oil capacity MERCEDES-BENZ SPRINTER 2006 Service Manual

General Information Section or in the service man-
ual procedures. Following these procedures is very
important to the safety of the individuals perform-
ing 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 body system are in-
tended to be serviced as an assembly only. Attempt-
ing to remove or repair certain system subcompo-
nents 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.
4.2.4 DRBIIITSAFETY INFORMATION
WARNING: EXCEEDING THE LIMITS OF THE
DRBIIITMULTIMETER IS DANGEROUS.
READ ALL DRBIIITINSTRUCTIONS BEFORE
USING THE MULTIMETER. FAILURE TO
FOLLOW THESE INSTRUCTIONS CAN
RESULT IN PERSONAL INJURY OR DEATH.
²Follow the vehicle manufacturer 's service speci-
fications at all times.
²Do not use the DRBIIItif it has been damaged.
²Do not use the test leads if the insulation is
damaged or if metal is exposed.
²To avoid electrical shock, do not touch the test
leads, tips, or the circuit being tested.
²Choose the proper range and functions for the
measurement. Do not try voltage or current mea-
surement that may exceed the rated capacity.
²Do not exceed the limits shown in the table below:
FUNCTION INPUT LIMIT
Volts 0 - 500 peak volts AC
0 - 500 volts DC
Ohms (Resistance)* 0 - 1.12 megaohms
Frequency Measure
Frequency Generated0-10kHz
Temperature -58 - +1100ÉF
-50 - +600ÉC
* Ohms cannot be measured if voltage is present.
Ohms can be measured only on a non-powered
circuit.± Voltage between any terminal and ground
must not exceed 500v DC or 500v peak AC.
± Use caution when measuring voltage above
25v DC or 25v AC.
± Use the low current shunt to measure circuits
up to 10A. Use the high current clamp to
measure circuits exceeding 10A.
± When testing for the presence of voltage or
current, make sure the meter is functioning
correctly. Take a reading of a known voltage or
current before accepting a zero reading.
± When measuring current, connect the meter in
series with the load.
± Disconnect the live test lead before disconnect-
ing the common test lead.
± When using the meter function, keep the
DRBIIItaway from spark plug or coil wires to
avoid measuring error from outside interfer-
ence.
4.3 WARNINGS
4.3.1 VEHICLE DAMAGE WARNINGS
Before disconnecting any control module, make
sure the ignition is ``off ''. Failure to do so could
damage the module.
When testing voltage or continuity at any control
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the
insulation; this will damage it and eventually cause
it to fail because of corrosion. Be careful when
performing electrical tests so as to prevent acciden-
tal shorting of terminals. Such mistakes can dam-
age fuses or components. Also, a second code could
be set, making diagnosis of the original problem
more difficult.
4.3.2 ROAD TESTING A COMPLAINT
VEHICLE
Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
code or symptom condition.
12
GENERAL INFORMATION

4.2.4 DRBIIITSAFETY INFORMATION
WARNING: EXCEEDING THE LIMITS OF THE
DRBIIITMULTIMETER IS DANGEROUS. IT
CAN EXPOSE YOU TO SERIOUS OR
POSSIBLE FATAL INJURY. CAREFULLY
READ AND UNDERSTAND THE CAUTIONS
AND THE SPECIFICATION LIMITS.
²Follow the vehicle manufacturer 's service speci-
fications at all times.
²Do not use the DRBIIItif it has been damaged.
²Do not use the test leads if the insulation is
damaged or if metal is exposed.
²To avoid electrical shock, do not touch the test
leads, tips, or the circuit being tested.
²Choose the proper range and function for the
measurement. Do not try voltage or current mea-
surements that may exceed the rated capacity.
²Do not exceed the limits shown in the table below:
FUNCTION INPUT LIMIT
Volts 0 - 500 peak volts AC
0 - 500 volts DC
Ohms (resistance)* 0 - 1.12 megaohms
Frequency Measured
Frequency Generated0-10kHz
Temperature -58 - +1100ÉF
-50 - +600ÉC
* Ohms cannot be measured if voltage is present.
Ohms can be measured only in a non-powered
circuit.
± Voltage between any terminal and ground
must not exceed 500v DC or 500v peak AC.
± Use caution when measuring voltage above
25v DC or 25v AC.
± Use the low current shunt to measure circuits
up to 10A. Use the high current clamp to
measure circuits exceeding 10A.
± When testing for the presence of voltage or
current, make sure the meter is functioning
correctly. Take a reading of a known voltage or
current before accepting a zero reading.
± When measuring current, connect the meter in
series with test load.
± When using the meter function, keep the
DRBIIItaway from spark plug or coil wires to
avoid measuring error from outside interfer-
ence.
4.3 WARNING
4.3.1 VEHICLE DAMAGE WARNINGS
Before disconnecting any control module, make
sure the ignition is ``off ''. Failure to do so could
damage the module.
When testing voltage or continuity at any control
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the
insulation; this will damage it and eventually cause
it to fail because of corrosion.
Be careful when performing electrical tests so as
to prevent accidental shorting of terminals. Such
mistakes can damage fuses or components. Also, a
second code could be set, making diagnosis of the
original problem more difficult.
4.3.2 ROAD TESTING A COMPLAINT
VEHICLE
Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
code or symptom condition.
CAUTION: Before road testing a vehicle, be
sure that all components are reassembled.
During the test drive, do not try to read the
DRBIIITscreen while in motion. Do not hang
the DRBIIITfrom the rear view mirror or
operate it yourself. Have an assistant
available to operate the DRBIIIT.
4.4 DIAGNOSIS
1. Your diagnostic test procedure must begin with a
thorough visual inspection of the system in ques-
tion for damaged components or disconnected
connectors. For ABS, the brake lamps must be
operational prior to continuing.
2. Connect the DRBIIItto the data link connector
located under the dash. If the DRBIIItdoes not
power up, check the power and ground supplies
to the connector.
3. Select the system in question. Turn the ignition
on. If the DRBIIItdisplays ``No Responseº, refer
to Communication in the Body Diagnostic Pro-
cedures manual to diagnose the symptom.
4. Read and record all diagnostic trouble codes. If
any additional codes are present, proceed to the
appropriate test.
5. For ABS, if there are no diagnostic trouble codes
present, select ``Inputs/Outputs'' and read the
Brake Switch and Brake Lamp Switch inputs as
you press and release the brake pedal. If the
6
GENERAL INFORMATION

Do not blend other specific fuel additives with die-
sel fuel. They only result in unnecessary cost, and
may be harmful to the engine operation.
POWER STEERING FLUID
No fluid service required. Filled with Power Steer-
ing Fluid approved to MB 236.3, such as Mobil
ATF-D (Exxon Mobil Corporation) or equivalent.
OPERATION - AUTOMATIC TRANSMISSION
FLUID
The automatic transmission fluid is selected based
upon several qualities. The fluid must provide a high
level of protection for the internal components by
providing a lubricating film between adjacent metal
components. The fluid must also be thermally stable
so that it can maintain a consistent viscosity through
a large temperature range. If the viscosity stays con-
stant through the temperature range of operation,
transmission operation and shift feel will remain con-
sistent. Transmission fluid must also be a good con-
ductor of heat. The fluid must absorb heat from the
internal transmission components and transfer that
heat to the transmission case.
FLUID CAPACITIES
SPECIFICATIONS - FLUID CAPACITIES
DESCRIPTION SPECIFICATION
ENGINE COOLANT
10 Liters 10.5 Quarts
ENGINE OIL
9.0L without Filter Re-
placement9.5 Quarts with Filter
Replacement
AUTOMATIC TRANSMISSION
Service Fill - NAG1 5.0 L (10.6 pts.)
O-haul Fill - NAG1 7.7 L (16.3 pts.)
Dry fill capacity Depending on type and size of inter-
nal cooler, length and inside diameter of cooler lines,
or use of an auxiliary cooler, these figures may vary.
(Refer to appropriate 21 - TRANSMISSION/AUTO-
MATIC/FLUID - STANDARD PROCEDURE).
REAR AXLE  .03L (1 oz.)
8 1/2 1.8 L (4.0 pts.)
FUEL TANK
Primary 100 L (26.4 gal.)*
Reserve 10.5 L (2.8 gal.)*
*Nominal refill capacities are shown. A variation may
be observed from vehicle to vehicle due to manufac-
turing tolerance and refill procedure
DESCRIPTION SPECIFICATION
POWER STEERING SYSTEM
Power steering fluid capacities are dependent on
engine/chassis options as well as steering gear/cool-
er options. Depending on type and size of internal
cooler, length and inside diameter of cooler lines, or
use of an auxiliary cooler, these capacities may vary.
Refer to 19, Steering for proper fill and bleed proce-
dures.
FLUID FILL / CHECK LOCA-
TIONS
INSPECTION - FLUID FILL / CHECK LOCA-
TIONS
The fluid fill/check locations and lubrication points
are located in each applicable group.
HOISTING
STANDARD PROCEDURE - HOISTING
Refer to the Owner's Manual for emergency vehicle
lifting procedures.
WARNING: THE HOISTING AND JACK LIFTING
POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN A CHASSIS OR DRIVETRAIN COMPO-
NENT IS REMOVED FROM A VEHICLE, THE
CENTER OF GRAVITY IS ALTERED MAKING SOME
HOISTING CONDITIONS UNSTABLE. PROPERLY
SUPPORT OR SECURE VEHICLE TO HOISTING
DEVICE WHEN THESE CONDITIONS EXIST.
FLOOR JACK
When properly positioned, a floor jack can be used
to lift a vehicle. Support the vehicle in the raised
position with jack stands at the front and rear ends
of the frame rails.
CAUTION: Do not lift vehicle with a floor jack posi-
tioned under:
²An axle tube.
²A body side sill.
²A steering linkage component.
²A drive shaft.
²The engine or transmission oil pan.
²The fuel tank.
²A front suspension arm.
VALUBRICATION & MAINTENANCE 0 - 5

(17) Take off charge air cooler together with cool-
ing loop of the steering at the radiator (Fig. 10).
(18) Remove bottom radiator trim (Fig. 10).
(19) Detach coolant hose at radiator.
(20) Detach coolant pipe together with coolant
hose at the fan shroud.
(21) Remove radiator fan shroud (Fig. 10).
INSTALLATION
(1) Install fan shroud to radiator (Fig. 10).
(2) Attach coolant pipe with hoses to fan shroud
(Fig. 10).
(3) Attach coolant hose at radiator (Fig. 10).
(4) Install bottom radiator trim (Fig. 10).
(5) Install charge air cooler along with cooling loop
of the power steering, to radiator (Fig. 10).
(6) Install radiator assembly into the rubber grom-
mets (Fig. 9).
(7) Install both right and left side radiator trim
panels (Fig. 9).
(8) Attach the transmission cooler lines (Fig. 9).
(9) Attach coolant hose to the bottom right of the
radiator (Fig. 9).
(10) Attach both power steering hydraulic lines
(Fig. 9).
(11) Connect coolant level sensor electrical connec-
tor (Fig. 9).
(12) Connect coolant hoses to the coolant reservoir,
radiator and water pump (Fig. 9).(13) Attach air intake pipe at the body.
(14) Attach charge air hose at air intake.
(15) Attach charge air hose at turbocharger.
(16) Install A/C condenser.
(17) Install front bumper.
(18) Install front end cross member.
(19) Refill power steering to proper level.
(20) Refill transmission to proper level.
(21) Close radiator drain plug and refill the cooling
system (Refer to 7 - COOLING/ENGINE/COOLANT -
STANDARD PROCEDURE).
(22) Recharge air conditioning (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -
STANDARD PROCEDURE).
(23) Run engine until warm and check for leaks.
RADIATOR PRESSURE CAP
DESCRIPTION
All vehicles are equipped with a pressure cap (Fig.
11). This cap releases pressure at some point within
a range of 124-145 kPa (18-21 psi). The pressure
relief point (in pounds) is engraved on top of the cap
The cooling system will operate at pressures
slightly above atmospheric pressure. This results in a
higher coolant boiling point allowing increased radi-
ator cooling capacity. The cap contains a spring-
loaded pressure relief valve. This valve opens when
system pressure reaches the release range of 124-145
kPa (18-21 psi).
A rubber gasket seals the radiator filler neck. This
is done to maintain vacuum during coolant cool-down
and to prevent leakage when system is under pres-
sure.
Fig. 10 RADIATOR AND FAN SHROUD
1 - CLIP
2 - SHROUD
3 - RADIATOR
4 - BOTTOM RADIATOR TRIM PANEL
5 - CHARGE AIR COOLER
6 - TOP RADIATOR TRIM PANEL
7 - POWER STEERING COOLER LOOP
VAENGINE 7 - 19

STANDARD PROCEDURE
STANDARD PROCEDURE - BATTERY CHARG-
ING
Battery charging is the means by which the bat-
tery can be restored to its full voltage potential. A
battery is fully-charged when:
²Micro 420 electrical system tester indicates bat-
tery is OK.
²Three hydrometer tests, taken at one-hour inter-
vals, indicate no increase in the temperature-cor-
rected specific gravity of the battery electrolyte.
²Passes Load test.
²Open-circuit voltage of the battery is 12.65 volts
or above.
WARNING: IF THE BATTERY SHOWS SIGNS OF
FREEZING, LEAKING OR LOOSE POSTS, DO NOT
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL
INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
AND AROUND THE BATTERY. DO NOT SMOKE,
USE FLAME, OR CREATE SPARKS NEAR THE BAT-
TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
CONTACT WITH THE SKIN, EYES, OR CLOTHING.
IN THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
OF THE REACH OF CHILDREN.
WARNING: IF THE BATTERY IS EQUIPPED WITH
REMOVABLE CELL CAPS, BE CERTAIN THAT EACH
OF THE CELL CAPS IS IN PLACE AND TIGHT
BEFORE THE BATTERY IS RETURNED TO SER-
VICE. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT FROM LOOSE OR MISSING
CELL CAPS.
CAUTION: Always disconnect and isolate the bat-
tery negative cable before charging a battery. Do
not exceed sixteen volts while charging a battery.
Damage to the vehicle electrical system compo-
nents may result.
CAUTION: Battery electrolyte will bubble inside the
battery case during normal battery charging. Elec-
trolyte boiling or being discharged from the battery
vents indicates a battery overcharging condition.
Immediately reduce the charging rate or turn off thecharger to evaluate the battery condition. Damage
to the battery may result from overcharging.
CAUTION: The battery should not be hot to the
touch. If the battery feels hot to the touch, turn off
the charger and let the battery cool before continu-
ing the charging operation. Damage to the battery
may result.
Some battery chargers are equipped with polarity-
sensing circuitry. This circuitry protects the battery
charger and the battery from being damaged if they
are improperly connected. If the battery state-of-
charge is too low for the polarity-sensing circuitry to
detect, the battery charger will not operate. This
makes it appear that the battery will not accept
charging current. See the instructions provided by
the manufacturer of the battery charger for details
on how to bypass the polarity-sensing circuitry.
After the battery has been charged to 12.4 volts or
greater, retest the battery using the Micro 420 tester
or perform a load test to determine the battery
cranking capacity. If the battery will endure a load
test, return the battery to service. If the battery will
not endure a load test, it is faulty and must be
replaced.
Clean and inspect the battery hold downs, tray,
terminals, posts, and top before completing battery
service. Refer to Battery System Cleaning for the
proper battery system cleaning procedures, and Bat-
tery System Inspection for the proper battery system
inspection procedures.
CHARGING A COMPLETELY DISCHARGED BAT-
TERY
The following procedure should be used to recharge
a completely discharged battery. Unless this proce-
dure is properly followed, a good battery may be
needlessly replaced.
(1) Measure the voltage at the battery posts with a
voltmeter, accurate to 1/10 (0.10) volt (Fig. 4). If the
reading is below ten volts, the battery charging cur-
rent will be low. It could take some time before the
battery accepts a current greater than a few milliam-
peres. Such low current may not be detectable on the
ammeters built into many battery chargers.
8F - 8 BATTERY SYSTEMVA

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION
DESCRIPTION
The NAG1 automatic transmission (Fig. 1) is an
electronically controlled 5-speed transmission with a
lock-up clutch in the torque converter. The ratios for
the gear stages are obtained by 3 planetary gear sets.
Fifth gear is designed as an overdrive with a high-
speed ratio.
NAG1 identifies a family of transmissions and
means ªNºew ªAºutomatic ªGºearbox, generation 1.
Various marketing names are associated with the
NAG1 family of transmissions, depending on the
transmisson variation being used in a specific vehi-
cle. Some examples of the marketing names are:
W5A300, W5A380, and W5A580. The marketing
name can be interpreted as follows:
²W = A transmission using a hydraulic torque
converter.
²5 = 5 forward gears.
²A = Automatic Transmission.²580 = Maximum input torque capacity in New-
ton meters.
The gears are actuated electronically/hydraulically.
The gears are shifted by means of an appropriate
combination of three multi-disc holding clutches,
three multi-disc driving clutches, and two freewheel-
ing clutches.
Electronic transmission control enables precise
adaptation of pressures to the respective operating
conditions and to the engine output during the shift
phase which results in a significant improvement in
shift quality.
Furthermore, it offers the advantage of a flexible
adaptation to various vehicle and engines.
Basically, the automatic transmission with elec-
tronic control offers the following advantages:
²Reduces fuel consumption.
²Improved shift comfort.
²More favourable step-up through the five gears.
Fig. 1 NAG1 Automatic Transmission
1 - TORQUE CONVERTER 11 - PARKING LOCK GEAR
2 - OIL PUMP 12 - INTERMEDIATE SHAFT
3 - DRIVESHAFT 13 - FREEWHEEL F2
4 - MULTI-DISC HOLDING CLUTCH B1 14 - REAR PLANETARY GEAR SET
5 - DRIVING CLUTCH K1 15 - CENTER PLANETARY GEAR SET
6 - DRIVING CLUTCH K2 16 - ELECTROHYDRAULIC CONTROL UNIT
7 - MULTI-DISC HOLDING CLUTCH B3 17 - FRONT PLANETARY GEAR SET
8 - DRIVING CLUTCH K3 18 - FREEWHEEL F1
9 - MULTI-DISC HOLDING CLUTCH B2 19 - STATOR SHAFT
10 - OUTPUT SHAFT 20 - TORQUE CONVERTER LOCK-UP CLUTCH
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 3

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

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

REAR REFRIGERANT RESERVOIR
REMOVAL.............................95
INSTALLATION.........................95
REAR SUCTION LINE
DESCRIPTION.........................96
REMOVAL.............................96
INSTALLATION.........................98
REFRIGERANT LINE COUPLER
DESCRIPTION.........................98OPERATION...........................98
REMOVAL.............................99
INSTALLATION.........................99
UNDERBODY LINES
REMOVAL............................100
INSTALLATION........................102
PLUMBING
DESCRIPTION
The refrigerant lines and hoses are used to carry
the refrigerant between the various air conditioning
system components. A barrier hose design with a
nylon tube, which is sandwiched between rubber lay-
ers, is used for the R-134a air conditioning system on
this vehicle. This nylon tube helps to further contain
the R-134a refrigerant, which has a smaller molecu-
lar structure than R-12 refrigerant. The ends of the
refrigerant hoses are made from lightweight alumi-
num or steel, and commonly use braze-less fittings.
Any kinks or sharp bends in the refrigerant plumb-
ing will reduce the capacity of the entire air condi-
tioning system. Kinks and sharp bends reduce the
flow of refrigerant in the system. A good rule for the
flexible hose refrigerant lines is to keep the radius of
all bends at least ten times the diameter of the hose.
In addition, the flexible hose refrigerant lines should
be routed so they are at least 80 millimeters (3
inches) from the exhaust manifold.
OPERATION
High pressures are produced in the refrigerant sys-
tem when the air conditioning compressor is operat-
ing. Extreme care must be exercised to make sure
that each of the refrigerant system connections is
pressure-tight and leak free. It is a good practice to
inspect all flexible hose refrigerant lines at least once
a year to make sure they are in good condition and
properly routed.
The refrigerant lines and hoses cannot be repaired
and, if faulty or damaged, they must be replaced.
WARNINGS
WARNING: The A/C system contains refrigerant
under high pressure. Repairs should only be per-
formed by qualified service personnel. Severe per-
sonal injury or death may result from improper
service procedures.
WARNING: Avoid breathing the refrigerant and
refrigerant oil vapor or mist. Exposure may irritate
the eyes, nose, and/or throat. Wear eye protectionwhen servicing the A/C refrigerant system. Serious
eye injury can result from direct contact with the
refrigerant. If eye contact occurs, seek medical
attention immediately.
WARNING: Do not expose the refrigerant to open
flame. Poisonous gas is created when refrigerant is
burned. An electronic leak detector is recom-
mended. Severe personal injury or death may result
from improper service procedures.
WARNING: If accidental system discharge occurs,
ventilate the work area before resuming service.
Large amounts of refrigerant released in a closed
work area will displace the oxygen and cause suf-
focation and death.
WARNING: The evaporation rate of R-134a refriger-
ant at average temperature and altitude is extremely
high. As a result, anything that comes in contact
with the refrigerant will freeze. Always protect the
skin or delicate objects from direct contact with the
refrigerant.
WARNING: The R-134a service equipment or the
vehicle refrigerant system should not be pressure
tested or leak tested with compressed air. Some
mixtures of air and R-134a have been shown to be
combustible at elevated pressures. These mixtures
are potentially dangerous, and may result in fire or
explosion causing property damage, personal injury
or death.
WARNING: The engine cooling system is designed
to develop internal pressures of 97 to 123 kilopas-
cals (14 to 18 pounds per square inch). Do not
remove or loosen the coolant pressure cap, cylin-
der block drain plugs, radiator drain, radiator
hoses, heater hoses, or hose clamps while the
engine cooling system is hot and under pressure.
Allow the vehicle to cool for a minimum of 15 min-
utes before opening the cooling system for service.
Failure to observe this warning can result in seri-
ous burns from the heated engine coolant.
VAPLUMBING 24 - 61

CAUTION: A small amount of refrigerant oil is
removed from the A/C system each time the refrig-
erant system is recovered and evacuated. Before
charging the A/C system, you MUST replenish any
oil lost during the recovery process. Refer the
equipment manufacturer instructions for more infor-
mation.
After the refrigerant system has been tested for
leaks and evacuated, a refrigerant charge can be
injected into the system. (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - SPECIFICA-
TIONS - CHARGE CAPACITY)
A R-134a refrigerant recovery/recycling/charging
station that meets SAE Standard J2210 must be
used to charge the refrigerant system with R-134a
refrigerant. Refer to the operating instructions sup-
plied by the equipment manufacturer for proper care
and use of this equipment.
PARTIAL CHARGE METHOD
The partial charge method is used to add a partial
charge to a refrigerant system that is low on refrig-
erant. To perform this procedure the evaporator inlet
and outlet tube temperatures are measured. The
temperature difference is measured with a tempera-
ture meter with one or two clamp-on thermocouple
probes. The difference between the evaporator inlet
and outlet tube temperatures will determine the
amount of refrigerant needed.
Before adding a partial refrigerant charge, check
for refrigerant system leaks. (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING - DIAGNOSIS
AND TESTING - REFRIGERANT SYSTEM LEAKS)
If a leak is found, make the necessary repairs before
attempting a full or partial refrigerant charge.
(1) Attach a manifold gauge set to the refrigerant
system service ports.
(2) Attach the two clamp-on thermocouple probes
to the inlet and outlet tubes of the evaporator coil.
²If a single thermocouple probe is used, attach
the probe to the evaporator inlet tube just before the
collar of the refrigerant line connector fitting. The
probe must make contact with the bottom surface of
the evaporator inlet tube.
²If dual thermocouple probes are used, attach
probe 1 to the evaporator inlet tube, and probe 2 to
the evaporator outlet tube. Attach both probes to the
evaporator tubes just before the collar of the refrig-erant line connector fittings. The probes must make
contact with the bottom surfaces of the evaporator
inlet and outlet tubes.
(3) Open all of the windows or doors of the passen-
ger compartment.
(4) Set the A/C button on the A/C Heater controls
to the on position, the temperature control knob in
the full cool position, select Recirculation Mode, and
place the blower motor switch in the highest speed
position.
(5) Start the engine and hold the engine idle speed
at 1,000 rpm. Allow the engine to warm up to normal
operating temperature.
(6) The compressor clutch may cycle, depending
upon ambient temperature, humidity, and the refrig-
erant system charge level.
(7) Hold the engine idle speed at 1,000 rpm.
(8) Allow three to five minutes for the refrigerant
system to stabilize, then record the temperatures of
the evaporator inlet and outlet tubes.
²If a single probe is used, record the temperature
of the evaporator inlet tube. Then remove the probe
from the inlet tube and attach it to the evaporator
outlet tube just before the collar of the refrigerant
line connector fitting. The probe must make contact
with the bottom surface of the evaporator outlet tube.
Allow the thermocouple and meter time to stabilize,
then record the temperature of the evaporator outlet
tube. Subtract the inlet tube temperature reading
from the outlet tube temperature reading.
²If dual probes are used, record the temperatures
of both the evaporator inlet and outlet tubes. Then
subtract the inlet tube temperature reading from the
outlet tube temperature reading.
(9) If the measured temperature differential is
higher than 22É C to 26É C (40É F to 47É F), add 0.4
kilograms (14 ounces) of refrigerant.
(10) Allow three to five minutes for the refrigerant
system to stabilize, then take a second set of thermo-
couple measurements. Record the temperature differ-
ence to determine if an additional charge is required.
(11) Record the compressor discharge pressure. If
the reading is higher than the pressure shown in the
Compressor Discharge Pressure Chart, the system
could be overcharged. If the reading is equal to, or
lower, than the pressure shown in the chart, continue
with this procedure.
Compressor Discharge Pressure Chart
Ambient Tempera-
ture16ÉC
(60ÉF)21ÉC
(70ÉF)27ÉC
(80ÉF)32ÉC
(90ÉF)38ÉC
(100ÉF)43ÉC
(110ÉF)
Compressor Dis-
charge Pressure1378 kPa
(200 psi)1516 kPa
(220 psi)1723 kPa
(250psi)1930 kPa
(280 psi)2206 kPa
(320 psi)2413 kPa
(350 psi)
VAPLUMBING 24 - 65