2006 MERCEDES-BENZ SPRINTER ECU

SPECIAL TOOLS
GENERATOR
DESCRIPTION
The generator is belt-driven by the engine using a
serpentine-type drive belt. It is serviced only as a
complete assembly. If the generator fails for any rea-
son, the entire assembly must be replaced.
On certain engines, the decoupler pulley may be
replaced separately.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The stator winding connections deliver the induced
AC current to 3 positive and 3 negative diodes for
rectification. From the diodes, rectified DC current isdelivered to the vehicle electrical system through the
generator battery terminal.
Although the generators appear the same exter-
nally, different generators with different output rat-
ings are used on this vehicle. Be certain that the
replacement generator has the same output rating
and part number as the original unit. Refer to Spec-
ifications and see Generator Ratings for amperage
ratings and part numbers.
Noise emitting from the generator may be caused
by: worn, loose or defective bearings; a loose or defec-
tive drive pulley (decoupler pulley); incorrect, worn,
damaged or misadjusted fan drive belt; loose mount-
ing bolts; a misaligned drive pulley or a defective sta-
tor or diode.
An instrument panel mounted, battery charge indi-
cator lamp is used. When the key is in the on posi-
tion, the lamp will be illuminated. This is done as a
bulb check. If this lamp remains illuminated while
the engine is running, a Diagnostic Trouble Code
(DTC) has been detected for the charging system.
REMOVAL
CAUTION: DISCONNECT NEGATIVE CABLE FROM
BATTERY BEFORE REMOVING BATTERY OUTPUT
WIRE FROM GENERATOR. FAILURE TO DO SO
CAN RESULT IN INJURY.
CAUTION: Never force a belt over a pulley rim
using a screwdriver. The synthetic fiber of the belt
can be damaged.
CAUTION: When installing a serpentine accessory
drive belt, the belt MUST be routed correctly. The
water pump will be rotating in the wrong direction if
the belt is installed incorrectly, causing the engine
to overheat. Refer to belt routing label in engine
compartment, or refer to Belt Schematics in Cooling
System.
(1) Disconnect and isolate negative battery cable.
(2) Remove generator drive belt. Refer to Cooling
System for procedure.
(3) Raise and support vehicle.
(4) Remove protective plastic cover from B+ stud
at top of generator.
(5) Remove nut securing battery output cable to
B+ terminal at top of generator.
(6) Unplug field terminal connector at rear of gen-
erator.
(7) Remove 4 generator mounting bolts (Torx-style
#12 bit) (Fig. 1).
(8) Remove generator from lower side of vehicle.
GENERATOR DECOUPLER TOOL #8433
GENERATOR DECOUPLER TOOL #8823
8F - 18 CHARGING SYSTEMVA

SPECIFICATIONS
TORQUE - STARTER - DIESEL
DESCRIPTION N-m Ft. Lbs. In. Lbs.
Battery Cable Nut at
Starter Solenoid (larger
nut)14 - 124
Starter Mounting Bolts 40 30 -
Starter Solenoid (smaller
nut)6-52
SPECIFICATIONS - STARTER MOTOR - DIESEL
ITEM SPECIFICATION
ENGINE 2.7L TURBO DIESEL
RATED VOLTAGE 12 VOLTS
NUMBER OF FIELDS 4
NUMBER OF POLES 4
NUMBER OF BRUSHES 4
DRIVE TYPE GEAR REDUCTION
FREE RUNNING TEST VOLTAGE 11.5 VOLTS
FREE RUNNING TEST MAXIMUM AMPER-
AGE DRAW160 AMPS
FREE RUNNING TEST MINIMUM SPEED 5500 RPM
SOLENOID CLOSING MAXIMUM VOLTAGE 7.8 VOLTS
MAXIMUM CRANKING AMPERAGE DRAW * 500 AMPS
* A COLD OR NEW ENGINE WILL INCREASE STARTER AMPERAGE DRAW. THE USE OF HEAVY WEIGHT
ENGINE OIL WILL ALSO INCREASE STARTER AMPERAGE DRAW.
STARTER MOTOR
DIAGNOSIS AND TESTING - STARTER MOTOR
Correct starter motor operation can be confirmed
by performing the following free running bench test.
This test can only be performed with starter motor
removed from vehicle. Refer to Starter Specifications
for specifications.
(1) Remove starter motor from vehicle. Refer to
Starter Motor Removal and Installation.
(2) Mount starter motor securely in a soft-jawed
bench vise. The vise jaws should be clamped on the
mounting flange of starter motor. Never clamp on
starter motor by field frame.
(3) Connect a suitable volt-ampere tester and a
12-volt battery to starter motor in series, and set
ammeter to 100 ampere scale. See instructions pro-
vided by manufacturer of volt-ampere tester being
used.
(4) Install jumper wire from solenoid terminal to
solenoid battery terminal. The starter motor shouldoperate. If starter motor fails to operate, replace
faulty starter motor assembly.
(5) Adjust carbon pile load of tester to obtain free
running test voltage. Refer to Specifications for
starter motor free running test voltage specifications.
(6) Note reading on ammeter and compare reading
to free running test maximum amperage draw. Refer
to Specifications for starter motor free running test
maximum amperage draw specifications.
(7) If ammeter reading exceeds maximum amper-
age draw specification, replace faulty starter motor
assembly.
STARTER SOLENOID
This test can only be performed with starter motor
removed from vehicle.
(1) Remove starter motor from vehicle. Refer to
Starter Motor Removal and Installation.
(2) Disconnect wire from solenoid field coil termi-
nal.
(3) Check for continuity between solenoid terminal
and solenoid field coil terminal with a continuity
VASTARTING SYSTEM 8F - 33

relays which allows battery current to flow to the
rear window defogger grid lines. The heated grid
lines heat the rear glass to help clear the rear win-
dow surfaces of fog or frost.
The electric backlight (EBL) system is controlled
by the EBL timing circuity, which is integral to the
rear window defogger module. A yellow indicator in
the switch will illuminate to indicate when the EBL
system is turned on.
NOTE: The EBL system turns off automatically after
approximately 10 minutes of initial operation. Each
following activation cycle of the EBL system will
last approximately five minutes.
The EBL system will be automatically turned off
after a programmed time interval of about ten min-
utes. After the initial time interval has expired, if the
rear window defogger switch is pressed to the On
position again during the same ignition cycle, the
EBL system will automatically turn off after about
five minutes.
The EBL system will automatically shut off if the
ignition switch is turned to the Off position, or it can
be turned off manually by pressing the defogger
switch a second time.
DIAGNOSIS AND TESTING
ELECTRIC BACKLIGHT (EBL) SYSTEM
NOTE: Illumination of the defogger switch indicator
lamp means that there is electrical current available
at the output of the rear window defogger logic cir-
cuitry, but does not confirm that the electrical cur-
rent is reaching the rear glass heating grid lines.
NOTE: For circuit descriptions and diagrams of the
EBL system, refer to 8W - WIRING DIAGRAM
INFORMATION.
Operation of the electrical backlight (EBL) system
can be confirmed by the following:
(1) Turn the ignition switch to the On position. Set
the rear window defogger switch in the On position.
The rear window defogger operation can be checked
by feeling the rear window glass. A distinct difference
in temperature between the grid lines and the adja-
cent clear glass should be detected within three to
four minutes of operation.
(2) If a temperature difference is not detected, use
a 12-volt DC voltmeter and contact the rear glass
heating grid terminal B with the negative lead, and
terminal A with the positive lead (Fig. 2). The volt-
meter should read battery voltage. If the voltmeter
does not read battery voltage, check the following:²Confirm that the ignition switch is in the On
position.
²Make sure that the rear glass heating grid feed
wires and ground wires are connected to the window
terminals. Confirm that the ground wires have conti-
nuity to ground.
²Check that fuse 7 (15 amp) in fuse block #1 and
fuse 10 (30 amp) in the fuse/relay block are OK. The
fuses must be tight in there receptacles and all elec-
trical connections must be secure.
(3) When the above steps have been completed and
the rear glass heating grid is still inoperative, one or
more of the following is faulty.
²Rear window defogger switch in the instrument
panel.
²Rear window defogger (EBL) relays in the fuse/
relay block.
²Rear window defogger (EBL) relay control circu-
ity in the rear window defogger module.
²Check for a loose wire connector or a wire
pushed out of a connector.
²Rear window grid lines (all grid lines would
have to be broken, or the power feed or ground wire
not connected, for the entire heating grid to be inop-
erative).
(4) If the system operation has been verified but
the defogger switch indicator does not illuminate,
check for voltage at the defogger indicator from the
rear window defogger module when the defogger
switch is activated. If power is present, replace the
rear window defogger switch.
(5) If broken defogger grid lines are suspected, use
a 12-volt DC voltmeter and contact terminal B with
the negative lead and each rear glass heating grid
line at it's mid-point with the positive lead. The volt-
meter should read approximately 6 volts at each grid
line mid-point C. If the voltmeter does not read
approximately 6 volts, repair the open grid line(s)
(Refer to 8 - ELECTRICAL/HEATED GLASS/REAR
WINDOW DEFOGGER GRID - STANDARD PROCE-
DURE).
8G - 2 HEATED GLASSVA

mounting hole of the cluster bezel until both of the
latches on the switch body are fully engaged.
(3) Install the cluster bezel (Refer to 23 - BODY/
INSTRUMENT PANEL/CLUSTER BEZEL -
INSTALLATION).
(4) Reconnect the negative battery cable.
REAR WINDOW DEFOGGER
GRID
STANDARD PROCEDURE
GRID LINE AND TERMINAL REPAIR
REAR WINDOW DEFOGGER GRID LINE REPAIR
WARNING: The repair kit contains epoxy resin and
amine type hardener which may cause skin or eye
irritation and can be harmful if swallowed. Use with
adequate ventilation. Do not use near fire or open
flame the contents contain flammable solvents.
Keep out of reach of children.
²DO NOT TAKE INTERNALLY, IF SWALLOWED
INDUCE VOMITING AND CALL A PHYSICIAN IMME-
DIATELY.
²IF SKIN CONTACT OCCURS, WASH AFFECTED
AREAS WITH SOAP AND WATER.
²IF EYE CONTACT OCCURS, FLUSH WITH
PLENTY OF WATER.
The repair of the grid lines is possible using the
MopartGrid Line Repair Package or an equivalent.
(1) Mask the repair area so the conductive epoxy
can be extended onto the grid line(s) or the bus bar
(Fig. 9).
(2) Follow the instructions in the repair kit for
preparing the damaged area.
(3) Remove the package separator clamp and mix
the conductive epoxy thoroughly. Fold in half and cut
the center corner to dispense the epoxy.
(4) Apply the conductive epoxy through the slit in
the masking tape. Overlap both ends of the break(s)
by 19 mm (3/4 inch).
(5) Carefully remove the masking tape from the
grid line(s).
CAUTION: To prevent the glass from fracturing, do
not allow the glass surface to exceed 204É C (400É
F).
(6) Allow the epoxy to cure 24 hours at room tem-
perature or use a heat gun with a 260É to 371É C
(500É to 700É F) range for 15 minutes. Hold the heat
gun approximately 254 mm (10 inches) from the
repaired area.(7) After the conductive epoxy is properly cured,
verify operation of the rear window defogger.
REAR WINDOW DEFOGGER GRID TERMINAL REPAIR
CAUTION: Do not use a flame type solder gun or an
electric solder gun rated greater than 500 watts or
damage to the glass may occur.
If the rear window defogger grid terminal(s) is
damaged or separated from the rear window, the new
grid terminal(s) must be securely fastened to the rear
window defogger bus bar by soldering.
(1) If the grid terminal(s) is broken and a portion
of the terminal is still attached to the heating grid,
remove the portion of the clip remaining in the wire
harness connector(s).
CAUTION: To prevent the glass from fracturing, do
not allow the glass surface to exceed 204É C (400É
F).
(2) If the grid terminal(s) is broken and a portion
of the terminal is still attached to the rear window
defogger bus bar, apply heat with a solder gun to the
portion of the terminal on the glass until the solder
starts to flow. Remove the terminal and carefully
smooth the solder on the bus bar.
NOTE: Wait five minutes for the glass to cool after
applying heat with a solder gun before proceeding.
NOTE: Use care when cleaning the mating surfaces.
Excessive abrasion may wear away the copper grid
surface causing grid continuity to be lost.
(3) Clean the mating surfaces on the grid bus bar
and the new terminal(s) with ª000º Extra Fine Steel
Wool or an equivalent.Fig. 9 Grid Line Repair
1 - BREAK
2 - GRID LINE
3 - MASKING TAPE
VAHEATED GLASS 8G - 7

INSTRUMENT CLUSTER
DESCRIPTION
The instrument cluster for this model is an Elec-
troMechanical Instrument Cluster (EMIC) that is
located above the steering column opening in the
instrument panel, directly in front of the driver (Fig.
1). The remainder of the EMIC, including the mounts
and the electrical connections, are concealed within
the instrument panel behind the cluster bezel and
beneath the instrument panel top cover for the clus-
ter. The instrument cluster includes analog gauges,
meters, indicators, and acoustic signal transmit-
ters.The EMIC module also incorporates a multi-func-
tion indicator that consists of a digital Liquid Crystal
Display (LCD) unit for displaying odometer/trip
odometer information, an electronic digital clock,
engine oil level information, automatic transmission
gear selector position (PRNDL), and certain diagnos-
tic information. The multi-function indicator also has
four push button switches, which provide the vehicle
operator with an interface to adjust certain inputs to
the instrument cluster and to select from multiple
display options. If the vehicle is equipped with the
appropriate options, the multi-function indicator also
provides an outside ambient temperature indicator
display and an Active Service SYStem (ASSYST)
engine oil maintenance indicator to display engine oil
level and maintenance reminders.
The EMIC gauges and indicators are visible
through a dedicated opening in the cluster bezel on
the instrument panel and are protected by a clear
plastic cluster lens (Fig. 2) that is secured by eight
integral latches to the molded black plastic cluster
hood. Four, black plastic multi-function indicator
switch push buttons protrude through dedicated
holes in a rectangular black plastic switch bezel that
is integral to the cluster lens and located near the
lower edge of the cluster directly below the multi-
function indicator LCD unit. The cluster hood serves
as a visor and shields the face of the cluster from
ambient light and reflections to reduce glare. The
cluster hood has eight integral latches that engage
eight integral latch tabs on the cluster rear cover,
sandwiching the cluster housing unit between the
hood and the rear cover. The cluster hood also has
two integral pivot loops molded into its underside
that engage two pairs of molded pivot hooks that are
integral to the top of the instrument panel base
structure. These pivots allow the cluster to be rolled
rearward to ease service access to the wire harness
connectors at the back of the cluster.
The rear of the cluster housing and the EMIC elec-
tronic circuitry are protected by the molded plastic
rear cover. A mounting ear at each upper corner of
the rear cover are used to secure the EMIC to the
molded plastic instrument panel base unit with two
screws. The rear cover includes clearance holes for
the two cluster connector receptacles on the cluster
electronic circuit board. The connector receptacles on
the back of the cluster electronic circuit board con-
nect the EMIC to the vehicle electrical system
through two take outs with connectors from the vehi-
cle wire harness. The EMIC rear cover includes a
molded mounting tab and a latch feature that
secures the Remote Keyless Entry (RKE)/immobilizer
module to the back of the cluster. The RKE/immobi-
lizer module is connected to the vehicle electrical sys-
tem through a separate take out and connector of the
vehicle wire harness.
Fig. 1 Instrument Cluster
1 - COVER
2 - BEZEL
3 - INSTRUMENT CLUSTER
4 - STEERING WHEEL
5 - MULTI-FUNCTION SWITCH
6 - SPEED CONTROL SWITCH
Fig. 2 Instrument Cluster Components
1 - LENS
2 - HOOD
3 - CLUSTER HOUSING
4 - REAR COVER
8J - 2 INSTRUMENT CLUSTERVA

procedures, 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 modules for this model are serviced only
as complete units. The EMIC module cannot be
adjusted or repaired. If a gauge, an LED indicator,
the multi-fuction indicator LCD unit, an electronic
tone generator, the electronic circuit board, the cir-
cuit board hardware, the cluster overlay, the cluster
housing, the cluster hood, the cluster lens, or the
cluster rear cover are damaged or faulty, the entire
EMIC module must be replaced.
OPERATION
The ElectroMechanical Instrument Cluster (EMIC)
is designed to allow the vehicle operator to monitor
the conditions of many of the vehicle components and
operating systems. The gauges, meters and indicators
in the EMIC provide valuable information about the
powertrain, fuel and emissions systems, cooling sys-
tem, lighting systems, safety systems and many
other convenience items. The EMIC is installed in
the instrument panel so that all of these monitors
can be easily viewed by the vehicle operator when
driving, while still allowing relative ease of access for
service. The microprocessor-based EMIC hardware
and software uses various inputs to control the
gauges and indicators visible on the face of the clus-
ter. Some of these inputs are hard wired, but many
are in the form of electronic messages that are trans-
mitted by other electronic modules over the Control-
ler Area Network (CAN) data bus network. (Refer to
8 - ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/COMMUNICATION - OPERATION).
The EMIC microprocessor smooths the input data
using algorithms to provide gauge readings that are
accurate, stable and responsive to operating condi-
tions. These algorithms are designed to provide
gauge readings during normal operation that are con-
sistent with customer expectations. However, when
abnormal conditions exist such as high coolant tem-
perature, the algorithm can drive the gauge pointer
to an extreme position and the microprocessor can
sound a chime through the on-board audible tone
generator to provide distinct visual and audible indi-
cations of a problem to the vehicle operator. The
instrument cluster circuitry also provides audible
turn signal and hazard warning support by emulat-
ing the ªtickingº sound associated with a conven-
tional electro-mechanical flasher using a contactless
relay. The relay will also provide an indication of a
turn signal failure by sounding at double the usual
frequency. Each audible warning is provided to the
vehicle operator to supplement a visual indication.
The EMIC circuitry operates on battery current
received through a non-switched fused B(+) circuit,
and on a fused ignition switch output circuit. TheEMIC circuitry is grounded through a ground circuit
and take out of the frame wire harness with an eye-
let terminal connector that is secured to a stud by a
nut at a ground location on the dash panel just for-
ward of the instrument cluster. Separate switched
ground inputs from the key-in ignition switch and
the front door jamb switches provide wake-up signals
to the EMIC circuitry. This arrangement allows the
EMIC to provide some features regardless of the igni-
tion switch position, while other features will operate
only with the ignition switch in the On position.
Proper diagnosis and testing of the EMIC, the
CAN data bus, the data bus electronic message
inputs to and outputs from the EMIC, as well as the
retrieval or erasure of a Diagnostic Trouble Code
(DTC) requires the use of a diagnostic scan tool.
Refer to the appropriate diagnostic information. See
the owner's manual in the vehicle glove box for more
information on the features, use and operation of the
EMIC.
GAUGES
All gauges receive battery current through the
EMIC circuitry only when the instrument cluster
detects the ignition switch is in the On position. With
the ignition switch in the Off position, battery cur-
rent is not supplied to any gauges and the EMIC cir-
cuitry is programmed to move all of the gauge
needles back to the low end of their respective scales.
Therefore, the gauges do not accurately indicate any
vehicle condition unless the ignition switch is in the
On position.
All of the EMIC gauges are air core magnetic
units. Two fixed electromagnetic coils are located
within each gauge. These coils are wrapped at right
angles to each other around a movable permanent
magnet. The movable magnet is suspended within
the coils on one end of a pivot shaft, while the gauge
needle is attached to the other end of the shaft. One
of the coils has a fixed current flowing through it to
maintain a constant magnetic field strength. Current
flow through the second coil changes, which causes
changes in its magnetic field strength. The current
flowing through the second coil is changed by the
EMIC circuitry in response to messages received over
the CAN data bus. The gauge needle moves as the
movable permanent magnet aligns itself to the
changing magnetic fields created around it by the
electromagnets.
Proper diagnosis and testing of the gauges, the
CAN data bus and the electronic data bus message
inputs to the EMIC that control each gauge require
the use of a diagnostic scan tool. Refer to the appro-
priate diagnostic information. Specific operation
details for each gauge may be found elsewhere in
this service information.
VAINSTRUMENT CLUSTER 8J - 5

NOTE: Mileage will not be displayed until the IC has
been locked down.
REMOVAL
WARNING: To avoid personal injury or death, on
vehicles equipped with airbags, disable the supple-
mental restraint system before attempting any
steering wheel, steering column, airbag, seat belt
tensioner, or instrument panel component diagno-
sis or service. Disconnect and isolate the battery
negative (ground) cable, then wait two minutes for
the system capacitor to discharge before perform-
ing further diagnosis or service. This is the only
sure way to disable the supplemental restraint sys-
tem. Failure to take the proper precautions could
result in accidental airbag deployment.
CAUTION: The following procedure is for replace-
ment of an ineffective and unresponsive Instrument
Cluster (IC) with a new unit. If the IC is ineffective
or damaged but still responsive, it may be replaced
using an automatic replacement procedure that will
upload IC parameterization data from the existing IC
to the diagnostic scan tool, then download that data
to the new IC. Refer to the MISCELLANEOUS FUNC-
TIONS menu item under the IC module in the diag-
nostic scan tool, then select MODULE AUTO
REPLACEMENT and follow the scan tool prompts to
replace the IC. Do not lock down the IC until all of
the steps are followed and completed or the new IC
may be irreversibly damaged. This procedure initial-
izes and configures the IC for certain optional
equipment on the vehicle without the need for per-
forming a separate cluster programming procedure.
Failure to correctly parameterize the IC prior to it
being electronically locked down will result in the
IC being incorrectly and irreversibly configured for
improper vehicle equipment options, which will
require the IC be replaced again with another new
and unused unit to resolve.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the cluster bezel from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - REMOVAL).
(3) Remove the cluster top cover from the instru-
ment panel. (Refer to 23 - BODY/INSTRUMENT
PANEL/TOP COVER - CLUSTER - REMOVAL).
(4) Remove the two screws that secure the instru-
ment cluster mounting ears to the instrument panel
base structure (Fig. 4).(5) Roll the top of the instrument cluster rearward
far enough to access and release the latch that
secures the Remote Keyless Entry (RKE)/immobilizer
module to the back of the instrument cluster rear
cover and disengage the module from the cluster
(Fig. 5).
Fig. 4 Instrument Cluster Remove/Install
1 - SCREW (2)
2 - COVER
3 - SCREW (2)
4 - INSTRUMENT CLUSTER
5 - LOOP (2)
Fig. 5 RKE/Immobilizer Module
1 - RKE/IMMOBILIZER MODULE
2-LATCH
3 - INSTRUMENT CLUSTER
8J - 8 INSTRUMENT CLUSTERVA

(6) Depress the release (Arrow A) and lift the lever
arm (Arrow B) to disconnect each of the two frame
wire harness connectors for the cluster from the con-
nector receptacles on the back of the cluster housing
(Fig. 6).
(7) Lift the instrument cluster upward far enough
to disengage the two molded plastic pivot loops inte-
gral to the base of the cluster hood from the two
pairs of molded plastic pivot hooks that are integral
to the top of the instrument panel base structure.
(8) Remove the instrument cluster from the instru-
ment panel.
INSTALLATION
WARNING: To avoid personal injury or death, on
vehicles equipped with airbags, disable the supple-
mental restraint system before attempting any
steering wheel, steering column, airbag, seat belt
tensioner, or instrument panel component diagno-
sis or service. Disconnect and isolate the battery
negative (ground) cable, then wait two minutes for
the system capacitor to discharge before perform-
ing further diagnosis or service. This is the only
sure way to disable the supplemental restraint sys-
tem. Failure to take the proper precautions could
result in accidental airbag deployment.
(1) Position the instrument cluster to the instru-
ment panel.
(2) Align the two molded plastic pivot loops inte-
gral to the base of the cluster hood between the twopairs of molded plastic pivot hooks that are integral
to the top of instrument panel base structure, then
push downward on the top of the cluster until the
loops snap into engagement with the hooks (Fig. 6).
(3) Roll the top of the instrument cluster rearward
to access, reconnect, and latch the two frame wire
harness connectors for the cluster to the connector
receptacles on the back of the cluster housing.
(4) Engage and latch the Remote Keyless Entry
(RKE)/immobilizer module to the back of the instru-
ment cluster rear cover (Fig. 5)
(5) Roll the top of the instrument cluster forward
to position the instrument cluster into the instru-
ment panel.
(6) Install and tighten the two screws that secure
the instrument cluster mounting ears to the instru-
ment panel base structure (Fig. 4). Tighten the
screws to 2 N´m (20 in. lbs.).
(7) Reinstall the cluster top cover onto the instru-
ment panel. (Refer to 23 - BODY/INSTRUMENT
PANEL/TOP COVER - CLUSTER - INSTALLA-
TION).
(8) Reinstall the cluster bezel onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CLUSTER BEZEL - INSTALLATION).
(9) Reconnect the battery negative cable.
CAUTION: If an ineffective and unresponsive Instru-
ment Cluster (IC) has been replaced with a new
unit, the new IC must be initialized and configured
for certain optional equipment on the vehicle using
a cluster programming procedure. (Refer to 8 -
ELECTRICAL/INSTRUMENT CLUSTER - STANDARD
PROCEDURE - CLUSTER PROGRAMMING). Failure
to correctly perform this programming procedure
(also referred to as parameterization) prior to the IC
being electronically locked down will result in the
IC being incorrectly and irreversibly configured for
improper vehicle equipment options, which will
require the IC be replaced again with another new
and unused unit to resolve.
ABS INDICATOR
DESCRIPTION
An Anti-lock Brake System (ABS) indicator is stan-
dard equipment on all instrument clusters. The ABS
indicator is located near the lower edge of the instru-
ment cluster, to the right of the multi-function indi-
cator display. The ABS indicator consists of the
International Control and Display Symbol icon for
ªFailure of Anti-lock Braking Systemº 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
Fig. 6 Cluster Connectors
1 - STEERING WHEEL
2 - INSTRUMENT CLUSTER
3 - CONNECTOR (2)
VAINSTRUMENT CLUSTER 8J - 9