2006 MERCEDES-BENZ SPRINTER Service Manual

transmission refuelling key battery timing belt tailgate steering

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MERCEDES-BENZ SPRINTER 2006 Service Manual 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, an

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: 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.
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.
8E - 2 ELECTRONIC CONTROL MODULESVA

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MERCEDES-BENZ SPRINTER 2006 Service Manual INSTALLATION
(1) Position the central timer module in the vehicle
(2) Connect the wire harness connectors to the
central timer module.
(3) Install the screws that secure the central timer
module. Tigh

INSTALLATION
(1) Position the central timer module in the vehicle
(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 milliliter
board assembly fitted on both sides. The routing of
the wiring harness connector at the ECM connector
are split into interfering cables and sensitive cables
in order to achieve improved electromagnetic compat-
ibility. The smaller wiring harness connector is used
for the vehicle wiring harness and the larger harness
is used for the engine wiring harness. 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. 3).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

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MERCEDES-BENZ SPRINTER 2006 Service Manual ECM Control Strategy The engine control module
is involved with a variety of functions such as: (Fig.
3)
²Individual injector activation
²Engine idle speed control to ensure smooth
engine idling ind

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MERCEDES-BENZ SPRINTER 2006 Service Manual New software has been loaded to the ECM for EGR
control. This is due to the wider operating range and
larger volume of recirculated gas. There is a consid-
erable number of new, adapted, and optimized

New software has been loaded to the ECM for EGR
control. This is due to the wider operating range and
larger volume of recirculated gas. There is a consid-
erable number of new, adapted, and optimized func-
tions, particularly with regard to injection, EGR,
boost control, sensing of the input parameters and
the signaling of the actuators (Fig. 3).
²The rail pressure control achieved by signaling
the quantity control valve in the high pressure pump
and the pressure regulator results in reduced power
consumption of high pressure pump and in lowering
fuel pressures
²Individual cylinder torque control for smooth
engine running: using the crankshaft position sensor
signals, the ECM detect non-uniform engine running
results from uneven torque contributions of the indi-
vidual cylinders and adjust the injection quantities of
the individual injectors so that all cylinders make the
same torque contribution
²A relay is used for activating the electric in-tank
fuel pump
²Heated crankcase ventilation to ensure pressure
compensation even at low temperatures
²Improved boost pressure control using an elec-
tric variable nozzle turbine actuator with position
feed back
²Controlled fuel heating using the high pressure
pump closed-loop control
²Translation of the drive input received from the
accelerator pedal module which is equipped with
dual hall sensors²Measurement of the intake air mass using new
mass air flow (MAF) sensor with increase precision
and extended measuring range
²O2 sensor for measuring the amount of oxygen
in the exhaust in order to calculate the air to fuel
ratio. With the intake air mass being known, the
injected fuel quantity can be calculated from the air
to fuel ratio
²Activation of the O2 sensor heater to burn off
deposits
²Full load EGR with a more precise, model based
EGR closed-loop control. The ECM calculates the
EGR rate from the various sensor signals. Using the
calculate EGR rate in percent instead of the fresh air
mass flow as a control parameter enables a more pre-
cise control of the EGR rate as well as better correc-
tion of the target value.
The oxygen sensor signal can be used in combina-
tion with the mass air flow signal, the injection
quantity signal and pressure and temperature sig-
nals to perform the following functions for optimized
closed loop control and monitoring of emissions
related components:
²Injection valve quantity drift compensation in
partial load range: the oxygen content in the exhaust
is calculated from the air mass and from injection
quantity signal and is compared to the air-fuel ratio
as measured by the sensor. If the calculated air-fuel
ratio differs from the measured air-fuel ratio, the is
no correction of the injection quantity but the EGR
Fig. 3 ECM CONTROL
VAELECTRONIC CONTROL MODULES 8E - 5

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MERCEDES-BENZ SPRINTER 2006 Service Manual rate and boost pressure are adjusted to the actual
injection quantity.
²Injection valve quantity drift compensation in
full load range: this function is to limit the maximum
injection quantity for en

rate and boost pressure are adjusted to the actual
injection quantity.
²Injection valve quantity drift compensation in
full load range: this function is to limit the maximum
injection quantity for engine protection. The injection
quantity signal is compared to the injection quantity
calculated from the oxygen sensor signal and MAF
signal. If the comparison shows that the actual injec-
tion quantity is too high, it is limited to the maxi-
mum permissible injection quantity
²Air-fuel ratio controlled smoke limiter (full load):
the smoke limiter limits the injection quantity on the
basis of the air-fuel ratio permissible at the smoke
limit depending on the measure mass air flow and
the calculated EGR rate. As a consequence, the gen-
eration of smoke due to an excess injection quantity
is avoided under all operating conditions. At the
same time, the oxygen sensor signal is used to
ensure that the air-fuel ratio is adjusted accordingly
A function referred to as air flow sensor drift com-
pensation detects and corrects the possible drifting of
the MAF sensor by comparing the air mass measured
by the MAF with the projected air mass as it is cal-
culated by the ECM in consideration of various influ-
encing conditions. It is the air flow drift
compensation that gives the MAF air mass measure-
ment the precision needed to use it for the function
mentioned above. The high precision of the MAF
measurement enables the calculation of the actual
injection quantity from the measured air mass and
from the oxygen sensor signal in order to correct
injection quantity. The MAF signal can also be used
as a input parameter for the smoke limiter.
REMOVAL
(1) Disconnect the negative battery cable.
(2) Disconnect the ECM harness connectors (Fig.
4).
(3) Grasp ECM and pull down firmly to release
ECM from the retaining bracket tensioning springs
(Fig. 4).
INSTALLATION
NOTE: THE ECM MUST BE PROGRAMMED TO SUP-
PORT THE VEHICLE OPTIONS PACKAGE.
(1) Position the ECM into the guide of the retain-
ing bracket (Fig. 4).
(2) Carefully push the ECM in to the bracket until
the bracket tensioning springs engage (Fig. 4).
(3) Connect the ECM wiring harness connectors
(Fig. 4).
(4) Connect negative battery cable.
TRANSMISSION CONTROL
MODULE
DESCRIPTION
The transmission control module (TCM) receives,
processes and sends various digital and analog sig-
nals related to the automatic transmission. In addi-
tion, it processes information received from other
vehicle systems, such as engine torque and speed,
accelerator pedal position, wheel speed, kick-down
switch, traction control information, etc.
The TCM is located under the driver's seat and is
connected to other control modules via a CAN bus. It
controls all shift functions to achieve smooth shift
comfort in all driving situations considering:
²Vehicle speed.
²Transmission status.
Fig. 4 ECM
1 - BRACKET
2 - ECM
3 - BRACKET TENSIONING SPRINGS
8E - 6 ELECTRONIC CONTROL MODULESVA

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MERCEDES-BENZ SPRINTER 2006 Service Manual 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

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.
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 codescause the transmission to go into ªLimp-Inº or
ªdefaultº mode. 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 this
information and allows operation of the starter cir-
cuit.
VAELECTRONIC CONTROL MODULES 8E - 7

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MERCEDES-BENZ SPRINTER 2006 Service Manual 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 transmissions i

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.
²Low and High ATF Temperature.
Upshift
To :1-2 2-3 3-4 4-5
Activat-
ed By
Sole-
noid:1-2/4-5 2-3 3-4 1-2/4-5
Shift
Point
(at
35.2%
of throt-
tle)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)
Down-
shift
From:5-4 4-3 3-2 2-1
Activat-
ed By
Sole-
noid: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
8E - 8 ELECTRONIC CONTROL MODULESVA

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MERCEDES-BENZ SPRINTER 2006 Service Manual 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, then
the shift point modification also r

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, then
the 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:
1. 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.
2. 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.
3. 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.
4. Decelerating downshift, which is accomplished
by coasting down. As the speed of the vehicle
decreases, the transmission downshifts.
Fill Pressure Adaptation (Apply Pressure Adaptation, Modu-
lating 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
(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 the ªPº position. When the
shifter has been placed in ªP,º the 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
VAELECTRONIC CONTROL MODULES 8E - 9

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