traction control MERCEDES-BENZ SPRINTER 2006 Service Manual
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1.0 INTRODUCTION
The procedures contained in this manual include
all the specifications, instructions, and graphics
needed to diagnose the Sprinter Chassis system
problems: Bosch 5.7 ABS/ESP/TCS (ASR) Braking
System. The diagnostics in this manual are based
on the failure condition or symptom being present
at time of diagnosis.
Please follow the recommendations below when
choosing your diagnostic path.
1. First make sure the DRBIIItis communicating
with the vehicle system being diagnosed. If the
DRBIIItdisplays a ``No Response'' condition, you
must diagnose that first.
2. Read DTC's (diagnostic trouble codes) with the
DRBIIIt.
3. If no DTC's are present, identify the customer
complaint.
4. Once the DTC or customer complaint is iden-
tified locate the matching test in the Table of
Contents and begin to diagnose the system.
All component location views are in Section 8.0.
All connector pinouts are in Section 9.0. All sche-
matics are in Section 10.0.
When repairs are required, refer to the appropri-
ate service manual for the proper removal and
repair procedure.
Diagnostic procedures change every year. New
diagnostic systems may be added; carryover sys-
tems maybe enhanced. READ THIS MANUAL BE-
FORE TRYING TO DIAGNOSE A VEHICLE DI-
AGNOSTIC TROUBLE CODE. It is recommended
that you review the entire manual to become famil-
iar with all new and changed diagnostic procedures.
This manual reflects many suggested changes
from readers of past issues. After using this man-
ual, if you have any comments or recommendations,
please fill out the form at the back of the manual
and mail it back.
1.1 SYSTEM COVERAGE
This diagnostic procedure manual covers the An-
tilock Braking System (ABS), the Electronic Stabil-
ity Program (ESP) and the Traction Control System
(TCS) found on the Sprinter.
1.2 SIX-STEP TROUBLESHOOTING
PROCEDURE
Diagnosis of the Antilock Brake Systems is done
in six basic steps:
²Verification of complaint
²Verification of any related symptoms
²Symptom analysis
²Problem isolation
²Repair of isolated problem
²Verification of proper operation
2.0 INDENTIFICATION OF
SYSTEM
The Bosch 5.7 system can be identified by the 42
way Controller Antilock Brake (CAB), Hydraulic
Control Unit (HCU) and Pump Motor being an
integral electronic/hydraulic unit mounted below
the Master Cylinder with four Wheel Speed Sen-
sors, one at each wheel.
Vehicles with the Traction Control System (TCS/
ASR) can be identified by the presence of the
Traction Control System Switch (TCCS) located on
the center instrument panel.
Vehicles with Electronic Stability Program (ESP)
can be identified by the presence of the Steering
Angle Sensor and the Lateral Acceleration/Yaw
Sensor.
3.0 SYSTEM DESCRIPTION AND
FUNCTIONAL OPERATION
3.1 ESP
The ESP system consists of the electronic control/
hydraulic unit, steering angle sensor, lateral
acceleration/yaw sensor and wheel speed sensors.
When the vehicle is in a turn, the ESP looks at the
steering wheel angle sensor value and monitors the
wheel speed of the inner and outer wheels to ensure
the values are plausible. The steering angle sensor
also measures the speed at which the steering
wheel is turned.
The ESP control module is very similar to the
ABS/ASR module. The ESP is comprised of several
other systems, namely theHBA, ABS, TCS (ASR),
EBDandFZRsystems.
3.2 ABS
The Controller Antilock Brake (CAB) is used to
monitor wheel speeds and modulates (controls) hy-
draulic pressure in each brake channel. The modu-
lated hydraulic pressure is used to prevent wheel
lock up during braking and maintain vehicle stabil-
ity. The CAB also provides a vehicle speed signal
(VSS) to the Electronic Control Module (ECM).
During a non-ABS stop, the system functions as a
standard braking system. The CAB uses special
sortware that monitors the wheel speed(s) and
when certain criteria are met, the software will
1
GENERAL INFORMATION
Page 323 of 2305
enable the HCU to perform the brake fluid manage-
ment control as the combination/proportioning
valves.
The Bosch 5.7 system uses the CAB/HCU/Pump
Motor to make an integral electronic/hydraulic unit
which shares data with other electronic modules on
the vehicle via the CAN C Bus network. To access
DTCs from the CAB, the DRBIIItuses the K-ABS
line located in the Data Link Connector (DLC).
3.3 BRAKE ASSIST SYSTEM (HBA)
The Brake Assist System (HBA) analyzes how
hard and fast the driver wants to brake. It monitors
the brake pressure via a pressure sensor. The
passenger car brake assist system uses a vacuum
booster solenoid. The Sprinter uses the hydraulic
control unit to develop the brake pressure.
3.4 TCS (ASR)
The primary function of the Traction Control System
is to reduce wheel slip and maintain traction at the
driven wheels when the road surfaces are slippery. The
Traction Control System reduces wheel slip by applying
the brake that has lost traction. The system is designed
to operate at speeds below 50 km/h (30 mph). The
engine's torque can be reduced by the ECM via the CAN
C Bus, if necessary. The TCS can be deactivated with
switch on the dash. The Traction Control System uses
the ABS to indicate spinning tires to enable the traction
control function. The TCS software is in the CAB.
The TCS (ASR) performs the following functions:
1. Engine power derate
2. Engine deceleration regulation. If the vehicle is
on a patch of ice, the simple action of releasing
the throttle is enough to cause the rear wheels to
slip. To avoid this, the throttle input is regulated
so power drops slowly instead of abruptly. The
engine power is reduced (decelerated) as neces-
sary.
3.5 ELECTRONIC BRAKE DISTRIBUTION
(EBD)
The system was enhanced and eliminates the
need for the ALB system (load sensing valve). All
ESP equipped models will not have ALB. The EBV
system self-adapts to operating conditions. It de-
tects the vehicle's payload when the vehicle starts
and pulls away. Based on the acceleration rate
when the vehicle first pulls away from a standstill,
the system is able to calculate the actual payload.
This is a rough estimate which is used initially.
Later on, the system gathers more precise informa-
tion by monitoring the brake pressure and wheel
speed and negative slip when the driver applies thebrakes. The system will then produce a more accu-
rate calculation of payload depending on brake
retardation. The adaptation is erased when the
ignition is switched off. A new adaptation will occur
on the next driving cycle. By default, the system
acts upon the vehicle as if in an unloaded condition
(safe mode).
Once a new driving cycle begins with the vehicle
in a fully loaded condition (without having gathered
more precise information) the system will detect
ABS actuation in the front wheels and will allow
enough pressure to be applied to the rear axle, to an
extent where the wheels are just about to lock up
(maximum braking possible).
The system calculates the braking force at the
front and rear axles. If the driver applies the brakes
gently and then realizes he needs to apply the
brakes further, the EBV allows the proper pressure
to be applied to the front and rear brakes.
The EBV also contains a feature called ªcorner
brake systemº (CBS) which operates when the ve-
hicle is braked while cornering to avoid a possible
oversteering condition. The EBV monitors the
wheel speed of both rear wheels to detect when the
vehicle is cornering and allows precise brake pres-
sure application to the front and rear brakes. Also
when the brakes are applied during cornering, the
outer wheels get more of the vehicle's weight while
the inner wheels get less weight and could lose
traction (wheel lock up). The EBV system splits the
pressure between left and right sides in addition to
front and rear brakes.
3.6 VEHICLE CONTROLLING (FZR)
Vehicle controlling (FZR)requires additional
sensors to operate. The term ESP refers to the
software of the system. The term FZR refers to the
system controller. The TCS (ASR) system requires
wheel speed sensors to monitor wheel slip and CAN
bus communications to regulate engine power. In
addition to these inputs, the vehicle controlling
(FZR) requires a steering angle sensor, and a lateral
acceleration/yaw rate sensor.
The ESP system does not take the vehicle load
into account. Instead, the coefficient of friction is
calculated in a 20 millisecond period, where the
controller measures the rate at which the wheel
speed is decelerated, as brake pressure is applied to
the wheel.
3.7 SYSTEM COMPONENTS
²Controller Antilock Brake (CAB)
²Hydraulic Control Unit (HCU)
²Pump Motor
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GENERAL INFORMATION
Page 325 of 2305
read opposite switch states.Note: The BS and
BLS are in the same switch housing.
BRAKE LAMP SWITCH (BLS):This switch pre-
pares the CAB for a possible antilock event. The
CAB uses an output state voltage from the BLS
when the brake pedal is either depressed/released.
The Fused Ignition Switch Output circuit supplies
12 volts to the BLS. A depressed brake pedal will
close the BLS circuit and the BLS Output circuit
supplies 12 volts at the CAB. When the driver
releases the brake pedal, the BLS Output circuit
voltage drops to 0 volts and the CAB senses the
brake pedal state. This tells the CAB what position
the brake pedal is currently in to make an ABS
event possible. When using the DRBIIItin Inputs/
Outputs, the BS and BLS will read opposite switch
states.Note: The BS and BLS are in the same
switch housing.
TRACTION CONTROL SYSTEM SWITCH
(TCSS):This switch signals the CAB to either turn
ON or OFF the TCS. The driver can toggle the
TCSS, which receives 12 volts from the D (+) Relay
Output circuit. Depending on the position of the
TCSS, open or closed, the CAB receives the TCSS
state voltage on the TCS Switch Sense circuit.
When 12 volts are applied to the TCS Switch Sense
circuit, the TCS is OFF. When no voltage is present,
the TCS is ON.
WHEEL SPEED SENSORS AND TONE
WHEELS:The Bosch 5.7 system uses one passive
WSS on each wheel. The sensor measures the wheel
speed by monitoring a rotating tone wheel. As the
teeth of the tone wheel move through the magnetic
field of the sensor an AC voltage and amperage is
generated. This signal frequency increases or de-
creases proportionally to the speed of the wheel.
The CAB monitors this signal to check for a sudden
change in single or multiple wheel decelerations. If
the deceleration of one or more wheels is not within
a predetermined amount, the CAB takes control for
antilock action through the HCU. Each WSS has a
magnetic inductive pick up coil (WSS) that is
mounted to a fixed component. There is an air gap
between the tone wheel and the speed sensor as-
sembly. Diagnostically, the coils of the Wheel Speed
Sensors have the same amount of resistance. When
measured across the CAB harness connector termi-
nals, the resistance should be between 1100 - 1800
ohms. Refer to service manual for WSS replacement
and air gap specifications.
Correct ABS operation is dependent on Tone
Wheel speed signal from the WSS. The vehicle
wheels and tires should all be the same size and
type to get accurate signals. In addition, all tires
should be at recommended tire pressures.3.7.5 SELF TESTS
The system software includes several self tests
that are performed every time the ignition is turned
on and the vehicle is driven. Some of the self tests
occur immediately, while others occur under normal
driving conditions while not in antilock operation.
The CAB checks continuously for a missing or
erratic WSS signals/circuits, tone wheels, solenoids,
pump motor or solenoid relay by performing several
tests such as: dynamic, static, ohmic, voltage drop,
and timed response. If any component exhibits a
fault during testing, the CAB will request to illumi-
nate the ABS and TCS warning indicators.
As an additional check of the ESP system, a road
test procedure is available on the DRBIIIt. This
test should be carried out when any ESP component
is replaced in order to ensure proper function. Since
the wheel speed sensors are required inputs to the
ESP, this test should also be performed if the wheel
speed sensors are replaced.
First, the brakes are applied with the vehicle
stationary. Then, the vehicle is driven at approxi-
mately 6 MPH. The driver has to make left and
right turns, with a minimum 90 degree steering
turning angle. If the indicator lamp goes out, every-
thing is in order. If the lamp remains illuminated,
the DRBIIItwill display the fault codes that are
causing the test to fail. The road test function is set
in the ESP control module, and can only be deacti-
vated once there are no more fault codes detected.
The Steering Angle Sensor must be initialized. A
procedure is carried out using the DRBIIItto
ensure that the module detects the exact position of
the sensor. The sensor must be calibrated any time
wheel alignment is changed, the steering column is
removed and re-installed, or the sensor is replaced.
3.8 USING THE DRBIIIT
Refer to the DRBIIItuser 's guide for instructions
and assistance with reading diagnostic trouble
codes, erasing diagnostic trouble codes and other
DRBIIItfunctions.
3.9 DRBIIITERROR MESSAGES
Under normal operation, the DRBIIItwill dis-
play one of only two error messages:
Ð User-Requested WARM Boot or User-Requested
COLD Boot.
If the DRBIIItshould display any other error
message, record the entire display and call the
STAR Center for information and assistance. This
is a sample of such an error message display:
4
GENERAL INFORMATION
Page 328 of 2305
display does not match the state of the pedal,
perform the proper test. For a problem with the
ªABSº warning indicator, refer to the proper test.
6. If no other problems are found, it will be neces-
sary to road test the vehicle.THE DRBIIIt
MUST NOT BE CONNECTED TO THE
DATA LINK CONNECTOR WHEN ROAD
TESTING FOR PROPER ANTILOCK OP-
ERATION. THE SYSTEM IS DISABLED
WHILE IN DIAGNOSTIC MODE.Perform
several antilock stops from above 50 Km/h (30
mph) and then repeat steps 2, 3, and 4. If any
diagnostic trouble codes are present, proceed to
the appropriate test.
7. The following conditions should be considered
``NORMAL'' operation, and no repairs should be
attempted to correct them.
± Brake pedal feedback during an ABS stop
(clicking, vibrating)
± Clicking, groaning or buzzing at 12 Km/h (8
mph) (drive off self test)
± Groaning noise during an ABS stop
± Slight brake pedal drop and pop noise when
ignition is initially turned on
± Brake pedal ratcheting down at the end of an
ABS stop
8. If the complaint is ABS ``cycling'' at the end of a
stop at low speeds, it may be caused by a
marginal wheel speed sensor signal. The sensor
air gap, tone wheel condition, and/or brakes
hanging up are possible causes of this condition.
9. After a road test in which no problems were
found, refer to any Technical Service Bulletins
that may apply.
5.0 REQUIRED TOOLS AND
EQUIPMENT
DRBIIIt(diagnostic read-out box)
jumper wires
ohmmeter
voltmeter
test light
oscilloscope
6.0 GLOSSARY OF TERMS
ABSantilock brake system
ACalternating current
BCMbody control module
BSbrake switch
BLSbrake lamp switch
CABcontroller antilock brakeDCdirect current
DLCdata link connector
DRBIIItdiagnostic read-out box
DTCdiagnostic test code
EBDelectronic brake distribution
ECMelectronic control module
HCUhydraulic control unit
HZHertz
ICinstrument cluster
LFleft front
LRleft rear
PMpump motor
RFright front
RRright rear
SOLsolenoid
TCStraction control system
TCSStraction control system switch
VSSvehicle speed signal
WSSwheel speed sensor
7
GENERAL INFORMATION
Page 861 of 2305
rate and boost pressure are adjusted to the actual
injection quantity.
²Injection valve quantity drift compensation in
full load range: this function is to limit the maximum
injection quantity for engine protection. The injection
quantity signal is compared to the injection quantity
calculated from the oxygen sensor signal and MAF
signal. If the comparison shows that the actual injec-
tion quantity is too high, it is limited to the maxi-
mum permissible injection quantity
²Air-fuel ratio controlled smoke limiter (full load):
the smoke limiter limits the injection quantity on the
basis of the air-fuel ratio permissible at the smoke
limit depending on the measure mass air flow and
the calculated EGR rate. As a consequence, the gen-
eration of smoke due to an excess injection quantity
is avoided under all operating conditions. At the
same time, the oxygen sensor signal is used to
ensure that the air-fuel ratio is adjusted accordingly
A function referred to as air flow sensor drift com-
pensation detects and corrects the possible drifting of
the MAF sensor by comparing the air mass measured
by the MAF with the projected air mass as it is cal-
culated by the ECM in consideration of various influ-
encing conditions. It is the air flow drift
compensation that gives the MAF air mass measure-
ment the precision needed to use it for the function
mentioned above. The high precision of the MAF
measurement enables the calculation of the actual
injection quantity from the measured air mass and
from the oxygen sensor signal in order to correct
injection quantity. The MAF signal can also be used
as a input parameter for the smoke limiter.
REMOVAL
(1) Disconnect the negative battery cable.
(2) Disconnect the ECM harness connectors (Fig.
4).
(3) Grasp ECM and pull down firmly to release
ECM from the retaining bracket tensioning springs
(Fig. 4).
INSTALLATION
NOTE: THE ECM MUST BE PROGRAMMED TO SUP-
PORT THE VEHICLE OPTIONS PACKAGE.
(1) Position the ECM into the guide of the retain-
ing bracket (Fig. 4).
(2) Carefully push the ECM in to the bracket until
the bracket tensioning springs engage (Fig. 4).
(3) Connect the ECM wiring harness connectors
(Fig. 4).
(4) Connect negative battery cable.
TRANSMISSION CONTROL
MODULE
DESCRIPTION
The transmission control module (TCM) receives,
processes and sends various digital and analog sig-
nals related to the automatic transmission. In addi-
tion, it processes information received from other
vehicle systems, such as engine torque and speed,
accelerator pedal position, wheel speed, kick-down
switch, traction control information, etc.
The TCM is located under the driver's seat and is
connected to other control modules via a CAN bus. It
controls all shift functions to achieve smooth shift
comfort in all driving situations considering:
²Vehicle speed.
²Transmission status.
Fig. 4 ECM
1 - BRACKET
2 - ECM
3 - BRACKET TENSIONING SPRINGS
8E - 6 ELECTRONIC CONTROL MODULESVA
Page 920 of 2305
INSTRUMENT CLUSTER
TABLE OF CONTENTS
page page
INSTRUMENT CLUSTER
DESCRIPTION..........................2
OPERATION............................5
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER............................7
STANDARD PROCEDURE
CLUSTER PROGRAMMING...............7
REMOVAL.............................8
INSTALLATION..........................9
ABS INDICATOR
DESCRIPTION..........................9
OPERATION...........................10
ADR INDICATOR
DESCRIPTION.........................10
OPERATION...........................10
AIRBAG INDICATOR
DESCRIPTION.........................11
OPERATION...........................11
AMBIENT TEMPERATURE INDICATOR
DESCRIPTION.........................11
OPERATION...........................12
BRAKE INDICATOR
DESCRIPTION.........................12
OPERATION...........................12
BRAKE WEAR INDICATOR
DESCRIPTION.........................13
OPERATION...........................13
CHARGING INDICATOR
DESCRIPTION.........................14
OPERATION...........................14
CLOCK
DESCRIPTION.........................14
OPERATION...........................14
COOLANT LOW INDICATOR
DESCRIPTION.........................15
OPERATION...........................15
ENGINE TEMPERATURE GAUGE
DESCRIPTION.........................15
OPERATION...........................16
ESP INDICATOR
DESCRIPTION.........................16
OPERATION...........................16
FUEL FILTER CLOGGED INDICATOR
DESCRIPTION.........................17
OPERATION...........................17
FUEL GAUGE
DESCRIPTION.........................17
OPERATION...........................18
GEAR SELECTOR INDICATOR
DESCRIPTION.........................18
OPERATION...........................18HIGH BEAM INDICATOR
DESCRIPTION.........................19
OPERATION...........................19
LOW FUEL INDICATOR
DESCRIPTION.........................19
OPERATION...........................19
LOW OIL LEVEL INDICATOR
DESCRIPTION.........................20
OPERATION...........................20
MAINTENANCE INDICATOR
DESCRIPTION.........................20
OPERATION...........................21
MALFUNCTION INDICATOR LAMP (MIL)
DESCRIPTION.........................21
OPERATION...........................21
MULTI-FUNCTION INDICATOR
DESCRIPTION.........................22
OPERATION...........................22
ODOMETER
DESCRIPTION.........................22
OPERATION...........................23
PARK BRAKE INDICATOR
DESCRIPTION.........................23
OPERATION...........................24
SEATBELT INDICATOR
DESCRIPTION.........................24
OPERATION...........................24
SPEEDOMETER
DESCRIPTION.........................25
OPERATION...........................25
TACHOMETER
DESCRIPTION.........................25
OPERATION...........................25
TRACTION CONTROL INDICATOR
DESCRIPTION.........................26
OPERATION...........................26
TRACTION CONTROL MALFUNCTION
INDICATOR
DESCRIPTION.........................27
OPERATION...........................27
TURN SIGNAL INDICATOR
DESCRIPTION.........................27
OPERATION...........................27
WAIT-TO-START INDICATOR
DESCRIPTION.........................28
OPERATION...........................28
WASHER FLUID INDICATOR
DESCRIPTION.........................29
OPERATION...........................29
WATER-IN-FUEL INDICATOR
DESCRIPTION.........................29
OPERATION...........................29
VAINSTRUMENT CLUSTER 8J - 1
Page 922 of 2305
Located between the rear cover and the cluster
hood is the cluster housing. The molded plastic clus-
ter housing serves as the carrier for the cluster elec-
tronic circuit board and circuitry, the cluster
connector receptacles, the gauges, a Light Emitting
Diode (LED) for each cluster indicator and general
illumination lamp, the multi-function indicator LCD
unit, electronic tone generators, the cluster overlay,
the gauge pointers, the multi-function indicator
switches and the four switch push buttons.
The cluster overlay is a laminated plastic unit. The
dark, visible, outer surface of the overlay is marked
with all of the gauge dial faces and graduations, but
this layer is also translucent. The darkness of this
outer layer prevents the cluster from appearing clut-
tered or busy by concealing the cluster indicators
that are not illuminated, while the translucence of
this layer allows those indicators and icons that are
illuminated to be readily visible. The underlying
layer of the overlay is opaque and allows light from
the LED for each of the various indicators and illu-
mination lamps behind it to be visible through the
outer layer of the overlay only through predeter-
mined cutouts. A rectangular opening in the overlay
at the base of the speedometer provides a window
through which the illuminated multi-function indica-
tor LCD unit can be viewed.
Several versions of the EMIC module are offered
on this model. These versions accommodate all of the
variations of optional equipment and regulatory
requirements for the various markets in which the
vehicle will be offered. The microprocessor-based
EMIC utilizes integrated circuitry, Electrically Eras-
able Programmable Read Only Memory (EEPROM)
type memory storage, information carried on the
Controller Area Network (CAN) data bus, along with
several hard wired analog and multiplexed inputs to
monitor systems, sensors and switches throughout
the vehicle.
In response to those inputs, the hardware and soft-
ware of the EMIC allow it to control and integrate
many electronic functions and features of the vehicle
through both hard wired outputs and the transmis-
sion of electronic message outputs to other electronic
modules in the vehicle over the CAN data bus. (Refer
to 8 - ELECTRICAL/ELECTRONIC CONTROL
MODULES/COMMUNICATION - DESCRIPTION -
CAN BUS).
Besides typical instrument cluster gauge and indi-
cator support, the electronic functions and features
that the EMIC supports or controls include the fol-
lowing:
²Active Service System- In vehicles equipped
with the Active Service SYSTem (ASSYST) engine oil
maintenance indicator option, the EMIC electronic
circuit board includes a second dedicated micropro-
cessor. This second microprocessor evaluates various
data including time, mileage, and driving conditionsto calculate the required engine oil service intervals,
and provides both visual and audible alerts to the
vehicle operator when certain engine oil maintenance
services are required.
²Audible Warnings- The EMIC electronic cir-
cuit board is equipped with an audible tone generator
and programming that allows it to provide various
audible alerts to the vehicle operator, including buzz-
ing and chime tones. An audible contactless elec-
tronic relay is also soldered onto the circuit board to
produce audible clicks that is synchronized with turn
signal indicator flashing to emulate the sounds of a
conventional turn signal or hazard warning flasher.
These audible clicks can occur at one of two rates to
emulate both normal and bulb-out turn or hazard
flasher operation. (Refer to 8 - ELECTRICAL/
CHIME/BUZZER - DESCRIPTION).
²Panel Lamps Dimming Control- The EMIC
provides a hard wired 12-volt Pulse-Width Modulated
(PWM) output that synchronizes the dimming level
of all panel lamps dimmer controlled lamps with that
of the cluster general illumination lamps and multi-
function indicator.
The EMIC houses four analog gauges and has pro-
visions for up to nineteen indicators (Fig. 3). The
EMIC includes the following analog gauges:
²Coolant Temperature Gauge
²Fuel Gauge
²Speedometer
²Tachometer
The EMIC includes provisions for the following
indicators (Fig. 3):
²Airbag (SRS) Indicator
²Antilock Brake System (ABS) Indicator
²Brake Indicator
²Brake Wear Indicator
²Charging Indicator
²Clogged Fuel Filter Indicator
²Constant Engine Speed (ADR) Indicator
²Coolant Low Indicator
²Electronic Stability Program (ESP) Indica-
tor
²High Beam Indicator
²Low Fuel Indicator
²Malfunction Indicator Lamp (MIL)
²Multi-Function Indicator (LCD)
²Park Brake Indicator
²Seatbelt Indicator
²Traction Control (ASR) Indicator
²Traction Control (ASR) Malfunction Indica-
tor
²Turn Signal (Right and Left) Indicators
²Washer Fluid Indicator
²Wait-To-Start Indicator
²Water-In-Fuel Indicator
VAINSTRUMENT CLUSTER 8J - 3
Page 923 of 2305
Except for the indications provided within the
multi-function indicator LCD unit, each indicator in
the EMIC is illuminated by a dedicated LED that is
soldered onto the EMIC electronic circuit board.
Cluster illumination is accomplished by dimmable
LED back lighting, which illuminates the gauges for
visibility when the exterior lighting is turned on. The
cluster general illumination LED units are also sol-
dered onto the EMIC electronic circuit board. The
LED units are not available for service replacement
and, if damaged or faulty, the entire EMIC must be
replaced.Hard wired circuitry connects the EMIC to the
electrical system of the vehicle. These hard wired cir-
cuits are integral to the vehicle wire harnesses,
which are routed throughout the vehicle and retained
by many different methods. These circuits may be
connected to each other, to the vehicle electrical sys-
tem and to the EMIC through the use of a combina-
tion of soldered splices, splice block connectors, and
many different types of wire harness terminal con-
nectors and insulators. Refer to the appropriate wir-
ing information. The wiring information includes
wiring diagrams, proper wire and connector repair
Fig. 3 Gauges & Indicators
1 - AIRBAG INDICATOR 16 - SEATBELT INDICATOR
2 - TACHOMETER 17 - ABS INDICATOR
3 - LEFT TURN INDICATOR 18 - MULTI-FUNCTION INDICATOR PLUS/MINUS SWITCH
PUSH BUTTONS
4 - SPEEDOMETER 19 - MULTI-FUNCTION INDICATOR (INCLUDES: CLOCK, GEAR
SELECTOR INDICATOR, ODOMETER, TRIP ODOMETER, EN-
GINE OIL LEVEL DATA, AMBIENT TEMPERATURE INDICATOR
[OPTIONAL], & ACTIVE SERVICE SYSTEM [ASSYST] ENGINE
OIL MAINTENANCE INDICATOR [OPTIONAL])
5 - TRACTION CONTROL INDICATOR 20 - MULTI-FUNCTION INDICATOR MODE (MILES [KILOME-
TERS]/TIME) SWITCH PUSH BUTTONS
6 - RIGHT TURN INDICATOR 21 - COOLANT LOW INDICATOR
7 - ENGINE TEMPERATURE GAUGE 22 - BRAKE INDICATOR
8 - FUEL GAUGE 23 - OIL LEVEL INDICATOR
9 - WAIT-TO-START INDICATOR 24 - BRAKE WEAR INDICATOR
10 - WASHER FLUID INDICATOR (OPTIONAL) 25 - WATER-IN-FUEL INDICATOR
11 - CONSTANT ENGINE SPEED (ADR) INDICATOR (OPTION-
AL)26 - CHARGING INDICATOR
12 - LOW FUEL INDICATOR 27 - HIGH BEAM INDICATOR
13 - TRACTION CONTROL MALFUNCTION INDICATOR 28 - PARK BRAKE INDICATOR
14 - MALFUNCTION INDICATOR LAMP 29 - FUEL FILTER CLOGGED INDICATOR
15 - ELECTRONIC STABILITY PROGRAM (ESP) INDICATOR
(OPTIONAL)
8J - 4 INSTRUMENT CLUSTERVA
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Light Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the icon to appear
silhouetted against an amber field through the trans-
lucent outer layer of the overlay when the indicator
is illuminated from behind by the LED, which is sol-
dered onto the instrument cluster electronic circuit
board. The ABS indicator is serviced as a unit with
the instrument cluster.
OPERATION
The ABS indicator gives an indication to the vehi-
cle operator when the ABS or the electronic brake
force distribution (EBV) systems are faulty or inoper-
ative. This indicator is controlled by a transistor on
the instrument cluster circuit board based upon clus-
ter programming and electronic messages received by
the cluster from the Controller Antilock Brake (CAB)
over the Controller Area Network (CAN) data bus.
The ABS indicator Light Emitting Diode (LED) is
completely controlled by the instrument cluster logic
circuit, and that logic will only allow this indicator to
operate when the instrument cluster detects that the
ignition switch is in the On position. Therefore, the
LED will always be off when the ignition switch is in
any position except On. The LED only illuminates
when it is provided a path to ground by the instru-
ment cluster transistor. The instrument cluster will
turn on the ABS indicator for the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the ABS indicator is illu-
minated by the cluster for about two seconds as a
bulb test.
²ABS Lamp-On Message- Each time the clus-
ter receives a lamp-on message from the CAB, the
ABS indicator will be illuminated. The indicator
remains illuminated until the cluster receives a
lamp-off message from the CAB, or until the ignition
switch is turned to the Off position, whichever occurs
first.
The CAB continually monitors the ABS and EBV
circuits and sensors to decide whether the systems
are in good operating condition. The CAB then sends
the proper lamp-on or lamp-off messages to the
instrument cluster. If the CAB sends a lamp-on mes-
sage after the bulb test, it indicates that the CAB
has detected a system malfunction and/or that the
ABS or EBV systems have become inoperative. The
CAB will store a Diagnostic Trouble Code (DTC) for
any malfunction it detects. For proper diagnosis of
the ABS and EBV systems, the CAB, the CAN data
bus, the electronic message inputs to the instrument
cluster, or the instrument cluster circuitry that con-
trols the ABS indicator, a diagnostic scan tool is
required. Refer to the appropriate diagnostic infor-
mation.
ADR INDICATOR
DESCRIPTION
A constant engine speed (ADR) indicator is stan-
dard equipment on all instrument clusters, but is
only functional on vehicles equipped with the
optional ADR switch. The ADR indicator is located
near the lower edge of the instrument cluster, to the
right of the multi-function indicator display. The
ADR indicator consists of the text ªADRº imprinted
within a rectangular cutout in the opaque layer of
the instrument cluster overlay. The dark outer layer
of the overlay prevents the indicator from being
clearly visible when it is not illuminated. An amber
Light Emitting Diode (LED) behind the cutout in the
opaque layer of the overlay causes the text to appear
silhouetted against an amber field through the trans-
lucent outer layer of the overlay when the indicator
is illuminated from behind by the LED, which is sol-
dered onto the instrument cluster electronic circuit
board. The ADR indicator is serviced as a unit with
the instrument cluster.
OPERATION
The constant engine speed (ADR) indicator gives
an indication to the vehicle operator concerning the
operating status of the constant engine speed (ADR)
feature. The ADR indicator is controlled by a transis-
tor on the instrument cluster circuit board based
upon cluster programming and electronic messages
received by the cluster from the Engine Control Mod-
ule (ECM) over the Controller Area Network (CAN)
data bus. The ADR indicator Light Emitting Diode
(LED) is completely controlled by the instrument
cluster logic circuit, and that logic will only allow
this indicator to operate when the instrument cluster
detects that the ignition switch is in the On position.
Therefore, the LED will always be off when the igni-
tion switch is in any position except On. The LED
only illuminates when it is provided a path to ground
by the instrument cluster transistor. The instrument
cluster will turn on the traction control indicator for
the following reasons:
²Constant Engine Speed (ADR) Indicator
Lamp-On Message- Each time the cluster receives
an ADR indicator lamp-on message from the ECM,
the indicator will be illuminated. The indicator is
illuminated when the ADR feature has been acti-
vated with the ADR switch, and is turned off when
the ADR feature is deactivated with the ADR switch.
The ADR indicator will be extinguished if the ADR
feature is turned off because the park brake has been
released or the vehicle is in motion. The ADR indica-
tor will also be extinguished if the service brake
pedal is depressed, but the ADR feature will auto-
matically be restored and the indicator illuminated
when the brake pedal is released. The indicator
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received by the cluster from the Engine Control Mod-
ule (ECM) over the Controller Area Network (CAN)
data bus. The tachometer is an air core magnetic
unit that receives battery current on the instrument
cluster electronic circuit board when the instrument
cluster detects that the ignition switch is in the On
position. The cluster is programmed to move the
gauge needle back to the low end of the scale after
the ignition switch is turned to the Off position. The
instrument cluster circuitry controls the gauge nee-
dle position and provides the following features:
²Engine Speed Message- Each time the cluster
receives an engine speed message from the ECM it
will calculate the correct engine speed reading and
position the gauge needle at that relative speed posi-
tion on the gauge scale. The gauge needle will con-
tinually be repositioned at the relative engine speed
position on the gauge scale until the engine stops
running, or until the ignition switch is turned to the
Off position, whichever occurs first.
²Communication Error- If the cluster fails to
receive an engine speed message, it will hold the
gauge needle at the last indication for about three
seconds, or until the ignition switch is turned to the
Off position, whichever occurs first. After three sec-
onds, the gauge needle will return to the left end of
the gauge scale.
The ECM continually monitors the crankshaft posi-
tion sensor to determine the engine speed. The ECM
then sends the proper engine speed messages to the
instrument cluster. For proper diagnosis of the
crankshaft position sensor, the ECM, the CAN data
bus, or the electronic message inputs to the instru-
ment cluster that control the tachometer, a diagnos-
tic scan tool is required. Refer to the appropriate
diagnostic information.
TRACTION CONTROL INDICA-
TOR
DESCRIPTION
A traction control (ASR) indicator is standard
equipment on all instrument clusters. The traction
control indicator is located near the center of the
speedometer in the instrument cluster. The traction
control indicator consists of an ª!º (exclamation point)
imprinted within a triangular cutout in the opaque
layer of the instrument cluster overlay. The dark
outer layer of the overlay prevents the indicator from
being clearly visible when it is not illuminated. An
amber Light Emitting Diode (LED) behind the cutout
in the opaque layer of the overlay causes the excla-
mation point to appear silhouetted against an amber
field through the translucent outer layer of the over-
lay when the indicator is illuminated from behind by
the LED, which is soldered onto the instrument clus-ter electronic circuit board. The traction control indi-
cator is serviced as a unit with the instrument
cluster.
OPERATION
The traction control (ASR) indicator gives several
indications to the vehicle operator concerning the
operating status of the traction control (ASR) system.
The traction control indicator is controlled by a tran-
sistor on the instrument cluster circuit board based
upon cluster programming and electronic messages
received by the cluster from the Controller Anti-lock
Brake (CAB) over the Controller Area Network
(CAN) data bus. The traction control indicator Light
Emitting Diode (LED) is completely controlled by the
instrument cluster logic circuit, and that logic will
only allow this indicator to operate when the instru-
ment cluster detects that the ignition switch is in the
On position. Therefore, the LED will always be off
when the ignition switch is in any position except
On. The LED only illuminates when it is provided a
path to ground by the instrument cluster transistor.
The instrument cluster will turn on the traction con-
trol indicator for the following reasons:
²Bulb Test- Each time the ignition switch is
turned to the On position the traction control indica-
tor is illuminated for about two seconds as a bulb
test.
²Traction Control (ASR) Indicator Lamp-On
Message- Each time the cluster receives a traction
control indicator lamp-on message from the CAB, the
indicator will be illuminated. This indicator can be
flashed on and off, or illuminated solid, as dictated
by the CAB message. The indicator is illuminated
solid when the traction control system has been deac-
tivated; and is flashed when the traction control is
activated or when the driven wheels lose traction
with the traction control deactivated. The indicator
remains flashing or illuminated solid until the clus-
ter receives a lamp-off message from the CAB, or
until the ignition switch is turned to the Off position,
whichever occurs first.
The CAB continually monitors the traction control
(ASR) switch and the four wheel speed sensors to
determine the correct operating mode for the traction
control system. The CAB then sends the proper
lamp-on or lamp-off messages to the instrument clus-
ter. See the owner's manual in the vehicle glove box
for more information on the features, use, activation
and deactivation of the traction control (ASR) system.
For proper diagnosis of the traction control system,
the CAB, the CAN data bus, or the electronic mes-
sage inputs to the instrument cluster that control the
traction control indicator, a diagnostic scan tool is
required. Refer to the appropriate diagnostic infor-
mation.
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