2005 MERCEDES-BENZ SPRINTER ECO mode

INTRODUCTION
TABLE OF CONTENTS
page page
VEHICLE IDENTIFICATION NUMBER
DESCRIPTION..........................1
INTERNATIONAL SYMBOLS
DESCRIPTION..........................2
FASTENER IDENTIFICATION
DESCRIPTION..........................2
FASTENER USAGE
DESCRIPTION - FASTENER USAGE.........5THREADED HOLE REPAIR
DESCRIPTION - THREADED HOLE REPAIR....5
METRIC SYSTEM
DESCRIPTION..........................5
TORQUE REFERENCES
DESCRIPTION..........................7
VEHICLE IDENTIFICATION
NUMBER
DESCRIPTION
The Vehicle Identification Number (VIN) plate is
located on the lower windshield fence next to the left
a-pillar. The VIN contains 17 characters that provide
data concerning the vehicle. Refer to the VIN
DECODING INFORMATION table to determine the
identification of a vehicle.To protect the consumer from theft and possible
fraud the manufacturer is required to include a
Check Digit at the ninth position of the Vehicle Iden-
tification Number. The check digit is used by the
manufacturer and government agencies to verify the
authenticity of the vehicle and official documenta-
tion. The formula to use the check digit is not
released to the general public.
VIN DECODING INFORMATION
POSITION INTERPRETATION CODE = DESCRIPTION
1,2&3 World Manufacturer CodeWD2 = Truck
WD5 = Multi-purpose vehicle
4 ModelY = Truck
W = Multi-purpose vehicle
5 & 6 Model, Cab, WeightD1 = Sprinter, 3000 mm (118 in.) wheelbase, 8,001 up to 9,000 lbs. class G
D2 = Sprinter, 3550 mm (140 in.) wheelbase, 8,001 up to 9,000 lbs. class G
D3 = Sprinter, 4025 mm (158 in.) wheelbase, 8,001 up to 9,000 lbs. class G
D4 = Sprinter, 3550 mm (140 in.) wheelbase, Van 10,001 up to 14,000 lbs.
Class 3
D5 = Sprinter, 4025 mm (158 in.) wheelbase, Van 10,001 up to 14,000 lbs.
Class 3
D6 = Sprinter, 3567 mm (140 in.) in connection with 169wheels, Van 8,001 to
9,000 lbs. class G
D7 = Sprinter, 4042 mm (159 in.) in connection with 169wheels, Van 8,001 to
9,000 lbs. class G
7 & 8 Engine 41 = 2.7L 5 cyl. Diesel
9 Check Digit
10 Model Year 3 = 2003
11 Assembly Plant 5 = Dîsseldorf Plant, Germany
12 Thru 17 Vehicle Build Sequence
VAINTRODUCTION 1

INSTALLATION
(1) Install the bolts for the pedal bearing bracket
(Fig. 22). Tighten to 23 N´m (204 in. lbs.)
(2) Reconnect the plug connector for the stop lamp
switch (Fig. 22).
(3) Install the brake pedal and hook the spring
(Fig. 22).
(4) Install the retainer and pin for the brake pedal
(Fig. 22).
(5) Install the retainer and pin for the master cyl-
inder push rod (Fig. 22).
(6) Install the master cylinder (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/MASTER
CYLINDER - INSTALLATION).
POWER BRAKE BOOSTER
DESCRIPTION
All models use a tandem diaphragm, power brake
booster.
NOTE: The power brake booster is not a repairable
component. The booster must be replaced as an
assembly if diagnosis indicates a malfunction has
occurred.
OPERATION
The booster unit consists of a single housing
divided into two by a tandem diaphragm. The outer
edge of the diaphragm is secured to the housing. The
booster push rod, which connects the booster to the
brake pedal and master cylinder, is attached to the
center of the diaphragm. A check valve is used in the
booster outlet connected to the engine intake mani-
fold. Power assist is generated by utilizing a combi-
nation of vacuum and atmospheric pressure to boost
brake assist.
REMOVAL
(1) Using a suction gun remove as much brake
fluid from the reservoir as possible.
(2) Disconnect the brake level switch electrical
connector.
(3) Remove the brake lines from the master cylin-
derSeal off the ends and bore holes with plugs.
(4) Remove the master cylinder from the booster.
(5) Remove the booster vacuum hose and check
valve (Fig. 23).
(6) Remove the pedal push rod clip (Fig. 23).
(7) Remove the booster mounting nuts (Fig. 23).
(8) Remove the booster from the vehicle.
INSTALLATION
(1) Install the brake booster to the vehicle.(2) Install the booster mounting nuts (Fig. 23).
Tighten to 25 N´m (221 in.lbs.).
(3) Install the push rod pin & clip (Fig. 23).
(4) Install the brake booster vacuum line and
check valve (Fig. 23).
(5) Install the master cylinder to the brake
booster. Tighten to 28 N´m (248 in.lbs.).
(6) Install the brake lines to the master cylinder.
Tighten to 14 N´m (124 in.lbs.).
(7) Install the brake level switch electrical connec-
tor.
(8) Bleed the base brake system (Refer to 5 -
BRAKES - STANDARD PROCEDURE).
ROTORS
REMOVAL
REMOVAL - FRONT (SRW)
(1) Raise and support the vehicle.
(2) Remove the front wheels.
(3) Remove the front brake pads (Fig. 24).
(4) Remove the caliper adapter (Fig. 24).
(5) Install two lug studs to secure the disc brake
rotor when the locking bolt is removed.
(6) Remove the locking bolt for the disc brake rotor
(Fig. 24).
(7) Remove the two lug nuts.
(8) Remove the disc brake rotor (Fig. 24).
Fig. 23 POWER BRAKE BOOSTER
1 - VACUUM LINE & CHECK VALVE
2 - BRAKE BOOSTER
3 - GASKET
4 - MOUNTING NUTS (4)
5 - PUSH ROD PIN
6 - SECURING CLIP
VABRAKES - BASE 5 - 19
PEDAL (Continued)

COOLING
TABLE OF CONTENTS
page page
COOLING
OPERATIONÐCOOLING SYSTEM...........1
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS.............................1DIAGNOSIS AND TESTING - COOLING
SYSTEM.............................2
ACCESSORY DRIVE.......................5
ENGINE................................9
COOLING
OPERATIONÐCOOLING SYSTEM
The cooling system regulates engine operating tem-
perature. It allows the engine to reach normal oper-
ating temperature as quickly as possible. It also
maintains normal operating temperature and pre-
vents overheating.
The cooling system also provides a means of heat-
ing the passenger compartment and cooling the auto-
matic transmission fluid (if equipped). The cooling
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - PRELIMINARY
CHECKS
ENGINE COOLING SYSTEM OVERHEATING
Establish what driving conditions caused the com-
plaint. Abnormal loads on the cooling system such as
the following may be the cause:
²PROLONGED IDLE
²VERY HIGH AMBIENT TEMPERATURE
²SLIGHT TAIL WIND AT IDLE
²SLOW TRAFFIC
²TRAFFIC JAMS
²HIGH SPEED OR STEEP GRADES
Driving techniques that avoid overheating are:
²Idle with A/C off when temperature gauge is at
end of normal range.
²Increasing engine speed for more air flow is rec-
ommended.TRAILER TOWING:
Consult Trailer Towing section of owners manual.
Do not exceed limits.
AIR CONDITIONING; ADD-ON OR AFTER MARKET:
A maximum cooling package should have been
ordered with vehicle if add-on or after market A/C is
installed. If not, maximum cooling system compo-
nents should be installed for model involved per
manufacturer's specifications.
RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been per-
formed on vehicle that may effect cooling system.
This may be:
²Engine adjustments (incorrect timing)
²Slipping engine accessory drive belt(s)
²Brakes (possibly dragging)
²Changed parts. Incorrect water pump or pump
rotating in wrong direction due to belt not correctly
routed
²Reconditioned radiator or cooling system refill-
ing (possibly under filled or air trapped in system).
NOTE: If investigation reveals none of the previous
items as a cause for an engine overheating com-
plaint, (Refer to 7 - COOLING - DIAGNOSIS AND
TESTING)
VACOOLING 7 - 1

(6) Properly align the radiator assembly and
install the front end cross member.
(7) Connect negative battery cable.
ENGINE BLOCK HEATER
REMOVAL
WARNING: RISK OF INJURY TO SKIN AND EYES
DUE TO SCALDING FROM HOT COOLANT. DO NOT
OPEN THE COOLING SYSTEM UNLESS THE TEM-
PERATURE IS BELOW 194ÉF (90ÉC). WEAR PRO-
TECTIVE CLOTHING AND EYE WEAR. RISK OF
POISONING IF COOLANT IS SWALLOWED. STORE
COOLANT IN PROPER AND APPROPRIATELY
MARKED CONTAINERS.
(1) Disconnect the negative battery cable.
(2) Drain the cooling system.
(3) Record the location and snip the wire ties.
(4) Unscrew the engine block heater from the core
plug hole and remove (Fig. 6).
INSTALLATION
(1) Screw the block heater into the appropriate
core hole (Fig. 6).
(2) Route the heater wiring harness away from
and interference and secure with wiring tie straps.
(3) Refill the cooling system.
(4) Connect the negative battery cable.
(5) Start the engine and inspect for leaks.
ENGINE COOLANT TEMP
SENSOR
DESCRIPTION
The ECM determines the operating temperature of
the engine by using the signal from the coolant tem-
perature sensor. The coolant temperature sensor has
a negative temperature coefficient (NTC) resistor
contained in the plastic housing. NTC means; the
higher the temperature, then the lower the resis-
tance. The ECM also uses the coolant temperature
sensor signal to calculate glow plug relay triggering.
If the coolant temperature sensor fails during opera-
tion, the ECM will switch on the cooling fan to pre-
vent engine overheating (A/C models only).
REMOVAL
WARNING: RISK OF INJURY TO SKIN AND EYES
FROM SCALDING WITH HOT COOLANT. RISK OF
POISONING FROM SWALLOWING COOLANT. DO
NOT OPEN COOLING SYSTEM UNLESS COOLANT
TEMPERATURE IS BELOW 90ÉC. OPEN CAP
SLOWLY TO RELEASE PRESSURE. STORE COOL-
ANT IN SUITABLE AND APPROPRIATELY MARKED
CONTAINER. WEAR PROTECTIVE GLOVES,
CLOTHES AND EYE WEAR.
(1) Disconnect negative battery cable.
(2) Remove engine cover (Refer to 9 - ENGINE -
REMOVAL).
(3) Partailly drain coolant system (Refer to 7 -
COOLING/ENGINE/COOLANT - STANDARD PRO-
CEDURE).
(4) Unplug coolant temperature sensor electrical
connector.
Fig. 6 ENGINE BLOCK HEATER
1 - ENGINE BLOCK HEATER
2 - CORE PLUG
3 - ENGINE MOUNT
4 - WIRING TIE STRAPS
7 - 14 ENGINEVA
RADIATOR FAN (Continued)

ELECTRONIC CONTROL MODULES
TABLE OF CONTENTS
page page
CENTRAL TIMER MODULE
DESCRIPTION..........................1
OPERATION............................2
DIAGNOSIS AND TESTING - CENTRAL TIMER
MODULE.............................2
REMOVAL.............................2
INSTALLATION..........................2
CONTROLLER ANTILOCK BRAKE
DESCRIPTION..........................3
REMOVAL.............................3INSTALLATION..........................3
ENGINE CONTROL MODULE
DESCRIPTION..........................3
REMOVAL.............................4
INSTALLATION..........................4
TRANSMISSION CONTROL MODULE
DESCRIPTION..........................5
OPERATION............................5
STANDARD PROCEDURE - TCM ADAPTATION . 8
CENTRAL TIMER MODULE
DESCRIPTION
The central timer module (CTM) is located beneath
the driver seat. The CTM uses information carried on
the programmable communications interface (PCI)
data bus network along with many hard wired inputs
to monitor many sensor and switch inputs. In
response to those inputs, the circuitry and program-
ming of the CTM allow it to supply the vehicle occu-
pants with audible and visual information, and to
control and integrate many functions and features of
the vehicle through both hard wired outputs and the
transmission of message outputs to other modules in
the vehicle over the PCI data bus.
The features that the CTM supports or controls
include the following:
²Central Locking- The CTM on vehicles
equipped with the optional Vehicle Theft Security
System (VTSS) includes a central locking/unlocking
feature.
²Enhanced Accident Response- The CTM pro-
vides an optional enhanced accident response fea-
ture. This is a programmable feature.
²Panic Mode- The CTM provides support for
the optional RKE system panic mode including horn,
headlamp, and park lamp flash features.
²Power Lock Control- The CTM provides the
optional power lock system features, including sup-
port for the automatic door lock and door lock inhibit
modes.²Programmable Features- The CTM provides
support for certain programmable features.
²Remote Keyless Entry- The CTM provides
the optional Remote Keyless Entry (RKE) system fea-
tures, including support for the RKE Lock (with
optional horn and park lamps flash), Unlock (with
park lamps flash, driver-door-only unlock, and
unlock-all-doors), Panic, and illuminated entry
modes, as well as the ability to be programmed to
recognize up to four RKE transmitters. The RKE
horn, driver-door-only unlock, and unlock-all-doors
features are programmable.
²Vehicle Theft Security System- The CTM
provides control of the optional Vehicle Theft Secu-
rity System (VTSS) features, including support for
the central locking/unlocking mode and control of the
Security indicator in the instrument cluster.
Hard wired circuitry connects the CTM to the elec-
trical system of the vehicle. Refer to the appropriate
wiring information.
Many of the features in the vehicle controlled or
supported by the CTM are programmable using the
DRBIIItscan tool. However, if any of the CTM hard-
ware components are damaged or faulty, the entire
CTM unit must be replaced. The hard wired inputs
or outputs of all CTM versions can be diagnosed
using conventional diagnostic tools and methods;
however, for diagnosis of the CTM or the PCI data
bus, the use of a DRBIIItscan tool is required. Refer
to the appropriate diagnostic information.
VAELECTRONIC CONTROL MODULES 8E - 1

(2) Connect the wire harness connectors to the
central timer module.
(3) Install the screws that secure the central timer
module. Tighten the screws securely.
(4) Route the seat belt latch wire lead through the
hole in the closeout panel and position the panel
beneath the driver seat cushion
(5) Install the screws that secure the closeout
panel beneath the driver seat cushion. Tighten the
screws securely.
(6) Connect the wire harness connector to the seat
belt latch connector.
(7) Slide the driver seat to back to its original posi-
tion.
(8) Reconnect the negative battery cable.
CONTROLLER ANTILOCK
BRAKE
DESCRIPTION
The Controler Antilock Brake (CAB) is mounted to
the Hydraulic Control Unit (HCU) and operates the
ABS system.
REMOVAL
(1) Remove the negative battery cable from the
battery.
(2) Pull up on the CAB harness connector release
and remove connector.
(3) Remove the CAB mounting bolts.
(4) Remove the CAB from the HCU.
INSTALLATION
(1) Install CAB to the HCU.
(2) Install mounting bolts. Tighten to 2 N´m (16 in.
lbs.).
(3) Install the wiring harness connector to the
CAB and push down on the release to secure the con-
nector.
(4) Install negative battery cable to the battery.
ENGINE CONTROL MODULE
DESCRIPTION
The electronic control module (ECM) is mounted to
the left lower dash panel and consists of an electronic
printed circuit board which is designed as a multi-
layer board assembly fitted on both sides. The rout-
ing of the five wiring harness connectors at the ECM
connectors are split into interfering cables and sensi-
tive cables in order to achieve improved electromag-
netic compatibility. The ECM stores engine specific
data, monitors the connected sensor and analyzes
their measurement (Fig. 2).
Its task consists in controlling the following sys-
tems in line with the analysis of the input signals:
²Fuel Supply System
²Injected Quantity Control
²Emission Control System
²Charge Pressure Control
²Cruise Control
²A/C Compressor Shut-Off
²Pre-Heating Output Relay for the Glow Plugs
²Vehicle Theft
²Air Bag
²Monitors inputs/outputs, checks plausibility and
stores faults
²Share information with other control modules
²Diagnosis
If a sensor should fail, provided the fault is not
serious, the ECM will continue to operate the engine
in Limp-Home Mode (emergency mode) using a
default value for the missing signal. The ECM
ensures that continuing to operate the engine will
not cause damage or effect safety,otherwise a Engine
shut-off process will be carried out.Fig. 1 Central Timer Module
1 - DRIVER SEAT
2 - WIRE HARNESS CONNECTOR
3 - SCREW (2)
4 - CLOSEOUT PANEL
5 - CENTRAL TIMER MODULE
6 - WIRE HARNESS CONNECTOR (2)
7 - SCREW (2)
VAELECTRONIC CONTROL MODULES 8E - 3
CENTRAL TIMER 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)

(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)