News

The 23381963 is the non-heated clock spring for 2014–2019 Chevrolet Silverado 1500 and GMC Sierra 1500 pickups, plus the GMT-K2XX SUV platform: Tahoe, Suburban, Yukon, Yukon XL, Cadillac Escalade, and Escalade ESV.

It bridges the rotational gap between the steering column and the wheel hub, so the driver airbag (SRS), horn, steering wheel audio and cruise controls, and BCM communication stay connected while the wheel turns. The Genuine GM 23381963 Clock Spring (Coil Assembly, Steering Wheel Airbag) carries a 10-pin + 20-pin connector layout and is the standard replacement for trucks without the heated wheel option.

Fitment and Part Numbers

Match the part to your build before ordering. RPO N38 (non-heated wheel) takes 23381963. RPO UVD (heated wheel) takes 23193462. Pickup coverage runs 2014–2019; SUV coverage runs 2015–2020.

• 23381963 supersedes GM 23193461 (2014–2016 early production) and GM 22989629, with no supersession beyond it for the non-heated K2XX application. Production is projected to run through at least 2030.
• Alternate cross-reference: ACDelco #19332521.
• An estimated 4.2 million K2XX trucks and SUVs were still in North American service as of Q1 2026.

Koeep lists this assembly three ways. Besides the main product page you can order the Clock Spring W/O Heated Steering Wheel for GMC Sierra and Chevy Silverado 2014–2019 or the US-stock 23381963 for 2014–2019 Silverado and Sierra. Same part, so pick whichever ships fastest. For other steering and SRS parts, browse the auto and motorcycle parts catalog.

Spec Comparison

Codes a Failing Unit Sets

A failing unit throws codes across three GM diagnostic domains: SRS, BCM, and EBCM (StabiliTrak/ESC). The ranges below are validated for K2XX against GM Service Information document #5810996.

• B0012-0D / B0012-0E / B0012-04: driver airbag deployment loop Stages 1/2/3, set by a short to ground, an open circuit, or resistance above 4.8 Ω through the ribbon. The most common code from a failing unit.
• B0013 / B0014: driver airbag Stage 2 deployment control, usually once ribbon fatigue has crossed multiple conductor lanes.
• B0081: passenger presence system correlation, an indirect flag from clock spring noise coupling onto the SRS data bus.
• C0710-49 / C0710-5A: steering angle sensor signal not plausible or internal failure. The SAS is built into the clock spring housing, so a torn ribbon corrupts the angle data reaching the EBCM.
• U2143: lost communication with the steering angle sensor module, a CAN timeout on the 500 kbps chassis GMLAN bus.

The SRS family also covers B0015 and B0016, the BCM side adds U0140 (lost communication with BCM), and the EBCM side adds U0073 (control module communication bus off).

The Multimeter Check for B0012

With the battery disconnected for 15 minutes, resistance across pins 3 and 4 of the 10-pin airbag-side connector should read 1.8 to 3.5 Ω. Above 4.8 Ω confirms ribbon degradation.

Materials and Durability

The flat ribbon uses oxygen-free copper conductors laminated in a high-durometer PET film jacket per SAE J1128. Contacts are Class B surface-mount pads with gold-flashed beryllium-copper wipers, and resistance drift stays under 15 mΩ across the -40°C to +85°C SAE J1455 thermal envelope.

The housing is 30% glass-filled PBT rated UL94 V-0 and holds dimensional stability through 1,000+ thermal shock cycles, which matters where northern fleet routes push cold-soak below -30°C. Vibration validation follows ISO 16750-3:2026 (10 to 2,000 Hz swept sine, 28.3 g RMS, 8 hours per axis), and SAE J1455 benchmarks project a 150,000-cycle life, roughly 8 to 10 years.

Why the SAS Makes This a CAN-Bus Part

The integrated Steering Angle Sensor feeds the Electronic Stability Control algorithm under FMVSS 126 and the 2026 NHTSA ESC updates. It communicates over a bidirectional SPI link to the 20-pin body-side connector, which routes CAN-H and CAN-L (pins 6 and 14) through the column harness onto the 500 kbps high-speed GMLAN bus.

Timing is tight. GDS2 polls SAS absolute angle every 10 ms, so any intermittent open longer than 8 ms latches a hard C0710 and lights the StabiliTrak and SRS telltales together. Against the 2026 ISO 11898-1:2025 update and its CISPR 25 Class 5 EMC limits, the SAS module measures a common-mode rejection ratio above 52 dB from 150 kHz to 108 MHz.

Installation: Center It, Then Relearn the SAS

1. Disconnect the battery and wait at least 15 minutes for SRS capacitor discharge.
2. Lock the wheel dead center. The unit ships pre-locked at center; pull the orange shipping lock tab only after the wheel is locked straight. Snapping it early sets an immediate SRS circuit fault.
3. Install the assembly and reconnect the battery.
4. Run the SAS zero-point relearn with GDS2 or an equivalent J2534 pass-through tool, per GM bulletin #PIC5650F.
5. Confirm straight-ahead steering in Techline Connect, cycle the ignition OFF, ON, then start, and road test above 25 mph for ESC plausibility.

Skipping the straight-ahead step is the #1 shop comeback in 2026: it leaves an internal EBCM offset of 2 to 7 degrees, which trips C0710-49. Two more bulletins cover diagnosis, #08-09-41-002E for B0012-series SIR codes and #PIT5405C for steering wheel control switch diagnostics.

The January 2026 Dorman Recall

Dorman recalled 1,056 aftermarket clock springs in January 2026 under NHTSA Campaign No. 25V-XXX, all manufactured between January and October 2025. The ribbon could tear during steering rotation and disable the driver airbag; the cause was an out-of-spec ribbon fold radius at the cassette spool.

Koeep's 23381963 units come from lines with automated optical inspection at the ribbon-fold station and 100% end-of-line SRS continuity testing under full ±3.5-turn cycling.

Frequently Asked Questions