ECO mode MERCEDES-BENZ SPRINTER 2006 Workshop Manual

(2) Position the sensor (Fig. 3) and install the fas-
teners.
(3) Connect the negative battery cable.
BOOST PRESSURE SENSOR
DESCRIPTION
The boost pressure sensor is mounted to the charge
air pipe (Fig. 4). The sensor allows the ECM to mon-
itor intake air down stream of the turbocharger.
OPERATION
When the intake manifold pressure is high due to
turbo boost, sensor voltage output is 2.0-4.7 volts.
The sensor receives a 5-volts reference from the
ECM. Sensor ground is also provided by the ECM.
The ECM uses boost pressure combined with intake
air temerature to determine the volume of air enter-
ing the engine (Fig. 4).
DIAGNOSIS AND TESTING - BOOST PRESSURE
SENSOR
If the boost pressure sensor fails, the ECM records
a DTC into memory and continues to operate the
engine in one of the three limp-in modes. When the
ECM is operating in this mode, a loss of power will
be present, as if the turbocharger was not operating.
The best method for diagnosing faults with the boost
pressure sensor is with the DRB IIItscan tool. Refer
to the Diesel Powertrain Diagnostic Manual for more
information.
Refer to On-Board Diagnostics in Emissions Con-
trol System for a list of Diagnostic Trouble Codes
(DTC's) for certain fuel system components.
REMOVAL
(1) Disconnect the negative battery cable.
(2) Unplug the electrical connector.
(3) Remove the sensor retaining bolts, remove the
sensor (Fig. 5) and O-ring.
INSTALLATION
(1) Inspect boost pressure sensor O-ring for cuts or
abrasions, replace as necessary.
(2) Position the boost pressure sensor above access
hole in the charge air pipe and push down to fit flush
(Fig. 21).
(3) Install the bolts and tighten to 44 lbs. in. (5
N´m) (Fig. 21).
(4) Reconnect the sensor electrical connector (Fig.
21).
(5) Connect negative battery cable
CAMSHAFT POSITION SEN-
SOR
DESCRIPTION
The camshaft position sensor is mounted on the
cylinder head cover toward the rear of the engine.
The camshaft sensor (Fig. 6) utilizes a non contact
method on one segment of the camshaft to record the
camshaft position. When the ECM receives the signal
from this sensor, it can then detect TDC of cylinder
number one. The signal from the camshaft sensor is
only required during engine starting. Injection timing
Fig. 4 BOOST PRESSURE SENSOR
Fig. 5 BOOST PRESSURE AND INLET AIR
TEMPERATURE SENSORS
1 - CHARGE AIR DUCT
2 - INTAKE AIR TEMPERATURE SENSOR
3 - BOOST PRESSURE SENSOR
VAFUEL INJECTION 14 - 33

flexible adaptation to different vehicle and engine
variants.
EMERGENCY RUNNING FUNCTION
In order to ensure a safe driving state and to pre-
vent damage to the automatic transmission, the TCM
control module switches to limp-home mode in the
event of critical faults. A diagnostic trouble code
(DTC) assigned to the fault is stored in memory. All
solenoid and regulating valves are thus de-energized.
The net effect is:
²The last engaged gear remains engaged.
²The modulating pressure and shift pressures
rise to the maximum levels.
²The torque converter lockup clutch is deacti-
vated.
In order to preserve the operability of the vehicle
to some extent, the hydraulic control can be used to
engage 2nd gear or reverse using the following pro-
cedure:²Stop the vehicle.
²Move selector lever to ªPº.
²Switch off engine.
²Wait at least 10 seconds.
²Start engine.
²Move selector lever to D: 2nd gear.
²Move selector lever to R: Reverse gear.
The limp-home function remains active until the
DTC is rectified or the stored DTC is erased with the
appropriate scan tool. Sporadic faults can be reset
via ignition OFF/ON.
CLUTCH APPLICATION
Refer to CLUTCH APPLICATION for which shift
elements are applied in each gear position.
CLUTCH APPLICATION
GEAR RATIO B1 B2 B3 K1 K2 K3 F1 F2
1 3.59 X* X X* X X
2 2.19 X X X* X
3 1.41 X X X
4 1.00 X X X
5 0.83 X X X X*
N N/A X X
R 3.16 X* X X X
R - Limp
In1.93 X X X
* = The shift components required during coast.
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 5

CAUSES OF BURNT FLUID
Burnt, discolored fluid is a result of overheating
which has three primary causes.
1. Internal clutch slippage, usually caused by low
line pressure, inadequate clutch apply pressure, or
clutch seal failure.
2. A result of restricted fluid flow through the
main and/or auxiliary cooler. This condition is usu-
ally the result of a faulty or improperly installed
drainback valve, a damaged oil cooler, or severe
restrictions in the coolers and lines caused by debris
or kinked lines.
3. Heavy duty operation with a vehicle not prop-
erly equipped for this type of operation. Trailer tow-
ing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
FLUID CONTAMINATION
Transmission fluid contamination is generally a
result of:
²adding incorrect fluid
²failure to clean dipstick and fill tube when
checking level
²engine coolant entering the fluid
²internal failure that generates debris
²overheat that generates sludge (fluid break-
down)
²failure to replace contaminated converter after
repair
The use of non-recommended fluids can result in
transmission failure. The usual results are erratic
shifts, slippage, abnormal wear and eventual failure
due to fluid breakdown and sludge formation. Avoid
this condition by using recommended fluids only.
The dipstick cap and fill tube should be wiped
clean before checking fluid level. Dirt, grease and
other foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
time to wipe the cap and tube clean before withdraw-
ing the dipstick.
Engine coolant in the transmission fluid is gener-
ally caused by a cooler malfunction. The only remedy
is to replace the radiator as the cooler in the radiator
is not a serviceable part. If coolant has circulated
through the transmission, an overhaul is necessary.
The torque converter should be replaced whenever
a failure generates sludge and debris. This is neces-
sary because normal converter flushing procedures
will not remove all contaminants.
STANDARD PROCEDURE
CHECK OIL LEVEL
(1) Verify that the vehicle is parked on a level sur-
face.
(2) Remove locking pin (1) (Fig. 149). Remove the
plate of the locking pin with a suitable tool and press
out the pin remaining in the cap downwards.
(3) Remove cap (2).
WARNING: Risk of accident from vehicle starting off
by itself when engine running. Risk of injury from
contusions and burns if you insert your hands into
the engine when it is started or when it is running.
Secure vehicle to prevent it from moving off by
itself. Wear properly fastened and close-fitting work
clothes. Do not touch hot or rotating parts.
(4) Actuate the service brake. Start engine and let
it run at idle speed in selector lever position ªPº.
(5) Shift through the transmission modes several
times with the vehicle stationary and the engine
idling
(6) Warm up the transmission, wait at least 2 min-
utes and check the oil level with the engine running.
Push the Oil Dipstick 8863A in up to the stop on the
electrohydraulic unit and pull out again, read off oil
level, repeat if necessary.
NOTE: The dipstick will protrude from the fill tube
approximately 75mm (3 inches) when installed.
Fig. 149 Remove Dipstick Tube Cap Lock
1 - LOCKING PIN
2 - TUBE CAP
3 - DIPSTICK TUBE
21 - 132 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

WHEELS
DESCRIPTION
Original equipment wheels are designed for the
specified Maximum Vehicle Capacity.
All models use steel or aluminum wheels.
Aluminum wheels require special balance weights
and alignment equipment.
(1) On vehicles equipped with dual rear wheels,
The slots in the wheel must be aligned to provide
access to the valve stem.
OPERATION
The wheel (Fig. 19) has raised sections between
the rim flanges and the rim well. Initial inflation of
the tire forces the bead over these raised sections. In
case of tire failure, the raised sections hold the tire
in position on the wheel until the vehicle can be
brought to a safe stop.
DIAGNOSIS AND TESTING
WHEEL INSPECTION
Inspect wheels for:
²Excessive run out
²Dents or cracks
²Damaged wheel lug nut holes
²Air Leaks from any area or surface of the rim
NOTE: Do not attempt to repair a wheel by hammer-
ing, heating or welding.
If a wheel is damaged an original equipment
replacement wheel should be used. When obtaining
replacement wheels, they should be equivalent in
load carrying capacity. The diameter, width, offset,pilot hole and bolt circle of the wheel should be the
same as the original wheel.
WARNING: FAILURE TO USE EQUIVALENT
REPLACEMENT WHEELS MAY ADVERSELY
AFFECT THE SAFETY AND HANDLING OF THE
VEHICLE. USED WHEELS ARE NOT RECOM-
MENDED. THE SERVICE HISTORY OF THE WHEEL
MAY HAVE INCLUDED SEVERE TREATMENT OR
VERY HIGH MILEAGE. THE RIM COULD FAIL WITH-
OUT WARNING.
STANDARD PROCEDURE
STANDARD PROCEDURE - WHEEL REPLACE-
MENT
The wheel stud/lugs are designed for specific appli-
cations. They must be replaced with equivalent parts.
Do not use replacement parts of lesser quality or a
substitute design.
Before installing the wheel, be sure to remove any
build up of corrosion on the wheel mounting surfaces.
Ensure wheels are installed with good metal-to-metal
contact. Improper installation could cause loosening
of wheel nuts. This could affect the safety and han-
dling of your vehicle.
To install the wheel, first position it properly on
the mounting surface. All wheel nuts should then be
tightened just snug. Gradually tighten them in
sequence to the proper torque specification.Never
use oil or grease on studs.
Wheels must be replaced if they have:
²Excessive runout
²Bent or dented
²Leak air through welds
²Have damaged bolt holes
Wheel repairs employing hammering, heating, or
welding are not allowed.
Original equipment wheels are available through
your dealer. Replacement wheels from any other
source should be equivalent in:
²Load carrying capacity
²Diameter
²Width
²Offset
²Mounting configuration
Failure to use equivalent replacement wheels may
affect the safety and handling of your vehicle.
Replacement withusedwheels is not recommended.
Their service history may have included severe treat-
ment.
STANDARD PROCEDURE - DUAL REAR WHEEL
INSTALLATION
The tires on both wheels must be completely raised
off the ground when tightening the lug nuts. This
Fig. 19 Safety Rim
1 - FLANGE
2 - RIDGE
3 - WELL
VATIRES/WHEELS 22 - 13

HEATING & AIR CONDITIONING
TABLE OF CONTENTS
page page
HEATING & AIR CONDITIONING
DESCRIPTION..........................1
OPERATION............................2
DIAGNOSIS AND TESTING
A/C PERFORMANCE....................3
HEATER PERFORMANCE TEST...........5
ATC FUNCTION TEST...................6
SPECIFICATIONS
HEATING-A/C SYSTEM..................6CONTROLS-FRONT........................8
CONTROLS - REAR......................24
DISTRIBUTION - FRONT...................45
DISTRIBUTION - REAR....................52
PLUMBING.............................60
CABIN HEATER.........................104
HEATING & AIR CONDITION-
ING
DESCRIPTION
An automatic temperature control (ATC) single
zone type heating-A/C system is standard equipment
on this model.
To maintain the performance level of the heating,
ventilation and air conditioning (HVAC) system, the
engine cooling system must be properly maintained.
The use of a bug screen is not recommended. Any
obstructions in front of the radiator or A/C condenser
will reduce the performance of the A/C and engine
cooling systems.
The engine cooling system includes the radiator,
thermostat, radiator hoses and the engine coolant
pump. Refer to 7 - Cooling for more information
before opening or attempting any service to the
engine cooling system.
All vehicles are equipped with a common ventila-
tion housing (Fig. 1) located in the engine compart-
ment which includes:
²Blower motor
²Blower motor resistor block
²Recirculation door and actuator
All vehicles are also equipped with a common
heater housing (Fig. 2) mounted under the instru-
ment panel which includes:
²Heater core
²Evaporator core
²Evaporator temperature sensor
²Expansion valve
²Air outlet temperature sensor
²Mode doors
Fig. 1 Ventilation Housing
1 - NUT (5)
2 - WASHER (5)
3 - VENTILATION HOUSING
4 - HOUSING COVER
VAHEATING & AIR CONDITIONING 24 - 1

Some vehicles are equipped with an additional
Denso 10S17 A/C compressor mounted to the engine
which is used for the optional rear A/C system and
various add-on A/C systems (Fig. 3).A heater booster is used to aid in warming the
engine coolant. The heater booster system can be
switched on while the vehicle is being driven to help
the engine reach its normal operating temperature
quickly and will help aid in heating up the air within
the passenger compartment quickly when requested
by the operator (Fig. 4).
OPERATION
Outside air enters the vehicle through the hood
opening at the base of the windshield, and passes
through the ventilation housing located in the engine
compartment into the heater housing located behind
the instrument panel. Air flow velocity is adjusted
with the blower motor speed selector thumbwheel on
the A/C-heater control. The air intake openings must
be kept free of snow, ice, leaves, and other obstruc-
tions for the HVAC system to receive a sufficient vol-
ume of outside air.
The automatic temperature control (ATC) system
controls interior temperature by taking actual values
from the temperature sensors and the CAN bus and
comparing them to the nominal value of the temper-
ature control switch. The electric pulsed heater valve
is then energized depending on the requested quan-
tity of heat and an electrically-operated water pump
gives a nearly constant water flow for exact temper-
ature regulation. If the solenoid is not energized, the
coolant circuit to the heat exchanger is fully open. To
control the temperature the solenoid valve is pulsed
by the ATC in periods of four seconds.
The mode control knob on the A/C-heater control is
used to direct the conditioned air flow to the selected
air outlets. The mode control knob operates the mode
doors by cables connected to the mode doors.
Fig. 2 Heater Housing
1 - SCREW (12)
2 - UPPER HOUSING
3 - A/C EVAPORATOR
4 - EVAPORATOR O-RING SEAL (2)
5 - EVAPORATOR GASKET
6 - VENTILATION HOUSING GASKET
7 - LOWER HOUSING
8 - WIRING HARNESS
9 - BOLT (3)
10 - HEATER CORE
11 - HEATER CORE TUBE ASSEMBLY
12 - HEATER CORE TUBE GASKET
13 - HEATER CORE TUBE O-RING SEAL (2)
Fig. 3 Denso 10S17 A/C Compressor
Fig. 4 Heater Booster
24 - 2 HEATING & AIR CONDITIONINGVA

(4) With the A/C compressor clutch engaged, duct
temperature should not be less than 2É C (35É F) or
more than 12É C (54É F). The compressor clutch may
cycle, depending upon the ambient temperature and
humidity. If the clutch cycles, use the readings
obtained before the clutch disengaged.
(5) If the A/C compressor clutch has not cycled off
and the duct temperature is less than 2É C (35É F),
check the evaporator temperature sensor and circuitby performing the ATC Function Test (Refer to 24 -
HEATING & AIR CONDITIONING - DIAGNOSIS
AND TESTING - ATC FUNCTION TEST).
(6) If the air outlet temperature fails to meet the
specifications, refer to the A/C System Diagnosis
chart.
A/C SYSTEM DIAGNOSIS
Condition Possible Causes Correction
Rapid A/C compressor clutch
cycling (ten or more cycles
per minute).Very low refrigerant system
charge.See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
Equal pressures, but the
compressor clutch does not
engage.1. No refrigerant in the refrig-
erant system.1. See Refrigerant System Leaks in this
group. Test the refrigerant system for leaks.
Repair, evacuate and charge the refrigerant
system, if required.
2. Faulty fuse. 2. Check the fuses in the Power distribution
block and junction block. Repair the shorted
circuit or component and replace the fuses, if
required. Refer to Group 8.
3. Faulty A/C compressor
clutch coil.3. See A/C Compressor Clutch Coil in this
group. Test the compressor clutch coil and
replace, if required.
4. Improperly installed or faulty
evaporator temperature sensor.4. See Evaporator Temperature Sensor in this
group. Test the sensor and replace, if re-
quired.
5. Faulty A/C pressure trans-
ducer.5. See A/C Pressure Transducer in this
group. Test the sensor and replace, if re-
quired.
6. Faulty engine Control Mod-
ule (ECM).6. Refer to Group 9 - Engine Electrical Diag-
nostics for testing of the ECM. Test the ECM
and replace, if required.
Normal pressures, but A/C
Performance Test air temper-
atures at center panel outlet
are too high.1. Excessive refrigerant oil in
system.1. See Refrigerant Oil Level in this group.
Recover the refrigerant from the refrigerant
system and inspect the refrigerant oil content.
Restore the refrigerant oil to the proper level,
if required.
2. Blend door cable improperly
installed or faulty.2. See Mode Door Cables in this group. In-
spect the cable for proper operation and re-
place, if required.
3. Blend-air door(s) inoperative
or sealing improperly.3. See HVAC Housing in this group. Inspect
the blend-air door(s) for proper operation and
sealing. Repair if required.
24 - 4 HEATING & AIR CONDITIONINGVA

OPERATION
The compressor clutch components provide the
means to engage and disengage the compressor from
the engine serpentine accessory drive belt. When the
clutch coil is energized, it magnetically draws the
clutch into contact with the pulley and drives the
compressor shaft. When the coil is not energized, the
pulley freewheels on the clutch hub bearing, which is
part of the pulley.
The compressor clutch engagement is controlled by
several components:
²A/C switch on the A/C-heater control panel
²Evaporator temperature sensor
²A/C pressure transducer
²Air temperature sensor
²CAN bus messages
The compressor clutch is de-energized under any of
the following conditions:
²Blocked compressor (thermal fuse in the pulley)
²Low pressure in the system
²Low evaporator temperature
²Hard acceleration (WOT)
²High coolant temperatures
STANDARD PROCEDURE
A / C COMPRESSOR CLUTCH AIR GAP
If a new clutch plate and/or clutch pulley are being
used, the air gap between the clutch plate and clutch
pulley must be checked using the following proce-
dure:
(1) Using feeler gauges, measure the air gap
between the clutch plate and the clutch pulley fric-
tion surfaces.
(2) If the air gap is not between specifications
(Refer to 24 - HEATING & AIR CONDITIONING -
SPECIFICATIONS), add or subtract shims until the
desired air gap is obtained.
NOTE: The shims may compress after tightening
the compressor shaft bolt. Check the air gap in four
or more places on the clutch plate to verify that the
air gap is still correct. Spin the clutch pulley before
making the final air gap check.
A / C COMPRESSOR CLUTCH BREAK - IN
After a new compressor clutch has been installed,
cycle the compressor clutch approximately twenty
times (five seconds on, then five seconds off). During
this procedure, set the heater-A/C control in the
Recirculation Mode, the A/C button in the on posi-
tion, the blower motor switch in the highest speed
position, and the engine speed at 1500 to 2000 rpm.
This procedure (burnishing) will seat the opposing
friction surfaces and provide a higher compressor
clutch torque capability.
REMOVAL
The refrigerant system can remain fully-charged
during compressor clutch, pulley, or coil replacement.
The compressor clutch can be serviced in the vehicle.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the serpentine drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
(3) Disconnect the engine wire harness connector
for the compressor clutch coil from the clutch coil
wire harness connector on the top of the compressor.
(4) Remove the retainer securing the compressor
clutch coil lead on the top of the compressor.
(5) Remove the bolt that secures the compressor
clutch to the compressor shaft (Fig. 2). If necessary, a
band-type oil filter wrench or strap wrench can be
placed around the clutch plate to aid in bolt
removal.
Fig. 1 A/C Compressor Clutch
1 - BOLT
2 - CLUTCH PLATE
3 - PULLEY AND BEARING
4 - FIELD COIL
5 - SNAP RING
6 - SNAP RING
7 - SHIM (2)
VACONTROLS-FRONT 24 - 9

front cover of the compressor. Be certain that the
snap ring is properly fully and properly seated in the
groove.
(6) If the original clutch plate and clutch pulley
are to be reused, reinstall the original shim(s) on the
compressor shaft against the shoulder. If a new
clutch plate and/or clutch pulley are being used,
install a trial stack of shims 1.0 mm (0.040 in.) thick
on the compressor shaft against the shoulder.
(7) Install the clutch plate onto the compressor
shaft.
(8) Install and tighten the compressor shaft bolt. If
necessary, a band-type oil filter wrench or a strap
wrench can be placed around the clutch plate to aid
in bolt tightening. Tighten the bolt to 17.5 N´m (155
in. lbs.).
NOTE: The shims may compress after tightening
the shaft bolt. Check the air gap in four or more
places to verify the air gap is still correct. Spin the
pulley before performing a final check of the air
gap.
(9) If a new clutch plate and/or clutch pulley are
being installed, the air gap between the clutch plate
and clutch pulley must be checked (Refer to 24 -
HEATING & AIR CONDITIONING/CONTROLS/A/C
COMPRESSOR CLUTCH - STANDARD PROCE-
DURE).
(10) Install the retainer that secures the compres-
sor clutch coil lead to the top of the compressor.
(11) Reconnect the engine wire harness connector
to the clutch coil lead on the top of the compressor.
(12) Reinstall the serpentine accessory drive belt
(Refer to 7 - COOLING/ACCESSORY DRIVE/DRIVE
BELTS - INSTALLATION).
(13) Reconnect the battery negative cable.
(14) If a new clutch plate and/or clutch pulley are
being installed, the new clutch components must be
burnished (Refer to 24 - HEATING & AIR CONDI-
TIONING/CONTROLS/A/C COMPRESSOR CLUTCH
- STANDARD PROCEDURE).
A / C COMPRESSOR CLUTCH
COIL
DIAGNOSIS AND TESTING
A / C COMPRESSOR CLUTCH COIL
The air conditioning compressor clutch coil electri-
cal circuit is controlled by the ATC control module
which is integral to the heater-A/C control. Begin
testing of a suspected compressor clutch coil problem
by performing the ATC Function Test using the
DRBIIItscan tool.PRELIMINARY CHECKS
(1) If no diagnostic trouble codes (DTCs) are found
in the A/C-heater control or the powertrain control
module (PCM), go to Step 2. If any DTCs are found,
repair as required.
(2) If the A/C compressor clutch still will not
engage, verify the refrigerant charge level (Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING
- DIAGNOSIS AND TESTING - REFRIGERANT
SYSTEM LEAKS). If the refrigerant charge level is
OK, go to TESTS. If the refrigerant charge level is
not OK, adjust the refrigerant charge as required.
TESTS
(1) Verify the battery state of charge (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/BATTERY -
DIAGNOSIS AND TESTING).
(2) Connect an ammeter (0 to 10 ampere scale
selected) in series with the clutch coil feed terminal.
Connect a voltmeter (0 to 20 volt scale selected) to
measure voltage across the battery and the clutch
coil.
(3) With the A/C-heater control in the A/C mode
and the blower motor at low speed, start the engine
and allow it to run at a normal idle speed.
(4) The A/C compressor clutch should engage
immediately, and the clutch coil supply voltage
should be within two volts of the battery voltage. If
the coil supply voltage is OK, go to Step 5. If the coil
supply voltage is not within two volts of battery volt-
age, test the clutch coil feed circuit for excessive volt-
age drop and repair as necessary.
(5) For the acceptable A/C clutch coil current draw
specifications refer to 24 - HEATING & AIR CONDI-
TIONING - SPECIFICATIONS. Specifications apply
for a work area temperature of 21É C (70É F). If volt-
age is more than 12.5 volts, add electrical loads by
turning on electrical accessories until voltage reads
below 12.5 volts.
(a) If the A/C clutch coil current reading is zero,
the coil is open and must be replaced.
(b) If the A/C clutch coil current reading is above
specifications, the coil is shorted and must be
replaced.
A / C HEATER CONTROL
DESCRIPTION
This ATC system uses a combination of electrical
and mechanical controls. These controls provide the
vehicle operator with a number of setting options to
help control the climate and comfort within the vehi-
cle.
The A/C-heater control is located on the instrument
panel inboard of the steering column and below the
24 - 12 CONTROLS-FRONTVA

NOTE: While holding the A/C-heater control in the
installation position, verify that the control cables
are not twisted.
(4) Turn the mode control knob on the A/C-heater
control to the nine-o-clock position.
(5) Turn the upper mode door lever counter-clock-
wise until it reaches its stop and install the cable
into the retainer in this position (arrow).
(6) Turn the lower mode door lever clockwise until
it reaches its stop and install the cable into the
retainer in this position (arrow).
(7) Operate the mode control and verify that the
mode door cables are properly adjusted.
(8) Install the A/C-heater control and the two
retaining screws. Tighten the screws to 2 N´m (17 in.
lbs.).
(9) Install the center bezel onto the instrument
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTRUMENT PANEL CENTER BEZEL - INSTAL-
LATION).
(10) Reconnect the negative battery cable.
RECIRCULATION DOOR ACTU-
ATOR
DESCRIPTION
This vehicle uses a two-position vacuum operated
recirculation door actuator to move the recirculation
door (Fig. 23). Vacuum supply to the recirculation
door actuator is controlled by an integral electronic
control solenoid. The recirculation door actuator ismounted on the outboard side of the ventilation
housing above the blower motor in the engine com-
partment.
OPERATION
The recirculation door actuator uses engine vac-
uum, which is controlled by an integral electrical
solenoid. The electrical solenoid is connected to the
A/C-heater control through the vehicle electrical sys-
tem by a dedicated two-wire lead and connector. The
output shaft of the recirculation door actuator is
keyed to a pivot shaft, which is keyed to the recircu-
lation door shaft. The recirculation door actuator can
move the recirculation door in two directions.
The recirculation door actuator is controlled by an
electrical switch that is integral to the A/C-heater
control. When the rotary-type mode control is moved
to the recirculation position, a signal is sent to the
electrical solenoid within the recirculation door
actuator. This signal causes the solenoid to open a
port to engine vacuum which pulls the output shaft
into the actuator, which moves the recirculation-air
door. The actuator is spring loaded so the door moves
to the fresh-air position when no vacuum is supplied
through the electrical solenoid.
The recirculation door actuator can be diagnosed
by performing the ATC Function Test using a
DRBIIItscan tool. Refer to Body Diagnostic Proce-
dures.
The recirculation door actuator cannot be repaired
and, if faulty or damaged, it must be replaced.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
Fig. 22 Adjusting Air Distribution Control Cables
1 - MODE CONTROL KNOB
2 - UPPER MODE DOOR CABLE
3 - UPPER MODE DOOR LEVER
4 - LOWER MODE DOOR LEVER
5 - LOWER MODE DOOR CABLE
6 - HEATER-A/C CONTROL
Fig. 23 Recirculation Door Actuator
1 - RECIRCULATION DOOR ACTUATOR
2 - VACUUM CONNECTOR
3 - ELECTRONIC CONTROL SOLENOID
24 - 22 CONTROLS-FRONTVA