2005 MERCEDES-BENZ SPRINTER wiring

GROUP TAB LOCATOR
Introduction
0Lubrication & Maintenance
2Suspension
3Differential & Driveline
5Brakes
7Cooling
8AAudio/Video
8BChime/Buzzer
8EElectronic Control Modules
8FEngine Systems
8GHeated Systems
8HHorn
8IIgnition Control
8JInstrument Cluster
8LLamps
8NPower Systems
8ORestraints
8PSpeed Control
8QVehicle Theft Security
8RWipers/Washers
8WWiring
9Engine
11Exhaust System
13Frame & Bumpers
14Fuel System
19Steering
21Transmission
22Tires/Wheels
23Body
24Heating & Air Conditioning
25Emissions Control
Component and System Index
Service Manual Comment Forms (Rear of Manual)

LEVER
REMOVAL
(1) Disconnect the front brake cable from the pul-
ley unit.
(2) Remove the front brake cable from the hand
brake lever (Fig. 29).
(3) Remove the circle cover (Fig. 35).
(4) Remove the bolts on the hand brake lever (Fig.
35).
(5) Pull the cover off the hand brake lever (Fig.
35).
(6) Disconnect the hand brake check switch and
wiring harness from the hand brake lever (Fig. 35).
(7) Remove the hand brake lever (Fig. 35).
INSTALLATION
(1) Install the hand brake lever (Fig. 35).
(2) Reconnect the hand brake check switch and the
wiring harness to the hand brake lever (Fig. 35).
(3) Install the cover to the hand brake lever (Fig.
35).
(4) Install the bolts on the hand brake lever.
Tighten to 25 N´m (221 in. lbs.) (Fig. 35).
(5) Install the circle cover (Fig. 35).
(6) Install the front brake cable to the hand brake
lever.
(7) Connect the front brake cable to the pulley unit
(Fig. 35).
SHOES
REMOVAL
REMOVAL - (SRW)
(1) Raise and support the vehicle.
(2) Remove the rear wheels.
(3) Remove the disc brake rotor.
(4) Disconnect the front park brake cable from the
pulley unit.Do not remove the rear park brake
cables.
(5) Remove the retracting springs using special
tool 9280 (Fig. 36).
(6) Remove the adjuster (Fig. 36).
(7) Remove the pressure springs using special tool
9281 (Fig. 36).
(8) Remove the rear park brake shoes (Fig. 36).
Pull the park brake shoes apart at the bottom
and remove them together with the adjuster.
REMOVAL - (DRW)
(1) Raise and support the vehicle.
(2) Remove the rear wheels.
(3) Remove the wheel flange ring.
(4) Remove the disc brake rotor.
(5) Disconnect the front park brake cable from the
pulley unit.Do not remove the rear park brake
cables.
(6) Remove the retracting springs (Fig. 37).
Fig. 35 HAND BRAKE LEVER
1 - LOCKING PIN
2 - COVER
3 - HAND BRAKE LEVER
4 - HAND BRAKE CHECK SWITCH
5 - WIRING HARNESS
6 - BOLT
7 - HAND BRAKE CABLE
8 - BOLT
9 - RETAINING CLIP
10 - CIRCLE COVER
Fig. 36 PARK BRAKE SHOES
1 - PARK BRAKE SHOES
2 - PRESSURE SPRING
3 - RETRACTING SPRING (SHORT HOOK EYE)
4 - RETRACTING SPRING (LONG HOOK EYE)
5 - CABLE LOCK
6 - ADJUSTER
5 - 26 BRAKES - BASEVA

COOLANT LEVEL SENSOR
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.
NOTE: Drain coolant from radiator drain plug only.
(1) Drain coolant until the coolant reservoir is
emptied.
(2) Disconnect the wiring harness electrical con-
nector.
(3) Turn the level sensor 90 degrees clockwises, lift
up and out of the container.
INSTALLATION
(1) Align coolant level sensor with coolant
reservior access whole, press down while turning
counterclockwise 90 degrees to seat sensor (Fig. 4).
(2) Connect coolant level sensor electrical connec-
tor (Fig. 4).
(3) Refill cooling system to proper level.
(4) Inspect for leaks.
RADIATOR FAN
REMOVAL
(1) Disconnect the negative battery cable.
(2) Remove the front end cross member.
(3) Push complete radiator assembly forward and
unclip the fan shroud at the radiator.
(4) Detach coolant line from lower radiator shroud.
(5) Retain accessory drive belt pulley of water
pump with a counterholder (Fig. 5).
(6) Unscrew the central bolt of the viscous fan
clutch and lift fan and shroud up and out (Fig. 5).
NOTE: Store the viscous fan clutch in the upright
position. DO NOT place down flat.
(7) Remove radiator fan from viscous fan clutch
(Fig. 5).
INSTALLATION
(1) Install fan blade to viscous clutch. Tighten
bolts to 80 lbs. in. (9 N´m) (Fig. 5).
(2) Install fan and clutch along with fan shroud in
to engine bay area (Fig. 5).
(3) Install the center bolt of the viscous clutch.
Tighten bolt to 33 lbs. ft. (45 N´m) (Fig. 5)
(4) Attach coolant line to lower radiator shroud.
(5)
Properly align and clip the fan shroud into place.
Fig. 4 COOLANT LEVEL SENSOR
1 - COOLANT LEVEL SENSOR
2 - COOLANT RESERVIOR
3 - ELECTRICAL CONNECTOR
Fig. 5 RADIATOR FAN
1 - VISCOUS CLUTCH
2 - COUNTERHOLDER
3 - CLUTCH BOLT
4 - FAN BOLT
5-FAN
VAENGINE 7 - 13

(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)

INSTALLATION
(1) Clean all sealing surfaces.
(2) Position and install thermostat housing with
new gasket (Fig. 8). Tighten bolts to 9N´m (80
lbs.in.).
NOTE: Inspect condition of all clamps and hoses,
replace as necessary.
(3) Install cap at oil filter housing.
(4) Connect coolant hoses and vent hose (Fig. 8).
(5) Install bracket for fuel line (Fig. 8).
(6) Attach air intake hose at charge air distribu-
tion pipe.
(7) Close coolant drain.
(8) Connect negative battery cable.
(9) Fill coolant system to proper level with appro-
priate coolant mixture (Refer to 7 - COOLING/EN-
GINE/COOLANT - STANDARD PROCEDURE).
WARNING: USE EXTREME CAUTION WHEN ENGINE
IS OPERATING. DO NOT STAND IN DIRECT LINE
WITH FAN. DO NOT PUT YOUR HANDS NEAR PUL-
LEYS, BELTS OR FAN. DO NOT WEAR LOOSE
CLOTHES.
(10) Start engine and inspect for leaks.
FAN DRIVE VISCOUS CLUTCH
REMOVAL
(1) For fan drive viscous clutch removal refer to
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN -
REMOVAL).
INSTALLATION
(1) For fan drive viscous clutch installation refer to
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN -
INSTALLATION).
RADIATOR
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 (194ÉF). OPEN CAP
SLOWLY TO RELEASE PRESSURE. STORE COOL-
ANT IN SUITABLE AND APPROPRIATELY MARKED
CONTAINER. WEAR PROTECTIVE GLOVES,
CLOTHES AND EYE WEAR.
NOTE: Capture all residual fluid spillage and store
in suitably marked containers. Inspect condition of
all clamps and hoses, replace as necessary.
(1) Drain coolant from radiator only(Refer to 7 -
COOLING/ENGINE/COOLANT - STANDARD PRO-
CEDURE).
(2) Remove headlamp.
(3) Remove front cross member together with front
grille.
(4) Remove front bumper.
(5) Evacuate air conditioning.
(6) Remove A/C condenser.
(7) Detach charge air hose at turbocharger (Fig. 9).
(8) Detach charge air hose at air intake pipe (Fig.
9).
(9) Detach air intake pipe at the body (Fig. 9).
(10) Detach coolant hoses at the coolant reservoir
(Fig. 9).
(11) Unplug wiring connector at coolant level sen-
sor (Fig. 9).
(12) Drain steering gear oil from reservoir of
power steering pump.
(13) Detach the hydraulic oil hose at reservoir of
power steering pump.
(14) Detach the hydraulic oil hose at hydraulic oil
line.
Fig. 8 THERMOSTAT HOUSING ASSEMBLY
1 - O-RING
2 - CLAMP
3 - COOLANT TEMPERATURE SENSOR
4 - FUEL LINE W/BRACKET
5 - THERMOSTAT HOUSING ASSEMBLY
6 - COOLANT HOSE
7 - CLAMP
8 - COOLANT HOSE
9 - GASKET
7 - 16 ENGINEVA
ENGINE COOLANT THERMOSTAT (Continued)

CHIME/BUZZER
TABLE OF CONTENTS
page page
CHIME/BUZZER
DESCRIPTION..........................1
OPERATION............................1DIAGNOSIS AND TESTING - CHIME
WARNING SYSTEM.....................2
CHIME/BUZZER
DESCRIPTION
A chime warning system is standard factory-installed
equipment. The chime warning system uses a chime
tone generator and a contactless relay that are soldered
onto the electronic circuit board inside the ElectroMe-
chanical Instrument Cluster (EMIC) to provide audible
indications of various vehicle conditions that may
require the attention of the vehicle operator or occu-
pants. The microprocessor-based EMIC utilizes elec-
tronic messages received from other modules in the
vehicle over the Controller Area Network (CAN) data
bus network along with hard wired inputs to the cluster
to monitor many sensors and switches throughout the
vehicle. In response to those inputs, the circuitry and
internal programming of the EMIC allow it to control
audible outputs that are produced through its on-board
chime tone generator and contactless relay.
The EMIC circuitry and its chime tone generator are
capable of producing the following audible outputs:
²Single Chime Tone- A single, extended ªbeep-
likeº chime tone is issued as a seat belt reminder.
²Fast Rate Repetitive Chime Tone- Repeated
ªbeep-likeº tones that are issued at a fast rate as an
audible alert and to support various visual warnings.
²Slow Rate Repetitive Click Tone- Repeated
ªclick-likeº tones that are issued at a slow rate to
emulate turn signal and hazard flasher operation.
²Fast Rate Repetitive Click Tone-
Repeated
ªclick-likeº tones that are issued at a fast rate to emu-
late turn signal flasher operation with a bulb out.
Hard wired circuitry connects the EMIC and the var-
ious chime warning switch and sensor inputs to their
respective modules and to each other through the elec-
trical system of the vehicle. These hard wired circuits
are integral to the vehicle wire harness, which is routed
throughout the vehicle and retained by many different
methods. These circuits may be connected to each other,
to the vehicle electrical system and to the EMIC through
the use of a combination of soldered splices, splice block
connectors, and many different types of wire harness ter-
minal connectors and insulators. Refer to the appropri-
ate wiring information. The wiring information includeswiring diagrams, proper wire and connector repair pro-
cedures, further details on wire harness routing and
retention, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
The EMIC chime tone generator and contactless
relay cannot be adjusted or repaired. If the chime
tone generator or contactless relay are damaged or
faulty, the entire EMIC unit must be replaced.
OPERATION
The chime warning system components operate on
battery current received through a non-switched
fused B(+) circuit so that the system may operate
regardless of the ignition switch position. The Elec-
tro-Mechanical Instrument Cluster (EMIC) also mon-
itors the ignition switch position so that some chime
features will only occur with ignition switch in the
On position, while others occur regardless of the igni-
tion switch position.
The chime warning system provides an audible
indication to the vehicle operator or occupants under
the following conditions:
²Engine Oil Level Low Warning- Each time
the ignition switch is turned to the On position, the
EMIC chime tone generator will generate a fast rate
repetitive chime tone if electronic messages are
received over the Controller Area Network (CAN)
data bus from the Engine Control Module (ECM)
indicating that the engine level is too low. The ECM
uses internal programming and hard wired inputs
from the engine oil level and temperature sensor to
determine the engine oil level. This audible warning
occurs in concert with the visual warning provided by
the multi-function indicator in the cluster.
²Fasten Seat Belt Reminder- Each time the
ignition switch is turned to the On position, the
EMIC chime tone generator will generate a single
extended chime tone for a duration of about six sec-
onds, or until the driver side front seat belt is fas-
tened, whichever occurs first. The EMIC uses
internal programming and a hard wired input from
the driver side front seat belt switch to determine
the status of the driver side front seat belt. This
audible warning occurs independent of the visual
warning provided by the EMIC ªSeatbeltº indicator.
VACHIME/BUZZER 8B - 1

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

OPERATION
The central timer module (CTM) monitors many
hard wired switch and sensor inputs as well as those
resources it shares with other modules in the vehicle
through its communication over the programmable
communications interface (PCI) data bus network.
The internal programming and all of these inputs
allow the CTM to determine the tasks it needs to
perform and their priorities, as well as both the stan-
dard and optional features that it should provide.
The CTM then performs those tasks and provides
those features through both PCI data bus communi-
cation with other modules and hard wired outputs
through a number of driver circuits, relays, and
actuators.These outputs allow the CTM the ability to
control numerous accessory systems in the vehicle.
The CTM monitors its own internal circuitry as
well as many of its input and output circuits, and
will store a Diagnostic Trouble Code (DTC) in elec-
tronic memory for any failure it detects. These DTCs
can be retrieved and diagnosed using a DRBIIItscan
tool. Refer to the appropriate diagnostic information.
HARD WIRED INPUTS
The hard wired inputs to the CTM include the fol-
lowing:
²Fused B(+)
²Fused ignition switch output (run-acc)
²Fused ignition switch output (run-start)
²Ground
²Key-in ignition switch sense
²Sliding door switch sense
²Passenger door switch sense
²Driver door switch sense
²PCI bus circuit
HARD WIRED OUTPUTS
The hard wired outputs of the CTM include the fol-
lowing:
²Door lock relay output
²Door unlock relay output
²VTSS indicator driver
MESSAGING
The CTM uses the following messages received
from other electronic modules over the PCI data bus:
²Airbag Deploy (ACM)
²Beep request (CMTC)
²Charging System Failure (PCM)
²Chime request (EMIC)
²Engine RPM (PCM)
²OK to Arm VTSS (PCM)
²Security indicator request (SKIM)
²System Voltage (PCM)
²Valid/Invalid Key (SKIM)
²Vehicle Distance (PCM)²Vehicle Speed (PCM)DIAGNOSIS AND TESTING - CENTRAL TIMER
MODULE
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, SEAT BELT TENSIONER, OR INSTRU-
MENT PANEL COMPONENT DIAGNOSIS OR SER-
VICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR
TO DISCHARGE BEFORE PERFORMING FURTHER
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
The hard wired inputs to and outputs from the
central timer module (CTM) may be diagnosed and
tested using conventional diagnostic tools and meth-
ods. Refer to the appropriate wiring information.
However, conventional diagnostic methods may not
prove conclusive in the diagnosis of the CTM. In
order to obtain conclusive testing of the CTM, the
programmable communications interface (PCI) data
bus network and all of the modules that provide
inputs to or receive outputs from the CTM must also
be checked. The most reliable, efficient, and accurate
means to diagnose the CTM, the PCI data bus net-
work, and the modules that provide inputs to, or
receive outputs from, the CTM requires the use of a
DRBIIItscan tool. Refer to the appropriate diagnos-
tic information.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Slide the driver seat to the full forward posi-
tion.
(3) Disconnect the wire harness connector for the
seat belt latch. (Fig. 1).
(4) Remove the screws that secure the closeout
panel beneathe the driver seat cushion and remove
the panel.
(5) Remove the screws that secure the central
timer module to the bracket.
(6) Disconnect the wire harness connectors from
the central timer module.
(7) Remove the central timer module from the
vehicle.
INSTALLATION
(1) Position the central timer module in the vehicle
8E - 2 ELECTRONIC CONTROL MODULESVA
CENTRAL TIMER MODULE (Continued)