engine oil MERCEDES-BENZ SPRINTER 2006 Service Manual

(4) Remove assembly locking element, assembly
outer plate and assembly link.
CAUTION: Cover timing case recesses to prevent
foreign material from entering engine.
(5) Insert new riveted link with the oil hole up,
and new middle plate into ends of timing chain using
the guide link to hold the middle plate in position
(Fig. 85).
NOTE: When assembling riveting tool, piece
#9312±7 is secured by a screw and #9312±10 can
move loosely on thrust spindle
(6) Assemble riveting tool by inserting pieces
#9312±7 and #9312±10 (Fig. 86).NOTE: Ensure that the riveted link and riveting tool
are aligned.
(7) Press in new riveted link as far as the stop
(Fig. 87).
(8) Remove guide link and riveting tool to change
inserts.
Fig. 85 INSERTING NEW TIMING CHAIN LINK
1 - GUIDE LINK
2 - NEW LINK
3 - SPECIAL TOOL #9312-1
4 - TOOL INSERT #9312-7
5 - TOOL INSERT #9312-10
6 - THRUST PIN #9312-4
Fig. 86 INSTALLING ASSEMBLY INSERTS INTO
RIVETING TOOL
1 - SPECIAL TOOL #9312-1
2 - SPECIAL TOOL #9312-7 and 9312-10
Fig. 87 PRESSING THE NEW LINK
1 - SPECIAL TOOL #9312-1
2 - GUIDE LINK
3 - SPECIAL TOOL INSERT 9#312-7
4 - SPECIAL TOOL INSERT #9312-10
5 - THRUST SPINDLE #9312-4
VAENGINE 9 - 79

TIMING CHAIN TENSIONER
REMOVAL
(1) Disconnect negative battery cable.
CAUTION: Rotate engine at crankshaft only. DO
NOT rotate the engine with the bolt of the camshaft
sprocket. DO NOT rotate the engine counter clock-
wise.
NOTE: Markings on the camshaft and camshaft
bearing cap must be aligned.
(2) Position piston of number 1 cylinder to ignition
TDC.
(3) Remove intake air duct.
(4) Remove accessory drive belt and idler pulley
above generator (Refer to 7 - COOLING/ACCES-
SORY DRIVE/DRIVE BELTS - REMOVAL).
(5) Remove timing chain tensioner (Fig. 91).
INSTALLATION
NOTE: Carefully clean all mating surfaces with
appropriate solvents to assure that no grease or oil
is present during reassembly.
(1) Install timing chain tensioner with new gasket.
Tighten to 80N´m (59 lbs.ft.).(2) Install idler pulley and accessory drive belt
(Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE
BELTS - INSTALLATION).
(3) Install intake air duct.
(4) Reconnect negative battery cable.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHES.
(5) Start the engine and inspect for leaks.
Fig. 91 TIMING CHAIN TENSIONER
1 - TIMING CHAIN TENSIONER
2 - TIMING CHAIN TENSIONER SEAL
VAENGINE 9 - 81

OPERATION
Intake air is drawn through the air cleaner and
into the turbocharger compressor housing. Pressur-
ized air from the turbocharger then flows forward
through the charge air cooler located in front of the
radiator. From the charge air cooler the air flows
back into the intake manifold.
DIAGNOSIS AND TESTING - CHARGE AIR
COOLER SYSTEM - LEAKS
NOTE: Slight engine oil pooling in the charge air
inlet hose IS NOT premature turbocharger failure.
Slight pooling is the normal result of the breather
system. Test the air breather tube for normal oper-
ation by referring to the appropriate diagnostic
manual.
Low turbocharger boost pressure and low engine
performance can be caused by leaks in the charge air
cooler or it's plumbing. The following procedure out-
lines how to check for leaks in the charge air cooler
system.
(1) Loosen clamp and remove turbocharger to air
inlet duct rubber sleeve from turbocharger.
(2) Insert Special Tool 8442 Adapter into the rub-
ber sleeve. Tighten existing clamp to 8 N´m (72
in.lbs.).
CAUTION: Do not apply more than 138 kpa (20 psi)
air pressure to the charge air cooler system, sever
damage to the charge air cooler system may occur.
(3) Connect regulated air supply to air fitting on
Special Tool 8442 Adapter. Set air pressure to a Max-
imum of 138 kpa (20 psi).
(4) Using soapy water check the air inlet ducts,
rubber sleeves, charge air cooler and intake manifold
for leaks.
REMOVAL
(1) Remove front bumper.
(2) Remove headlamp assemblies.
(3) Remove front cross member together with front
grille.
(4) Remove left and right radiator trim (Fig. 3).
(5) Disconnect charge air hoses at charge air cooler
(Fig. 3).
(6) Disconnect power steering cooler loop from
charge air cooler (Fig. 3).
(7) Remove charge air cooler from radiator assem-
bly (Fig. 3).
CLEANING
CAUTION: Do not use caustic cleaners to clean the
charge air cooler. Damage to the charge air cooler
will result.
NOTE: If internal debris cannot be removed from
the cooler, the charge air cooler MUST be replaced.
(1) If the engine experiences a turbocharger failure
or any other situation where oil or debris get into the
charge air cooler, the charge air cooler must be
cleaned internally.
(2) Position the charge air cooler so the inlet and
outlet tubes are vertical.
(3) Flush the cooler internally with solvent in the
direction opposite of normal air flow.
(4) Shake the cooler and lightly tap on the end
tanks with a rubber mallet to dislodge trapped
debris.
(5) Continue flushing until all debris or oil are
removed.
(6) Rinse the cooler with hot soapy water to
remove any remaining solvent.
(7) Rinse thoroughly with clean water and blow
dry with compressed air.
Fig. 3 CHARGE AIR COOLER
1 - POWER STEERING COOLER LOOP
2 - CHARGE AIR HOSE
3 - CHARGE AIR COOLER HOSE
4 - CHARGE AIR COOLER
5 - LEFT RADIATOR TRIM PANEL
6 - RIGHT RADIATOR TRIM PANEL
VAEXHAUST SYSTEM 11 - 5

REMOVAL
REMOVAL
NOTE: Capture any fluid spillage and store in an
appropriately marked and suitable containers.
(1) Disconnect the negative battery cable.
(2) Remove the heat shield (Fig. 6).
(3) Separate the front exhaust pipe from the tur-
bocharger (Fig. 6)
(4) Separate the charge air and intake air hoses at
the turbocharger (Fig. 6).
(5) Remove the vacuum line from the turbocharger
vacuum unit (Fig. 6).
(6) Separate the oil supply at the cylinder head
and turbocharger (Fig. 6).
(7) Separate the oil return flow line at the turbo-
charger (Fig. 6).
(8) Remove the turbocharger support bracket (Fig.
6).
(9) Remove turbocharger from exhaust manifold
(Fig. 6).
Fig. 5 TURBOCHARGER VACUUM ROUTING
1 - ENGINE 5 - VACUUM SOLENOID
2 - BRAKE BOOSTER CHECK VALVE 6 - VACUUM RESERVOIR
3 - VACUUM PUMP 7 - ACCESSORY VACUUM JUNCTION
4 - TURBOCHARGER 8 - FILTER
VAEXHAUST SYSTEM 11 - 7

REMOVAL - VACUUM TRANSDUCER
(1) Disconnect the negative battery cable.
(2) Remove the air cleaner housing (Refer to 9 -
ENGINE/AIR INTAKE SYSTEM/AIR CLEANER
HOUSING - REMOVAL).
(3) Disconnect the electrical connector.
(4) Disconnect the vacuum hoses.
(5) Remove the vacuum transducer retaining bolts
and remove vacuum transducer.
INSTALLATION
INSTALLATION
(1) Clean all mating surfaces
(2) Install turbocharger to exhaust manifold.
Tighten bolts to 22 lbs. ft. (20 N´m) (Fig. 6).
NOTE: Slacken the bottom bolt of the turbocharger
support bracket to install bracket stress free.(3) Install turbocharger support bracket. Tighten
bolts to 177 lbs. in. (20 N´m) at engine and 22 lbs. ft.
(30 N´m) at turbocharger (Fig. 6).
(4) Replace gaskets and install oil return line at
turbocharger. Tighten bolt to 80 lbs. in. (9 N´m) (Fig.
6).
NOTE: Counterhold the connection at the turbo-
charger when tightening the oil supply line bolt.
(5) Replace gaskets and install oil supply line at
turbocharger. Tighten bolt to 160 lbs. in. (18 N´m)
(Fig. 6).
(6) Attach turbocharger vacuum line to vacuum
unit (Fig. 6).
(7) Attach air intake and charge air hoses (Fig. 6).
(8) Connect front exhaust pipe to turbocharger.
Tighten flange clamp to 22 lbs.ft. (30 N´m) (Fig. 6).
(9) Install heat shield (Fig. 6).
(10) Connect negative battery cable.
Fig. 6 TURBOCHARGER
1 - TURBOCHARGER 8 - OIL RETURN LINE
2 - OIL SUPPLY LINE 9 - GASKET
3 - O-RING 10 - VACUUM UNIT
4 - FRONT EXHAUST PIPE 11 - CHARGE AIR HOSE
5 - BRACKET 12 - CLAMP
6 - O-RING 13 - AIR INTAKE HOSE
7 - GASKET 14 - HEAT SHIELD
11 - 8 EXHAUST SYSTEMVA

(7) Connect a scan tool, select from Main Menu,
System Select, Engine, System Tests, Fuel Quantity
Test, Engine Cranking Test and follow the screen.
(8) After ten seconds, a maximum of 2.5 ml
(between2&3graduation lines) may be reached in
the inner vials. If the level has exceeded the 2.5 ml,
replace that affected cylinder's injector, clear the
memory using the scan tool, empty the test vials, and
retest.
RUNNING TEST
NOTE: If an injector is found to be out of specifica-
tion, repeat this test procedure after the injector
replacement. Hydraulic flow will take the path of
least resistance and multiple failures may be identi-
fied. Engine temperature must be above 80É C
(176ÉF) to perform the running test.
Perform this test with the engine at operating tem-
perature. This test will assist in determining a defec-
tive or internally leaking injector(s) is present by
measuring the amount of fuel return.
(1) Turn the ignition off.
(2) Remove the engine cover (Refer to 9 - ENGINE
- REMOVAL).
(3) Disconnect the fuel return hoses at the top of
the injectors.
(4) Pinch off the fuel return line at the banjo bolt
fitting of the fuel rail.
(5) Install the test vials onto the injectors and
secure with the return hose clips (Fig. 2).
(6) Connect a scan tool, select from Main Menu,
System Select, Engine, System Tests, Fuel Quantity
Test, Engine Running Test and follow the screen.
(7) After ten seconds, a maximum of five gradua-
tion lines (40 ml) of the large test vial may bereached. If the level has exceeded the five graduation
line, replace that affected cylinder's injector, clear the
memory using the scan tool, empty the test vials, and
retest.
STANDARD PROCEDURE
STANDARD PROCEDURES - CLEANING FUEL
SYSTEM COMPONENTS
CAUTION: Cleanliness cannot be overemphasized
when handling or replacing diesel fuel system com-
ponents. This especially includes the fuel injectors,
high-pressure fuel lines, fuel rail, and fuel injection
pump. Very tight tolerances are used with these
parts. Dirt contamination could cause rapid part
wear and possible plugging of fuel injector nozzle
tip holes. This in turn could lead to possible engine
misfire. Always wash/clean any fuel system compo-
nent thoroughly before disassembly and then air
dry. DO NOT wire brush injector nozzles when
cleaning. Cap or cover any open part after disas-
sembly. Before assembly, examine each part for
dirt, grease or other contaminants and clean if nec-
essary. When installing new parts, lubricate them
with clean engine oil or clean diesel fuel only.
STANDARD PROCEDURES - DRAINING WATER
FROM FUEL FILTER
Connect a hose to the Water in Fuel (WIF) drain
and place it in a clearly marked and suitable con-
tainer. Open the WIF drain by turning counterclock-
wise (Fig. 3). Turn the ignition key on for 20 seconds
(Refer to low pressure fuel pump operation). Repeat
the procedure until all water is removed, close the
drain and remove the hose.
Fig. 2 Special Tool # 9545
1 - SPECIAL TOOL #9545
VAFUEL SYSTEM 14 - 3

Switching Off Main Injection
Main injection is switched off when:
²Engine speed is too high >4700 - 4800 rpm
²Main injection quantity too low
²Low fuel pressure in fuel rail
²Engine off
²External quantity control
²Deceleration mode
Calculating Main Injection
The quantity of main injection is calculated by:
²Engine speed
²Atmospheric pressure
²Coolant temperature
²Boost air temperature
²Fuel rail pressure
²Boost pressure
Period of Actuation
For calculating the period of actuation of the main
injection it is necessary to know whether a pre-injec-
tion has occurred or not.
The coolant temperature, charge air temperature
and the atmospheric pressure are used for correcting
the main injection quantity. If main injection quan-
tity is less than a minimum quantity which is depen-
dent on fuel rail pressure, no preinjection takes
place. In this case, only main injection is performed.
If the quantity is then still below the minimum
quantity, neither main injection or pre-injection takes
place (deceleration mode).
Deceleration Mode
The purpose of the deceleration mode is to inter-
rupt the operation of the injectors. The ECM deter-
mines the accelerator pedal position from a supplied
signal and it determines the engine speed by the
crank sensor. In the overrun and with the engine
speed above 1600, with the accelerator pedal no
pressed, the injectors are no longer actuated and the
fuel rail pressure is lowered by the pressure regula-
tor valve.
Full Load Injected Quantity
The purpose of the full load injected quantity is to
minimize the formation of smoke. The ECM limits
the fuel rail pressure when the engine is operating at
full load by way of the quantity control valve, and
quantity of fuel injected by the injectors. this mini-
mizes the formation of smoke when accelerating and
driving at constant speeds. If a fault occurs at the
boost pressure control, full load injected quantity is
reduced.
Limiting Maximum Engine Speed
The ECM determines the engine speed based on
the signal supplied by the crankshaft sensor and lim-its this by interrupting the operation of the fuel
injectors.
Fuel Quantity Control
The fuel quantity is controlled separately for each
cylinder by the ECM inline with the firing order.The
ECM detects the operating state which exists at the
engine by means of the sensors. In order adapt the
quantity injected, either the fuel rail pressure can be
adjusted by the fuel solenoid and quantity control
valve or the actuation time of the solenoid valves in
the injectors
Boiling Protection
In order to protect against thermal overload and
along with criteria programmed in the ECM, the
injection quantity is reduced as a function of the cool-
ant temperature and vehicle speed. If the coolant
temperature sensor fails the oil temperature signal
from the oil sensor is used as a suitable value.
Fuel Tank Protection
The fuel rail pressure is lowered in order to protect
the fuel tank from overheating. The fuel temperature
sensor measures the temperature of the fuel being
supplied from the tank, in the high pressure flange.
If the fuel is too warm the fuel rail pressure is fur-
ther reduced by the quantity control valve.
STANDARD PROCEDURE
STANDARD PROCEDURE - DRAINING FUEL
TANK - DIESEL
(1) Position a drain hose into the fuel fill opening.
(2) Drain fuel tank using an approved diesel fuel
draining station.
FUEL CONTAMINATION
If a diesel engine's fuel supply has been contami-
nated with gasoline, the following procedure must be
followed:
(1) Remove all fuel from the fuel tank. (Refer to 14
- FUEL SYSTEM/FUEL DELIVERY - STANDARD
PROCEDURE-DRAINING FUEL TANK) Use an
appropriate fuel container. Dispose of the contami-
nated fuel using the proper procedures.
CAUTION: Dispose of petroleum based products in
a manner consistent with all applicable Local, State,
Federal, and Provincial regulations.
(2) Remove and clean fuel tank. (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY/FUEL TANK -
REMOVAL)
(3) Install the fuel tank. (Refer to 14 - FUEL SYS-
TEM/FUEL DELIVERY/FUEL TANK - INSTALLA-
TION)
14 - 8 FUEL DELIVERYVA

INSTALLATION
(1) Install the sealing ring onto the sensor and
screw the fuel pressure sensor into the fuel rail.
(2) Tighten the senor to 60 N´m (44 ft. lbs.), back
it off 90 degrees and retighten to 80 N´m (59 ft. lbs.)
(Fig. 4).
(3) Connect the sensor wiring harness connector.
CAUTION: Care must be taken when installing the
engine cover. Assure the proper routing of the fuel
injector return fuel hose to the banjo bolt fitting in
the left rear corner of the cover. Failure to do so
may pinch or damage the hose causing fuel leakage
or a driveability concern.
(4) (Refer to 14 - FUEL SYSTEM - WARNING).
Start engine, allow to run for a few minutes, turn the
engine off and inspect for leaks.
FUEL PUMP
DESCRIPTION
DESCRIPTION - HIGH PRESSURE PUMP
WARNING: (Refer to 14 - FUEL SYSTEM - WARN-
ING)
The high pressure pump is a fuel regulated radial
piston pump with three pistons arranged at an angle
of 120É. The regulation being carried out by the fuel
quantity valve. The high pressure pump is driven at
about 1.3 times the speed of the camshaft. Specific
moving parts inside the pump are graphite coated to
assist with the lubrication process during operation.
The high pressure pump is mounted to the front of
the cylinder head and must be replaced as an assem-
bly should a failure occur (Fig. 5).
DESCRIPTION - LOW PRESSURE PUMP
The electric fuel pump is located in the fuel tank.
The pump draws warm or hot fuel from the fuel tank
module bowl and also draws cool fuel out of the tank.
The cool fuel is drawn in and is mixed with the fuel
already in the bowl in a 50±50 mix ratio. Refer to
fuel pump module for servicing (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL TANK MODULE
- REMOVAL).
OPERATION
OPERATION
LOW PRESSURE SIDE
The fuel supplied by the low pressure pump flows
through the fuel supply (5) at the high pressure
pump and is passed to the fuel quantity valve (11)
and the fuel pressure relief valve (9). Any air
entrained by the fuel is directed through the restric-
tor (10) through the bleed port (7) to the return flow
(6). The quantity control valve (11) controls the
amount of fuel that flows along the ring passage (4)
through the supply ports to the three high pressure
pump elements. To lubricate the plunger and barrel
assemblies when the quantity control valve is closed
Fig. 5 HIGH PRESSURE FUEL PUMP
1 - HIGH PRESSURE PUMP
2 - FUEL SUPPY TO FUEL RAIL
3 - FUEL SUPPLY LINE
4 - FUEL RETURN LINE
5 - FUEL TEMPERATURE SENSOR
6 - FUEL QUANTITY CONTROL VALVE
7 - OIL LEVEL INDICATOR
8 - VACUUM PUMP
VAFUEL DELIVERY 14 - 13

FUEL QUANTITY CONTROL
VA LV E
DESCRIPTION
The fuel quantity control valve mounts to front of
the high pressure pump and is controlled by the
ECM. The quantity control valve assists in maintain-
ing proper fuel quantity injected under all operating
conditions. Fuel tank heat protection is also provided
by the quantity control valve. The valve meters the
exact amount of fuel to prevent excess heated fuel
from returning to the tank.
OPERATION
The ECM monitors the fuel system and measures
for pressure vibrations. The ECM will then send a
pulse width signal to the quantity control valve to
regulate the amount of fuel to the high pressure
pump plunger and barrel assemblies. The valve then
adjusts the injection correction quantity for each
individual cylinder in line with the firing order, there
by eliminating the pressure resonance in the fuel rail
and improving each independent injectors operation.
The fuel quantity valve also interrupts the fuel sup-
ply to the high pressure pump plunger and barrel
assemblies when the engine is switched off.
The ECM detects the operating state which exists
at the engine by means of the sensors. In order to
adapt the quantity injected, either the rail pressure
can be adjusted by way of the pressure regulator
valve and the quantity control valve, or the actuationtime of the solenoid valves in the fuel injectors can
be extended or shortened.
Fuel quantity control is performed under the fol-
lowing operating conditions:
²Approximately 30 seconds after the engine has
started
²Fuel temperature > 20ÉC (68ÉF)
²Engine not in deceleration mode
REMOVAL
(1) Disconnect the negative battery cable.
(2) Disconnect the control valve wiring harness
connector (Fig. 18).
(3) Remove the valve fasteners and remove the
control valve (Fig. 18).
INSTALLATION
(1) Clean sealing surfaces.
(2) Install new seal on sensor.
(3) Position the control valve on to the high pres-
sure pump and install fasteners (Fig. 19).
(4) Connect wiring harness connector to control
valve (Fig. 19).
(5) Connect negative battery cable.
(6) Start the engine, allow to run, turn engine off
and inspect for leaks (Refer to 14 - FUEL SYSTEM/
FUEL INJECTION - WARNING).
Fig. 17 ALIGN PUMP MODULE
1 - LOCKNUT
2 - ALIGNMENT ARROW (POSITION TOWARDS RIGHT SIDE OF
VEHICLE)
Fig. 18 HIGH PRESSURE FUEL PUMP
1 - HIGH PRESSURE PUMP
2 - FUEL SUPPY TO FUEL RAIL
3 - FUEL SUPPLY LINE
4 - FUEL RETURN LINE
5 - FUEL TEMPERATURE SENSOR
6 - FUEL QUANTITY CONTROL VALVE
7 - OIL LEVEL INDICATOR
8 - VACUUM PUMP
VAFUEL DELIVERY 14 - 21

(5) Tighten fuel rail bolts to 14 N´m (124 in. lbs.)
(Fig. 19)
CAUTION: When tightening fuel injection line union
nuts, counter hold with a wrench at the thread con-
nection. ON NO ACCOUNT exceed the tightening
torque at any time.
(6) Tighten the pressure line to the fuel rail to 20
N´m (177 in. lbs.).
(7) Tighten the high pressure fuel lines at the fuel
rail to 22 N´m (195 in. lbs.).
(8) Reconnect engine harness electrical connectors.
(9) Connect the intake manifold air inlet duct.
(10) Connect negative battery cable.
CAUTION: Care must be taken when installing the
engine cover. Assure the proper routing of the fuel
injector return fuel hose to the banjo bolt fitting in
the left rear corner of the cover. Failure to do so
may pinch or damage the hose causing fuel leakage
or a driveability concern.
WARNING: USE EXTREME CAUTION WHEN THE
ENGINE IS OPERATING. DO NOT STAND IN A
DIRECT LINE WITH FAN. DO NOT PUT YOUR
HANDS NEAR PULLEYS, BELTS OR FAN. DO NOT
WEAR LOOSE CLOTHING.
(11) Start engine, run for a few minutes, turn the
engine off and inspect for leaks (Refer to 14 - FUEL
SYSTEM - WARNING).
FUEL TANK
DESCRIPTION
The plastic fuel tank (Fig. 20) is mounted to the
frame rails under the left/center side of the vehicle.
The fuel tank contains a serviceable fuel pump mod-
ule with an electric fuel pump, and a fuel level send-
ing unit. The tank is also equipped with 2 fuel lines:
a fuel supply line to the fuel pump, and a separate
fuel return line.
Fuel Temperature Control:A section of the fuel
return line is coiled at the rear section of the tank
(Fig. 21). This coiled section is used to help drop the
temperature of fuel returning to the tank. A thermo-
stat (preheating valve) (3) (Fig. 21) is used to keep
fuel temperature below 167 degrees F. If fuel temper-
ature is above 167 degrees F, fuel passes first
through the coiled cooler lines, and then into the fuel
tank. If fuel temperature is below 150 degrees F, fuel
bypasses the coiled cooler lines, and is returned
directly into the fuel tank.
An electric fuel pump (more commonly referred to
in diesel applications as a fuel transfer pump or fuel
lift pump) is attached to the fuel pump module. Thismodule (Fig. 22) is located in the fuel tank. Refer to
Fuel Pump Module for additional information.
VAFUEL DELIVERY 14 - 23