clutch MERCEDES-BENZ SPRINTER 2006 Owner's Manual

(6) Press off cap at belt guide pulleys.
(7) Remove belt guide pulleys.
(8) Remove water pump retaining bolts and
remove water pump.
INSTALLATION
NOTE: Clean all mating surfaces.
(1) Fit existing accessory drive belt pulley onto the
water pump.
(2) Properly position water pump with new gasket
to the engine and tighten bolts to 14 N´m (124 lbs.
in)., M8 (20 N´m (177 lbs. in.) (Fig. 13).
NOTE: Be sure to install the washer behind the
guide pulley to assure proper alignment.
(3) Install belt guide pulleys. Tighten bolts to 35
N´m (26 lbs. ft.) (Fig. 13).
(4) Attach the coolant hoses to the water pump
and tighten clamps (Fig. 13).
(5) Attach fuel lines to the brackets at the water
pump.(6) Install accessory drive belt.
(7) Install viscous fan clutch.
(8) Close radiator and or engine drain plug.
(9) Refill cooling system to proper level (Refer to 7
- COOLING/ENGINE/COOLANT - STANDARD PRO-
CEDURE). Check for leaks.
Fig. 13 WATER PUMP
1 - GASKET 5 - CAP
2 - WASHER 6 - WATER PUMP
3 - GUIDE PULLEY 7 - COOLANT HOSE
4 - BOLT 8 - COOLANT HOSE
7 - 22 ENGINEVA

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

N2 and N3 Speed Sensors
The N2 and N3 Input Speed Sensors are two Hall-
effect speed sensors that are mounted internally in
the transmission and are used by the TCM to calcu-
late the transmission's input speed. Since the input
speed cannot be measured directly, two of the drive
elements are measured. Two input speed sensors
were required because both drive elements are not
active in all gears.
CAN C Bus Indirect Input Signals
A 2.5-volt bias (operating voltage) is present on the
CAN C bus any time the ignition switch is in the
RUN position. Both the TCM and the ABS apply this
bias. On this vehicle, the CAN C bus is used for mod-
ule data exchange only. The indirect inputs used on
the NAG1 electronic control system are:
²Wheel Speed Sensors.
²Brake Switch.
²Engine RPM.
²Engine Temperature.
²Cruise Control Status.
²Gear Limit Request.
²Throttle Position - 0% at idle, 100% at WOT. If
open, TCM assumes idle (0% throttle opening).
²Odometer Mileage
²Maximum Effective Torque.
²Engine in Limp-In Mode/Mileage Where DTC
Was Set.
BRAKE TRANSMISSION SHIFT INTERLOCK (BTSI)
The BTSI solenoid prevents shifting out of the
PARK position until the ignition key is in the RUN
position and the brake pedal is pressed. The TCM
controls the ground while the ignition switch supplies
power to the BTSI solenoid. The PCM monitors the
brake switch and broadcasts brake switch status
messages over the CAN C bus. If the park brake is
depressed and there is power (Run/Start) to SLA, the
BTSI solenoid deactivates.
SHIFT SCHEDULES
The basic shift schedule includes up and down-
shifts for all five gears. The TCM adapts the shift
program according to driving style, accelerator pedal
position and deviation of vehicle speed. Influencing
factors are:
²Road Conditions.
²Incline, Decline and Altitude.
²Trailer Operation, Loading.
²Engine Coolant Temperature.
²Cruise Control Operation.
²Sporty Driving Style.
²Low and High ATF Temperature.
Upshift
To :1-2 2-3 3-4 4-5
Activat-
ed By
Sole-
noid:1-2/4-5 2-3 3-4 1-2/4-5
Shift
Point
(at
35.2%
of throt-
tle)17.8
km/h
(11.6
mph)32.1
km/h
(19.95
mph)67.5
km/h
(41.94
mph)73.8
km/h
(45.86
mph)
Down-
shift
From:5-4 4-3 3-2 2-1
Activat-
ed By
Sole-
noid:1-2/4-5 3-4 2-3 1-2/4-5
Shift
Point55.7
km/h
(34.61
mph)40.5
km/h
(25.17
mph)24.4
km/h
(15.16
mph)15.1
km/h
(9.38
mph)
DOWNSHIFT SAFETY
Selector lever downshifts are not performed if inad-
missible high engine rpm is sensed.
ADAPTATION
To equalize tolerances and wear, an automatic
adaptation takes place for:
²Shift Time.
²Clutch Filling Time.
²Clutch Filling Pressure.
²Torque Converter Lock-Up Control.
Adaptation data may be stored permanently and to
some extent, can be diagnosed.
Driving Style Adaptation
The shift point is modified in steps based on the
information from the inputs. The control module
looks at inputs such as:
²vehicle acceleration and deceleration (calculated
by the TCM).
²rate of change as well as the position of the
throttle pedal (fuel injection information from the
ECM).
²lateral acceleration (calculated by the TCM).
²gear change frequency (how often the shift
occurs).
Based on how aggressive the driver is, the TCM
moves up the shift so that the present gear is held a
8E - 8 ELECTRONIC CONTROL MODULESVA

little longer before the next upshift. If the driving
style is still aggressive, the shift point is modified up
to ten steps. If the driving returns to normal, then
the shift point modification also returns to the base
position.
This adaptation has no memory. The adaptation to
driving style is nothing more than a shift point mod-
ification meant to assist an aggressive driver. The
shift points are adjusted for the moment and return
to base position as soon as the inputs are controlled
in a more rational manner.
Shift Time Adaptation (Shift Overlap Adaptation, Working
Pressure)
Shift time adaptation is the ability of the TCM to
electronically alter the time it takes to go from one
gear to another. Shift time is defined as the time it
takes to disengage one shift member while another is
being applied. Shift time adaptation is divided into
four categories:
1. Accelerating upshift, which is an upshift under
a load. For shift time adaptation for the 1-2 upshift
to take place, the transmission must shift from 1st to
2nd in six different engine load ranges vs. transmis-
sion output speed ranges.
2. Decelerating upshift, which is an upshift under
no load. This shift is a rolling upshift and is accom-
plished by letting the vehicle roll into the next gear.
3. Accelerating downshift, which is a downshift
under load. This shift can be initiated by the throttle,
with or without kickdown. The shift selector can also
be used.
4. Decelerating downshift, which is accomplished
by coasting down. As the speed of the vehicle
decreases, the transmission downshifts.
Fill Pressure Adaptation (Apply Pressure Adaptation, Modu-
lating Pressure)
Fill pressure adaptation is the ability of the TCM
to modify the pressure used to engage a shift mem-
ber. The value of this pressure determines how firm
the shift will be.
²If too much pressure is used, the shift will be
hard.
²If too little pressure is used, the transmission
may slip.
The pressure adjustment is needed to compensate
for the tolerances of the shift pressure solenoid valve.
The amount the solenoid valve opens as well as how
quickly the valve can move, has an effect on the pres-
sure. The return spring for the shift member pro-
vides a resistance that must be overcome by the
pressure in order for shift member to apply. These
return springs have slightly different values. This
also affects the application pressure and is compen-
sated for by fill pressure adaptation.Fill Time Adaptation (Engagement Time Adaptation)
Fill time is the time it takes to fill the piston cav-
ity and take up any clearances for a friction element
(clutch or brake). Fill time adaptation is the ability of
the TCM to modify the time it takes to fill the shift
member by applying a preload pressure.
CONTROLLER MODES OF OPERATION
Permanent Limp - In Mode
When the TCM determines there is a non-recover-
able condition present that does not allow proper
transmission operation, it places the transmission in
permanent Limp-In Mode. When the condition occurs
the TCM turns off all solenoids as well as the sole-
noid supply output circuit. If this occurs while the
vehicle is moving, the transmission remains in the
current gear position until the ignition is turned off
or the shifter is placed in the ªPº position. When the
shifter has been placed in ªP,º the transmission only
allows 2nd gear operation. If this occurs while the
vehicle is not moving, the transmission only allows
operation in 2nd gear.
Temporary Limp - In Mode
This mode is the same as the permanent Limp-In
Mode except if the condition is no longer present, the
system resumes normal operation.
Under Voltage Limp - In Mode
When the TCM detects that system voltage has
dropped below 8.5 volts, it disables voltage-depen-
dant diagnostics and places the transmission in the
temporary Limp-In Mode. When the TCM senses
that the voltage has risen above 9.0 volts, normal
transmission operation is resumed.
Hardware Error Mode
When the TCM detects a major internal error, the
transmission is placed in the permanent Limp-In
Mode and ceases all communication over the CAN
bus. When the TCM has entered this mode normal
transmission operation does not resume until all
DTCs are cleared from the TCM.
Loss of Drive
If the TCM detects a situation that has resulted or
may result in a catastrophic engine or transmission
problem, the transmission is placed in the neutral
position. Improper Ratio, Input Sensor Overspeed or
Engine Overspeed DTCs cause the loss of drive.
Controlled Limp - in Mode
When a failure does not require the TCM to shut
down the solenoid supply, but the failure is severe
enough that the TCM places the transmission into a
VAELECTRONIC CONTROL MODULES 8E - 9

predefined gear, there are several shift performance
concerns. For instance, if the transmission is slip-
ping, the controller tries to place the transmission
into 3rd gear and maintain 3rd gear for all forward
drive conditions.
STANDARD PROCEDURE - TCM ADAPTATION
The adaptation procedure requires the use of the
appropriate scan tool. This program allows the elec-
tronic transmission system to re-calibrate itself. This
will provide the proper baseline transmission opera-
tion. The adaptation procedure should be performed
if any of the following procedures are performed:
²Transmission Assembly Replacement
²Transmission Control Module Replacement
²Clutch Plate and/or Seal Replacement
²Electrohydraulic Unit Replacement or Recondi-
tion
(1) With the scan tool, reset the Transmission
adaptives. Resetting the adaptives will set the adap-
tives to factory settings.
NOTE: Perform the Coast Down Adaptations first.
The Transmission Temperature must be greater
than 60ÉC (140ÉF) and less than 70ÉC (158ÉF). Fail-
ure to stay within these temperature ranges will
void the procedure.
(2) Drive the vehicle until the transmission tem-
perature is in the specified range.
(3) Perform 4 to 5 coast downs from 5th to 4th
gear and then 4th to 3rd gear.
NOTE: For Upshift adaptation, the Transmission
temperature must be greater than 60ÉC (140ÉF) and
less than 100ÉC (212ÉF). Failure to stay within these
temperature ranges will void this procedure.
(4) From a stop, moderately accelerate the vehicle
and obtain all forward gear ranges while keeping the
Engine RPM below 1800 RPM. Repeat this procedure
4 to 5 times.
(5) Obtaining 5th gear may be difficult at 1800
RPM. Allow the transmission to shift into 5th gear at
a higher RPM then lower the RPM to 1800 and per-
form manual shifts between 4th and 5th gears using
the shift lever.
(6) The TCM will store the adaptives every 10
minutes. After completion of the adaptation proce-
dure make sure the vehicle stays running for at least
10 minutes.
(7) It is possible to manually store the adaptives
under the 10 minute time frame using the DRBIIIt
Store Adaptives procedure.
8E - 10 ELECTRONIC CONTROL MODULESVA

INSTALLATION
(1) Raise and support vehicle.
(2) Position generator to engine.
(3) Install 4 generator mounting bolts (Fig. 1).
Refer to Torque Specifications.
(4) Connect field terminal connector at rear of gen-
erator.
(5) Install battery output cable and nut to B+ ter-
minal at top of generator. Refer to Torque Specifica-
tions.
(6) Install protective plastic cover to B+ stud at
top of generator.
(7) Lower vehicle.
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. Thewater 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.
(8) Install generator drive belt. Refer to Cooling
System for procedure.
(9) Connect negative battery cable.
(10) Check charging system for proper operation.
GENERATOR DECOUPLER
PULLEY
DESCRIPTION
The generator decoupler is used only with
certain engines.The decoupler is used in place of
the standard generator drive pulley (Fig. 2).
OPERATION
The generator decoupler is used only with
certain engines.The decoupler (Fig. 2) is a one-way
clutch designed to help reduce belt tension fluctua-
tion, vibration, reduce fatigue loads, improve belt life,
reduce hubloads on components, and reduce noise.
Dry operation is used (no grease or lubricants). The
decoupler is not temperature sensitive and also has a
low sensitivity to electrical load. The decoupler is a
non-serviceable item and is to be replaced as an
assembly.
Fig. 1 GENERATOR MOUNTING - 2.7L DIESEL
1 - GENERATOR
2 - DRIVE BELT
3 - MOUNTING BOLTS (4)
4 - GENERATOR WIRING HARNESS
Fig. 2 GENERATOR DECOUPLER PULLEY
VACHARGING SYSTEM 8F - 19

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

starter pinion gear to spin faster than the pinion
shaft. When the driver releases the ignition switch to
the On position, the starter relay coil is de-energized.
This causes the relay contacts to open. When the
relay contacts open, the starter solenoid plunger
hold-in coil is de-energized.
When the solenoid plunger hold-in coil is de-ener-
gized, the solenoid plunger return spring returns the
plunger to its relaxed position. This causes the con-
tact disc to open the starter feed circuit, and the shift
lever to disengage the overrunning clutch and pinion
gear from the starter ring gear.DIAGNOSIS AND TESTING - STARTING SYS-
TEM
The battery, starting, and charging systems oper-
ate in conjunction with one another, and must be
tested as a complete system. For correct starting/
charging system operation, all of the components
involved in these 3 systems must perform within
specifications.
Starting System Diagnosis
CONDITION POSSIBLE CAUSE CORRECTION
STARTER FAILS TO
OPERATE.1. Battery discharged or
faulty.1. Refer to Battery. Charge or replace battery, if re-
quired.
2. Starting circuit wiring
faulty.2. Refer to 8, Wiring Diagrams. Test and repair starter
feed and/or control circuits, if required.
3. Starter relay faulty. 3. Refer to Starter Relay in Diagnosis and Testing. Re-
place starter relay if required.
4. Ignition switch faulty. 4. Refer to Ignition Switch and Key Lock Cylinder. Re-
place ignition switch if required.
5. Clutch pedal position
switch faulty.5. Refer to Clutch Pedal Position Switch.
6. Park/Neutral position
switch faulty or misad-
justed.6. Refer to Park/Neutral Position Switch. Replace park/
neutral position switch if required.
7. Starter solenoid faulty. 7. Refer to Starter Motor. Replace starter motor assem-
bly if required.
8. Starter motor faulty. 8. If all other starting system components and circuits
test OK, replace starter motor.
STARTER ENGAGES,
FAILS TO TURN EN-
GINE.1. Battery discharged or
faulty.1. Refer to Battery. Charge or replace battery if re-
quired.
2. Starting circuit wiring
faulty.2. Refer to 8, Wiring Diagrams. Test and repair starter
feed and/or control circuits if required.
3. Starter motor faulty. 3. If all other starting system components and circuits
test OK, replace starter motor assembly.
4. Engine seized. 4. Refer to Engine Diagnosis in the Diagnosis and Test-
ing section of 9, Engine.
STARTER ENGAGES,
SPINS OUT BEFORE
ENGINE STARTS.1. Starter ring gear
faulty.1. Refer to Starter Motor Removal and Installation. Re-
move starter motor to inspect starter ring gear. Replace
starter ring gear if required.
2. Starter motor faulty. 2. If all other starting system components and circuits
test OK, replace starter motor assembly.
VASTARTING SYSTEM 8F - 29

OPERATION
When speed control operation is selected by the
speed control switch, the ECM (Engine Control Mod-
ule) allows a set speed to be stored in its RAM for
speed control. To store a set speed, press either of the
SET switch functions while the vehicle is moving,
and above 25 mph (40 km/h). In order for the speed
control to engage, the brakes cannot be applied, nor
can the gear selector be indicating the transmission
is in Park or Neutral.
The speed control can be disengaged manually by:
²Stepping on the brake pedal²Pressing the speed control switch to OFF
²Depressing the clutch pedal (if equipped).
NOTE: Depressing the OFF switch or turning off the
ignition switch will erase the set speed stored in
the ECM.
For added safety, the speed control system is pro-
grammed to disengage for any of the following condi-
tions:
²An indication of Park or Neutral
²A rapid increase rpm (indicates that the clutch
has been disengaged)
²Excessive engine rpm (indicates that the trans-
mission may be in a low gear)
²The speed signal increases at a rate of 10 mph
per second (indicates that the coefficient of friction
between the road surface and tires is extremely low)
²The speed signal decreases at a rate of 10 mph
per second (indicates that the vehicle may have
decelerated at an extremely high rate)
Once the speed control has been disengaged,
depressing the RES/ACCEL switch (when speed is
greater than 30 mph) restores the vehicle to the tar-
get speed that was stored in the ECM.
While the speed control is engaged, the driver can
increase the vehicle speed by depressing the RES/AC-
CEL switch. The new target speed is stored in the
ECM when the RES/ACCEL is released. The PCM
also has a ªtap-upº feature in which vehicle speed
increases at a rate of approximately 2 mph for each
momentary switch activation of the RES/ACCEL
switch.
A ªtap downº feature is used to decelerate without
disengaging the speed control system. To decelerate
from an existing recorded target speed, momentarily
depress the COAST switch. For each switch activa-
tion, speed will be lowered approximately 1 mph.
SPECIFICATIONS
TORQUE
DESCRIPTION N-m Ft. Lbs. In. Lbs.
Switch Mounting Screw .9-1.1 - 8-10
CABLE
DESCRIPTION
A cable and a vacuum controlled servo are not used
with this package. This is a cable-less, servo-less sys-
tem. The speed control system is electronically con-
trolled by the Engine Control Module (ECM).
SERVO
DESCRIPTION
A vacuum controlled servo and control cable are
not used with this package. This is a cable-less, ser-
vo-less system. The speed control system is electron-
ically controlled by the Engine Control Module
(ECM).
Fig. 2 SPEED CONTROL SWITCH FUNCTIONS
1 - SET / ACCELERATE
2 - RESUME SET SPEED
3 - SET / DECELERATE
4 - OFF
5 - SWITCH HANDLE
8P - 2 SPEED CONTROLVA

8W-02 COMPONENT INDEX
Component Page
A/C Auxiliary Fan..................... 8W-42
A/C Auxiliary Fan Relay................ 8W-42
A/C Compressor Clutch................. 8W-42
A/C Compressor Clutch Relay............ 8W-42
A/C Roof Auxiliary Fan................. 8W-42
A/C Roof Auxiliary Fan Relay............ 8W-42
Accelerator Pedal Position Sensor......... 8W-30
Additional Heat Exchanger.............. 8W-42
Additional Heat Exchanger Relay......... 8W-42
Additional Heat Exchanger Switch........ 8W-42
Air Outlet Temperature Sensor........... 8W-42
Airbag Control Module................. 8W-43
Airbag Squibs........................ 8W-43
Ambient Temperature Sensor............ 8W-42
Anti Icing Switch..................... 8W-42
Ash Receiver Lamp.................... 8W-44
Automatic Temperature Control Module.... 8W-42
Auxiliary Heater Control................ 8W-42
Battery............................. 8W-20
Battery Relay-Auxiliary................ 8W-20
Battery-Auxiliary..................... 8W-20
Beam Select Switch.................... 8W-50
Blower Motor Resistor Block............. 8W-42
Blower Motor-Front.................... 8W-42
Blower Stage I Diode................... 8W-42
Body Plug Connector................... 8W-11
Boost Pressure Sensor.................. 8W-30
Boost Pressure Servomotor.............. 8W-30
Boost Pressure Solenoid................ 8W-30
Brake Fluid Level Switch............... 8W-35
Brake Lamp Switch.................... 8W-35
Brake Lamp Switch 4 Pole.............. 8W-35
Brake Pressure Sensor................. 8W-35
Brake Wear Sensors................... 8W-35
CTEL Antenna Connector............... 8W-55
CTEL Connector...................... 8W-55
Cabin Heater Assembly................. 8W-42
Cabin Heater Module.................. 8W-42
Camshaft Position Sensor............... 8W-30
Center High Mounted Stop Lamp......... 8W-51
Central Timer Module.................. 8W-45
Cigar Lighter......................... 8W-41
Cigar Lighter Lamp................... 8W-44
Circulation Pump..................... 8W-42
Circulation Pump Diode................ 8W-42
Circulation Pump Relay-Cabin Heater
Module........................... 8W-42
Clockspring....................... 8W-41, 43
Controller Antilock Brake............... 8W-35
Courtesy Lamps...................... 8W-44
Crankcase Heater..................... 8W-30
Crankshaft Position Sensor.............. 8W-30Component Page
Cylinder Lock Switch-Driver............. 8W-61
D+ Relays........................ 8W-10, 11
Data Link Connector................... 8W-18
Daytime Running Lamp Relays........... 8W-50
Differential Lock Solenoid Valve.......... 8W-31
Dome Lamp.......................... 8W-44
Door Jamb Switch-Rear................. 8W-61
Door Jamb Switches................... 8W-44
Door Jamb Switches-Sliding............. 8W-61
Door Lock Motor/Ajar Switch Assemblies . . . 8W-61
Dosing Pump......................... 8W-42
EGR Valve........................... 8W-30
Electrohydraulic Control Unit............ 8W-31
Engine Control Module................. 8W-30
Engine Control Relay.................. 8W-31
Engine Coolant Level Switch............. 8W-30
Engine Coolant Temperature Sensor....... 8W-30
Engine Oil Sensor..................... 8W-30
Evaporator Temperature Sensor.......... 8W-42
Fan Stage 1 Relay..................... 8W-42
Fog Lamp Relay...................... 8W-50
Fog Lamp Switch..................... 8W-50
Fuel Injectors........................ 8W-30
Fuel Level Sensor..................... 8W-30
Fuel Pressure Sensor.................. 8W-30
Fuel Pressure Solenoid................. 8W-30
Fuel Pump........................... 8W-30
Fuel Pump Relay...................... 8W-30
Fuel Quantity Control Valve............. 8W-30
Fuel Shutdown Solenoid................ 8W-30
Fuel Temperature Sensor............... 8W-30
Fuse Blocks.................... 8W-10, 11, 30
Fuse/Relay Block...................... 8W-11
Fused Ignition Switch Run-Start Relay..... 8W-11
Fuses......................... 8W-10, 11, 42
Generator........................... 8W-20
Glow Plug Control Module.............. 8W-30
Glow Plugs.......................... 8W-30
Grounds............................ 8W-15
Hazard Warning Switch................ 8W-52
Headlamp Adjust Switch................ 8W-50
Headlamp Assemblies............... 8W-50, 52
Headlamp Switch..................... 8W-50
Heated Seat Modules.................. 8W-63
Heated Seat Switches.................. 8W-63
Heater Timer-Auxiliary................. 8W-42
High Idle Switch...................... 8W-30
High Pressure Switch.................. 8W-42
Hood Ajar Switch..................... 8W-39
Horn............................... 8W-41
Horn Relay.......................... 8W-41
Horn Switch......................... 8W-41
VA8W-02 COMPONENT INDEX 8W - 02 - 1