low oil pressure MERCEDES-BENZ SPRINTER 2006 Repair Manual

CONDITION POSSIBLE CAUSES CORRECTION
HARD 3-2 DOWNSHIFT
WHEN DECELERATION
EVEN AFTER READAP-
TION1. K3 Idles. 1. Install TCM And/Or Electro-
hydraulic Control Unit.
NO RESP. DELAYED UP-
SHIFT, NO DTC1. Different Tire Sizes Are Mounted
On The Front Axle.1. Mount Uniform Tire Sizes
On The Front Axle.
NO UPSHIFT 3-4, 4-5 AF-
TER FAST OFF (ACCEL-
ERATOR)1. Upshift Prevention To Realize Dy-
namical Drivestyle.1. Instruct Customer.
NO UPSHIFT OF 1ST
GEAR BELOW 5000 RPM1. Gear Recognition Switch. 1. Replace Gear Recognition
Switch.
NO UPSHIFT INTO 5TH
GEAR WHEN FULL
THROTTLE OR KICK
DOWN ACTIVATION1. The Upshift 4-5 At Full Throttle or
Kick Down Never Occurs Until
Reaching Cut Off Speed. Under
These Conditions, The High Pow-
ered Vehicle Will Never Shift Into
5th Gear Below 250 km/h.1. Instruct Customer.
NO KICK DOWN SHIFT-
ING1. Accelerator Pedal Value < 95%. 1. Check Engine Control. Ad-
just As Necessary.
Engine Turns Up While 2-3
Upshift and/or Hard 3-2
Downshift1. Oil Level Too Low. 1. Check Oil Level. Add if Nec-
essary.
2. Oil Filter Not Installed. 2. Install Oil Filter.
3. Free Wheeling Clutch F2 Defec-
tive.3. Replace Free Wheeling
Clutch F2, Hollow Shaft, and
Rear Sun Gear/Inner Disc Car-
rier K3.
GRABBING 2-3 COAST-
ING UPSHIFT AND/OR
BRAKE DOWNSHIFT1. Oil Level Too Low. 1. Check Oil Level. Add if Nec-
essary.
2. Oil Filter Not Installed. 2. Install Oil Filter.
3. Control shift or Command Valve
Blocked.3. Check Each Slide Valve For
Base Position and Ease Of
Movement, Remove Particle.
4. K3 Disc Burnt, Hot Spots or
Rubbed Down.4. Replace Inner and Outer
Disc Carrier K3 And Control
Valve.
DELAYED ENGAGEMENT,
NO TRANSFER OF POW-
ER IN R AND/OR D, ALSO
AT TIMES1. Oil Level Too Low. 1. Check Oil Level. Add if Nec-
essary.
2. Recognition Switch - Selector Le-
ver Position.2. Replace Recognition Switch
Only When Intermediate Posi-
tion or Fault is Indicated.
3. Oil Filter Not Installed. 3. Install Oil Filter.
4. AEV, Delayed Pressure Build Up
On Piston B2/B3.4. Install New Shifting Proce-
dure (TCM, electrohydraulic
control unit or repair set).
5. Wrong Combination TCM/Electro-
hydraulic Control Unit.5. Check Combination TCM/
Electrohydraulic Control Unit.
Replace TCM Resp. Electrohy-
draulic Control Unit, if neces-
sary.
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 41

Torque Converter Lockup Clutch Regulating Valve
The torque converter lockup clutch regulating
valve (6) (Fig. 113) regulates the torque converter
lock-up clutch working pressure (p-TCC) in relation
to the torque converter clutch control pressure (p-S/
TCC). According to the size of the working pressure
(p-A), the torque converter lockup clutch is either
Engaged, Disengaged, or Slipping. When the regulat-
ing valve (6) is in the lower position, lubricating oil
flows through the torque converter and oil cooler (8)
into the transmission (torque converter lockup clutch
unpressurized). In its regulating position (slipping,
torque converter lockup clutch pressurized), a
reduced volume of lubricating oil flows through the
annular passage (7) bypassing the torque converter
and passing direct through the oil cooler into the
transmission. The rest of the lubricating oil is
directed via the throttle ªaº into the torque converter
in order to cool the torque converter lockup clutch.
Fig. 113 Torque Converter Lockup Clutch Regulating Valve
1 - TORQUE CONVERTER LOCK-UP CLUTCH
2 - TORQUE CONVERTER OUTPUT
3 - TORQUE CONVERTER INPUT
4 - LUBRICATION
5 - TORQUE CONVERTER LOCK-UP SOLENOID6 - TORQUE CONVERTER LOCK-UP CLUTCH REGULATING
VA LV E
7 - OIL COOLER
8 - LINE PRESSURE REGULATING VALVE
9 - OIL PUMP
21 - 114 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

FLUID AND FILTER
DESCRIPTION
The oil level control (Fig. 147) is located on the
electrohydraulic unit (4) and consists of the float (5)
which is integrated into the electrohydraulic unit.
The float is positioned to plug the opening (6)
between the oil gallery (2) and gearset chamber (1) so
that the rotating gearsets do not splash about in oil
as the oil level rises. The oil level control reduces
power loss and prevents oil from being thrown out of
the transmission housing at high oil temperatures.
OPERATION
With low oil levels, the lubricating oil which flows
constantly out of the gearset, flows back to oil gallery
(2) though the opening (6). (Fig. 148) If the oil level
rises, the oil presses the float (5) against the housing
opening (6). The float (5) therefore separates the oil
gallery (2) from the gearset chamber (1). The lubri-
cating oil which continues to flow out of the gearsets
is thrown against the housing wall, incorporated by
the rotating parts and flows back into the oil gallery
(2) through the upper opening (arrow).
DIAGNOSIS AND TESTING
EFFECTS OF INCORRECT FLUID LEVEL
A low fluid level allows the pump to take in air
along with the fluid. Air in the fluid will cause fluid
pressures to be low and develop slower than normal.
If the transmission is overfilled, the gears churn the
fluid into foam. This aerates the fluid and causing
the same conditions occurring with a low level. In
either case, air bubbles cause fluid overheating, oxi-
dation, and varnish buildup which interferes with
valve and clutch operation. Foaming also causes fluid
expansion which can result in fluid overflow from the
transmission vent or fill tube. Fluid overflow can eas-
ily be mistaken for a leak if inspection is not careful.
Fig. 147 Fluid Level Control
1 - GEARSET CHAMBER
2 - OIL GALLERY
3 - SHELL OF ELECTROHYDRAULIC UNIT
4 - ELECTROHYDRAULIC UNIT
5 - FLOAT
6 - OPENING
Fig. 148 Fluid Level Control
1 - GEARSET CHAMBER
2 - OIL GALLERY
3 - SHELL OF ELECTROHYDRAULIC UNIT
4 - ELECTROHYDRAULIC UNIT
5 - FLOAT
6 - OPENING
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 131

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

directly, which means that the solenoids must have
very high outputs to close the valves against the siz-
able flow areas and line pressures found in current
transmissions. Fast response time is also necessary
to ensure accurate control of the transmission.
The strength of the magnetic field is the primary
force that determines the speed of operation in a par-
ticular solenoid design. A stronger magnetic field will
cause the plunger to move at a greater speed than a
weaker one. There are basically two ways to increase
the force of the magnetic field:
1. Increase the amount of current applied to the
coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the num-
ber of turns by using thin wire that can completely
fill the available space within the solenoid housing.
The strength of the spring and the length of the
plunger also contribute to the response speed possi-
ble by a particular solenoid design.
A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid's valve.UPSHIFT / DOWNSHIFT SOLENOID VALVES
The solenoid valves (1) for upshifts and downshifts
(Fig. 229) are located in the shell of the electric con-
trol unit and pressed against the shift plate with a
spring.
The solenoid valves (1) initiate the upshift and
downshift procedures in the shift plate.
The solenoid valves (1) are sealed off from the
valve housing of the shift plate (5) by two O-rings (4,
6). The contact springs (8) at the solenoid valve
engage in a slot in the conductor tracks (7). The force
of the contact spring (8) ensures safe contacts.
Fig. 229 Upshift/Downshift Solenoid Valves
1 - UPSHIFT/DOWNSHIFT SOLENOID VALVE
2 - CONTACT SPRING
3 - CONDUCTOR TRACK
4 - O-RING
5 - VALVE HOUSING OF SHIFT PLATE
6 - O-RING
7 - CONDUCTOR TRACK
8 - CONTACT SPRING
21 - 172 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

SHIFT PRESSURE CONTROL SOLENOID VALVE
The shift pressure control solenoid valve (1) (Fig.
232) is located in the shell of the electric valve con-
trol unit and pressed against the shift plate by a
spring.
Its purpose is to control the shift pressure depend-
ing on the continuously changing operating condi-
tions, such as load and gear change.
The shift pressure regulating solenoid valve (1) has
an interference fit and is sealed off to the valve body
of the shift plate (4) by a seal (arrow). The contact
springs (2) at the solenoid valve engage in a slot in
the conductor tracks (3). The force of the contact
springs (2) ensures secure contacts.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path forthe magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
UPSHIFT / DOWNSHIFT SOLENOID VALVES
If a solenoid valve (1) (Fig. 233) is actuated by the
TCM, it opens and guides the control pressure (p-SV)
to the assigned command valve. The solenoid valve
remains actuated and therefore open until the shift-
ing process is complete. The shift pressure (p-SV) to
the command valve is reduced to zero as soon as the
power supply to the solenoid valve is interrupted.
Fig. 232 Shift Pressure Control Solenoid Valve
1 - SHIFT PRESSURE CONTROL SOLENOID VALVE
2 - CONTACT SPRING
3 - CONDUCTOR TRACK
4 - VALVE HOUSING SHIFT PLATE
5 - CONDUCTOR TRACK
6 - CONTACT SPRING
Fig. 233 Upshift/Downshift Solenoid Valves
1 - UPSHIFT/DOWNSHIFT SOLENOID VALVE
2 - CONTACT SPRING
3 - CONDUCTOR TRACK
4 - O-RING
5 - VALVE HOUSING OF SHIFT PLATE
6 - O-RING
7 - CONDUCTOR TRACK
8 - CONTACT SPRING
21 - 174 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

²Transmission fluid temperature
²Engine coolant temperature
²Input speed
²Throttle angle
²Engine speed
OPERATION
The converter impeller (driving member) (2) (Fig.
248), which is integral to the converter housing and
bolted to the engine drive plate, rotates at engine
speed. The converter turbine (driven member) (1),
which reacts from fluid pressure generated by the
impeller, rotates and turns the transmission input
shaft (4).
TURBINE
As the fluid that was put into motion by the impel-
ler blades strikes the blades of the turbine, some of
the energy and rotational force is transferred into the
turbine and the input shaft. This causes both of them
(turbine and input shaft) to rotate in a clockwise
direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine's blades it con-
tinues in a ªhinderingº direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
STATOR
Torque multiplication is achieved by locking the
stator's over-running clutch to its shaft. (Fig. 249)
Under stall conditions (the turbine is stationary), the
oil leaving the turbine blades strikes the face of the
stator blades and tries to rotate them in a counter-
clockwise direction. When this happens the over-run-
ning clutch of the stator locks and holds the stator
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a ªhelpingº
direction before it enters the impeller. This circula-
tion of oil from impeller to turbine, turbine to stator,
and stator to impeller, can produce a maximum
torque multiplication of about 2.0:1. As the turbine
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to
cause it to lock-up is no longer doing so. In this con-
dition of operation, the stator begins to free wheel
and the converter acts as a fluid coupling.
Fig. 248 Torque Converter
1 - TURBINE
2 - IMPELLER
3-STATOR
4 - INPUT SHAFT
5 - STATOR SHAFT
6 - TURBINE DAMPER
Fig. 249 Stator Operation
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES
21 - 182 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

(2) Remove quarter trim panel. (Refer to 23 -
BODY/INTERIOR/QUARTER TRIM PANEL -
REMOVAL)
(3) Remove the nuts. (Fig. 7)
(4) Remove the front bolts.
(5) Remove the screws and remove the center
track end piece. (Fig. 8)
(6) Using a heat gun or equivalent, heat track up
to approximately 60É C (140É F).
(7) Remove center track.
INSTALLATION
(1) Thoroughly clean all residue from the center
track attachment area of the door.
(2) Wipe area clean with a 50% solution of water
and alcohol and wipe dry.
(3) Remove protective foil from piece of adhesive
strip on center track.
(4) Apply new center track and apply pressure of
approximately 40 p.s.i. over the entire surface of the
track.
(5) Install the front bolts and tighten to 10 N´m
(89 in. lbs.).
(6) Install the interior nuts and tighten to 10 N´m
(89 in. lbs.).
(7) Install quarter trim panel. (Refer to 23 -
BODY/INTERIOR/QUARTER TRIM PANEL -
INSTALLATION)
(8) Install the center roller arm. (Refer to 23 -
BODY/DOORS - SLIDING/CENTER ROLLER ARM -
INSTALLATION)
(9) Install the center track end piece and install
the screw.
LATCH / LOCK CONTROL
REMOVAL
(1) Disconnect and isolate battery negative cable.
Fig. 7 SLIDING DOOR CENTER TRACK
1 - NUTS
2 - QUARTER TRIM PANEL
3 - BOLT
4 - BOLT
5 - CENTER TRACK
Fig. 8 SLIDING DOOR
1 - STOP BUMPER
2 - SCREWS (2)
3 - SCREWS (2)
4 - LOWER ROLLER ARM
5 - END PIECE
6 - SCREWS (2)
23 - 38 DOORS - SLIDINGVA

When the outside air contains smoke, odors, high
humidity, or if rapid cooling is desired, interior air
can by recirculated by selecting the Recirculation
Mode with the mode control knob. The mode control
knob operates the recirculation door through use of a
vacuum actuator. When the Recirculation Mode is
selected, the recirculation door is closed to prevent
outside air from entering the passenger compart-
ment.
To maintain minimum evaporator temperature and
prevent evaporator freezing, an evaporator tempera-
ture sensor is used.
The A/C system is designed for the use of non-CFC,
R-134a refrigerant only and uses an expansion valve
to meter refrigerant flow to the evaporator.
DIAGNOSIS AND TESTING
A / C PERFORMANCE
The A/C system is designed to provide the passen-
ger compartment with low temperature and low
humidity air. The A/C evaporator, located in the
HVAC housing is cooled to temperatures near the
freezing point. As warm damp air passes over the
fins of the A/C evaporator, the air transfers its heat
to the refrigerant in the evaporator coils and the
moisture in the air condenses on the evaporator fins.
During periods of high heat and humidity, an A/C
system will be more effective in the Recirculation
mode (max-A/C). With the system in the Recircula-
tion mode, only air from the passenger compartment
passes through the A/C evaporator. As the passenger
compartment air dehumidifies, the A/C system per-
formance levels rise.
Humidity has an important bearing on the temper-
ature of the air delivered to the interior of the vehi-
cle. It is important to understand the effect that
humidity has on the performance of the A/C system.
When humidity is high, the A/C evaporator has to
perform a double duty. It must lower the air temper-
ature, and it must lower the temperature of the
moisture in the air that condenses on the evaporator
fins. Condensing the moisture in the air transfers
heat energy into the evaporator fins and coils. This
reduces the amount of heat the A/C evaporator can
absorb from the air. High humidity greatly reduces
the ability of the A/C evaporator to lower the temper-
ature of the air.
However, evaporator capacity used to reduce the
amount of moisture in the air is not wasted. Wring-
ing some of the moisture out of the air entering the
vehicle adds to the comfort of the passengers.
Although, an owner may expect too much from their
A/C system on humid days. A performance test is the
best way to determine whether the system is per-
forming up to design standards. This test also pro-
vides valuable clues as to the possible cause oftrouble with the A/C system. The ambient air tem-
perature in the location where the vehicle will be
tested must be a minimum of 21É C (70É F) for this
test.
A / C PERFORMANCE TEST
WARNING: Refer to the applicable warnings and
cautions for this system before performing the fol-
lowing operation (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - WARNINGS) and (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING -
CAUTIONS). Failure to follow the warnings and cau-
tions could result in possible personal injury or
death.
NOTE: Very specific instructions and conditions
pertain to this procedure which are significantly dif-
ferent than procedures used in other vehicle appli-
cations. Follow each step in the order they are
presented. Do not skip steps or change conditions
from those stated or results will be adversely
affected and invalid.
NOTE: When connecting the service equipment
coupling to the line fitting, verify that the valve of
the coupling is fully closed. This will reduce the
amount of effort required to make the connection.
(1) Check for diagnostic trouble codes using a
DRBIIItscan tool. If no DTCs are found in the
engine control module (ECM), go to Step 2. If any
DTCs are found, repair as required, then proceed to
Step 2.
(2) Place the vehicle in the shade and operate the
heating-A/C system under the following conditions.
²Engine at idle at operating temperature
²All doors or windows open
²Transaxle in Neutral
²All A/C duct louvers open
²A/C-heater controls set to fresh air (NOT Recir-
culate), full cool, panel mode, high blower and with
A/C compressor engaged.
NOTE: The A/C compressor clutch is de-energized
under any of the following conditions:
²Restricted compressor (thermal fuse in the pul-
ley)
²Low pressure in the system
²Low evaporator temperature
²Hard acceleration (WOT)
²High coolant temperatures
(3) Insert a thermometer in the driver side center
panel air outlet and operate the A/C system until the
thermometer temperature stabilizes.
VAHEATING & AIR CONDITIONING 24 - 3

(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