle function severely degraded, requiring immediate service at a dealership or other repair facility.
• Repair expense greater than an amount to be determined by the responsible VEC based on diagnosis, parts
and labor.
3.2.3.3 Reliability Requirements. The Module shall be designed to maximize field reliability and durability
through proper selection of materials, simplified assembly, the use of reliability and durability based designs
where appropriate, and the responsible VEC direction.
3.2.4 Serviceability. All Airbag modules shall comply with the serviceability requirements specified in the
following subsections, GMW15010 and Appendix J of the program SOR document.
3.2.4.1 Maintenance. Scheduled maintenance shall not be required.
3.2.4.2 Vehicle Repair and Module Replacement. System Diagnosis:
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• Harness connectors should, when enabled by Instrument Panel (IP) design, be oriented for access and
removal without the removal of any additional parts beyond what are required for accessing the harness
connector’s attached component.
• Provide sufficient wire service loop for controls, switches, and connectors to allow service removal, diagnosis
and repair.
• System repair.
• Module mounting should be standardized to minimize the proliferation of fixtures required for system
deployment outside the vehicle.
• Design of the passenger Airbag should, when enabled by IP design, allow for installation and removal without
requiring the dismantling of the IP for service.
• The horn actuation sub-components, when external to the driver Airbag module, shall be removable and
serviceable.
3.2.4.2.1 Module Service Part Paint and Application Procedure. Airbag deployment covers or doors shall not
be painted at instrument panel assembly or during customer vehicle service to match interior colors. Covers or
doors requiring replacement in instrument panel assembly or during customer vehicle service shall be replaced
with factory produced units in the correct color.
This applies to:
• Driver Airbag module covers.
• Passenger and Knee Airbag module deployment doors mounted to the module.
• Instrument Panel trim with integral or hidden deployment doors.
3.2.4.2.2 Interface Subsystem/Component Replacement. Interfacing subsystems/components are those
items that contact the Module and its attachments during predeployment, as well as those items that are
contacted by the Module and its subcomponents during deployment.
The Module and its subcomponents should be designed so that interface subsystem/component replacement
after deployment is minimized. Following static Module deployments, the steering wheel/subcomponents,
instrument panel/subcomponents and Module attachments should not be permanently deformed at the hot and
cold inflator and cover/door surface exposure temperatures specified in 3.2.1.5.1 "Temperature".
Horn actuation subcomponents should be removable and serviceable. The requirements of 3.2.1.6 "Module
Deployment Performance" shall be met after servicing.
The Module supplier, other component suppliers and the responsible VECs shall cooperate to resolve any
interface subsystem/component replacement issues.
3.2.4.2.3 New Essential Tools. The design shall not require the development of any new "essential tools" as
follows for the performance of diagnosis, remove and install procedures. An essential tool is a tool called out in
the manufacturer’s service manual diagnosis or repair procedure which is required to perform that operation.
3.2.4.2.4 Fasteners. All module to vehicle fasteners shall be serviceable, and meet the requirements specified
in 3.1.4.1.2.1 "Push-in/Snap-in Attachment Insertion/Removal Cycles and Forces". The mean torque
specifications shall be specified for any threaded fasteners used for installation of the Module to vehicle.
3.2.4.3 Pre-delivery Inspection (PDI) Objectives. The airbag module shall have no pre-delivery procedure
requirements for proper function performed at the dealer.
3.2.5 User System/Subsystem/Component/Part Interface.
3.2.5.1 Horn Actuation Mechanism Interface. As defined in the program specific SOR, horn actuation
mechanisms may either be incorporated as a Driver Airbag Module subcomponent, e.g., membrane horns/
floating horn or as a Steering Wheel subcomponent, e.g., floating horns.
When the horn actuation mechanism is a Driver Airbag Module subcomponent, the Driver Airbag Module supplier
shall execute the horn actuation design and validation. The functional requirements are specified in the following
subsections and the Validation/Verification protocol is given in GMW3112. Electrical interface requirements are
specified in 3.7.1.10 "Horn Actuation Subcomponent Requirements". Refer to 4.2 for a complete listing of the
verification procedures.
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When the horn actuation mechanism is a Steering Wheel subcomponent, the Steering Wheel supplier shall
execute the complete horn actuation design and validation. The steering wheel horn actuation mechanism
subcomponents shall meet all specified requirements for the full duration of the Steering Wheel Assembly
reliability evaluation point. For all General Motors regions, these requirements are defined in GMW14095. For
all other GM Worldwide regions, the requirements shall be established with the Module and/or steering wheel
assembly drawings. The Driver Airbag Module supplier shall cooperate fully with the Steering Wheel supplier
and the responsible VEC in the design and validation process. Successful execution of this process may require
tuning and/or design modifications to the Driver Airbag Module and attachments to meet the horn function, DAB-
to-Steering Wheel insertion forces and steering wheel-to-DAB fit and finish requirements.
Due to potential horn actuation mechanism design and functional interface issues, the responsible VECs may
modify the following requirements and shall be the final arbiter of the design and performance. The Module
suppliers shall work cooperatively with the responsible VEC and the steering wheel/steering column supplier to
identify and resolve all horn actuation mechanism design and interface issues.
3.2.5.1.1 Horn Actuation Mechanism Travel. Horn switch closure shall occur within the range of (60 to 90)%
of the available Driver Airbag Module travel and shall not be < 0.5 mm or more than 2.5 mm (as measured at
the base of the Driver Airbag Module). Driver Airbag Module to steering wheel relative movement shall not
exceed that required for horn function.
3.2.5.1.2 Interface Fit/Finish. At the Driver Airbag Module-to-Steering Wheel spoke interfaces, gaps
perpendicular to the steering column shaft should be minimized and shall be < 2.0 mm. Examples of these gaps
are areas A through D as shown in Figure 4. The difference in gap size between spokes and/or from side-to-
side shall be < 0.8 mm, e.g., |A – B| < 0.8 mm, etc. and the differences shall not be apparent to the driver.
At the Driver Airbag Module-to-Steering Wheel interface, gaps parallel to the steering column shaft, e.g., E or F
in Figure 5 should be minimized and shall be < 4.0 mm.
The responsible VEC shall be the final arbiter of the gap acceptability. Refer to program specific Dimensional
Technical Specification (DTS) for details.
Figure 4: Plan View - Driver Airbag Module-to-Steering Wheel Spoke Interfaces
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Figure 5: Top View - Driver Airbag Module-to-Steering Wheel Interface (Steering Wheel Rim Not Shown)
3.2.5.1.3 Horn Actuation Effort. For Driver Airbag Module horn actuation subcomponents, e.g., membrane
horns, the effort required to actuate the horn in room and hot temperature conditions shall be within the range of
(10.0 to 45.0) N and, given all design and interface considerations, should be within the range of (20.0 to 30.0) N.
At the maximum cold temperature condition, the effort required to actuate the horn shall not exceed 80.0 N. If
Floating horn is part of DAB module, the efforts required to actuate the horn shall be as described in the steering
wheel requirements document GMW14095 (reference GMW14595). Validation shall occur over the entire horn
actuation target area as specified in 3.2.5.1.3.1 "Horn Actuation Target Area" and per the GMW14096 protocol.
For Steering Wheel horn actuation subcomponents, e.g., floating horns, the effort required to actuate the horn
over all temperature conditions shall meet the requirements of GMW14095 "Horn Blow Effort and Location"
(3.2.1.5.3). Validation shall occur over the entire horn actuation target area as specified in GMW14095 "Horn
Blow Effort and Location" (3.2.1.5.3).
3.2.5.1.3.1 Horn Actuation Target Area. The horn actuation target area shall consist of 10 actuation locations
as defined in GMW14095 "Horn Blow Effort and Location" (including bugle(s)).
The Module supplier shall indicate the horn actuation target area on the Driver Airbag Module layout drawings
and shall provide copies of these drawings to the responsible VECs and the Steering Wheel suppliers.
3.2.5.1.4 Horn Inadvertent Actuation. The horn system, as installed with the Module and steering wheel and
in the vehicle orientation, shall not inadvertently actuate during the GMW3112, "Sequential Tests".
The horn system shall not inadvertently actuate or experience toot or horn chirp (a brief horn sound) when the
steering wheel and Driver Airbag Module assembly is subjected to the 12G dynamic shock test in GMW14096,
3.2.1.2.1 "Dynamic Shock Test".
3.2.5.1.5 Horn Blowing Mechanism Moisture and Temperature Sensitivity. The horn system shall not
actuate when the steering wheel and Driver Airbag Module assembly is subjected to:
• GMW3112 "Thermal Shock Test" and "Humidity Resistance Test", and
• GMW3112 "Horn Actuation Moisture and Temperature Sensitivity Test".
• After these tests, all Horn Actuation Effort requirements according to 3.2.5.1.3 shall be met.
3.2.5.1.6 Horn Durability. At room temperature and humidity, the horn actuation components shall function after
exposure to 50 000 cycles of actuation with a 19.0 mm indenter tool per the applicable steering wheel
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specification or the GMW3112 protocol. Validation shall occur at a single location as specified by the responsible
VEC. Reference GMW14599.
Note: For Emerging Markets (as specified in the SOR), the horn mechanism shall pass 500 000 cycles without
any distortion or failure that could cause the mechanism not to operate its electrical load. 250 000 cycles at each
of two locations, one at horn bugle and other at geometric center of horn mechanism.
3.3 Design and Construction.
3.3.1 Materials, Processes and Parts Selection Guidelines.
3.3.1.1 Material Guidelines. No toxic materials that can be accessed without vandalizing the Module shall be
used. Prohibited materials, as specified in GMW3059 shall not be used in the Module or in its subcomponents.
Asbestos, Methylenechloride and Trichloroethylene shall not be used in the Module and the cover/door
subcomponent. Sodium Azide shall not be used in Modules for vehicles manufactured in Japan. Sodium Azide
shall not be used in Modules for vehicles exported for sale in Japan.
The Module shall also meet GMW3116 and/or the Module Layout Drawing. Additionally, the responsible VEC
shall establish the regional percent recyclable/recoverable requirements for each Program. Dissimilar materials
shall be recyclable after the Module life cycle is completed. All plastic parts shall be identified per SAE J1344
Plastic Parts Marking, method two. The complete Module shall be recyclable for vehicles sold in Europe. The
complete Module should be recyclable for vehicles sold outside Europe.
3.3.1.2 Processes Guidelines. Module and subcomponent process requirements, e.g., Lot Acceptance
Tests (LAT), Key Product Characteristics Key Product Characteristics (KPC), etc., shall be defined in the
program specific SOR. Reference CG3378 "Airbag Lot Acceptance Matrix". Supplier shall have written and GM
approved LAT acceptance criteria. The LAT fixture should be the DV/Process/Production Validation (PV) test
fixture. If DV/PV fixture is not available, the LAT fixture should be common with the DV/PV test fixture design.
3.3.1.3 Parts Guidelines.
3.3.1.3.1 Plastic Parts. All plastic materials used in the cover/door/emblem and Module shall be approved to
the GM material specifications and/or to any material specifications listed on the Module layout drawings. No
regrind allowed in any module component including cover, door emblem or housing. The paint performance of
each color of the cover/door shall meet the requirements of GMW14797 Table A4 "Approved Paint on Plastic
System (APOPS) and Production Part Approval Process (PPAP) Requirements for Interior Trim Components"
and/or the Module layout drawing. Additionally, all paint used on the cover/door/emblem and Module shall be
approved to the GMW15520, GMW17261 or an alternate approved paint specification and/or to any paint
specifications listed on the Module layout drawings.
The actual material/paint combination for paint applications shall be approved through the Approved Paint on
Plastic System (APOPS) and/or to any paint/material combination specifications listed on the Module layout
drawings. APOPS testing requirements are documented in the GM Materials Approved Source List system. The
affected paint/material combination shall be listed on the GM Materials Approved Source List and/or the Module
layout drawings as an approved combination.
3.3.1.3.2 Metal Parts. All metal materials used in the Driver Airbag Module, Passenger Airbag Module, and/or
Knee Airbag Module shall be approved to GM Material Specifications and shall be compatible with adjacent
metal materials internal and external to the module.
3.3.2 Design Guidelines and Constraints.
3.3.2.1 Module Attachment. The Module attachment to the steering wheel, instrument panel and/or the vehicle
structure should be designed so that only one pair of hands is required to:
• Install the Module using either a single mechanical assist such as a power tool or no mechanical assist.
• Remove the Module using a hand tool.
The wiring harness shall be routed on the Module so there is no pinching, cutting, or other damage imparted to
the harness during Module-to-vehicle assembly operations.
3.3.2.1.1 Theft/Tamper Deterrence. The attachment of the Module to the steering wheel, instrument panel
and/or the vehicle structure should be designed to minimize the potential for theft of the Module.
The Module, including all attachments, should be designed to minimize the potential for tampering and, in the
event that tampering may occur, should leave telltale evidence.
3.3.2.2 Productivity. Module shall not require any inspection or adjustment at assembly.
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3.3.2.3 Handling. The Module shall not have any oxidation (e.g., red rust), grease or other contaminants on its
surface that could be transferred to other interior components during vehicle assembly. This shall be assessed
during shipping trials representative of the final vehicle assembly plant shipping location.
Modules shall be designed and made in such a way that personal injury or material damage cannot occur during
assembly line handling or in ordinary repair shop, e.g., without special security precautions provided that they
are dealt with in a workmanlike fashion.
Assembly instructions shall be issued by the Module supplier and shall contain all instructions needed for
workmanlike handling.
Modules dropped from a height ≥ 1.2 m shall be scrapped by the Module supplier and shall not be shipped to
any GM Worldwide facility. Modules dropped from any height < 1.2 m and resulting in any visible damage shall
be scrapped by the Module supplier and shall not be shipped to any GM Worldwide facility.
Inflators and dual depth/active vent mechanisms dropped from any height shall be scrapped and shall not be
built into Modules for any GM Worldwide application.
3.3.2.4 Production.
3.3.2.4.1 General Guidelines. Variants due to Right Hand Drive (RHD) versus Left Hand Drive (LHD) should
be avoided.
Parts that can be used for several functions are preferable.
The risk of installing the Module upside down or on the wrong side of the vehicle shall be eliminated.
The Module shall provide a means to prevent foreign material entry into the Module.
3.3.2.4.2 Quality. Risk for mixing the Modules shall be eliminated. Variant parts should be identifiable after
assembly.
Hidden assembly, or blind work, at the vehicle assembly level should be avoided.
3.3.3 Identification and Marking. VEC specific labels shall contain warning message in symbol format, the
label part number, and a bar code with human readable visible. The label shall be affixed to the Module and
shall be clearly visible on the Module.
The labels shall comply with the following GM Worldwide documents:
• GMW14089 – Label Design Criteria for label format, font and color strategy
• GMW14573 – Global Performance Requirement as stated in 4.2.3.5 "Non-Exposed Interior Labels (E)"
• GMW15862 –Bar Code Content, Format and Label Requirement for Part Identification, Verification and
Traceability which requires
• CG2503 – Bar Code Content and Format Validation Form for encodation development and
validation. The supplier shall work with the GM Design Responsible Engineer to comprehend this
requirement.
The bar code portion shall be accessible during the Module installation process, shall maintain traceability, and
shall be used to track the Module as well as the cushion and material, inflation device, mechanism to initiate
inflation, cover and other subcomponent usage.
For Modules produced, sold or transported in Europe, the labels shall contain CE Conformity pyrotechnic
directive 2007/23/EC amended by EU No. 1025/2012 required information, e.g., danger class, storage group,
and compatibility group. For other vehicles, this information may be included based on the responsible VEC’s
direction.
Inert Modules shall be painted on the exterior surface with blue paint. If the Module has a show surface
cover/door, the Module cover/door shall be permanently identified with the word "INERT", in a manner visible to
the vehicle occupant when the Module is in the installed condition.
The responsible VEC shall specify the label option to be used and shall be the final arbiter of label configuration,
size, construction, location and orientation requirements.
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3.3.3.1 Label Legibility.

3.3.3.1.1 After all environmental exposure conditions, all labels shall remain attached to their mounting surfaces
before and after deployment.
3.3.3.1.2 All warning messages shall remain legible before deployment and should remain legible after
deployment.
3.3.3.1.3 All traceability information shall remain legible before and after deployment.
3.3.4 Workmanship. Modules shall be built within the tolerances specified on the Module assembly and/or
layout drawings.
3.3.4.1 Cleanliness. The Module shall be free of dirt, corrosion, oil, grease, needles, rivets, and other material
that could transfer to the handler or vehicle during handling or installation, degrade performance or be ejected
from the deploying cushion.
3.3.5 Interchangeability. Not applicable.
3.4 Documentation. The documentation that must be prepared and delivered during the development and
production of the Module and its subcomponents is defined in:
• Program specific SOR
• GMW3112
• SAE/USCAR-24
• SAE/USCAR-28
• GMW3133
3.5 Support of System/Subsystem/Component/Part after Sale. Requirements for support of the Module after
sale are defined in the program specific SOR.
3.6 System/Subsystem/Component/Part Operator Training. Requirements for Module operator training and
the support of GM vehicle assembly operator training are defined in the Program specific SOR.
3.7 System/Subsystem/Component/Part Characteristics. The following subsections describe the
characteristics/requirements for the Airbag Module subcomponents. Based on the program specific Statement
of Requirements (SOR) and the specific Module design, Module subcomponents may include, but are not
necessarily limited to:
• Housing/Backplate
• Cushion
• Inflation Devices
• Dual Depth Mechanism/Active vent (if present)
• Propellant Stability
• Initiators
• Harness Wires
• Connectors
• Cover/Door
• Horn Actuation Devices (Driver Airbag Module only)
3.7.1 System/Subsystem/Component/Part Definition. Module subcomponents shall meet 3.2 "Product
Characteristics" (including all applicable subsections) as well as requirements outlined in the following
subsections.
3.7.1.1 Housing/Backplate Requirements.
3.7.1.1.1 Geometry. Initial Module housing/backplate geometry shall meet the packaging requirements given in
the program specific SOR. During the vehicle program development process, exact housing/backplate geometry
shall be determined jointly by the Module supplier and the responsible VEC.
The responsible VEC shall be the final arbiter of housing/backplate geometry.
3.7.1.1.2 Fasteners. Initial Module housing/backplate shall contain Module-to-vehicle fastening provisions given
in the program specific SOR. During the vehicle program development process, exact Module-to-vehicle
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fasteners and fastening methods shall be determined jointly by the Module supplier and the responsible VEC.
The Module supplier shall, if directed by the responsible VEC, adopt specified fasteners.
The Module supplier shall demonstrate to the responsible VEC that sufficient error proofing techniques have
been incorporated into the Module-to-vehicle assembly process so as to prevent loose or missing fasteners.
Additionally, the Module supplier shall demonstrate to the responsible VEC that sufficient error proofing
techniques have been incorporated into the Module assembly process so as to prevent loose, extra or missing
fasteners within the Module.
The responsible VEC shall be the final arbiter of housing/backplate fastening provisions.
3.7.1.1.3 Housing/Backplate Venting. For the Module to meet the goals stated in 3.2.1.6 "Module Deployment
Performance" and any additional goals defined by the responsible VEC, the housing/backplate subcomponent
may be required to vent gas in a controlled manner. Applicable venting methods shall include, but are not
restricted to, active venting methods and discrete vent holes. The Module supplier shall propose methods to
minimize and control venting variability. Integration of housing/backplate vents into the Module design and the
subsequent vent type, location and size shall be determined jointly by the Module supplier and the responsible
VEC.
The responsible VEC shall be the final arbiter for all housing/backplate venting requirements.
3.7.1.1.4 Housing/Backplate Cleanliness. The housing/backplate shall be free of dirt, corrosion, oil, grease,
and other contaminants. The Module supplier shall demonstrate that the production manufacturing processes
meet this criterion.
The responsible VEC shall be the final arbiter for all cleanliness requirements.
3.7.1.1.5 Housing/Backplate Workmanship. There shall not be manufacturing/workmanship defects, e.g.,
burrs, sharp edges, tangs in the housing/backplate, which degrade the Module performance goals, stated in
3.2.1.6 "Module Deployment Performance" and defined by the responsible VEC.
The Module supplier shall demonstrate the location, size and formation of critical design features are controlled
through production manufacturing processes. Housing/backplate critical design features include, but are not
necessarily limited to, hook brackets, vents, Module-to-vehicle attachments and cover/door-to-Module
attachments.
The responsible VEC shall be the final arbiter for all workmanship requirements.
3.7.1.2 Cushion Requirements.
3.7.1.2.1 Volume/Geometry. Initial cushion volume/geometry shall meet the requirements given in the program
specific SOR. For modules with a dual depth mechanism, the module supplier shall measure both deep and
shallow cushion volumes and report the values.
During the vehicle program development process, the cushion shall be sized and shaped to meet the goals
stated in 3.2.1.6 "Module Deployment Performance" as well as any additional goals defined by the responsible
VEC. Exact cushion geometry shall be determined jointly by the Module supplier and the responsible VEC. Using
methods specified by the responsible VEC, the Module supplier shall measure the cushion volume and report
the nominal value and volume tolerances. Production process to ensure dimensions are the same as
developed/released.
The responsible VEC shall be the final arbiter of cushion volume and geometry requirements.
3.7.1.2.2 Folding. Initial cushion folding shall meet the Module packaging and/or specified fold requirements
given in the program specific SOR.
During the vehicle program development process, the cushion shall be folded within the Module to meet the
goals stated in 3.2.1.6 "Module Deployment Performance" as well as any additional goals defined by the
responsible VEC. Prior to deployment, the folded cushion shall not affect Module cover/door appearance. The
Module supplier shall verify that the assembly process produces cushions folded in a consistent manner on
engineering samples and production Modules. The folding method shall be reviewed and accepted by the
responsible VEC.
The Module supplier shall, if directed by the responsible VEC, adopt a specified cushion fold method provided
such method meets the requirements of this section.
The responsible VEC shall be the final arbiter for all cushion folding requirements.
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3.7.1.2.3 Cushion Tethers. For the Module to meet the goals stated in 3.2.1.6 "Module Deployment
Performance", and any additional goals defined by the responsible VEC, cushion tethers may be used in the
Module design. Initial cushion tether material, attachment method and length shall meet the requirements given
in the program specific SOR.
For modules containing tethers that extend or release, the tethers and cushion shall maintain integrity when the
tethers are held or released during all deployment scenarios. When the tethers are released/extended, the
detached ends shall not contact the rearward panel of the airbag cushion. These requirements shall apply at all
specified temperatures prior to and following all environmental conditioning.
During the vehicle program development process, tether number, type, location, material, attachment and size
shall be determined jointly by the Module supplier and the responsible VEC.
The responsible VEC shall be the final arbiter for all cushion tether requirements.
3.7.1.2.4 Cushion Cleanliness. The cushion shall be free of dirt, oil, grease, needles, rivets, and other
contaminants that may degrade performance or be ejected from the deploying cushion. Additionally, the cushion
shall not contain significant amounts of other, benign loose materials, e.g., dry powder cushion lubricants, loose
threads, fabric pieces, etc. The Module supplier shall demonstrate that the production manufacturing processes
meet this criterion.
The responsible VEC shall be the final arbiter for all cleanliness requirements.
3.7.1.2.5 Cushion Workmanship. The thread used to sew the cushion (as well as any tethers) shall be
compatible with the cushion fabric so that the Module meets the goals stated in 3.2.1.6 "Module Deployment
Performance" as well as any additional goals defined by the responsible VEC. There shall not be stitch defects
that affect the performance of the cushion, including but not limited to, skipped or broken stitches (unless
designed to break in a predetermined manner). The failure of a single stitch shall not compromise or degrade
performance as specified herein.
Markings made on the cushion to aid in folding, sewing, or identification shall be easily visible during the
manufacturing process and shall not cause cushion performance or integrity to be degraded.
There shall be no sewn pleats allowed in the fabric at the seams due to substandard fabrication processes.
Designed in pleats and puckering at the seams shall be acceptable.
The Module supplier shall demonstrate to the responsible VEC that sufficient error proofing techniques have
been incorporated into the Module assembly process so as to prevent misassembly of the cushion
subcomponent.
The responsible VEC shall be the final arbiter of all cushion workmanship issues and requirements.
3.7.1.2.6 Cushion Material. The cushion material (including all tethers) shall not crack, deteriorate, stretch, or
shrink so as to degrade the Module performance goals stated in 3.2.1.6 "Module Deployment Performance" and
defined by the responsible VEC. Mildew, fungus, or objectionable odor shall not be allowed.
The cushion material shall exhibit permeability within a fixed range, which shall be jointly established by the
Module supplier and the responsible VEC. The Module supplier shall demonstrate that the cushion material
production manufacturing processes meet this permeability criterion.
The responsible VEC shall be the final arbiter of all cushion material requirements.
3.7.1.2.7 Cushion Venting. For the Module to meet the goals stated in 3.2.1.6 "Module Deployment
Performance" and any additional goals defined by the responsible VEC, the cushion shall be required to vent
gas in a controlled manner. Applicable venting methods shall include, but are not restricted to, cushion porosity
and discrete vent holes. Initial cushion vents shall meet the specified vent requirements given in the program
specific SOR.
During the vehicle program development process, the Module supplier shall propose methods to minimize and
control venting variability. Cushion vent type, location and size shall be determined jointly by the Module supplier
and the responsible VEC.
The responsible VEC shall be the final arbiter for all cushion venting requirements.
3.7.1.3 Inflator Requirements. Inflator SAE/USCAR-24 Qualified For Sourcing (QFS), Design Validation (DV)
and PV shall be approved by GM prior to module sourcing. MME inflators shall be created using a
maximum/minimum molar output configuration. These inflators shall meet both the upper and lower limit as
established by the inflator supplier PV testing and agreement with GM inflator expert. Prior to Module source
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approval, the baseline inflators shall meet all SAE/USCAR-24 Appendix A "Pre-Source Qualification (QFS)"
requirements and shall be approved by the GM Inflator Core Team. Before substitution into sourced Modules,
the inflators shall meet all SAE/USCAR-24 Appendix A "Pre-Source Qualification (QFS)" requirements, shall be
approved by the GM Inflator Core Team, shall meet all the responsible VEC’s timing and program imperatives,
and shall be approved by the responsible VEC. Inflator shall meet all requirements of a full DV per USCAR-24
prior to DV of module and full PV per SAE/USCAR-24 prior to PV of module.
Each inflator assembly line shall be validated by completing a full USCAR 24.
The inflators shall meet the Module packaging requirements as well as the inflator output and/or cushion fill
requirements given in the program specific SOR.
For dual level Modules utilizing either two separate inflators or a single inflator with an internal segmenting
partition, the inflators and all inflator segments shall meet all applicable performance requirements and validation
conditions referenced in USCAR 24 including the dual stage inflator additional requirements of USCAR 24.
During the vehicle program development process, inflators shall meet all of the requirements outlined in
USCAR 24.
3.7.1.3.1 Inflator Particulate Level. Inflator shall meet particulate levels as required in SAE/USCAR-24.
Particulate residue shall meet the requirements of GMW3059.
3.7.1.3.2 Inflator Tailorability. The inflators shall be tailorable and the Module supplier shall deliver a family of
vented tank test curves to the responsible VEC. At the responsible VEC’s request, the Module supplier shall also
deliver a family of closed tank curves. The Module supplier shall cooperate with the responsible VEC to
determine the target vehicle specific tank curves which meet the Airbag subsystem goals stated in 3.2.1.6
"Module Deployment Performance" as well as any additional goals defined by the responsible VEC. The Module
supplier shall supply actual inflator vented tank test curves, closed tank test curves (as requested), mass flow
curves, and shall demonstrate tailorability criteria, repeatability, and any effects of manufacturing on lot-to-lot
variability.
The responsible VEC shall be the final arbiter of inflator tailorability.
3.7.1.3.3 Inflator Performance and Variability. The inflators shall meet all requirements specified in
SAE/USCAR-24 "Inflator Performance and Variability Limits".
Tank test measurements shown in SAE/USCAR-24 "Inflator Performance and Variability Limits" shall be
provided to the responsible VEC by the Module supplier for all validation and lot acceptance tests.
The tolerances shown in SAE/USCAR-24 "Inflator Performance and Variability Limits" shall be met at room
temperature, the hot Module temperature, and the cold Module temperature specified in 3.2.1.5.1 "Temperature"
both before and after inflator exposure to environments as specified in the
SAE/USCAR-24 protocol. The responsible VEC shall be the final arbiter of closed tank test tolerances.
Specific closed tank curves shall be determined once the Module supplier has demonstrated that the
performance requirements stated herein, in 3.2.1.6 "Module Deployment Performance", as well as any additional
goals defined by the responsible VEC. Once vehicle specific performance requirements are established, the
responsible VEC shall specify a vehicle specific maximum time to first gas; minimum pressure at 20.0 ms;
minimum and maximum pressure at 40.0 ms; and a maximum 5.0 ms slope that shall be met by the Module
supplier.
At the responsible VEC’s request and for any inflator technologies being proposed or considered, the Module
supplier shall provide ± 3 standard deviation closed tank curves which shall be within the limits specified in
SAE/USCAR-24 "Inflator Performance and Variability Limits" at room temperature as well as the hot and cold
Module temperatures specified in 3.2.1.5.1 "Temperature".
At all specified temperatures, Time to First Gas (TTFG) shall be < 7.0 ms for Driver Airbag Modules and
Passenger Airbag Modules and shall be < 5.0 ms for Knee Airbag Modules per SAE/USCAR-24.
The Module supplier shall provide the responsible VEC with closed tank and mass flow curve results from tests
performed at room temperature and at the extreme temperatures specified in 3.2.1.5.1 "Temperature".
The responsible VEC shall have the option to waive the ± 10% variability requirement if acceptable Module
performance can be demonstrated across the full range of ballistic variability. The responsible VEC shall be the
final arbiter of acceptable inflator variability.
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3.7.1.4 Dual Depth/Active Vent Mechanism Requirements. For dual depth airbag modules the following
requirements apply to the dual depth mechanism.
3.7.1.4.1 Functional Performance. The dual depth mechanism shall function as intended and maintain its
structural integrity:
• When deployed with maximum expected tether loads and impinging inflator gas loads applied
• When deployed with no impinging inflator gases and no tether loads applied (disposal deployment)
The dual depth mechanism shall maintain its functionality and structural integrity when not deployed during
inflator deployment.
These requirements shall apply at all specified temperatures prior to and following all environmental conditioning.
3.7.1.4.2 Structural Integrity. The dual depth mechanism shall maintain its structural integrity before, during,
and after deployment. This requirement shall apply at all specified temperatures prior to and following all
environmental conditioning.
3.7.1.5 Propellant Stability. The Module supplier shall supply test data showing that all propellants and/or
pyrotechnic compounds contained within the Module will remain stable for the full duration of the Module’s
reliability evaluation point.
3.7.1.6 Initiator Requirements. The initiators supplied under this specification shall meet all of the functional
requirements outlined in SAE/USCAR-28. The initiators shall meet these requirements both before and after the
specified environmental conditioning, and over the temperature range of (-40 to +85) °C.
All structural and performance related features shall be manufactured and/or processed in accordance with
automotive industry accepted quality requirements for purchased materials and shall be done with the
concurrence of the responsible VEC (including the Supplier Quality Assurance groups).
As defined in the program specific SOR, the initiators shall be either pin-type or leadwire-type.
3.7.1.6.1 Inert Initiator Colors. Inert pin-type initiators shall be identified by blue paint on the initiator cup or by
blue molding material.
3.7.1.7 Harness Requirements. If applicable, the inclusion of harness shall be defined in the program specific
SOR.
The harness shall consist of the following parts:
• An integral (pin style) connector that is Connector Position Assurance (CPA) capable, shorting clips on the
inflator side, and metal terminals with Thermal Position Assurance (TPA) locks.
• An in-line connector that is CPA capable and metal terminals with TPA locks.
• Two insulated wires with protective covering, retainers, e.g., rosebud clips, etc. and grommets.
3.7.1.7.1 General Harness Requirements. The harness shall meet all applicable requirements given in
GMW3191, GMW16323, GMW3176 and GMW15626.
Technical Specification and verification for the Initiator Connector Subcomponents.
The harness and its constituent parts shall be capable of meeting the 50 V DC rating as specified in SAE J1128.
3.7.1.7.2 Harness Electrical Resistance. When mated with the Module and the instrument panel harness
connectors, the Module harness’ total electrical resistance shall be ≤ (0.04 Ω +0.0337 x (the harness wire
length (m))).
3.7.1.7.3 Harness Wire Construction. The harness wires should be of sufficient strength to carry the full weight
of the intended modules.
The harness wires meet all requirements of SAE J1128.
Wire size used for all restraint system circuits shall be 0.35 mm2 (22 AWG) or 0.5 mm2 (20 AWG) in cross
sectional area. For connectors populated with two or less circuits, the wire size shall be 0.5 mm2 (20 AWG) to
ensure mechanical robustness.
3.7.1.7.4 Harness Wire Strength. The force required to separate, or otherwise damage, the electrical leads and
the initiator pin to lead connection points shall be > 45 N and should be > 100 N.
3.7.1.7.5 Harness Wire Color Requirements. Refer to vehicle electrical architecture circuit request matrix for
wire colors.
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3.7.1.7.5.1 Single Level Driver Airbag Module Harness Wires. Harness wires for single level Driver Airbag
Modules shall have a brown wire with orange stripe (- polarity) and an orange wire with violet stripe (+ polarity).
The lead that is electrically connected to the initiator case shall be brown/orange.
3.7.1.7.5.1.1 Single Level Driver Knee Airbag Module Harness wires. Harness wires for single level Knee
Airbag Modules shall have a gray wire with an orange stripe (- polarity) and an orange wire with a blue stripe
(+ polarity). The lead that is electrically connected to the initiator case shall be gray with an orange stripe.
3.7.1.7.5.2 Single Level Passenger Airbag Module Harness Wires. Harness wires for single level Passenger
Airbag Modules shall have a green wire with a white stripe (- polarity) and a white wire with a black stripe
(+ polarity). The lead that is electrically connected to the initiator case shall be green with a white stripe.
3.7.1.7.5.2.1 Single Level Passenger Knee Airbag Module harness wires. Harness wires for single level
Knee Airbag Modules shall have a white wire with an orange stripe (- polarity) and an orange wire with a blue
stripe (+ polarity). The lead that is electrically connected to the initiator case shall be white with an orange stripe.
3.7.1.7.5.3 Dual Level Driver Airbag Module Harness Wires. Harness wires for dual level driver modules shall
use the following colors (base wire color/ stripe color):
• Primary Level Output (-) = brown/orange (BN/OG)
• Primary Level Feed (+) = orange/violet (OG/VT)
• Secondary Level Output (-) = white/orange (WH/OG)
• Secondary Level Feed (+) = orange/green (OG/GN)
3.7.1.7.5.4 Dual Depth Driver Airbag Module Harness Wires. Harness wires for dual depth driver modules
shall use the following colors:
• Inflator Output (-) = brown/orange (BN/OG)
• Inflator Feed (+) = orange/violet (OG/VT)
• Dual Depth Mechanism Output (-) = white/orange (WH/OG)
• Dual Depth Mechanism Feed (+) = orange/green (OG/GN)
3.7.1.7.5.5 Dual Level Passenger Airbag Module Harness Wires. Harness wires for dual level passenger
modules shall use the following colors:
• Primary Level Output (-) = orange/white (OG/WH)
• Primary Level Feed (+) = yellow/orange (YE/OG)
• Secondary Level Output (-) = orange/violet (OG/VT)
• Secondary Level Feed (+) = gray/orange (GY/OG)
3.7.1.7.5.6 Dual Depth Passenger Airbag Module Harness Wires. Harness wires for dual depth modules shall
use the following colors:
• Inflator Output (-) = orange/white (OG/WH)
• Inflator Feed (+) = yellow/orange (YE/OG)
• Dual Depth Mechanism Output (-) = orange/violet (OG/VT)
• Dual Depth Mechanism Feed (+) = gray/orange (GY/OG)
3.7.1.7.6 Harness Wire Covering. Harness wire covering, (e.g., protective sheathing) shall meet all applicable
requirements given in GMW3191, and all other requirements as defined by the appropriate vehicle wiring release
engineer.
The responsible VEC shall be the final arbiter of all harness wire covering requirements.
3.7.1.7.7 Harness Wire Noise. Prior to Module deployment, and while the vehicle is being used in its intended
function, the Module’s harness wires shall not generate any audible noise discernible to vehicle occupants, and
shall follow GMW16323 requirements to secure the wire harness. Reference GMW15443.
The responsible VEC shall be the final arbiter for all audible noise requirements.
3.7.1.8 General Connector Requirements. All connectors and wiring shall meet the applicable requirements
of GMW3191 and GMW16323.
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3.7.1.8.1 Colors.
3.7.1.8.1.1 Live Single Level Modules. Integral connectors for single level modules shall be color coded
according to the convention specified in 3.7.1.7.5.5 "Dual Level Passenger Airbag Module Harness Wires"
(Primary Level).
3.7.1.8.1.2 Live Dual Level Modules. Integral connectors for dual level modules shall be color coded according
to the convention specified in 3.7.1.7.5.5.
3.7.1.8.2 Keying.
3.7.1.8.2.1 Single Level Modules. Integral connectors for single level modules shall be selected from the
following qualified connectors:
Note: See program specific SOR for module key code.
• Delphi ABX-5 split CPA W, X,Y,Z
• Tyco Squib Loc W,X,Y,Z
• To be compatible with shorting clip retainers:
• Delphi W, X, Y,Z
• Tyco W, X, Y, Z
3.7.1.8.2.2 Dual Level Modules. For dual level modules, the two integral connectors, e.g., the primary stage
and secondary stage deployment connectors shall be mechanically keyed so that they cannot be cross
connected. Keys shall be assigned according to the program specific SOR.
3.7.1.8.2.3 Dual Depth Modules. For modules containing a dual depth mechanism, the two integral connectors,
e.g., the inflator and dual depth mechanism connectors shall be mechanically keyed so that they cannot be cross
connected. Keys shall be assigned according to the program specific SOR.
3.7.1.8.3 In-line Connector. If applicable, the inclusion of an in-line connector shall be defined in the program
specific SOR.
The in-line connectors shall be yellow in color and shall be either:
• Two - way connector for single level Airbag Modules, or
• Four - way connector for dual level or dual depth Airbag Modules.
The two-way connectors shall incorporate features to prevent both 180 degree cross connection and Driver
Airbag Module to Passenger Airbag Module cross connection.
The four-way connectors shall incorporate features to prevent both 180 degree cross connection, e.g., primary
stage/secondary stage cross connection and Driver Airbag Module to Passenger Airbag Module cross
connection.
3.7.1.9 Visible Cover/Door Requirements. Visible covers shall meet requirements for GMW3133 and
GMW14444 with appropriate material specifications.
3.7.1.9.1 Visible Cover/Door Appearance. As installed in the steering wheel, instrument panel and/or the
vehicle structure, all production colors of the Module’s Class A or B+ (KAB) show surface (generally the
cover/door) shall match General Motors Worldwide color masters, gloss, finishes or other VEC specific
requirements.
After exposure to the environments specified in 3.1.3 "Ambient Environment", the cover/door appearance shall
be uniform without objectionable surface deterioration, bumps, bubbles, softening of the top coat, blistering,
voids, pits, crazing, spewing, roughness, delamination, warping, sag, general distortion, swelling, shrinking,
appreciable color or gloss change or mismatches, staining, color transfer and, if applicable, chalking, loss of
grain definition, loss of paint adhesion tear seam splitting, or tear seam creasing.
Objectionable change in appearance shall be defined as a rating of ≥ 6 on the Degradation Rating Scale per
GMW3417 or by an alternative method as specified on the Module Layout Drawing. Objectionable color change
shall be defined as a measured color change with ∆E > 3.0 as defined in GMW14444 or by an alternative method
as specified on the Module Layout Drawing. Visual examination of the cover/door and its mating
subsystems/components by the responsible VECs shall override measured values in cases of disagreement.
The responsible VEC shall be the final arbiter of cover/door appearance and may substitute vehicle specific
appearance requirements since:
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• Exposure levels vary with, Module location, vehicle architecture, and windshield glazing, and
• A uniform color match is desired between the Module and all mating subsystems/components as the interior
weathers.
3.7.1.9.2 Visible Cover/Door Material. The visible cover/door and all interface subsystems/components:
• Shall not be stained through exposure/interaction with the Module and any Module subcomponent.
• Shall not be stained through exposure to the environment.
All color combinations of the cover/door materials shall meet the following requirements: Refer Module Layout
Drawing and/or GMW3133.
3.7.1.9.2.1 Colorfastness. Samples from the production intent cover/door shall meet all requirements according
to 3.7.1.9.1 "Visible Cover/Door Appearance" after light exposure in a xenon arc apparatus per the GMW14444
protocol. Reference GMW14162.
3.7.1.9.2.2 Material Resistance. The cover/door may be exposed to cleaning materials. Typical, but non-
inclusive, cleaning material contaminants include:
• Window cleaner with ammonia (Windex with ammonia or equivalent).
• Surface cleaner (Fantastic, Formula 409 or equivalent).
• Interior cleaner (Armoral Part Number (PN) 1042911 or equivalent).
• Interior protectant (Armoral PN 12345002 or equivalent).
• Spot lifter.
• Fabric cleaner.
• Upholstery/carpet cleaner (GM part number 88861407 or equivalent).
At room temperature and humidity, the cover/door shall meet all requirements of 3.7.1.9.1 "Visible Cover/Door
Appearance" after exposure to the cleaning materials previously listed per the GMW3133 protocol (reference
GMW14334). Additionally, post-exposure, color transfer to a white cheesecloth shall have an American
Association of Textile Chemists and Colorists (AATCC) rating of ≤ Class 4 or shall meet all color transfer
requirements as specified on the Module Layout Drawing.
Since cleaning material types and exposure levels may differ based on the vehicle distribution regions, the
intended vehicle usage and/or operating environment, the responsible VEC shall be the final arbiter of cleaning
material test procedures.
3.7.1.9.2.3 Color Crocking. The cover/door shall meet all color crocking requirements as specified on the
Module Layout Drawing and/or the cover/door AATCC Chromatic Transference Scale rating shall be ≥ Class 4
after both wet and dry color crocking per the GMW14444 protocol.
3.7.1.9.2.4 Dimensional Stability. The cover/door shall withstand a single complete dimensional stability cycle
per the GMW14444 protocol. Reference GMW14124.
After each environmental exposure within the test cycle, the cover/door shall not exhibit objectionable distortion,
color change, odor, warping, sag, staining, delamination or any other effects found to be objectionable by the
responsible VEC.
At the completion of the dimensional stability cycle, the cover/door shall be exposed to -30 °C for 4 h and shall
not crack or fracture when impacted at the energy level specified in the GMW3133 protocol.
3.7.1.9.2.5 Variable Surface Temperature Heat Exposure. After 168 h test duration at the surface
temperatures specified in the GMW14444 protocol, there shall not be discoloration, shrinkage, distortion
exudation, bridging, gloss change, darkening, voids, loss of grain definition or any other change found to be
objectionable by the responsible VEC. After test exposure, there shall not be separation of the materials of
construction and skins shall not show signs of bridging, bubbling, wrinkling or peel back of edges. Reference
GMW15432.
3.7.1.9.2.6 Humidity Resistance. There shall not be tackiness, blooming, loss of adhesion or other
objectionable changes as defined by the responsible VEC after the cover/door is exposed to 95% Relative
Humidity (RH) (non-condensing) for 96 h at +38 °C per the GMW3133 protocol.
3.7.1.9.2.7 Adhesion. If bonded, the cover door material shall not delaminate and shall meet adhesion
requirements specified in GMW14892 and/or the Module Layout Drawing.
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As received and immediately after each step of the designated test cycle, the adhesive bond strength between
typical adjacent materials, e.g., retainer/film, retainer/foam, film/foam, foam/skin, retainer/skin) shall be
≥ 525 N/m per the GMW14444 protocol.
3.7.1.9.2.8 Scuff and Mar Resistance. As received and after oven aging for 24 h at +93 °C, the cover/door shall
not scuff or mar when tested per the GMW14444 protocol and, post-test, shall meet all requirements of 3.7.1.9.1
"Visible Cover/Door Appearance". Reference GMW14688.
The responsible VEC shall be the final arbiter for all scuff and mar resistance requirements.
3.7.1.9.2.9 Hydrogen Sulfide and Sulfur Dioxide Staining Resistance. This requirement shall only apply to
vinyl cover/door materials.
After exposure at room temperature and humidity to hydrogen sulfide for 10 s, the cover/door shall meet all
requirements of 3.7.1.9.1 "Visible Cover/Door Appearance" and shall not be yellowed or show any shade
alteration when tested per the GMW14444 protocol. Reference GMW14864.
After exposure at room temperature and humidity to sulfur dioxide for 25 minutes the cover/door shall meet all
requirements of 3.7.1.9.1 "Visible Cover/Door Appearance" and shall not be yellowed or show any shade
alteration when tested per the protocol.
3.7.1.9.2.10 Fogging. The fogging number using gravimeter method shall be < 2 mg when tested per
GMW14444 protocol.
3.7.1.9.2.11 Cover/Door Odor. The cover/door shall have an odor scale rating of ≤ 3 when tested per the
GMW14444 protocol.
3.7.1.9.2.12 Flammability. As received, after accelerated aging and after steaming, the cover/door material
shall not burn or transmit a flame front across its surface at a burn rate greater than that specified in the
GMW14444 protocol.
3.7.1.9.2.13 Indentation Recovery. Using the points defined by the responsible VECs on the Module and/or
the cover/door drawings, the cover/door shall fully recover within 1 h from an indentation caused by the constant
deflection of a 19.0 mm diameter ball per the GMW3133 protocol.
This requirement shall apply to the cover/door material as received and after dimensional stability testing
according to 3.7.1.9.2.4 "Dimensional Stability".
3.7.1.9.2.14 Perspiration Resistance. At room temperature and humidity, the cover/door shall meet all
requirements of 3.7.1.9.1 "Visible Cover/Door Appearance" after saturation with an artificial perspiration solution
per the GMW14444 protocol.
Since perspiration exposure levels may differ based on the intended vehicle usage and/or operating
environment, the responsible VEC shall be the final arbiter of perspiration test procedures.
3.7.1.9.2.15 Manufacturing Contaminant Resistance. The cover/door, during Module and/or vehicle
assembly, may be exposed to the following non-inclusive list of manufacturing contaminants:
• Sewing machine oil.
• Fabric cleaner.
• Hot melt adhesive.
At room temperature and humidity, the Module cover/door shall meet all requirements of 3.7.1.9.1 "Visible
Cover/Door Appearance" after exposure to and removal of the manufacturing contaminants previously listed per
the GMW3133 protocol.
Since manufacturing contaminants and exposure levels may differ based on the Module and vehicle assembly
regions, the responsible VEC shall be the final arbiter of manufacturing contaminant test procedures.
3.7.1.9.2.16 Other Contaminants Resistance. A non-inclusive list of other contaminants the cover/door may
be exposed to follows:
• Cola containing caffeine.
• Coffee containing caffeine.
• Tea containing caffeine.
• Ketchup.
• Milk chocolate.
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• Isopropyl alcohol.
• Mineral spirit based paint thinner.
At room temperature and humidity, the Module cover/door shall meet all requirements of 3.7.1.9.1 "Visible
Cover/Door Appearance" after exposure to and removal of the contaminants previously listed per the GMW3133
protocol. Reference GMW3402.
Since typical contaminants and exposure levels may differ based on the vehicle distribution regions, the intended
vehicle usage and/or operating environment, the responsible VEC shall be the final arbiter of other contaminant
test procedures.
3.7.1.9.2.17 Wear Resistance. At room temperature and humidity, after 5000 cycles of rubbing tests with a taber
abrader per the GMW14444 protocol the Module cover/door shall not experience loss of grain pattern, color
transfer, or other adverse effects. Reference GMW3208.
The responsible VEC shall be the final arbiter for all wear resistance requirements.
3.7.1.9.2.18 Staining. The cover/door shall be compatible with all adjacent materials. The cover/door shall be
placed in contact with the adjoining subsystems/components for 72 h at (+70 ± 2) °C per the GMW3112 protocol.
Post-test, the Passenger Airbag, Knee Airbag and the Driver Airbag Modules with horn actuation
subcomponents, (e.g., membrane horns) cover shall not exhibit migratory staining. Post-test, the Driver Airbag
Modules without horn subcomponents, (e.g., mated to a floating horn system in the steering wheel) shall not
reveal discoloration or contact staining.
3.7.1.9.3 Exterior Markings. The exteriors of all Module covers and/or doors shall be marked with the word
"AIRBAG" to make it clear that the vehicle is equipped with a Driver Airbag Module, Passenger Airbag Module
and/or Knee Airbag Module.
3.7.1.9.3.1 Emblems on the Cover/Door. The cover/door shall accommodate vehicle specific styled emblems
and shall meet all styling and color preferences as directed by the responsible VEC. Emblems shall comply with
all requirements according to 3.2.1.6 "Module Deployment Performance". Emblem shall also comply with
material specifications referenced in SOR requirements document F10.
The cover/door applied emblem shall not permanently deform, bend, crack, fragment, sag, or distort, after
applying load at the geometric center of the emblem per GMW3112 protocol.
3.7.1.9.3.2 Horn Switch Identification. When horn switch function is controlled through the Driver Airbag
Module, the Driver Airbag Module cover shall contain word or symbol descriptions of switch function. All horn
controls shall be clearly identified with the horn symbol as specified in FMVSS 101, CMVSS 101 and/or
ISO 7000.
The responsible VEC shall be the final arbiter of horn control identification wording and symbol size.
3.7.1.10 Horn Actuation Mechanism Subcomponent Requirements. As specified in the program specific
SOR, the horn actuation mechanism may be a subcomponent of the Driver Airbag Module, e.g., membrane
horns.
The horn actuation mechanism shall meet all design and functional requirements stated in 3.2.5.1 "Horn
Actuation Mechanism Interface".
4 Validation
The objective of Module validation is to ensure that the component, as delivered to GM Worldwide, satisfies its
complete set of requirements.
4.1 General. The following paragraphs of this section identify the validations by which it must be shown that the
Module satisfies the requirements given in this document. 4.2 relates the Module requirements to the procedures
to be used in the validation process.
Note: Section 4 is not the validation plan but does provide technical input to the validation plan.
All requirements according to Section 3 shall be validated by at least one of the following: test, demonstration,
inspection, analysis or engineering judgment. The responsible VEC shall be the final arbiter of the validation
method. Two validations shall be required, a design validation (DV) and a process/production validation (PV).
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The DV and PV activities for each Module component/subcomponent requirement listed in the Validation Cross
Reference Index (VCRI) shall be conducted by the corresponding responsible organization. Modifications to the
DV and PV may be necessary depending on the Module technology provided.
4.2 Validation Cross Reference Index. The VCRI is a matrix that maps the performance requirements from
this technical specification to their respective evaluation procedures. The VCRI is the document that is provided
by the responsible GM Validation Engineer as SOR Appendix G3. The VCRI is the template from which the
Program Specific Advanced Design Verification Plan and Report (ADVP&R) will be created. The DAB/PAB/KAB
VCRI template (CG1948) contains Design Validation (DV) and Production Validation (PV) evaluations for testing
and achieving reliability requirements. The supplier shall schedule and conduct the design validation and
production validation testing according to the Program Specific ADVP&R. The tests shall be approved by the
GM responsible engineer.
The VCRI maps the component requirements to their associated DV and PV procedures. The VCRI identifies
items with the following keys:
a. The applicable Airbag Module Verification document which may include any subset of the following:
Part 1: GMW3112 "Verification of Requirements for Frontal Airbag Modules".
Part 4: SAE/USCAR-24 "USCAR-Inflator Technical Requirements and Validation".
Part 6: SAE/USCAR-28 "Initiator Technical Requirements and Validation".
Part 7: GMW3133 "Verification of Cover/ Door Subcomponent for Frontal/Side/Roof Rail Airbag Modules".
b. The required validation procedures.
c. The validation method:
A = Analysis
D = Demonstration
T = Test followed by inspection
I = Inspection
d. The level at which the validation shall be performed:
V = Vehicle
S = Airbag Subsystem
M = Module
C = Module subcomponent
e. The organization responsible for the validation completion (abbreviated Resp. Org.):
GM = GM Worldwide, (e.g., GM North American Operations, GME Operations, GMIO Operations)
MS = Module Supplier
IS = Interfacing Subsystem/Component Supplier
f. N/A = Not applicable
4.3 Supporting Paragraphs. Not applicable.
5 Provisions for Shipping

The Module shipping requirements and guidelines shall be defined in the program specific SOR.
6 Notes
6.1 Glossary.
Abrasion: Indicates fabric damage, but to a lesser degree than a hole or tear.
Airbag Subsystem: A subsystem consisting of the Module, any other Airbag modules, e.g., side impact Airbag
or roof rail Airbag, sensing and diagnostic devices, energy reserve devices, attachment wires and, in some
instances, manual or automatic occupant detection/Module suppression devices.
Airbag: Same as Module. In this document, Airbag does not refer to a single component, e.g., the cushion.
Bell Mouthing: An expansion of the Module housing mouth during deployment.
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Blister: A discrete raised area on the surface of a specimen resembling a blister on human skin. May be caused
by substrate corrosion under a coating, or by an underlying foam irregularity on a vinyl or cloth skin.
Blow-Through Hole: A small hole generated by deployment debris.
Chalking: Consists of a white film on the surface of the cover/door, which may or may not be removable.
Checking: Consists of small breaks in a surface layer that do not penetrate to the underlying substrate.
Collision Event: Time during which the collision acceleration forces occur, e.g., the period during which the
absolute value of the acceleration is > 0 g.
Combing: A physical stretching of two adjoining pieces of fabric, which then exposes the stitch seam. Combing
is an indication of a high stress area. See Figure 6.
Figure 6: Combing
Corrosion: A gradual process especially by chemical reaction, which causes a surface or material to wear away.
Cracks: Breaks extending through the surface layer of a composite or laminate so that the underlying layer is
visible. Or, cracks are breaks extending completely through a one-layer specimen.
Crazing: A network of checks and/or cracks appearing on a surface.
Cushion Hole: A physical separation of the fabric and can be measured in both the X and Y geometric planes.
Cushion: The bag that is filled with gases when the inflator ignites.
Degradation (following environmental conditioning): The term degraded refers to dudding, change in bridge
circuit resistance outside of tolerance range, change in electrical sensitivity outside of tolerance range or an
increase in average time to first pressure (TTFG) and/or a change in average peak pressure (as measured in a
closed bomb) > 20% of the average of a virgin control group, e.g., DV/PV baseline group when deployed using
the all fire pulses detailed in SAE/USCAR28.
Deployment System: A term used in 3.1.4.2 "Deployment Interface". As defined, the deployment system
encompasses the Module, the Module subcomponents and all interfacing deployment covers/doors, e.g.,
deployment doors designed into the mating instrument panel and/or vehicle structure.
Driver Airbag Module: A component of the Airbag subsystem which provides supplemental restraint for the
vehicle's driver in frontal collisions above certain severities as described herein by deploying a cushion from the
steering wheel area when commanded by the crash sensing unit.
Dual Level Module: A driver Airbag and/or passenger Airbag module that has two distinct inflation levels to be
used in differing crash scenarios.
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Fading: Fading is a decrease in color intensity.

Fragmentation. Fragmentation is any particle that becomes airborne outside the enclosed cushion volume.
Fraying: Separated, unraveled, or displaced threads at the edge of a piece of material.
Frontal Airbag Module: See Module definition.
Function. Function is defined in 3.2.1 "Performance Requirements".
Gloss Change: Gloss change is a change in reflective index of a surface.
Harness: A harness is a Module subcomponent that electrically connects a Module’s initiators to the vehicle
wiring harness. A harness consists of one or more in-line electrical connectors, one or more integral connectors,
wiring and wire sheathing.
Heat Shield Degradation: Heat shield degradation is a loss of heat shield pliability caused by post deployment
inflator heat.
Inert Inflator: An inflation device that contains no pyrotechnically active compounds or components.
Inert Initiator: An initiator that contains no pyrotechnically active compounds or components.
Inert: Not pyrotechnically active.
Inflator Pre-Source Qualification: A process defined in SAE/USCAR-24 Appendix A for qualifying and
approving inflator design, manufacturing process, output capacity and leak rate prior to Module sourcing.
Inflator: An inflator is a device that generates gas and initiates the gas generation.
Initiator: For the purposes of this specification an initiator shall include an electro-explosive device (including
electro-ignited micro gas generators of single charge container design). Specific design elements are not limited
except by the performance and reliability requirements contained herein.
Knee Airbag Module: A component of the Airbag subsystem which provides supplemental lower torso restraint
for the vehicle's driver and/or right front passenger in frontal collisions above certain severities as described
herein by deploying a cushion from the instrument panel area when commanded by the crash sensing unit.
Leadwire Initiator: An initiator whose electrical connection to the vehicle wiring harness is made by means of
discrete, integral leadwires.
Manufacturing Aide: Any stitching of a non-structural nature which holds two or more pieces of the cushion
assembly together to facilitate processing. For some processes, manufacturing aide thread may be missing after
deployment with stitch holes still present.
Maximum Expected Operating Pressure (MEOP): An inflator’s maximum expected internal operating
pressure.
Module: A component consisting of inflation devices, a cushion, a housing/backplate, initiators, connectors,
harnesses, and/or a cover/door. In this document, Module references Frontal Airbag Module, which includes
both the Driver Airbag Module and the Passenger Airbag Module.
Passenger Airbag Module: A component of the Airbag subsystem which provides supplemental restraint for
the vehicle's front seat passengers in frontal collisions above certain severities as described herein by deploying
a cushion from the instrument panel area when commanded by the crash sensing unit. Depending on location
and orientation, Passenger Airbag Modules are defined as top-mount, mid-mount, 3/4 mount or low-mount.
Passenger: Any occupant, excepting the driver, in a designated seating position within the vehicle (e.g., a seat
which has a seatbelt restraint system).
Pin-Type Initiator: An initiator whose electrical connection to the vehicle wiring harness is made by means of
discrete, integral pins.
Pleats: A pleat is defined as any material folded over on itself.
Popped Stitches: Occur when an individual stitch separates.
Post Deployment Cushion Burn: Also referred to as scorching; appears on the cushion as a seared hole with
a brownish appearance and is caused by direct contact of the cushion with hot Module subcomponents after
deployment.
Post Deployment Cushion Rip: Occurs when a cushion is ripped during disassembly of the Module after
deployment as a result of cushion adhesion to the inflator retainer during post deployment cooling.
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Post Deployment Debris: Material captured by the cushion during deployment. This material may consist of
thread, fabric, or insulation from the inflator.
Primary Stage: Stage that represents the larger percentage of gas output in a dual stage inflator subcomponent.
Push-in Attachment: A fastener that does not mechanically latch into position when inserted into its receptacle.
Pyrotechnic: Chemical compounds and mixtures in an inflator that produce gas and heat.
Reliability Evaluation Point: Number of miles and/or years through which dependability requirements apply.
Reliability: Performance over life.
Rupture: A tearing apart or separation of a material.
Scuff: Indicates fabric damage, but to a lesser degree than a hole or tear.
Selvage Fraying: Occurs when fabric weave unravels from the edge of an individual panel toward the seam
without creating seam separation.
Seam Separation: Includes two forms:
• Stitch separation, which occurs when a consecutive number of stitches pop and create a hole.
• Fabric separation from the seam, which occurs when the fabric tears loose from the seam, creating a tear
or hole.
Secondary Stage: Stage that represents the smaller percentage of gas output in a dual stage inflator
subcomponent.
Service Technology Group: Appropriate GM Worldwide Service Technology Group is responsible for
influencing product design and development to assure that the vehicle and the Airbag Module component are
designed for ease of Airbag subsystem diagnostics and vehicle service.
Shall: Denotes a binding provision that must be met unless a deviation is granted by the responsible VEC.
Should: Denotes a preference or desired conformance that must be tested and, if not met, must be documented
and disclosed by the Supplier and approved by the responsible VEC. Should requirements must be met unless
non-compliance has been approved by the responsible VEC.
Snap-in Attachment: A fastener that mechanically latches into position when inserted into its receptacle.
Statement of Requirements (SOR): A program specific document, which describes the engineering,
processes, tasks, events and deliverables required of the Module supplier to provide an Airbag Module
component for General Motors Worldwide.
Stud Hole Elongation: Occurs when a stud hole appears oval shaped.
Tear: A physical separation of fabric in either the warp or fill direction. A tear can be measured in terms of length.
Tether Chaffing/Fraying: A distortion of the fabric weave caused by high deployment stresses exerted on the
tether, and/or by heat generated by the inflator. See Figure 7.
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Figure 7: Tether Chaffing/Fraying
Tether Separation: Occurs when the tether partially or totally separates from the cushion main panel.
Tether Stress Hole: A hole that is created at the end or ends of a tether attachment point.
Vehicle Engineering Center (VEC): GM Worldwide entity assigned to designing and developing a vehicle.
Vent Hole Squaring: Occurs when round vent holes become square-shaped during deployment. See Figure 8.
Figure 8: Vent Hole Squaring
Visible: Module and/or cover/door surfaces are considered visible if, in its installed orientation, they can be seen
by the vehicle occupants.
Weld Separation: When individual or multiple welds break during deployment.
Witness Mark: A visible indication on a material that the material was previously impacted or loaded.
6.2 Acronyms, Abbreviations, and Symbols.
AATCC American Association of Textile Chemists and Colorists
ADR Australian Design Rules
ADVP&R Advanced Design Verification Plan and Report
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AOS Automatic Occupant Sensing

APOPS Approved Paint on Plastic System
ASTM ASTM International
CE Conformité Européene
CEMENT Component EMC Environment Test
CMVSS Canadian Motor Vehicle Safety Standards
CPA Connector Position Assurance
DAB Driver Airbag Module
DC Direct Current
DKAB Driver Knee Airbag Module
DOT Department of Transportation
DTS Dimensional Technical Specification
DV Design Validation
EEC European Economic Community
EMC Electromagnetic Compatibility
EWO Engineering Work Order
FIS Frontal Impact Sensors
FMEA Failure Mode and Effects Analysis
FMVSS Federal Motor Vehicle Safety Standards
GMI General Motors International
GMNA General Motors North America
GMP General Motors Plastic
GMW General Motors Worldwide
III (or I3) Inflation Induced Injuries
IMDS International Material Data System
IP Instrument Panel
ISO International Organization for Standardization
KAB Knee Airbag Module
KPC Key Product Characteristics
LAT Lot Acceptance Testing
LHD Left Hand Drive
Max Maximum
MEOP Maximum Expected Operating Pressure
MME Manufacturing Margin Evaluation
N/A Not Applicable
No. Number
PAB Passenger Airbag Module
PDI Pre-delivery Inspection Objectives (added)
PFMEA Process Failure Mode and Effects Analysis
PKAB Passenger Knee Airbag Module
PN Part Number
PPAP Production Part Approval Process
PV Process/Production Validation
QFS Qualified For Sourcing
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RH Relative Humidity
RHD Right Hand Drive
S&R Squeak and Rattle
SAE SAE International
SASR Seasonally Adjusted Solar Radiation
SDM Sensing and Diagnostic Module
SOR Statement of Requirements
TPA Terminal Position Assurance
TTFG Time to First Gas
UN United Nations
UV Ultraviolet
VCRI Validation Cross Reference Index
VEC Vehicle Engineering Center
7 Additional Paragraphs
7.1 All materials supplied to this standard must comply with GMW3059, Restricted and Reportable
Substances, including the requirement to submit a full material composition disclosure to GM via the
International Material Data System (IMDS).
8 Coding System
This standard shall be referenced in other documents, drawings, etc., as follows:
GMW3109
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9 Release and Revisions

This standard was originated in January 1998. It was first approved by Airbag/Steering Wheel GSSLT in
November 1998. It was first published in November 1998.
Issue Publication Date Description (Organization)
1 NOV 1998 Initial publication.
2 JUN 2001 Reformat Revision (GM).
3 AUG 2001 Amended various Module requirements. Re-numbered applicable
paragraph sections and updated VCRI table. (GMNA)
4 FEB 2004 Revised Header, Title, 3.2.1.3, Table 6, 3.2.4, 3.2.4.2, 3.3.2.4.1, and 3.3.3.
Added 3.2.4.2.3, 3.2.4.2.4, 3.2.4.3 and notes to Figures 7 and 8. (GMNA)
5 MAR 2005 • Inflator Storage and Altitude Resistance tests removed.
• 3.1.4.4.1 Squeak, Rattle, and Other Audible Noise Avoidance – Vehicle
Level updated.
• Specifications for dual-depth passenger airbag modules added to
existing sections, new sections added: 3.7.1.4.2.4.3.5, 3.7.1.4.2.4.3.7
3.7.1.6.2.3, 3.7.1.8, 3.7.1.8.1, and 3.7.1.8.2. Sections 3.7.1.3.12 and
3.1.4.2 up-dated. Section 3.7.1.3.15 Propellant Stability re-placed by
3.7.1.9 Propellant Stability.
• Globally Approved. (GMNA)
6 MAY 2006 • Added KAB requirements.
• Added PAB Low Risk Deployment Requirements to 3.2.1 Performance
Requirements, 3.2.1.6 Module Deployment Performance.
• 3.1.4.3: Added Module electrical ground requirement.
• 3.2.1.11: Clarify DOT/ BAM PT1 requirements for different regions.
• 3.2.5.1.3, 3.2.5.1.4 and 3.2.5.1.5: Refer to GMW14095 and
GMW14096 for Horn Requirements.
• 3.3.4: Added Cleanliness requirements.
• Initiator Spec: Modify 3.7.1.6 Initiator Requirements and 3.7.1.7
Harness Requirements.
(Globally Approved by the Airbag/Steering Wheel GSSLT))
7 SEP 2012 Five year refresh – conversion into current template. Content completely
updated. (Airbag/Steering Wheel GSSLT)
8 MAR 2018 Added MME requirement. Added Bolt-in module requirements. Updated
Inflator section. Updated Connector section. Removed replacement
information from Issues 5 and 6. (Interior - Safety, Lighting, Decorative Trim,
Labels/Literature/VIN)
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Frontal Airbag Modules

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3.2.1.8 Module Flammability - Internal Sources. 17

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78/632/EEC EU No. 1025/2012 SAE J1128 UN R94

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Figure 1: Frontal Airbag Module Functional Context Diagram

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Figure 2: Module Interfaces - Pre-Deployment

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The responsible VEC shall be the final arbiter of this requirement.

Table 1: Accumulated Light Exposure Levels for Cover

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Table 3: Accumulated Light Exposure Levels for Horizontal Deployment Surfaces

Table 4: Accumulated Light Exposure Levels for Vertical/Low Deployment Surfaces

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The responsible VEC shall be the final arbiter of this requirement.

Figure 3: Passenger/Knee Airbag Module Bell-Mouthing Description

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Figure 4: Plan View - Driver Airbag Module-to-Steering Wheel Spoke Interfaces

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3.3.3.1 Label Legibility.

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5 Provisions for Shipping

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Fading: Fading is a decrease in color intensity.

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Figure 7: Tether Chaffing/Fraying

Figure 8: Vent Hole Squaring

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AOS Automatic Occupant Sensing

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9 Release and Revisions

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