oil type MERCEDES-BENZ SPRINTER 2006 User Guide

SPECIAL TOOLS
GENERATOR
DESCRIPTION
The generator is belt-driven by the engine using a
serpentine-type drive belt. It is serviced only as a
complete assembly. If the generator fails for any rea-
son, the entire assembly must be replaced.
On certain engines, the decoupler pulley may be
replaced separately.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The stator winding connections deliver the induced
AC current to 3 positive and 3 negative diodes for
rectification. From the diodes, rectified DC current isdelivered to the vehicle electrical system through the
generator battery terminal.
Although the generators appear the same exter-
nally, different generators with different output rat-
ings are used on this vehicle. Be certain that the
replacement generator has the same output rating
and part number as the original unit. Refer to Spec-
ifications and see Generator Ratings for amperage
ratings and part numbers.
Noise emitting from the generator may be caused
by: worn, loose or defective bearings; a loose or defec-
tive drive pulley (decoupler pulley); incorrect, worn,
damaged or misadjusted fan drive belt; loose mount-
ing bolts; a misaligned drive pulley or a defective sta-
tor or diode.
An instrument panel mounted, battery charge indi-
cator lamp is used. When the key is in the on posi-
tion, the lamp will be illuminated. This is done as a
bulb check. If this lamp remains illuminated while
the engine is running, a Diagnostic Trouble Code
(DTC) has been detected for the charging system.
REMOVAL
CAUTION: DISCONNECT NEGATIVE CABLE FROM
BATTERY BEFORE REMOVING BATTERY OUTPUT
WIRE FROM GENERATOR. FAILURE TO DO SO
CAN RESULT IN INJURY.
CAUTION: Never force a belt over a pulley rim
using a screwdriver. The synthetic fiber of the belt
can be damaged.
CAUTION: When installing a serpentine accessory
drive belt, the belt MUST be routed correctly. The
water pump will be rotating in the wrong direction if
the belt is installed incorrectly, causing the engine
to overheat. Refer to belt routing label in engine
compartment, or refer to Belt Schematics in Cooling
System.
(1) Disconnect and isolate negative battery cable.
(2) Remove generator drive belt. Refer to Cooling
System for procedure.
(3) Raise and support vehicle.
(4) Remove protective plastic cover from B+ stud
at top of generator.
(5) Remove nut securing battery output cable to
B+ terminal at top of generator.
(6) Unplug field terminal connector at rear of gen-
erator.
(7) Remove 4 generator mounting bolts (Torx-style
#12 bit) (Fig. 1).
(8) Remove generator from lower side of vehicle.
GENERATOR DECOUPLER TOOL #8433
GENERATOR DECOUPLER TOOL #8823
8F - 18 CHARGING SYSTEMVA

STARTING SYSTEM
TABLE OF CONTENTS
page page
STARTING SYSTEM
DESCRIPTION.........................28
OPERATION...........................28
DIAGNOSIS AND TESTING - STARTING
SYSTEM............................29
SPECIFICATIONS
TORQUE - STARTER - DIESEL...........33
SPECIFICATIONS - STARTER MOTOR -
DIESEL.............................33STARTER MOTOR
DIAGNOSIS AND TESTING - STARTER
MOTOR .............................33
REMOVAL.............................34
INSTALLATION.........................35
STARTER MOTOR RELAY
DESCRIPTION.........................35
REMOVAL.............................35
INSTALLATION.........................36
STARTING SYSTEM
DESCRIPTION
The starting system consists of:
²Starter relay
²Starter motor (including an integral starter sole-
noid)
Other components to be considered as part of start-
ing system are:
²Battery
²Battery cables
²Ignition switch and key lock cylinder
²Park/neutral position switch (automatic trans-
mission)
²Wire harnesses and connections.
The Battery, Starting, and Charging systems oper-
ate in conjunction with one another, and must be
tested as a complete system. For correct operation of
starting/charging systems, all components used in
these 3 systems must perform within specifications.
When attempting to diagnose any of these systems, it
is important that you keep their interdependency in
mind.
The diagnostic procedures used in each of these
groups include the most basic conventional diagnostic
methods, to the more sophisticated On-Board Diag-
nostics (OBD) built into the Engine Control Module
(ECM). Use of an induction-type milliampere amme-
ter, volt/ohmmeter, battery charger, carbon pile rheo-
stat (load tester), and 12-volt test lamp may be
required.
Certain starting system components are monitored
by the ECM and may produce a Diagnostic Trouble
Code (DTC).
OPERATION
The starting system components form two separate
circuits. A high-amperage feed circuit that feeds the
starter motor high-amperage, and a low-amperagecontrol circuit that operates on less than 20 amperes.
The high-amperage feed circuit components include
the battery, the battery cables, the contact disc por-
tion of the starter solenoid, and the starter motor
itself. The low-amperage control circuit components
include the ignition switch, the park/neutral position
switch (automatic transmission), the starter relay,
the electromagnetic windings of the starter solenoid,
and the connecting wire harness components.
If the vehicle is equipped with an automatic trans-
mission, battery voltage is supplied through the low-
amperage control circuit to the coil battery terminal
of the starter relay when the ignition switch is
turned to the momentary Start position. The park/
neutral position switch is installed in series between
the starter relay coil ground terminal and ground.
This normally open switch prevents the starter relay
from being energized and the starter motor from
operating unless the automatic transmission gear
selector is in the Neutral or Park positions.
When the starter relay coil is energized, the nor-
mally open relay contacts close. The relay contacts
connect the relay common feed terminal to the relay
normally open terminal. The closed relay contacts
energize the starter solenoid coil windings.
The energized solenoid pull-in coil pulls in the sole-
noid plunger. The solenoid plunger pulls the shift
lever in the starter motor. This engages the starter
overrunning clutch and pinion gear with the starter
ring gear on the manual transmission flywheel or on
the automatic transmission torque converter or
torque converter drive plate.
As the solenoid plunger reaches the end of its
travel, the solenoid contact disc completes the high-
amperage starter feed circuit and energizes the sole-
noid plunger hold-in coil. Current now flows between
the solenoid battery terminal and the starter motor,
energizing the starter.
Once the engine starts, the overrunning clutch pro-
tects the starter motor from damage by allowing the
8F - 28 STARTING SYSTEMVA

SPECIFICATIONS
TORQUE - STARTER - DIESEL
DESCRIPTION N-m Ft. Lbs. In. Lbs.
Battery Cable Nut at
Starter Solenoid (larger
nut)14 - 124
Starter Mounting Bolts 40 30 -
Starter Solenoid (smaller
nut)6-52
SPECIFICATIONS - STARTER MOTOR - DIESEL
ITEM SPECIFICATION
ENGINE 2.7L TURBO DIESEL
RATED VOLTAGE 12 VOLTS
NUMBER OF FIELDS 4
NUMBER OF POLES 4
NUMBER OF BRUSHES 4
DRIVE TYPE GEAR REDUCTION
FREE RUNNING TEST VOLTAGE 11.5 VOLTS
FREE RUNNING TEST MAXIMUM AMPER-
AGE DRAW160 AMPS
FREE RUNNING TEST MINIMUM SPEED 5500 RPM
SOLENOID CLOSING MAXIMUM VOLTAGE 7.8 VOLTS
MAXIMUM CRANKING AMPERAGE DRAW * 500 AMPS
* A COLD OR NEW ENGINE WILL INCREASE STARTER AMPERAGE DRAW. THE USE OF HEAVY WEIGHT
ENGINE OIL WILL ALSO INCREASE STARTER AMPERAGE DRAW.
STARTER MOTOR
DIAGNOSIS AND TESTING - STARTER MOTOR
Correct starter motor operation can be confirmed
by performing the following free running bench test.
This test can only be performed with starter motor
removed from vehicle. Refer to Starter Specifications
for specifications.
(1) Remove starter motor from vehicle. Refer to
Starter Motor Removal and Installation.
(2) Mount starter motor securely in a soft-jawed
bench vise. The vise jaws should be clamped on the
mounting flange of starter motor. Never clamp on
starter motor by field frame.
(3) Connect a suitable volt-ampere tester and a
12-volt battery to starter motor in series, and set
ammeter to 100 ampere scale. See instructions pro-
vided by manufacturer of volt-ampere tester being
used.
(4) Install jumper wire from solenoid terminal to
solenoid battery terminal. The starter motor shouldoperate. If starter motor fails to operate, replace
faulty starter motor assembly.
(5) Adjust carbon pile load of tester to obtain free
running test voltage. Refer to Specifications for
starter motor free running test voltage specifications.
(6) Note reading on ammeter and compare reading
to free running test maximum amperage draw. Refer
to Specifications for starter motor free running test
maximum amperage draw specifications.
(7) If ammeter reading exceeds maximum amper-
age draw specification, replace faulty starter motor
assembly.
STARTER SOLENOID
This test can only be performed with starter motor
removed from vehicle.
(1) Remove starter motor from vehicle. Refer to
Starter Motor Removal and Installation.
(2) Disconnect wire from solenoid field coil termi-
nal.
(3) Check for continuity between solenoid terminal
and solenoid field coil terminal with a continuity
VASTARTING SYSTEM 8F - 33

REAR WINDOW DEFOGGER
RELAY
DESCRIPTION
The left and right rear window defogger (EBL)
relays are International Standards Organization
(ISO)-type relays (Fig. 3). Relays conforming to the
ISO specifications have common physical dimensions,
current capacities, terminal functions and patterns.
The EBL relays are electromechanical devices that
switch battery current through fuse 10 (30 amp)
located in the fuse/relay block under the driver seat
to the rear window defogger grids and when
equipped, switches battery current to the outside
mirror heating grids. The EBL relays are energized
when the relay coils are provided battery current by
the rear window defogger module.
The EBL relays are located in the fuse/relay block
under the driver seat. Refer to the fuse and relay
map located on the inner surface of the fuse/relay
block cover for the left and right rear window defog-
ger (EBL) relay locations.The black, molded plastic case is the most visible
component of the two rear window defogger (EBL)
relays. Five male spade-type terminals extend from
the bottom of the base to connect each relay to the
vehicle electrical system, and the ISO designation for
each terminal is molded into the base adjacent to
each terminal.
OPERATION
The left and right rear window defogger (EBL)
relays are electromechanical switches that uses a low
current input from the rear window defogger module
to control the high current output to the rear window
defogger grids. The movable common feed contact
point is held against the fixed normally closed con-
tact point by spring pressure. When the relay coil is
energized, an electromagnetic field is produced by the
coil windings. This electromagnetic field draws the
movable relay contact point away from the fixed nor-
mally closed contact point, and holds it against the
fixed normally open contact point. When the relay
coil is de-energized, spring pressure returns the mov-
able contact point back against the fixed normally
closed contact point. The resistor or diode is con-
nected in parallel with the relay coil in the relay, and
helps to dissipate voltage spikes and electromagnetic
interference that can be generated as the electromag-
netic field of the relay coil collapses.
The EBL relay terminals are connected to the vehi-
cle electrical system through receptacles in the fuse/
relay block. The inputs and outputs of the EBL
relays include:
²The common feed terminal (30) receives a bat-
tery current input from fuse 10 (30 amp) in the fuse/
relay block through a fused B(+) circuit at all times.
Fig. 2 Grid Line Test
1 - VOLTMETER
2 - VOLTAGE FEED (A)
3 - FEED WIRE
4 - MID-POINT (C)
5 - HEATED WINDOW GRID
6 - GROUND WIRE
7 - GROUND (B)
Fig. 3 Rear Window Defogger (EBL) Relays
1 - REAR WINDOW DEFOGGER (EBL) RELAY (2)
2 - TERMINAL PATTERN
VAHEATED GLASS 8G - 3

The heated seat relay cannot be repaired or
adjusted and, if faulty or damaged, it must be
replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one mov-
able) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact. When the electromagnetic coil is de-ener-
gized, spring pressure returns the movable contact to
the normally closed position. The resistor or diode is
connected in parallel with the electromagnetic coil in
the relay, and helps to dissipate voltage spikes that
are produced when the coil is de-energized.
DIAGNOSIS AND TESTING - HEATED SEAT
RELAY
The heated seat relay is located in the Fuse Block,
under the drivers seat. Refer toWiringfor the loca-
tion of complete heated seat system wiring diagrams.
(1) Remove the heated seat relay from the fuse
block.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75   5 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, check the relay supply circuits. If not
OK, replace the faulty relay.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) The heated seat relay is located in the fuse
block, under the drivers seat. Refer to wiring for
detailed location.
(3) Grasp the heated seat relay firmly and pull it
straight out from the fuse block. A slight rocking
motion will aid in removal.
INSTALLATION
(1) Grasp the heated seat relay firmly and push it
straight in the fuse block.
(2) Reconnect the battery negative cable.
HEATED SEAT SENSOR
DESCRIPTION
The heated seat temperature sensor is a Negative
Temperature Coefficient (NTC) thermistor. One tem-
perature sensor is used for each seat. The sensor is
located in the seat cushion heating element for all
models.
The heated seat sensor cannot be adjusted or
repaired and if it is found to be faulty, the complete
heated seat element must be replaced.
DIAGNOSIS AND TESTING - HEATED SEAT
SENSOR
For complete circuit diagrams, refer toWiring.
NOTE: Any resistance values (ohmsV) given in the
following text are supplied using the automatic
range generated by a FLUKETautomotive meter. If
another type of measuring device is used the val-
ues generated may not be the same as the results
shown here, or may have to be converted to the
range used here.
(1) Backprobe the heated seat relay wire harness
connector, do not disconnect. Using an voltmeter,
check the voltage of the seat temperature sensor
input cavity of the heated seat relay wire harness
connector. The seat sensor input voltage should be
between 1.7 volts and 3.0 volts with the system ON.
If OK, sensor is OK at this time. If not OK, replace
the faulty seat cushion heating element and sensor
assembly.
PASSENGER HEATED SEAT
SWITCH
DESCRIPTION
The heated seat switches are located on the instru-
ment panel, in the accessory switch bezel. The two,
momentary rocker type switches provide a signal to
the Heated Seat Relay through separate hard wired
circuits. Each switch contains two light emitting
diodes (LED), one for each High and Low setting to
let the occupant know that the seat heater system is
on.
The heated seat switches and their LED's cannot
be repaired. If either switch is faulty or damaged the
entire switch must be replaced.
OPERATION
There are three modes that can be selected with
each of the heated seat switches: Off, Low, and High.
When the top of the switch rocker is depressed, the
low mode is selected and the low mode LED indicator
illuminates. Depressing the top of the switch rocker a
VAHEATED SEATS 8G - 13

Located between the rear cover and the cluster
hood is the cluster housing. The molded plastic clus-
ter housing serves as the carrier for the cluster elec-
tronic circuit board and circuitry, the cluster
connector receptacles, the gauges, a Light Emitting
Diode (LED) for each cluster indicator and general
illumination lamp, the multi-function indicator LCD
unit, electronic tone generators, the cluster overlay,
the gauge pointers, the multi-function indicator
switches and the four switch push buttons.
The cluster overlay is a laminated plastic unit. The
dark, visible, outer surface of the overlay is marked
with all of the gauge dial faces and graduations, but
this layer is also translucent. The darkness of this
outer layer prevents the cluster from appearing clut-
tered or busy by concealing the cluster indicators
that are not illuminated, while the translucence of
this layer allows those indicators and icons that are
illuminated to be readily visible. The underlying
layer of the overlay is opaque and allows light from
the LED for each of the various indicators and illu-
mination lamps behind it to be visible through the
outer layer of the overlay only through predeter-
mined cutouts. A rectangular opening in the overlay
at the base of the speedometer provides a window
through which the illuminated multi-function indica-
tor LCD unit can be viewed.
Several versions of the EMIC module are offered
on this model. These versions accommodate all of the
variations of optional equipment and regulatory
requirements for the various markets in which the
vehicle will be offered. The microprocessor-based
EMIC utilizes integrated circuitry, Electrically Eras-
able Programmable Read Only Memory (EEPROM)
type memory storage, information carried on the
Controller Area Network (CAN) data bus, along with
several hard wired analog and multiplexed inputs to
monitor systems, sensors and switches throughout
the vehicle.
In response to those inputs, the hardware and soft-
ware of the EMIC allow it to control and integrate
many electronic functions and features of the vehicle
through both hard wired outputs and the transmis-
sion of electronic message outputs to other electronic
modules in the vehicle over the CAN data bus. (Refer
to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/COMMUNICATION - DESCRIPTION -
CAN BUS).
Besides typical instrument cluster gauge and indi-
cator support, the electronic functions and features
that the EMIC supports or controls include the fol-
lowing:
²Active Service System- In vehicles equipped
with the Active Service SYSTem (ASSYST) engine oil
maintenance indicator option, the EMIC electronic
circuit board includes a second dedicated micropro-
cessor. This second microprocessor evaluates various
data including time, mileage, and driving conditionsto calculate the required engine oil service intervals,
and provides both visual and audible alerts to the
vehicle operator when certain engine oil maintenance
services are required.
²Audible Warnings- The EMIC electronic cir-
cuit board is equipped with an audible tone generator
and programming that allows it to provide various
audible alerts to the vehicle operator, including buzz-
ing and chime tones. An audible contactless elec-
tronic relay is also soldered onto the circuit board to
produce audible clicks that is synchronized with turn
signal indicator flashing to emulate the sounds of a
conventional turn signal or hazard warning flasher.
These audible clicks can occur at one of two rates to
emulate both normal and bulb-out turn or hazard
flasher operation. (Refer to 8 - ELECTRICAL/
CHIME/BUZZER - DESCRIPTION).
²Panel Lamps Dimming Control- The EMIC
provides a hard wired 12-volt Pulse-Width Modulated
(PWM) output that synchronizes the dimming level
of all panel lamps dimmer controlled lamps with that
of the cluster general illumination lamps and multi-
function indicator.
The EMIC houses four analog gauges and has pro-
visions for up to nineteen indicators (Fig. 3). The
EMIC includes the following analog gauges:
²Coolant Temperature Gauge
²Fuel Gauge
²Speedometer
²Tachometer
The EMIC includes provisions for the following
indicators (Fig. 3):
²Airbag (SRS) Indicator
²Antilock Brake System (ABS) Indicator
²Brake Indicator
²Brake Wear Indicator
²Charging Indicator
²Clogged Fuel Filter Indicator
²Constant Engine Speed (ADR) Indicator
²Coolant Low Indicator
²Electronic Stability Program (ESP) Indica-
tor
²High Beam Indicator
²Low Fuel Indicator
²Malfunction Indicator Lamp (MIL)
²Multi-Function Indicator (LCD)
²Park Brake Indicator
²Seatbelt Indicator
²Traction Control (ASR) Indicator
²Traction Control (ASR) Malfunction Indica-
tor
²Turn Signal (Right and Left) Indicators
²Washer Fluid Indicator
²Wait-To-Start Indicator
²Water-In-Fuel Indicator
VAINSTRUMENT CLUSTER 8J - 3

Except for the indications provided within the
multi-function indicator LCD unit, each indicator in
the EMIC is illuminated by a dedicated LED that is
soldered onto the EMIC electronic circuit board.
Cluster illumination is accomplished by dimmable
LED back lighting, which illuminates the gauges for
visibility when the exterior lighting is turned on. The
cluster general illumination LED units are also sol-
dered onto the EMIC electronic circuit board. The
LED units are not available for service replacement
and, if damaged or faulty, the entire EMIC must be
replaced.Hard wired circuitry connects the EMIC to the
electrical system of the vehicle. These hard wired cir-
cuits are integral to the vehicle wire harnesses,
which are routed throughout the vehicle and retained
by many different methods. These circuits may be
connected to each other, to the vehicle electrical sys-
tem and to the EMIC through the use of a combina-
tion of soldered splices, splice block connectors, and
many different types of wire harness terminal con-
nectors and insulators. Refer to the appropriate wir-
ing information. The wiring information includes
wiring diagrams, proper wire and connector repair
Fig. 3 Gauges & Indicators
1 - AIRBAG INDICATOR 16 - SEATBELT INDICATOR
2 - TACHOMETER 17 - ABS INDICATOR
3 - LEFT TURN INDICATOR 18 - MULTI-FUNCTION INDICATOR PLUS/MINUS SWITCH
PUSH BUTTONS
4 - SPEEDOMETER 19 - MULTI-FUNCTION INDICATOR (INCLUDES: CLOCK, GEAR
SELECTOR INDICATOR, ODOMETER, TRIP ODOMETER, EN-
GINE OIL LEVEL DATA, AMBIENT TEMPERATURE INDICATOR
[OPTIONAL], & ACTIVE SERVICE SYSTEM [ASSYST] ENGINE
OIL MAINTENANCE INDICATOR [OPTIONAL])
5 - TRACTION CONTROL INDICATOR 20 - MULTI-FUNCTION INDICATOR MODE (MILES [KILOME-
TERS]/TIME) SWITCH PUSH BUTTONS
6 - RIGHT TURN INDICATOR 21 - COOLANT LOW INDICATOR
7 - ENGINE TEMPERATURE GAUGE 22 - BRAKE INDICATOR
8 - FUEL GAUGE 23 - OIL LEVEL INDICATOR
9 - WAIT-TO-START INDICATOR 24 - BRAKE WEAR INDICATOR
10 - WASHER FLUID INDICATOR (OPTIONAL) 25 - WATER-IN-FUEL INDICATOR
11 - CONSTANT ENGINE SPEED (ADR) INDICATOR (OPTION-
AL)26 - CHARGING INDICATOR
12 - LOW FUEL INDICATOR 27 - HIGH BEAM INDICATOR
13 - TRACTION CONTROL MALFUNCTION INDICATOR 28 - PARK BRAKE INDICATOR
14 - MALFUNCTION INDICATOR LAMP 29 - FUEL FILTER CLOGGED INDICATOR
15 - ELECTRONIC STABILITY PROGRAM (ESP) INDICATOR
(OPTIONAL)
8J - 4 INSTRUMENT CLUSTERVA

right rear door is standard equipment on wagon mod-
els. The sliding and rear door jamb switches are not
available for van models.
²Entry/Exit Lamp- An entry/exit lamp to illu-
minate each front and sliding side door step well is
optional equipment on wagon models.
²Time Delay Relay- Vehicles equipped with the
optional remote cargo lamp switches also have a time
delay relay located in the electrical center within the
driver side front seat riser.
Hard wired circuitry connects the interior lighting
system components to the electrical system of the
vehicle. These hard wired circuits are integral to sev-
eral wire harnesses, which are routed throughout the
vehicle and retained by many different methods.
These circuits may be connected to each other, to the
vehicle electrical system and to the interior lighting
system components through the use of a combination
of soldered splices, splice block connectors, and many
different types of wire harness terminal connectors
and insulators. Refer to the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
OPERATION
The interior lighting systems can be divided into
two general classifications based upon the circuit
that controls their operation: The interior lighting
circuit, or the exterior lighting circuit. The hard
wired circuits and components of the interior lighting
systems may be diagnosed and tested using conven-
tional diagnostic tools and procedures.
INTERIOR LIGHTING CIRCUIT
Depending upon the vehicle model (van or wagon)
and the selected vehicle options the interior lighting
circuit may include dome/cargo lamps located over-
head in the front and rear of the vehicle, a dome/
reading lamp located in the header area above the
windshield between the sun visors, and entry/exit
lamps located in the front and sliding side door step
wells.
WAGON MODELS
In all wagon models, the lamps in the interior
lighting circuit are provided with battery current at
all times by a fuse in the fuse block beneath the
steering column. The front, side, and rear door jamb
switches control a ground path for each of these
lamps, except for the optional reading lamp. If the
lamp has an optional integral switch, that switch has
three separate positions. The first position provides a
ground path independent of the door jamb switches
to turn the lamp On. The second, or center position
allows the door jamb switches to control the lamp.The third position segregates that lamp from the
door jamb switch input, turning the lamp Off. In the
case of the optional dome/reading lamp, the integral
lamp switch has a fourth position which will illumi-
nate only the reading lamp bulb.
VAN MODELS
Unless a van model is equipped with an optional
remote cargo lamp switch, all of the lamps in the
interior lighting circuit operate the same way as the
wagon models except that there are only two door
jamb switches, one for each front door. If the vehicle
is equipped with an optional remote cargo lamp
switch, the lamps in the rear of the vehicle on the
interior lighting circuit are provided with battery
current by the time delay relay. The time delay relay
is a smart relay containing active electronic elements
that comprise an electronic timer logic circuit. When
the remote cargo lamp switches provide the proper
input to the time delay relay, the relay logic responds
by energizing the relay control coil. The energized
relay control coil provides battery current to all of
the lamps on the rear interior lighting circuit and to
the indicator Light-Emitting Diode (LED) units in
the remote cargo switches causing each to illuminate.
If a remote cargo lamp switch remains On for more
than about fifteen minutes, the time delay relay will
then automatically de-energize the rear interior
lighting circuits until the remote cargo lamp switch
is cycled Off and then back On.
EXTERIOR LIGHTING CIRCUIT
The exterior lighting circuit provides battery cur-
rent to the optional ash receiver/cigar lighter lamp
and to the illumination Light-Emitting Diode (LED)
unit within the remote cargo lamp switch in the
instrument panel accessory switch bezel whenever
the exterior lamps are turned On.
SPECIFICATIONS - INTERIOR LIGHTING
VALAMPS/LIGHTING - INTERIOR 8L - 29

WIPER RELAY
DESCRIPTION
A wiper relay is standard equipment on all models.
The wiper relay (or intermittent wipe relay) is
located in a dedicated receptacle on the bottom left of
the fuse block on the underside of the steering col-
umn (Fig. 33). The wiper relay is a conventional
International Standards Organization (ISO) micro
relay. Relays conforming to the ISO specifications
have common physical dimensions, current capaci-
ties, terminal patterns, and terminal functions. The
relay is contained within a small, rectangular,
molded plastic housing. The relay is connected to all
of the required inputs and outputs through the
instrument panel wire harness connector by five
male spade-type terminals that extend from the bot-
tom of the relay base. The ISO designation for each
terminal is molded into the base adjacent to the ter-
minal. The ISO terminal designations are as follows:
²30 (Common Feed)- This terminal is con-
nected to the movable contact point of the relay.
²85 (Coil Ground)- This terminal is connected
to the ground feed side of the relay control coil.
²86 (Coil Battery)- This terminal is connected
to the battery feed side of the relay control coil.
²87 (Normally Open)- This terminal is con-
nected to the normally open fixed contact point of the
relay.
²87A (Normally Closed)- This terminal is con-
nected to the normally closed fixed contact point of
the relay.
The wiper relay cannot be adjusted or repaired. If
the relay is damaged or faulty, it must be replaced.
OPERATION
The wiper relay (or intermittent wipe relay) is an
electromechanical switch that uses a low current
input from the intermittent wipe logic circuitry
within the fuse block underneath the steering column
to control a high current output to the low speed
brush of the wiper motor. The movable common feed
contact point is held against the fixed normally
closed contact point by spring pressure. When the
relay coil is energized, an electromagnetic field is
produced by the coil windings. This electromagnetic
field draws the movable relay contact point away
from the fixed normally closed contact point, and
holds it against the fixed normally open contact
point. When the relay coil is de-energized, spring
pressure returns the movable contact point back
against the fixed normally closed contact point. A
resistor or diode is connected in parallel with the
relay coil in the relay, and helps to dissipate voltage
spikes and electromagnetic interference that can be
generated as the electromagnetic field of the relay
coil collapses.
The wiper relay terminals are connected to the
vehicle electrical system through a connector recepta-
cle in the fuse block. The inputs and outputs of the
wiper relay include:
²The common feed terminal (30) provides an out-
put to the wiper motor low speed brush through the
wiper control circuitry of the multi-function switch on
the steering column. When the wiper relay is de-en-
ergized, the common feed terminal is connected to
the input of the relay normally closed terminal (87).
When the wiper relay is energized, the common feed
terminal is connected to the input of the relay nor-
mally open terminal (87A).
²The coil ground terminal (85) is connected to
battery current through a fused ignition switch out-
put circuit whenever the ignition switch is in the On
position.
²The coil battery terminal (86) is connected to the
relay control output of the wiper, turn signals and
engine start control module within the fuse block
through the wiper relay control circuit. This elec-
tronic circuitry controls the ground path for this cir-
cuit internally to energize or de-energize the wiper
relay control coil based upon its programming and
inputs from the wiper and washer control circuitry of
the multi-function switch, the wiper motor park
switch, and the ignition switch.
²The normally open terminal (87) is connected to
the output of the wiper motor park switch through
the wiper motor park switch sense circuit. This cir-
cuit can carry either battery current (wipers are not
in park position) or ground (wipers are in park posi-
tion), depending upon the status of the wiper park
switch.
Fig. 33 Wiper Relay
1 - HOUSING
2 - TERMINAL (5)
3 - BASE
8R - 34 WIPERS/WASHERSVA

OPERATION
The cigar lighter consists of two major components:
a knob and heating element unit, and the cigar
lighter base or receptacle shell. The receptacle shell
is connected to ground, and an insulated contact in
the bottom of the shell is connected to battery cur-
rent. The cigar lighter receives battery voltage from a
fuse in the fuseblock only when the ignition switch is
in the Accessory or On positions.
The knob and heating element are encased within
a spring-loaded housing, which also features a sliding
protective heat shield. When the heating element is
inserted in the receptacle shell, the heating element
resistor coil is grounded through its housing to the
receptacle shell. If the cigar lighter knob is pushed
inward, the heat shield slides up toward the knob
exposing the heating element.
Two small spring-clip retainers are located on
either side of the insulated contact inside the bottom
of the receptacle shell. These clips engage and hold
the heating element against the insulated contact
long enough for the resistor coil to heat up and glow.
When the resistor coil becomes sufficiently heated,
excess heat radiates from the heating element caus-
ing the spring-clips to expand. Once the spring-clips
expand far enough to release the heating element,
the spring-loaded housing forces the knob and heat-
ing element to pop back outward to their relaxed
position. When the cigar lighter knob and element
are pulled out of the receptacle shell, the protective
heat shield slides downward on the housing so that
the heating element is recessed and shielded around
its circumference for safety.
DIAGNOSIS AND TESTING - CIGAR LIGHTER
OUTLET
For cigar lighter outlet diagnosis and testing pro-
cedures (Refer to 8 - ELECTRICAL/POWER DISTRI-
BUTION/POWER OUTLET - DIAGNOSIS AND
TESTING)
REMOVAL
For cigar lighter outlet removal procedure (Refer to
8 - ELECTRICAL/POWER DISTRIBUTION/POWER
OUTLET - REMOVAL).
CIRCUIT BREAKER
DESCRIPTION
Automatic resetting circuit breakers are used to
protect the power window voltage supply circuits.
These circuit breakers can protect the systems from a
short circuit, or from an overload condition caused byan obstructed or stuck power window regulator or
switch.
The circuit breaker cannot be repaired and, if
faulty or damaged, it must be replaced.
OPERATION
The circuit breaker contains a bi-metal strip sand-
wiched between two contacts forming the connection
in the circuit. An overload condition causes the
bi-metal strip to heat and bend to the open position,
disconnecting current flow to the circuit. Then as the
system overload or short circuit is removed, the
bi-metal strip cools, re-establishing contact to allow
current flow to the circuit.
DIAGNOSIS AND TESTING - CIRCUIT BREAKER
For complete circuit descriptions and diagrams,
refer toWiring.
(1) Locate the correct circuit breaker in the fuse-
block. Pull out the circuit breaker slightly, but be cer-
tain that the circuit breaker terminals still contact
the terminals in the fuseblock cavities.
(2) Connect the negative lead of a 12-volt DC volt-
meter to a good ground.
(3) With the voltmeter positive lead, check both
terminals of the circuit breaker for battery voltage.
If only one terminal has battery voltage, the circuit
breaker is faulty and must be replaced. If neither ter-
minal has battery voltage, repair the open circuit
from the Power Distribution Center as required.
FUSE BLOCK #1
DESCRIPTION
An electrical fuse block is concealed under the
driver side steering column. The fuse block serves to
distribute electrical current to many of the electrical
systems in the vehicle. The fuse block contains blade-
type mini fuses, relays and micro processors that
enable automatic control of some of the power distri-
bution circuits throughout the vehicle.
The molded plastic fuse block housing has an inte-
gral mounting bracket that is secured with screws to
the steering column. A finger recess is molded into
the cover for easy removal. A fuse layout map is
molded onto the back side of the cover to ensure
proper fuse identification.
The fuse block cannot be repaired, if the fuse block
is faulty or damaged or if any internal circuit is
faulty or damaged, the entire fuse block must be
replaced.
8W - 97 - 2 8W-97 POWER DISTRIBUTIONVA