key MERCEDES-BENZ SPRINTER 2006 Workshop Manual

SECURITY SYSTEM MODULE C2 - LT. GREENCAV CIRCUIT FUNCTION
1 16DG/YL INTRUSION SENSOR INTERFACE
2 16GY/BL WINDOW DEFOGGER-LEFT REAR OUTPUT
3 16GY WINDOW DEFOGGER RELAY-RIGHT REAR OUTPUT
4 20DG/BK INTRUSION SENSOR 1 SIGNAL
5- -
6- -
7 20GY/BK INTRUSION SENSOR 2 SIGNAL
8 16GY/DG K-CTM/SSM
9 18BK/BL SIREN SIGNAL CONTROL
10 20DG/WT/BL INTRUSION SENSOR 3 SIGNAL
11 16WT/BL RKE INTERFACE
12 16WT/BL/RD SECURITY SYSTEM INTERFACE
SENTRY KEY REMOTE ENTRY MODULE (SKREEM)CAV CIRCUIT FUNCTION
1 18YL RKE ANTENNA
2 16BR GROUND
3 16RD/YL FUSED B(+)
4 16BK/WT LEFT TURN SIGNAL
5 20DG/WT CAN C BUS (+)
6 20DG CAN C BUS (-)
7 16BK/YL FUSED IGNITION SWITCH OUTPUT (RUN-START)
8 20WT/DG K-SKREEM
9 16WT/BL/RD (EXCEPT
VTSS)RKE INTERFACE
9 16WT/BL/RD (VTSS) SECURITY SYSTEM INTERFACE
10 18DG/YL TURN SIGNAL/ANTI-THEFT ALARM RELAY-LEFT/RIGHT CONTROL
11 20BR TRANSPONDER COIL (+)
12 - TRANSPONDER COIL (-)
SHIFTER ASSEMBLY - BLACKCAV CIRCUIT FUNCTION
1- -
2 20GY/DG/RD LAMP DRIVER
3 20BL/DG K-ABS/SHIFTER ASSEMBLY
4 18BR GROUND
5 20BK/BL/RD BRAKE LAMP SWITCH
6 20DG/WT CAN C BUS (+)
7 20DG CAN C BUS (-)
8 18BK/DG TRANSMISSION RELAY OUTPUT
9 16WT/BL/RD FUSED IGNITION SWITCH OUTPUT (RUN-START)
10 16WT/RD BACK-UP LAMP
SIREN - BLACKCAV CIRCUIT FUNCTION
1 18RD/DG FUSED B(+)
2 18BR GROUND
3 18BK/BL SIREN SIGNAL CONTROL
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ver: 2.14
date: 26 Jul93
file: key_iff.cc
date: Jul 26 1993
line: 548
err: 0x1
User-Requested COLD Boot
Press MORE to switch between this display
and the application screen.
Press F4 when done noting information.
3.9.1 DRBIIITDOES NOT POWER UP
(BLANK SCREEN)
If the LED's do not light or no sound is emitted at
start up, check for loose cable connections or a bad
cable. Check the vehicle battery voltage (data link
16-way connector cavity 16). A minimum of 11 volts
is required to adequately power the DRBIIIt. Also
check for a good ground at DLC.
If all connections are proper between the
DRBIIItand the vehicle or other devices, and the
vehicle battery is fully charged, an inoperative
DRBIIItmay be the result or a faulty cable or
vehicle wiring.
3.9.2 DISPLAY IS NOT VISIBLE
Low temperatures will affect the visibility of the
display. Adjust the contrast to compensate for this
condition.
4.0 DISCLAIMERS, SAFETY,
WARNINGS
4.1 DISCLAIMERS
All information, illustrations, and specifications
contained in this manual are based on the latestinformation available at the time of publication.
The right is reserved to make changes at any time
without notice.
4.2 SAFETY
4.2.1 TECHNICIAN SAFETY INFORMATION
WARNING: ENGINES PRODUCE CARBON
MONOXIDE THAT IS ODORLESS, CAUSES
SLOWER REACTION TIME, AND CAN LEAD
TO SERIOUS INJURY. WHEN THE ENGINE IS
OPERATING, KEEP SERVICE AREAS WELL
VENTILATED OR ATTACH THE VEHICLE
EXHAUST SYSTEM TO THE SHOP EXHAUST
REMOVAL SYSTEM.
Set the parking brake and block the wheels before
testing or repairing the vehicle. It is especially
important to block the wheels on front-wheel drive
vehicles; the parking brake does not hold the front
drive wheels.
When servicing a vehicle, always wear eye pro-
tection, and remove any metal jewelry such as
watchbands or bracelets that might make an inad-
vertent electrical contact.
When diagnosing an antilock brake or adjustable
pedals system problem, it is important to follow
approved procedures where applicable. These pro-
cedures can be found in the service manual. Follow-
ing these procedures is very important to safety of
individuals performing diagnostic tests.
4.2.2 VEHICLE PREPARATION FOR
TESTING
Make sure the vehicle being tested has a fully
charged battery. If it does not, false diagnostic codes
or error messages may occur.
4.2.3 SERVICING SUB-ASSEMBLIES
Some components of the antilock brake and trac-
tion control are intended to be serviced in assembly
only. Attempting to remove or repair certain sub-
components may result in personal injury and/or
improper system operation. Only those components
with approved repair and installation procedures in
the service manual should be serviced.
5
GENERAL INFORMATION

Symptom:
NO COMMUNICATION WITH BUS
When Monitored and Set Condition:
NO COMMUNICATION WITH BUS
When Monitored: Ignition On - Continuously
Set Condition: When the CAB fails to receive all module messages.
POSSIBLE CAUSES
CAN CIRCUITS SHORTED TO VOLTAGE
MODULE SHORT TO VOLTAGE
CAN CIRCUITS SHORTED TO GROUND
MODULE SHORT TO GROUND
CAN CIRCUITS SHORTED TOGETHER
ENGINE CONTROL MODULE
SENTRY KEY REMOTE ENTRY MODULE
TEST ACTION APPLICABILITY
1 Turn the ignition off.
Disconnect the Instrument Cluster harness connectors.
Turn the ignition on.
Measure the voltage between CAN C Bus (+) circuit and ground.
Measure the voltage between CAN C Bus (-) circuit and ground.
Is the voltage above 3.0 volts on either circuit?All
Ye s!Go To 2
No!Go To 3
49
BRAKES (CAB)

TEST ACTION APPLICABILITY
5 Turn the ignition off.
Disconnect the negative battery cable.
NOTE: Refer to the wiring diagrams in the service information to help
determine which modules are connected to the CAN Bus.
Disconnect all of the modules that are connected to the CAN Bus.
Measure the resistance between the CAN C Bus (+) circuit and the CAN C Bus (-)
circuit at any disconnected module's harness connector.
Is the resistance below 10k ohms?All
Ye s!Repair the CAN C Bus (+) circuit for a short to the CAN C Bus (-)
circuit.
Perform BODY VERIFICATION TEST - VER 1.
No!Go To 6
6 Turn the ignition off.
Reconnect the Engine Control Module harness connectors.
While back probing, measure the resistance of the CAN C Bus (+) circuit and the
CAN C Bus (-) circuit at the ECM harness connector.
Is the resistance 120.0   2.0 ohms?All
Ye s!Replace the Sentry Key Remote Entry Module in accordance with
the Service Information.
Perform BODY VERIFICATION TEST - VER 1.
No!Replace the Engine Control Module in accordance with the
Service Information.
Perform BODY VERIFICATION TEST - VER 1.
51
BRAKES (CAB)
NO COMMUNICATION WITH BUS ÐContinued

INSTRUMENT CLUSTER C2 - WHITECAV CIRCUIT FUNCTION
1- -
2- -
3 20RD/YL FUSED B(+)
4 20BR/WT BRAKE WEAR SENSOR SIGNAL
5- -
6 18BR GROUND
7 20GY/DG/RD LAMP DRIVER
8 20BL/WT FUSED HIGH BEAM SWITCH OUTPUT
9 20BL/RD/WT VEHICLE SPEED SENSOR OUTPUT
10 20BK FUSED IGNITION SWITCH OUTPUT (RUN-START)
11 20BL/BK KEY-IN IGNITION SWITCH SIGNAL
12 - -
13 20BK/WT LEFT TURN SIGNAL
14 20BR/YL BRAKE FLUID LEVEL INDICATOR SIGNAL
15 20BL GENERATOR FIELD DRIVER
16 20YL AIRBAG WARNING INDICATOR DRIVER
17 - -
18 20BL/VT D(+) RELAY NO. 1 CONTROL
18 20BL/VT D(+) RELAY NO. 1 CONTROL
STEERING ANGLE SENSORCAV CIRCUIT FUNCTION
1 20DG/WT CAN C BUS (-)
2- -
3 20DG CAN C BUS (+)
4- -
5 20BK/RD FUSED OPTIONAL EQUIPMENT RELAY OUTPUT
6 20BR GROUND
TCS SWITCH (ASR) - BLACKCAV CIRCUIT FUNCTION
1 16GY/DG/RD LAMP DRIVER
2- -
3 18BK/BL TCS SWITCH (ASR) SENSE
4- -
5- -
6- -
7 16BK/BL/DG FUSED IGNITION SWITCH OUTPUT
8- -
9- -
10 16BR GROUND
WHEEL SPEED SENSOR-LEFT FRONTCAV CIRCUIT FUNCTION
1 18BK LEFT FRONT WHEEL SPEED SENSOR (+)
2 18BR LEFT FRONT WHEEL SPEED SENSOR (-)
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TABLE OF CONTENTS
1.0 INTRODUCTION.........................................................1
1.1SYSTEM COVERAGE...............................................1
1.2SIX-STEP TROUBLESHOOTING PROCEDURE..........................1
2.0 IDENTIFICATION OF SYSTEM.............................................1
3.0 SYSTEM DESCRIPTION AND FUNCTIONAL OPERATION......................1
3.1GENERAL DESCRIPTION............................................1
3.2FUNCTIONAL OPERATION...........................................1
3.2.1ECM ON-BOARD DIAGNOSTICS..............................1
3.2.2ECM OPERATING MODES...................................2
3.2.3MONITORED CIRCUITS......................................2
3.2.4SKREEM OVERVIEW........................................2
3.2.5SKREEM ON-BOARD DIAGNOSTICS...........................2
3.2.6SKREEM OPERATION.......................................3
3.3DIAGNOSTIC TROUBLE CODES......................................3
3.3.1HARD CODE...............................................3
3.3.2INTERMITTENT CODE.......................................3
3.3.3ECM DIAGNOSTIC TROUBLE CODES..........................3
3.3.4HANDLING NO TROUBLE CODE PROBLEMS...................8
3.4USING THE DRBIIIT.................................................8
3.4.1DRBIIITDOES NOT POWER UP...............................8
3.4.2DISPLAY IS NOT VISIBLE....................................8
4.0 DISCLAIMERS, SAFETY, WARNINGS.......................................8
4.1DISCLAIMERS......................................................8
4.2SAFETY...........................................................8
4.2.1TECHNICIAN SAFETY INFORMATION..........................8
4.2.2VEHICLE PREPARATION FOR TESTING........................9
4.2.3SERVICING SUB-ASSEMBLIES...............................9
4.2.4DRBIIITSAFETY INFORMATION...............................9
4.3WARNINGS AND CAUTIONS.........................................9
4.3.1ROAD TEST WARNINGS.....................................9
4.3.2VEHICLE DAMAGE CAUTIONS...............................9
5.0 REQUIRED TOOLS AND EQUIPMENT......................................9
6.0 GLOSSARY OF TERMS..................................................10
7.0 DIAGNOSTIC INFORMATION AND PROCEDURES...........................11
COMMUNICATION
*NO RESPONSE FROM ENGINE CONTROL MODULE........................12
*NO RESPONSE FROM SENTRY KEY REMOTE ENTRY MODULE..............14
DRIVEABILITY - DIESEL
P-1105 ATMOSPHERIC PRESSURE SENSOR PLAUSIBILITY WITH BOOST
PRESSURE SENSOR....................................................16
P1105-ATMOSPHERIC PRESSURE SENSOR SIGNAL VOLTAGE TOO HIGH......16
P1105-ATMOSPHERIC PRESSURE SENSOR SIGNAL VOLTAGE TOO LOW......16
P1617- ECM READ/WRITE ERROR........................................16
i

1.0 INTRODUCTION
The procedures contained in this manual include
all specifications, instructions and graphics needed
to diagnose engine control module (ECM) and sen-
try key remote entry module (SKREEM) problems;
they are no start, diagnostic trouble code (DTC) and
no trouble code problems for the ECM. The diagnos-
tics in this manual are based on the trouble condi-
tion or symptom being present at the time of diag-
nosis.
When repairs are required, refer to the appropri-
ate service information for the proper removal and
repair procedure.
Diagnostic procedures change every year. New
diagnostic systems may be added; carryover sys-
tems may be enhanced. IT IS RECOMMENDED
THAT YOU REVIEW THE ENTIRE MANUAL TO
BECOME FAMILIAR WITH ALL NEW AND
CHANGED DIAGNOSTIC PROCEDURES.
This manual will cover all the necessary require-
ments to begin a logical diagnostic path for each
problem. If there is a diagnostic trouble code (DTC)
detected, go to the trouble code test. If there are no
DTCs present, go to a no trouble code (*), symptom
based test.
This book reflects many suggested changes from
readers of past issues. After using this book, if you
have any comments or recommendations, please fill
out the form at the back of the book and mail it back
to us.
1.1 SYSTEM COVERAGE
This diagnostic procedures manual covers 2005
Sprinter vehicles equipped with the 2.7L common
rail diesel engine.
1.2 SIX-STEP TROUBLESHOOTING
PROCEDURE
Diagnosis of the engine control module (ECM)
and sentry key immobilizer system (SKREEM) is
done in six basic steps:
²verification of complaint
²verification of any related symptom
²symptom analysis
²problem isolation
²repair of isolated problem
²verification of proper operation
NOTE: All tests in this manual should be per-
formed with the engine at operating temperature,
unless otherwise specified within a particular test.
2.0 IDENTIFICATION OF
SYSTEM
The ECM is located to the left of the steering
column behind the steering column opening cover.
The sentry remote entry module (SKREEM) is
attached to the rear of the instrument cluster.
3.0 SYSTEM DESCRIPTION AND
FUNCTIONAL OPERATION
3.1 GENERAL DESCRIPTION
The 2.7L direct injection diesel engine system is
equipped with the latest technical advances. The
on-board diagnostics incorporated in the engine
control module and SKREEM are intended to assist
the field technician in repairing vehicle problems by
the quickest means.
The engine system incorporates a common rail
fuel delivery design with exhaust emission feed-
back. This design utilizes electronically controlled
solenoid valve type fuel injectors. Each injector is
controlled individually by the ECM. Injector timing
and fuel quantity are controlled by the ECM based
on inputs from various sensors. The precision con-
trol of the injectors by the ECM helps to reduce the
engine noise, odor and smoke.
3.2 FUNCTIONAL OPERATION
3.2.1 ECM ON-BOARD DIAGNOSTICS
The ECM is programmed to monitor different
circuits of the diesel fuel injection system. This
monitoring is called on-board diagnostics.
Certain criteria must be met for a diagnostic
trouble code to be entered into the ECM memory.
The criteria may be a range of: engine rpm, engine
temperature, time or other input signals to the
ECM. If all of the criteria for monitoring a system or
circuit are met, and a problem is sensed, then a
DTC will be stored in the ECM memory.
It is possible that a DTC for a monitored circuit
may not be entered into the ECM memory, even
though a malfunction has occurred. This may hap-
pen when the monitoring criteria have not been
met.
The ECM compares input signal voltages from
each input device with specifications (the estab-
lished high and low limits of the input range) that
are programmed into it for that device. If the input
voltage is not within the specifications and other
trouble code criteria are met, a DTC will be stored
in the ECM memory.
1
GENERAL INFORMATION

3.2.2 ECM OPERATING MODES
As input signals to the ECM change, the ECM
adjusts its response to the output devices. For
example, the ECM must calculate a different fuel
quantity and fuel timing for engine idle condition
than it would for a wide open throttle condition.
There are several different modes of operation that
determine how the ECM responds to the various
input signals.
Ignition Switch On (Engine Off)
When the ignition is turned on the ECM activates
the glow plug relay for a time period that is deter-
mined by engine coolant temperature, intake air
temperature and battery voltage.
Engine Start-Up Mode
The ECM uses the intake air temperature sensor,
engine temperature sensor and the crankshaft po-
sition sensor (engine speed) inputs to determine
fuel injection quantity.
Normal Driving Modes
Engine idle, warm-up, acceleration, deceleration
and wide open throttle modes are controlled based
on all of the sensor inputs to the ECM. The ECM
uses these sensor inputs to adjust fuel quantity and
fuel injector timing. EGR valve control is performed
using feedback from the oxygen sensor. An oxygen
sensor is located in the exhaust manifold to sample
oxygen content exiting the engine cylinders. The
ECM uses the O2 sensor, along with other sensor
inputs, to govern the amount of exhaust gas recir-
culation to reduce HC (HydroCarbons) and CO
(Carbon Monoxide). Engine coolant is routed
through the base of the EGR valve to provide
additional cooling of the exhaust gas, which further
helps the reductions of emissions. The EGR valve
has a self-cleaning function. When the engine is
shut off, the EGR valve rotates twice to reduce
carbon deposits at the valve seat.
Overheat Production Mode
If the engine temperature is above 105ÉC (221ÉF)
and vehicle speed is above 40 km/h (25 MPH) the
ECM will limit fuel quantity for engine protection.
Limp-In Mode
The ECM utilizes different degrees of engine
limp-in. The ECM is able to limit engine rpm,
engine power output (turbo boost reduction), acti-
vate engine cooling fan or all of these functions
based on the type of fault that is detected. Critical
engine performance faults such as accelerator pedal
position sensor fault will result in a fixed idle speed
of approximately 680 rpm regardless of actual pedalposition. Other less critical faults will result in
power reduction throughout the full range of driv-
ing conditions.
Overspeed Detection Mode
If the ECM detects engine RPM that exceeds
5200 RPM, the ECM will set a DTC in memory,
limit engine RPM to no more than 2500 RPM, and
illuminate the MIL until the DTC is cleared.
After-Run Mode
The ECM transfers RAM information to ROM
and performs an Input/Output state check.
3.2.3 MONITORED CIRCUITS
The ECM is able to monitor and identify most
driveability related trouble conditions. Some cir-
cuits are directly monitored through ECM feedback
circuitry. In addition, the ECM monitors the voltage
state of some circuits and compares those states
with expected values. Other systems are monitored
indirectly when the ECM conducts a rationality test
to identify problems.
Although most subsystems of the engine control
module are either directly or indirectly monitored,
there may be occasions when diagnostic trouble
codes are not immediately identified. For a trouble
code to set, a specific set of conditions must occur
and unless these conditions occur, a DTC will not
set.
3.2.4 SKREEM OVERVIEW
The sentry key remote entry module system
(SKREEM) is designed to prevent unauthorized
vehicle operation. The system consists of a sentry
key remote entry module (SKREEM), ignition
key(s) equipped with a transponder chip and the
ECM. When the ignition switch is turned on, the
SKREEM interrogates the ignition key. If the igni-
tion key is Valid or Invalid, the SKREEM sends a
message to the ECM indicating ignition key status.
Upon receiving this message the ECM will termi-
nate engine operation or allow the engine to con-
tinue to operate.
3.2.5 SKREEM ON-BOARD DIAGNOSTICS
The SKREEM has been programmed to transmit
and monitor many different coded messages as well
as CAN Bus messages. This monitoring is called
On-Board Diagnostics. Certain criteria must be met
for a DTC to be entered into SKREEM memory. The
criteria may be a range of; input voltage, CAN Bus
message or coded messages to the SKREEM. If all
the criteria for monitoring a circuit or function are
met and a fault is detected, a DTC will be stored in
the SKREEM memory and the START ERROR indi-
cator will be turned on in the instrument cluster.
2
GENERAL INFORMATION

3.2.6 SKREEM OPERATION
When ignition power is supplied to the SKREEM,
the SKREEM performs an internal self-test. After
the self-test is complete, the SKREEM energizes
the antenna (this activates the transponder chip)
and sends a challenge to the transponder chip. The
transponder chip responds to the challenge by gen-
erating an encrypted response message.
After responding to the coded message, the tran-
sponder sends a transponder ID message to the
SKREEM. The SKREEM compares the transpon-
der ID message to the available valid key codes in
SKREEM memory (8 key maximum at any one
time). After validating the ignition key the
SKREEM sends a CAN Bus message request to the
ECM, then waits for the ECM response. If the ECM
does not respond, the SKREEM will send the re-
quest again. If the ECM does not respond again, the
SKREEM will stop sending the request and store a
trouble code in memory. If the ECM sends a correct
response to the SKREEM, the SKREEM sends a
valid/invalid key message to the ECM. The ECM
will allow or disallow engine operation based on this
message.
Secret Key - an electronically stored value (iden-
tification number) that is unique to each SKREEM.
The secret key is stored in the SKREEM, ECM and
all ignition key transponders.
Challenge - a random number that is generated by
the SKREEM at each ignition key cycle.
The secret key and challenge are the two vari-
ables used in the algorithm that produces the
encrypted response message. The transponder uses
the crypto algorithm to receive, decode and respond
to the message sent by the SKREEM. After re-
sponding to the coded message, the transponder
sends a transponder ID message to the SKREEM.
3.3 DIAGNOSTIC TROUBLE CODES
Each diagnostic trouble code (DTC) is diagnosed
by following a specific procedure. The diagnostic
test procedure contains step-by-step instruction for
determining the cause of the DTC as well as no
trouble code problems. It is not necessary to per-
form all of the tests in this book to diagnose an
individual code.
Always begin diagnosis by reading the DTCs
using the DRBIIIt. This will direct you to the
specific test(s) that must be performed.
3.3.1 HARD CODE
A DTC that comes back within one cycle of the
ignition key is a hard code. This means that the
problem is current every time the ECM/SKREEM
checks that circuit or function. Procedures in this
manual verify if the DTC is a hard code at thebeginning of each test. When the fault is not a hard
code, an intermittent test must be performed.
NOTE: If the DRBIIITdisplays faults for
multiple components (i.e. ECT, MAF, IAT
sensors) identify and check the shared
circuits for possible problems before
continuing (i.e. sensor grounds or 5-volt
supply circuits). Refer to the appropriate
schematic to identify shared circuits.
3.3.2 INTERMITTENT CODE
A DTC that is not current every time the ECM/
SKREEM checks the circuit or function is an inter-
mittent code. Most intermittent DTCs are caused
by wiring or connector problems. Problems that
come and go like this are the most difficult to
diagnose; they must be looked for under specific
conditions that cause them. The following checks
may assist you in identifying a possible intermit-
tent problem.
± Visually inspect the related wire harness con-
nectors. Look for broken, bent, pushed out or
corroded terminals.
± Visually inspect the related wire harness.
Look for chafed, pierced or partially broken
wire.
± Refer to hotlines or technical service bulletins
that may apply.
NOTE: Electromagnetic (radio) interference
can cause an intermittent system
malfunction. This interference can interrupt
communication between the ignition key
transponder and the SKREEM.
3.3.3 ECM DIAGNOSTIC TROUBLE CODES
IMPORTANT NOTE: Before replacing the
ECM for a failed driver, control circuit or
ground circuit, be sure to check the related
component/circuit integrity for failures not
detected due to a double fault in the circuit.
Most ECM driver/control circuit failures are
caused by internal failures to components
(i.e. relays and solenoids) and shorted
circuits (i.e. sensor pull-ups, drivers and
ground circuits). These faults are difficult to
detect when a double fault has occurred and
only one DTC has set.
If the DRBIIItdisplays faults for multiple com-
ponents (i.e. MAF, ECT, ENG OIL, etc.), identify
and check the shared circuits for possible problems
before continuing (i.e. sensor grounds or 5-volt
3
GENERAL INFORMATION

ohmmeter
voltmeter
jumper wires and probes
oscilloscope
6.0 GLOSSARY OF TERMS
A/Cair conditioning
APPaccelerator pedal position (sensor)
BCMbody control module
BPboost pressure (sensor)
CKPcrankshaft position (sensor)
CMPcamshaft position (sensor)
CTMcentral timer module
DLCdata link connector
ECMengine control module
ECTengine coolant temperature (sensor)
EGRexhaust gas recirculation (solenoid/
valve)
EOSengine oil sensor
IATintake air temperature (sensor)
IPintake pressure sensorMAFmass air flow (sensor)
MILmalfunction indicator lamp
msmillisecond(s)
O2oxygen sensor
PDCpower distribution center
S/Cspeed control
SKREEMsentry key remote entry module
SRCsignal range check
WIFwater in fuel (sensor)
10
GENERAL INFORMATION