2005 MERCEDES-BENZ SPRINTER engine

REMOVAL
(1) Disconnect the negative battery cable.
(2) Disconnect the ECM harness connectors (5)
(Fig. 3).
(3) Grasp ECM and pull down firmly to release
ECM from the retaining bracket tensioning springs
(Fig. 3).
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. 3).
(2) Carefully push the ECM in to the bracket until
the bracket tensioning springs engage (Fig. 3).
(3) Connect the ECM wiring harness connectors
(5) (Fig. 3).
(4) Connect negative battery cable.
Fig. 2 ECM
1 - A/C PUSH BUTTON CONTROL 12 - MASS AIR FLOW SENSOR
2 - ECM 13 - CRANKSHAFT POSITION SENSOR
3 - INSTRUMENT CLUSTER 14 - OIL LEVEL, OIL TEMPERATURE AND OIL QUALITY SENSOR
4 - ABS/ASR CONTROLLER 15 - LOW FUEL PRESSURE SENSOR
5 - ANTI-THEFT CONTROLLER 16 - COOLANT TEMPERATURE SENSOR
6 - AIR BAG CONTROLLER 17 - FUEL RAIL PRESSURE SENSOR
7 - IGNITION CYLINDER TRANSCEIVER RING 18 - CAMSHAFT POSITION SENSOR
8 - GLOW PLUG RELAY 19 - CHARGE AIR PRESSURE SENSOR
9 - INTAKE AIR TEMPERATURE SENSOR 20 - FUEL TEMPERATURE SENSOR
10 - KICK DOWN SWITCH 21 - WATER IN FUEL SENSOR
11 - ACCELERATOR PEDAL SENSOR
8E - 4 ELECTRONIC CONTROL MODULESVA
ENGINE CONTROL MODULE (Continued)

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.
²Position of selector lever.
²Selected shift range.
²CAN signals.
²Engine Status.Engine speed limits may be reached in all gears
with full throttle or in kick-down operation. In for-
ward driving, the shift range of the forward gears
can be adjusted by the operator by tipping the selec-
tor lever to the left or right (AutoStick). However, the
TCM features a downshift inhibitor to prevent the
engine from overspeeding.
OPERATION
The transmission control module (TCM) deter-
mines the current operating conditions of the vehicle
and controls the shifting process for shift comfort and
driving situations. It receives this operating data
from sensors and broadcast messages from other
modules.
The TCM uses inputs from several sensors that are
directly hardwired to the controller and it uses sev-
eral indirect inputs that are used to control shifts.
This information is used to actuate the proper sole-
noids in the valve body to achieve the desired gear.
The shift lever assembly (SLA) has several items
that are monitored by the TCM to calculate shift
lever position. The reverse light switch, an integral
part of the SLA, controls the reverse light relay con-
trol circuit. The Brake/Transmission Shift Interlock
(BTSI) solenoid and the park lockout solenoid (also
part of the SLA) are controlled by the TCM.
The ECM and ABS broadcast messages over the
controller area network (CAN C) bus for use by the
TCM. The TCM uses this information, with other
inputs, to determine the transmission operating con-
ditions.
The TCM:
²determines the momentary operating conditions
of the vehicle.
²controls all shift processes.
²considers shift comfort and the driving situation.
The TCM controls the solenoid valves for modulat-
ing shift pressures and gear changes. Relative to the
torque being transmitted, the required pressures are
calculated from load conditions, engine rpm, vehicle
speed, and ATF temperature.
The following functions are contained in the TCM:
²Shift Program
²Downshift Safety
²Torque Converter Lock-Up Clutch.
²Adaptation.
This transmission does not have a TCM relay.
Power is supplied to the SLA and the TCM directly
from the ignition.
Fig. 3 ECM
1 - BRACKET
2 - ECM
3 - BRACKET TENSIONING SPRINGS
VAELECTRONIC CONTROL MODULES 8E - 5
ENGINE CONTROL MODULE (Continued)

The TCM continuously checks for electrical prob-
lems, mechanical problems, and some hydraulic prob-
lems. When a problem is sensed, the TCM stores a
diagnostic trouble code (DTC). Some of these codes
cause the transmission to go into9Limp-In9or
9default9mode. Some DTCs cause permanent
Limp-In and others cause temporary Limp-In. The
NAG1 defaults in the current gear position if a DTC
is detected, then after a key cycle the transmission
will go into Limp-in, which is mechanical 2nd gear.
Some DTCs may allow the transmission to resume
normal operation (recover) if the detected problem
goes away. A permanent Limp-In DTC will recover
when the key is cycled, but if the same DTC is
detected for three key cycles the system will not
recover and the DTC must be cleared from the TCM
with the DRBIIItscan tool.
TCM SIGNALS
The TCM registers one part of the input signals by
direct inputs, the other part by CAN C bus. In addi-
tion to the direct control of the actuators, the TCM
sends various output signals by CAN C bus to other
control modules.
Selector Lever Position
The TCM monitors the SLA for all shift lever posi-
tions via the CAN bus.
ATF Temperature Sensor
The ATF temperature sensor is a positive temper-
ature co-efficient (PTC) thermistor. It measures the
temperature of the transmission fluid and is a direct
input signal for the TCM. The temperature of the
ATF has an influence on the shifttime and resulting
shift quality. As the temperature rises, resistance
rises, and therefore, the probing voltage is decreas-
ing. Because of its registration, the shifting process
can be optimized in all temperature ranges.
The ATF temperature sensor is wired in series
with the park/neutral contact. The temperature sig-
nal is transmitted to the TCM only when the reed
contact of the park/neutral contact is closed because
the TCM only reads ATF temperature while in any
forward gear, or REVERSE. When the transmission
is in PARK or NEUTRAL, the TCM will substitute
the engine temperature for the ATF temperature.
Starter Interlock
The TCM monitors a contact switch wired in series
with the transmission temperature sensor to deter-
mine PARK and NEUTRAL positions. The contact
switch is open in PARK and NEUTRAL. The TCM
senses transmission temperature as high (switch
supply voltage), confirming switch status as open.
The TCM then broadcasts a message over CAN bus
to confirm switch status. The PCM receives thisinformation and allows operation of the starter cir-
cuit.
N2 and N3 Speed Sensors
The N2 and N3 Input Speed Sensors are two Hall-
effect speed sensors that are mounted internally in
the transmission and are used by the TCM to calcu-
late the transmission's input speed. Since the input
speed cannot be measured directly, two of the drive
elements are measured. Two input speed sensors
were required because both drive elements are not
active in all gears.
CAN C Bus Indirect Input Signals
A 2.5-volt bias (operating voltage) is present on the
CAN C bus any time the ignition switch is in the
RUN position. Both the TCM and the ABS apply this
bias. On this vehicle, the CAN C bus is used for mod-
ule data exchange only. The indirect inputs used on
the NAG1 electronic control system are:
²Wheel Speed Sensors.
²Brake Switch.
²Engine RPM.
²Engine Temperature.
²Cruise Control Status.
²Gear Limit Request.
²Throttle Position - 0% at idle, 100% at WOT. If
open, TCM assumes idle (0% throttle opening).
²Odometer Mileage
²Maximum Effective Torque.
²Engine in Limp-In Mode/Mileage Where DTC
Was Set.
BRAKE TRANSMISSION SHIFT INTERLOCK (BTSI)
The BTSI solenoid prevents shifting out of the
PARK position until the ignition key is in the RUN
position and the brake pedal is pressed. The TCM
controls the ground while the ignition switch supplies
power to the BTSI solenoid. The PCM monitors the
brake switch and broadcasts brake switch status
messages over the CAN C bus. If the park brake is
depressed and there is power (Run/Start) to SLA, the
BTSI solenoid deactivates.
SHIFT SCHEDULES
The basic shift schedule includes up and down-
shifts for all five gears. The TCM adapts the shift
program according to driving style, accelerator pedal
position and deviation of vehicle speed. Influencing
factors are:
²Road Conditions.
²Incline, Decline and Altitude.
²Trailer Operation, Loading.
²Engine Coolant Temperature.
²Cruise Control Operation.
²Sporty Driving Style.
8E - 6 ELECTRONIC CONTROL MODULESVA
TRANSMISSION CONTROL MODULE (Continued)

²Low and High ATF Temperature.
Upshift
To :1-2 2-3 3-4 4-5
Activated
By
Solenoid:1-2/4-5 2-3 3-4 1-2/4-5
Shift
Point (at
35.2% of
throttle)17.8
km/h
(11.6
mph)32.1
km/h
(19.95
mph)67.5
km/h
(41.94
mph)73.8
km/h
(45.86
mph)
Downshift
From:5-4 4-3 3-2 2-1
Activated
By
Solenoid:1-2/4-5 3-4 2-3 1-2/4-5
Shift
Point55.7
km/h
(34.61
mph)40.5
km/h
(25.17
mph)24.4
km/h
(15.16
mph)15.1
km/h
(9.38
mph)
DOWNSHIFT SAFETY
Selector lever downshifts are not performed if inad-
missible high engine rpm is sensed.
ADAPTATION
To equalize tolerances and wear, an automatic
adaptation takes place for:
²Shift Time.
²Clutch Filling Time.
²Clutch Filling Pressure.
²Torque Converter Lock-Up Control.
Adaptation data may be stored permanently and to
some extent, can be diagnosed.
Driving Style Adaptation
The shift point is modified in steps based on the
information from the inputs. The control module
looks at inputs such as:
²vehicle acceleration and deceleration (calculated
by the TCM).
²rate of change as well as the position of the
throttle pedal (fuel injection information from the
ECM).
²lateral acceleration (calculated by the TCM).
²gear change frequency (how often the shift
occurs).
Based on how aggressive the driver is, the TCM
moves up the shift so that the present gear is held a
little longer before the next upshift. If the driving
style is still aggressive, the shift point is modified up
to ten steps. If the driving returns to normal, thenthe shift point modification also returns to the base
position.
This adaptation has no memory. The adaptation to
driving style is nothing more than a shift point mod-
ification meant to assist an aggressive driver. The
shift points are adjusted for the moment and return
to base position as soon as the inputs are controlled
in a more rational manner.
Shift Time Adaptation (Shift Overlap Adaptation, Working
Pressure)
Shift time adaptation is the ability of the TCM to
electronically alter the time it takes to go from one
gear to another. Shift time is defined as the time it
takes to disengage one shift member while another is
being applied. Shift time adaptation is divided into
four categories:
33. Accelerating upshift, which is an upshift under
a load. For shift time adaptation for the 1-2 upshift
to take place, the transmission must shift from 1st to
2nd in six different engine load ranges vs. transmis-
sion output speed ranges.
34. Decelerating upshift, which is an upshift under
no load. This shift is a rolling upshift and is accom-
plished by letting the vehicle roll into the next gear.
35. Accelerating downshift, which is a downshift
under load. This shift can be initiated by the throttle,
with or without kickdown. The shift selector can also
be used.
36. Decelerating downshift, which is accomplished
by coasting down. As the speed of the vehicle
decreases, the transmission downshifts.
Fill Pressure Adaptation (Apply Pressure Adaptation,
Modulating Pressure)
Fill pressure adaptation is the ability of the TCM
to modify the pressure used to engage a shift mem-
ber. The value of this pressure determines how firm
the shift will be.
²If too much pressure is used, the shift will be
hard.
²If too little pressure is used, the transmission
may slip.
The pressure adjustment is needed to compensate
for the tolerances of the shift pressure solenoid valve.
The amount the solenoid valve opens as well as how
quickly the valve can move, has an effect on the pres-
sure. The return spring for the shift member pro-
vides a resistance that must be overcome by the
pressure in order for shift member to apply. These
return springs have slightly different values. This
also affects the application pressure and is compen-
sated for by fill pressure adaptation.
Fill Time Adaptation (Engagement Time Adaptation)
Fill time is the time it takes to fill the piston cav-
ity and take up any clearances for a friction element
VAELECTRONIC CONTROL MODULES 8E - 7
TRANSMISSION CONTROL MODULE (Continued)

(clutch or brake). Fill time adaptation is the ability of
the TCM to modify the time it takes to fill the shift
member by applying a preload pressure.
CONTROLLER MODES OF OPERATION
Permanent Limp-In Mode
When the TCM determines there is a non-recover-
able condition present that does not allow proper
transmission operation, it places the transmission in
permanent Limp-In Mode. When the condition occurs
the TCM turns off all solenoids as well as the sole-
noid supply output circuit. If this occurs while the
vehicle is moving, the transmission remains in the
current gear position until the ignition is turned off
or the shifter is placed in the9P9position. When the
shifter has been placed in9P,9the transmission only
allows 2nd gear operation. If this occurs while the
vehicle is not moving, the transmission only allows
operation in 2nd gear.
Temporary Limp-In Mode
This mode is the same as the permanent Limp-In
Mode except if the condition is no longer present, the
system resumes normal operation.
Under Voltage Limp-In Mode
When the TCM detects that system voltage has
dropped below 8.5 volts, it disables voltage-depen-
dant diagnostics and places the transmission in the
temporary Limp-In Mode. When the TCM senses
that the voltage has risen above 9.0 volts, normal
transmission operation is resumed.
Hardware Error Mode
When the TCM detects a major internal error, the
transmission is placed in the permanent Limp-In
Mode and ceases all communication over the CAN
bus. When the TCM has entered this mode normal
transmission operation does not resume until all
DTCs are cleared from the TCM.
Loss of Drive
If the TCM detects a situation that has resulted or
may result in a catastrophic engine or transmission
problem, the transmission is placed in the neutral
position. Improper Ratio, Input Sensor Overspeed or
Engine Overspeed DTCs cause the loss of drive.
Controlled Limp-in Mode
When a failure does not require the TCM to shut
down the solenoid supply, but the failure is severe
enough that the TCM places the transmission into a
predefined gear, there are several shift performanceconcerns. For instance, if the transmission is slip-
ping, the controller tries to place the transmission
into 3rd gear and maintain 3rd gear for all forward
drive conditions.STANDARD PROCEDURE - TCM ADAPTATION
The adaptation procedure requires the use of the
DRBIIItscan tool. This program allows the elec-
tronic transmission system to re-calibrate itself. This
will provide the proper baseline transmission opera-
tion. The adaptation procedure should be performed
if any of the following procedures are performed:
²Transmission Assembly Replacement
²Transmission Control Module Replacement
²Clutch Plate and/or Seal Replacement
²Electrohydraulic Unit Replacement or Recondi-
tion
(1) With the DRBIIIt, reset the Transmission
adaptives. Resetting the adaptives will set the adap-
tives to factory settings.
NOTE: Perform the Coast Down Adaptations first.
The Transmission Temperature must be greater
than 60ÉC (140ÉF) and less than 70ÉC (158ÉF). Fail-
ure to stay within these temperature ranges will
void the procedure.
(2) Drive the vehicle until the transmission tem-
perature is in the specified range.
(3) Perform 4 to 5 coast downs from 5th to 4th
gear and then 4th to 3rd gear.
NOTE: For Upshift adaptation, the Transmission
temperature must be greater than 60ÉC (140ÉF) and
less than 100ÉC (212ÉF). Failure to stay within these
temperature ranges will void this procedure.
(4) From a stop, moderately accelerate the vehicle
and obtain all forward gear ranges while keeping the
Engine RPM below 1800 RPM. Repeat this procedure
4 to 5 times.
(5) Obtaining 5th gear may be difficult at 1800
RPM. Allow the transmission to shift into 5th gear at
a higher RPM then lower the RPM to 1800 and per-
form manual shifts between 4th and 5th gears using
the shift lever.
(6) The TCM will store the adaptives every 10
minutes. After completion of the adaptation proce-
dure make sure the vehicle stays running for at least
10 minutes.
(7) It is possible to manually store the adaptives
under the 10 minute time frame using the DRBIIIt
Store Adaptives procedure.
8E - 8 ELECTRONIC CONTROL MODULESVA
TRANSMISSION CONTROL MODULE (Continued)

ENGINE SYSTEMS
TABLE OF CONTENTS
page page
BATTERY SYSTEM......................... 1
CHARGING SYSTEM....................... 17STARTING SYSTEM....................... 24
BATTERY SYSTEM
TABLE OF CONTENTS
page page
BATTERY SYSTEM
DESCRIPTION..........................1
OPERATION............................2
DIAGNOSIS AND TESTING - BATTERY
SYSTEM.............................2
CLEANING.............................5
INSPECTION...........................6
SPECIAL TOOLS
BATTERY SYSTEM SPECIAL TOOLS.......6
BATTERY
DESCRIPTION..........................6
OPERATION............................7
DIAGNOSIS AND TESTING - BATTERY.......7
STANDARD PROCEDURE
STANDARD PROCEDURE - BATTERY
CHARGING...........................8
STANDARD PROCEDURE - OPEN-CIRCUIT
VOLTAGE TEST.......................10
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST.........................10
STANDARD PROCEDURE - USING MICRO
420 BATTERY TESTER.................11
STANDARD PROCEDURE - CHECKING
BATTERY ELECTROLYTE LEVEL.........12REMOVAL
UNDER HOOD BATTERY REMOVAL.......12
AUXILIARY BATTERY REMOVAL..........13
INSTALLATION
UNDER HOOD BATTERY INSTALLATION . . . 13
AUXILIARY BATTERY INSTALLATION......13
BATTERY HOLDDOWN
DESCRIPTION.........................14
REMOVAL.............................14
INSTALLATION.........................14
BATTERY CABLES
DESCRIPTION.........................14
OPERATION...........................14
DIAGNOSIS AND TESTING - BATTERY
CABLES............................14
REMOVAL.............................16
INSTALLATION.........................16
BATTERY TRAY
DESCRIPTION.........................16
OPERATION...........................16
REMOVAL.............................16
INSTALLATION.........................16
BATTERY SYSTEM
DESCRIPTION
A single 12-volt battery is standard factory-in-
stalled equipment on this model. Some vehicles are
equipped with a second auxiliary battery for running
additional electrical equipment. The standard battery
is located in the engine compartment, while the aux-
iliary battery (if equipped) is located under the pas-
sengers front seat. The battery system for thisvehicle covers the following related components,
which are covered in further detail later in this sec-
tion of the service manual:
²Battery- The 12v storage battery(s) provides a
reliable means of storing a renewable source of elec-
trical energy within the vehicle.
²Battery Cables- The battery cables connect
the battery terminal posts to the vehicle electrical
system.
VAENGINE SYSTEMS 8F - 1

²Battery Holddown- The battery holddown
hardware secures the battery in the battery tray in
the engine compartment.
²Battery Tray- The battery tray provides a
secure mounting location in the vehicle for the bat-
tery and an anchor point for the battery holddown
hardware.
For battery system maintenance schedules and
jump starting procedures, see the owner's manual in
the vehicle glove box. Optionally, refer to the Lubri-
cation and Maintenance section of this manual for
the recommended battery maintenance schedules and
for the proper battery jump starting procedure. While
battery charging can be considered a maintenance
procedure, the battery charging procedure and
related information are located later in this section of
this service manual. This was done because the bat-
tery must be fully-charged before any battery system
diagnosis or testing procedures can be performed.
OPERATION
The battery system is designed to provide a safe,
efficient, reliable and mobile means of delivering and
storing electrical energy. This electrical energy is
required to operate the engine starting system, as
well as to operate many of the other vehicle acces-
sory systems for limited durations while the engine
and/or the charging system are not operating. The
battery system is also designed to provide a reserve
of electrical energy to supplement the charging sys-
tem for short durations while the engine is running
and the electrical current demands of the vehicle
exceed the output of the charging system. In addition
to delivering, and storing electrical energy for the
vehicle, the battery system serves as a capacitor and
voltage stabilizer for the vehicle electrical system. It
absorbs most abnormal or transient voltages caused
by the switching of any of the electrical components
or circuits in the vehicle.
DIAGNOSIS AND TESTING - BATTERY SYSTEM
The battery, starting, and charging systems in the
vehicle operate with one another and must be testedas a complete system. In order for the engine to start
and the battery to maintain its charge properly, all of
the components that are used in these systems must
perform within specifications. It is important that
the battery, starting, and charging systems be thor-
oughly tested and inspected any time a battery needs
to be charged or replaced. The cause of abnormal bat-
tery discharge, overcharging or early battery failure
must be diagnosed and corrected before a battery is
replaced and before a vehicle is returned to service.
The service information for these systems has been
separated within this service manual to make it eas-
ier to locate the specific information you are seeking.
However, when attempting to diagnose any of these
systems, it is important that you keep their interde-
pendency in mind.
The diagnostic procedures used for the battery,
starting, and charging systems include the most
basic conventional diagnostic methods, to the more
sophisticated On-Board Diagnostics (OBD) built into
the Powertrain Control Module (PCM). Use of an
induction-type milliampere ammeter, a volt/ohmme-
ter, a battery charger, a carbon pile rheostat (load
tester) and a 12-volt test lamp may be required. All
OBD-sensed systems are monitored by the PCM.
Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
tronic memory for any failure it detects. Refer to
Charging System for the proper charging system on-
board diagnostic test procedures.
MICRO 420 BATTERY TESTER
The Micro 420 automotive battery tester is
designed to help the dealership technicians diagnose
the cause of a defective battery. Follow the instruc-
tion manual supplied with the tester to properly
diagnose a vehicle. If the instruction manual is not
available refer to the standard procedure in this sec-
tion, which includes the directions for using the
Micro 420 battery tester.
8F - 2 BATTERY SYSTEMVA
BATTERY SYSTEM (Continued)

BATTERY SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
THE BATTERY SEEMS
WEAK OR DEAD WHEN
ATTEMPTING TO START
THE ENGINE.1. The electrical system
ignition-off draw is excessive.1. Refer to the IGNITION-OFF DRAW TEST
Standard Procedure for the proper test
procedures. Repair the excessive ignition-off
draw, as required.
2. The charging system is
faulty.2. Determine if the charging system is performing
to specifications. Refer to Charging System for
additional charging system diagnosis and testing
procedures. Repair the faulty charging system, as
required.
3. The battery is discharged. 3. Determine the battery state-of-charge using the
Micro 420 battery tester. Refer to the Standard
Procedures in this section for additional test
procedures. Charge the faulty battery, as
required.
4. The battery terminal
connections are loose or
corroded.4. Refer to Battery Cables for the proper battery
cable diagnosis and testing procedures. Clean
and tighten the battery terminal connections, as
required.
5. The battery has an
incorrect size or rating for
this vehicle.5. Refer to Battery System Specifications for the
proper size and rating. Replace an incorrect
battery, as required.
6. The battery is faulty. 6. Determine the battery cranking capacity using
the Micro 420 battery tester. Refer to the
Standard Procedures in this section for additional
test procedures. Replace the faulty battery, as
required.
7. The starting system is
faulty.7. Determine if the starting system is performing
to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
8. The battery is physically
damaged.8. Inspect the battery for loose terminal posts or a
cracked and leaking case. Replace the damaged
battery, as required.
VABATTERY SYSTEM 8F - 3
BATTERY SYSTEM (Continued)