ECO mode MERCEDES-BENZ SPRINTER 2006 User Guide

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Symptom:
P1610-ENGINE CONTROL RELAY SHUTS OFF TOO EARLY
When Monitored and Set Condition:
P1610-ENGINE CONTROL RELAY SHUTS OFF TOO EARLY
When Monitored: During after-run.
Set Condition: The internal ECM timer determines that the Engine Control Relay has
shut off before the AFTER-RUN mode of operation has been completed.
POSSIBLE CAUSES
CHECK FOR OTHER DTCS
INTERMITTENT CONDITION
SUBSTITUTE ENGINE CONTROL RELAY
ENGINE CONTROL RELAY CONTROL CIRCUIT OPEN INTERMITTENTLY
ENGINE CONTROL MODULE
TEST ACTION APPLICABILITY
1 Turn the ignition on.
With the DRB, check for additional DTCs.
Are other DTCs present?All
Ye s!Refer to the Symptom List for diagnosis of the other DTCs before
continuing.
Perform ROAD TEST VERIFICATION - VER-2.
No!Go To 2
2NOTE: If the ECM detects and stores a DTC, the ECM also stores the
engine/vehicle operating conditions under which the DTC was set. Some of
these conditions are displayed on the DRB at the same time the DTC is
displayed.
NOTE: Before erasing stored DTCs, record these conditions. Attempting to
duplicate these conditions may assist when checking for an active DTC.
Turn the ignition on.
With the DRB, erase ECM DTCs.
Perform several ignition key cycles, pausing for at least 10 seconds between each
cycle.
Turn the ignition on.
With the DRB, read ECM DTCs.
Did this DTC set again?All
Ye s!Go To 3
No!Go To 5
89
DRIVEABILITY - DIESEL

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Diagnostic ProcedureBook No.Page
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INTRODUCTION
TABLE OF CONTENTS
page page
VEHICLE IDENTIFICATION NUMBER
DESCRIPTION..........................1
INTERNATIONAL SYMBOLS
DESCRIPTION..........................2
FASTENER IDENTIFICATION
DESCRIPTION..........................3
FASTENER USAGE
DESCRIPTION - FASTENER USAGE.........6THREADED HOLE REPAIR
DESCRIPTION - THREADED HOLE REPAIR....6
METRIC SYSTEM
DESCRIPTION..........................6
TORQUE REFERENCES
DESCRIPTION..........................9
VEHICLE IDENTIFICATION
NUMBER
DESCRIPTION
The Vehicle Identification Number (VIN) plate is
located on the lower windshield fence next to the left
a-pillar. The VIN contains 17 characters that provide
data concerning the vehicle. Refer to the VIN
DECODING INFORMATION table to determine the
identification of a vehicle.To protect the consumer from theft and possible
fraud the manufacturer is required to include a
Check Digit at the ninth position of the Vehicle Iden-
tification Number. The check digit is used by the
manufacturer and government agencies to verify the
authenticity of the vehicle and official documenta-
tion. The formula to use the check digit is not
released to the general public.
VIN DECODING INFORMATION
POSITION INTERPRETATION CODE = DESCRIPTION
1,2&3 World Manufacturer CodeWDX = Incomplete vehicle / Dodge
WD1 = Incomplete vehicle / Dodge
WD0 = Truck / Dodge
WD2 = Truck / Dodge
WD5 = Multi-purpose passenger vehicle / Dodge
WD8 = Multi-purpose passenger vehicle / Dodge
WDW = Bus / Dodge
WDP = Incomplete vehicle / Freightliner
WDY = Truck / Freightliner
WDR = Multi-purpose passenger vehicle / Freightliner
WD3 = Truck / Mercedes-Benz
WD4 = Multi-purpose vehicle / Mercedes-Benz
WD9 = Incomplete vehicle / Mercedes-Benz
4 ModelB = All 4x2 vehicle types / Canada
P = All 4x2 vehicle types / USA
X = 4x2 Chassis-cab
Y = 4x2 Truck
W = 4x2 Multi-purpose passenger vehicle
VAINTRODUCTION 1

INSTALLATION
(1) Install the master cylinder to the brake booster
(Fig. 20). Tighten to 28 N´m (248 in. lbs.).
(2) Install the brake lines (Fig. 20). Tighten to 14
N´m (124 in. lbs.).
(3) Install the fluid reservoir (Fig. 20) (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/FLUID RES-
ERVOIR - INSTALLATION).
(4) Bleed the brake system.
(5) Check the brake system for any leaks.
PEDAL
REMOVAL
(1) Remove the master cylinder (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/MASTER
CYLINDER - REMOVAL).
(2) Remove the retainer and pin for the master
cylinder push rod (Fig. 22).
(3) Remove the retainer and pin for the brake
pedal pivot bolt (Fig. 22).
(4) Unhook the spring and remove the brake pedal
(Fig. 22).
(5) Disconnect the plug connector on the stop lamp
switch (Fig. 22).
(6) Remove the bolts and remove the pedal bearing
bracket (Fig. 22).
INSTALLATION
(1) Install the bolts for the pedal bearing bracket
(Fig. 22). Tighten to 23 N´m (204 in. lbs.)
(2) Reconnect the plug connector for the stop lamp
switch (Fig. 22).
(3) Install the brake pedal and hook the spring
(Fig. 22).
(4) Install the retainer and pin for the brake pedal
(Fig. 22).
(5) Install the retainer and pin for the master cyl-
inder push rod (Fig. 22).
(6) Install the master cylinder (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/MASTER
CYLINDER - INSTALLATION).
POWER BRAKE BOOSTER
DESCRIPTION
All models use a tandem diaphragm, power brake
booster.
NOTE: The power brake booster is not a repairable
component. The booster must be replaced as an
assembly if diagnosis indicates a malfunction has
occurred.
OPERATION
The booster unit consists of a single housing
divided into two by a tandem diaphragm. The outer
Fig. 21 MASTER CYLINDER (DRW)
1 - POWER BRAKE BOOSTER
2 - RESERVOIR
3 - BRAKE LINES
4 - PRESSURE PORTS
5 - MASTER CYLINDER
Fig. 22 BRAKE PEDAL
1 - MOUNTING BOLT
2 - PEDAL BEARING BRACKET
3 - STOP LAMP SWITCH
4 - CLIP
5 - PIVOT BOLT
6 - RETURN SPRING
7 - PEDAL
8 - PUSH ROD BOLT
9 - PUSH ROD
10 - CLIP
11 - BOLT
12 - WASHER
VABRAKES - BASE 5 - 19

COOLING
TABLE OF CONTENTS
page page
COOLING
OPERATION - COOLING SYSTEM...........1
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS.............................1COOLING SYSTEM.....................2
ACCESSORY DRIVE.......................5
ENGINE.................................9
COOLING
OPERATION - COOLING SYSTEM
The cooling system regulates engine operating tem-
perature. It allows the engine to reach normal oper-
ating temperature as quickly as possible. It also
maintains normal operating temperature and pre-
vents overheating.
The cooling system also provides a means of heat-
ing the passenger compartment and cooling the auto-
matic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS
ENGINE COOLING SYSTEM OVERHEATING
Establish what driving conditions caused the com-
plaint. Abnormal loads on the cooling system such as
the following may be the cause:
²PROLONGED IDLE
²VERY HIGH AMBIENT TEMPERATURE
²SLIGHT TAIL WIND AT IDLE
²SLOW TRAFFIC
²TRAFFIC JAMS
²HIGH SPEED OR STEEP GRADES
Driving techniques that avoid overheating are:
²Idle with A/C off when temperature gauge is at
end of normal range.²Increasing engine speed for more air flow is rec-
ommended.
TRAILER TOWING:
Consult Trailer Towing section of owners manual.
Do not exceed limits.
AIR CONDITIONING; ADD - ON OR AFTER MARKET:
A maximum cooling package should have been
ordered with vehicle if add-on or after market A/C is
installed. If not, maximum cooling system compo-
nents should be installed for model involved per
manufacturer's specifications.
RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been per-
formed on vehicle that may effect cooling system.
This may be:
²Engine adjustments (incorrect timing)
²Slipping engine accessory drive belt(s)
²Brakes (possibly dragging)
²Changed parts. Incorrect water pump or pump
rotating in wrong direction due to belt not correctly
routed
²Reconditioned radiator or cooling system refill-
ing (possibly under filled or air trapped in system).
NOTE: If investigation reveals none of the previous
items as a cause for an engine overheating com-
plaint, (Refer to 7 - COOLING - DIAGNOSIS AND
TESTING)
VACOOLING 7 - 1

(1) Disconnect the negative battery cable.
(2) Drain the cooling system.
(3) Record the location and snip the wire ties.
(4) Unscrew the engine block heater from the core
plug hole and remove (Fig. 6).
INSTALLATION
(1) Screw the block heater into the core hole (Fig.
6).
(2) Route the heater wiring harness away from
and interference and secure with wiring tie straps.
(3) Refill the cooling system.
(4) Connect the negative battery cable.
(5) Start the engine and inspect for leaks.
ENGINE COOLANT TEMP SEN-
SOR
DESCRIPTION
The ECM determines the operating temperature of
the engine by using the signal from the coolant tem-
perature sensor. The coolant temperature sensor has
a negative temperature coefficient (NTC) resistor
contained in the plastic housing. NTC means; the
higher the temperature, then the lower the resis-
tance. The ECM also uses the coolant temperature
sensor signal to calculate glow plug relay triggering.
If the coolant temperature sensor fails during opera-
tion, the ECM will switch on the cooling fan to pre-
vent engine overheating (A/C models only).
REMOVAL
WARNING: Risk of injury to skin and eyes from
scalding with hot coolant. Risk of poisoning from
swallowing coolant. Do not open cooling system
unless coolant temperature is below 90ÉC. Open
cap slowly to release pressure. Store coolant in
suitable and appropriately marked container. Wear
protective gloves, clothes and eye wear.
(1) Disconnect negative battery cable.
(2) Remove engine cover (Refer to 9 - ENGINE -
REMOVAL).
(3) Partailly drain coolant system (Refer to 7 -
COOLING/ENGINE/COOLANT - STANDARD PRO-
CEDURE).
(4) Unplug coolant temperature sensor electrical
connector.
NOTE: Capture any residual coolant that may flow.
(5) Remove coolant temperature sensor (Fig. 7).
INSTALLATION
WARNING: Risk of injury to skin and eyes from
scalding with hot coolant. Risk of poisoning from
swallowing coolant. Do not open cooling system
unless coolant temperature is below 90ÉC (194ÉF).
Open cap slowly to release pressure. store coolant
in suitable and appropriately marked container.
Wear protective gloves, clothes and eye wear.
(1) Position and install coolant temperature sensor
(Fig. 7).
(2) Connect coolant temperature sensor electrical
connector (Fig. 7).
Fig. 6 ENGINE BLOCK HEATER
1 - ENGINE BLOCK HEATER
2 - CORE PLUG
3 - ENGINE MOUNT
4 - WIRING TIE STRAPS
Fig. 7 ENGINE COOLANT TEMPERATURE SENSOR
1 - RETAINING CLAMP
2 - ENGINE COOLANT TEMPERATURE SENSOR
VAENGINE 7 - 15

ELECTRONIC CONTROL MODULES
TABLE OF CONTENTS
page page
CENTRAL TIMER MODULE
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING - CENTRAL TIMER
MODULE.............................2
REMOVAL.............................2
INSTALLATION..........................3
CONTROLLER ANTILOCK BRAKE
DESCRIPTION..........................3
REMOVAL.............................3INSTALLATION..........................3
ENGINE CONTROL MODULE
DESCRIPTION..........................3
REMOVAL.............................6
INSTALLATION..........................6
TRANSMISSION CONTROL MODULE
DESCRIPTION..........................6
OPERATION............................7
STANDARD PROCEDURE - TCM ADAPTATION . 10
CENTRAL TIMER MODULE
DESCRIPTION
The central timer module (CTM) is located beneath
the driver seat. The CTM uses information carried on
the programmable communications interface (PCI)
data bus network along with many hard wired inputs
to monitor many sensor and switch inputs. In
response to those inputs, the circuitry and program-
ming of the CTM allow it to supply the vehicle occu-
pants with audible and visual information, and to
control and integrate many functions and features of
the vehicle through both hard wired outputs and the
transmission of message outputs to other modules in
the vehicle over the PCI data bus.
The features that the CTM supports or controls
include the following:
²Central Locking- The CTM on vehicles
equipped with the optional Vehicle Theft Security
System (VTSS) includes a central locking/unlocking
feature.
²Enhanced Accident Response- The CTM pro-
vides an optional enhanced accident response fea-
ture. This is a programmable feature.
²Panic Mode- The CTM provides support for
the optional RKE system panic mode including horn,
headlamp, and park lamp flash features.
²Power Lock Control- The CTM provides the
optional power lock system features, including sup-
port for the automatic door lock and door lock inhibit
modes.
²Programmable Features- The CTM provides
support for certain programmable features.
²Remote Keyless Entry- The CTM provides
the optional Remote Keyless Entry (RKE) system fea-
tures, including support for the RKE Lock (with
optional horn and park lamps flash), Unlock (with
park lamps flash, driver-door-only unlock, andunlock-all-doors), Panic, and illuminated entry
modes, as well as the ability to be programmed to
recognize up to four RKE transmitters. The RKE
horn, driver-door-only unlock, and unlock-all-doors
features are programmable.
²Vehicle Theft Security System- The CTM
provides control of the optional Vehicle Theft Secu-
rity System (VTSS) features, including support for
the central locking/unlocking mode and control of the
Security indicator in the instrument cluster.
Hard wired circuitry connects the CTM to the elec-
trical system of the vehicle. Refer to the appropriate
wiring information.
Many of the features in the vehicle controlled or
supported by the CTM are programmable using the
DRBIIItscan tool. However, if any of the CTM hard-
ware components are damaged or faulty, the entire
CTM unit must be replaced. The hard wired inputs
or outputs of all CTM versions can be diagnosed
using conventional diagnostic tools and methods;
however, for diagnosis of the CTM or the PCI data
bus, the use of a DRBIIItscan tool is required. Refer
to the appropriate diagnostic information.
OPERATION
The central timer module (CTM) monitors many
hard wired switch and sensor inputs as well as those
resources it shares with other modules in the vehicle
through its communication over the programmable
communications interface (PCI) data bus network.
The internal programming and all of these inputs
allow the CTM to determine the tasks it needs to
perform and their priorities, as well as both the stan-
dard and optional features that it should provide.
The CTM then performs those tasks and provides
those features through both PCI data bus communi-
cation with other modules and hard wired outputs
through a number of driver circuits, relays, and
VAELECTRONIC CONTROL MODULES 8E - 1

INSTALLATION
(1) Position the central timer module in the vehicle
(2) Connect the wire harness connectors to the
central timer module.
(3) Install the screws that secure the central timer
module. Tighten the screws securely.
(4) Route the seat belt latch wire lead through the
hole in the closeout panel and position the panel
beneath the driver seat cushion
(5) Install the screws that secure the closeout
panel beneath the driver seat cushion. Tighten the
screws securely.
(6) Connect the wire harness connector to the seat
belt latch connector.
(7) Slide the driver seat to back to its original posi-
tion.
(8) Reconnect the negative battery cable.
CONTROLLER ANTILOCK
BRAKE
DESCRIPTION
The Controler Antilock Brake (CAB) is mounted to
the Hydraulic Control Unit (HCU) and operates the
ABS system.
REMOVAL
(1) Remove the negative battery cable from the
battery.
(2) Pull up on the CAB harness connector release
and remove connector.
(3) Remove the CAB mounting bolts.
(4) Remove the CAB from the HCU.
INSTALLATION
(1) Install CAB to the HCU.
(2) Install mounting bolts. Tighten to 2 N´m (16 in.
lbs.).
(3) Install the wiring harness connector to the
CAB and push down on the release to secure the con-
nector.
(4) Install negative battery cable to the battery.
ENGINE CONTROL MODULE
DESCRIPTION
The electronic control module (ECM) is mounted to
the left lower dash panel and consists of an electronic
printed circuit board which is designed as a milliliter
board assembly fitted on both sides. The routing of
the wiring harness connector at the ECM connector
are split into interfering cables and sensitive cables
in order to achieve improved electromagnetic compat-
ibility. The smaller wiring harness connector is used
for the vehicle wiring harness and the larger harness
is used for the engine wiring harness. The ECM
stores engine specific data, monitors the connected
sensor and analyzes their measurement (Fig. 2).
Its task consists in controlling the following sys-
tems in line with the analysis of the input signals:
²Fuel Supply System
²Injected Quantity Control
²Emission Control System
²Charge Pressure Control
²Cruise Control
²A/C Compressor Shut-Off
²Pre-Heating Output Relay for the Glow Plugs
²Vehicle Theft
²Air Bag
²Monitors inputs/outputs, checks plausibility and
stores faults
²Share information with other control modules
²Diagnosis
If a sensor should fail, provided the fault is not
serious, the ECM will continue to operate the engine
in Limp-Home Mode (emergency mode) using a
default value for the missing signal. The ECM
ensures that, continuing to operate the engine will
not cause damage or effect safety, otherwise a Engine
shut-off process will be carried out (Fig. 3).Fig. 1 Central Timer Module
1 - DRIVER SEAT
2 - WIRE HARNESS CONNECTOR
3 - SCREW (2)
4 - CLOSEOUT PANEL
5 - CENTRAL TIMER MODULE
6 - WIRE HARNESS CONNECTOR (2)
7 - SCREW (2)
VAELECTRONIC CONTROL MODULES 8E - 3

²Position of selector lever.
²Selected shift range.
²CAN signals.
²Engine Status.
Engine speed limits may be reached in all gears
with full throttle or in kick-down operation. In for-
ward driving, the shift range of the forward gears
can be adjusted by the operator by tipping the selec-
tor lever to the left or right (AutoStick). However, the
TCM features a downshift inhibitor to prevent the
engine from overspeeding.
OPERATION
The transmission control module (TCM) deter-
mines the current operating conditions of the vehicle
and controls the shifting process for shift comfort and
driving situations. It receives this operating data
from sensors and broadcast messages from other
modules.
The TCM uses inputs from several sensors that are
directly hardwired to the controller and it uses sev-
eral indirect inputs that are used to control shifts.
This information is used to actuate the proper sole-
noids in the valve body to achieve the desired gear.
The shift lever assembly (SLA) has several items
that are monitored by the TCM to calculate shift
lever position. The reverse light switch, an integral
part of the SLA, controls the reverse light relay con-
trol circuit. The Brake/Transmission Shift Interlock
(BTSI) solenoid and the park lockout solenoid (also
part of the SLA) are controlled by the TCM.
The ECM and ABS broadcast messages over the
controller area network (CAN C) bus for use by the
TCM. The TCM uses this information, with other
inputs, to determine the transmission operating con-
ditions.
The TCM:
²determines the momentary operating conditions
of the vehicle.
²controls all shift processes.
²considers shift comfort and the driving situation.
The TCM controls the solenoid valves for modulat-
ing shift pressures and gear changes. Relative to the
torque being transmitted, the required pressures are
calculated from load conditions, engine rpm, vehicle
speed, and ATF temperature.
The following functions are contained in the TCM:
²Shift Program
²Downshift Safety
²Torque Converter Lock-Up Clutch.
²Adaptation.
This transmission does not have a TCM relay.
Power is supplied to the SLA and the TCM directly
from the ignition.
The TCM continuously checks for electrical prob-
lems, mechanical problems, and some hydraulic prob-
lems. When a problem is sensed, the TCM stores a
diagnostic trouble code (DTC). Some of these codescause the transmission to go into ªLimp-Inº or
ªdefaultº mode. Some DTCs cause permanent
Limp-In and others cause temporary Limp-In. The
NAG1 defaults in the current gear position if a DTC
is detected, then after a key cycle the transmission
will go into Limp-in, which is mechanical 2nd gear.
Some DTCs may allow the transmission to resume
normal operation (recover) if the detected problem
goes away. A permanent Limp-In DTC will recover
when the key is cycled, but if the same DTC is
detected for three key cycles the system will not
recover and the DTC must be cleared from the TCM
with the DRBIIItscan tool.
TCM SIGNALS
The TCM registers one part of the input signals by
direct inputs, the other part by CAN C bus. In addi-
tion to the direct control of the actuators, the TCM
sends various output signals by CAN C bus to other
control modules.
Selector Lever Position
The TCM monitors the SLA for all shift lever posi-
tions via the CAN bus.
ATF Temperature Sensor
The ATF temperature sensor is a positive temper-
ature co-efficient (PTC) thermistor. It measures the
temperature of the transmission fluid and is a direct
input signal for the TCM. The temperature of the
ATF has an influence on the shifttime and resulting
shift quality. As the temperature rises, resistance
rises, and therefore, the probing voltage is decreas-
ing. Because of its registration, the shifting process
can be optimized in all temperature ranges.
The ATF temperature sensor is wired in series
with the park/neutral contact. The temperature sig-
nal is transmitted to the TCM only when the reed
contact of the park/neutral contact is closed because
the TCM only reads ATF temperature while in any
forward gear, or REVERSE. When the transmission
is in PARK or NEUTRAL, the TCM will substitute
the engine temperature for the ATF temperature.
Starter Interlock
The TCM monitors a contact switch wired in series
with the transmission temperature sensor to deter-
mine PARK and NEUTRAL positions. The contact
switch is open in PARK and NEUTRAL. The TCM
senses transmission temperature as high (switch
supply voltage), confirming switch status as open.
The TCM then broadcasts a message over CAN bus
to confirm switch status. The PCM receives this
information and allows operation of the starter cir-
cuit.
VAELECTRONIC CONTROL MODULES 8E - 7