2006 MERCEDES-BENZ SPRINTER turn signal

BRAKES - ABS
TABLE OF CONTENTS
page page
BRAKES - ABS
SPECIFICATIONS - TORQUE CHART........30
ELECTRICAL
DESCRIPTION.........................30
OPERATION...........................30
FRONT WHEEL SPEED SENSOR
REMOVAL.............................31
INSTALLATION.........................31
REAR WHEEL SPEED SENSOR
REMOVAL.............................31
INSTALLATION.........................32
TONE WHEEL
REMOVAL.............................32
INSTALLATION.........................32
STEERING ANGLE SENSOR
DESCRIPTION.........................32REMOVAL.............................33
INSTALLATION.........................33
LATERAL ACCELERATION SENSOR
DESCRIPTION.........................33
REMOVAL.............................33
INSTALLATION.........................34
YAW RATE SENSOR
DESCRIPTION.........................35
REMOVAL.............................35
INSTALLATION.........................36
HCU (HYDRAULIC CONTROL UNIT)
DESCRIPTION.........................36
REMOVAL.............................36
INSTALLATION.........................37
BRAKES - ABS
SPECIFICATIONS - TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Brake Lines To Hydraulic
unit16 Ð 12
ELECTRICAL
DESCRIPTION
NOTE: Wheel speed sensor should be installed all
the way into the clamping bushings, the wheel
speed sensor will self adjust when the vehicle is
moved.
The ABS brake system uses 4 wheel speed sensors.
A sensor is mounted to each front hub/bearings in
the front. A rear sensor is mounted to each rear sup-
port plate.
OPERATION
The Wheel Speed Sensor consists of a magnet sur-
rounded by windings from a single strand of wire.
The sensor sends a small AC signal to the CAB. This
signal is generated by magnetic induction. The mag-netic induction is created when a toothed sensor ring
(exciter ring or tone wheel) passes the stationary
magnetic WSS.
When the ring gear is rotated, the exciter ring
passes the tip of the WSS. As the exciter ring tooth
approaches the tip of the WSS, the magnetic lines of
force expand, causing the magnetic field to cut across
the sensor's windings. This, in turn causes current to
flow through the WSS circuit (Fig. 1) in one direc-
tion. When the exciter ring tooth moves away from
the sensor tip, the magnetic lines of force collapse
cutting the winding in the opposite direction. This
causes the current to flow in the opposite direction.
Every time a tooth of the exciter ring passes the tip
of the WSS, an AC signal is generated. Each AC sig-
nal (positive to negative signal or sinewave) is inter-
preted by the CAB. It then compares the frequency of
the sinewave to a time value to calculate vehicle
speed. The CAB continues to monitor the frequency
5 - 30 BRAKES - ABSVA

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-in-
stalled equipment. The chime warning system uses a
chime tone generator and a contactless relay that are
soldered onto the electronic circuit board inside the
ElectroMechanical Instrument Cluster (EMIC) to
provide audible indications of various vehicle condi-
tions that may require the attention of the vehicle
operator or occupants. The microprocessor-based
EMIC utilizes electronic 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 gener-
ator and contactless relay.
The EMIC circuitry and its chime tone generator
are capable of producing the following audible out-
puts:
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
emulate turn signal flasher operation with a bulb
out.
Hard wired circuitry connects the EMIC and the
various chime warning switch and sensor inputs to
their respective modules and to each other through
the electrical 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 sys-
tem and to the EMIC through the use of a combina-
tion of soldered splices, splice block connectors, andmany different types of wire harness terminal con-
nectors and insulators. Refer to the appropriate wir-
ing information. The wiring information includes
wiring diagrams, proper wire and connector repair
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 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-
troMechanical 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
VACHIME/BUZZER 8B - 1

the status of the driver side front seat belt. This
audible warning occurs independent of the visual
warning provided by the EMIC ªSeatbeltº indicator.
²Lights-On Warning- The EMIC chime tone
generator will generate repetitive chime tones at a
fast rate when either front door is opened with the
ignition switch in any position except On, and the
exterior lights are turned On. The EMIC uses inter-
nal programming and hard wired inputs from the left
(lighting) control stalk of the multi-function switch,
the ignition switch, and both front door jamb
switches to determine the current status of these
switches. This chime will continue to sound until the
exterior lighting is turned Off, until the ignition
switch is turned to the On position, or until both
front doors are closed, whichever occurs first.
²Key-In-Ignition Warning- The EMIC chime
tone generator will generate repetitive chime tones at
a fast rate when the key is in the ignition lock cylin-
der, the ignition switch is in any position except On,
and either front door is opened. The EMIC uses
internal programming and hard wired inputs from
the key-in ignition switch, the ignition switch, and
both front door jamb switches to determine the cur-
rent status of these switches. The chime will con-
tinue to sound until the key is removed from the
ignition lock cylinder, until the ignition switch is
turned to the On position, or until both front doors
are closed, whichever occurs first.
²Audible Turn Signal/Hazard Warning Sup-
port- The EMIC contactless relay will generate
repetitive clicks at a slow rate during normal turn
signal/hazard warning operation, or at a fast rate
when a turn signal lamp bulb or circuit is inopera-
tive, in concert with the operation of the turn signal
indicators in the cluster. These clicks are designed to
emulate the sound of the opening and closing of the
contact points in a conventional electromechanical
turn signal or hazard warning flasher. The EMIC
uses a hard wired input received from the turn sig-
nal relay in the fuse block beneath the steering col-
umn through the turn signal or hazard warning
switch circuitry of the multi-function switch to deter-
mine when to flash the turn signal indicators and
activate the contactless relay on the cluster electronic
circuit board. The turn signal clicks will continue to
sound until the turn signal switch is turned Off, or
until the ignition switch is turned to the Off position,
whichever occurs first. The hazard warning clicks
will continue to sound until the hazard warning
switch is turned Off.
The EMIC provides chime service for all available
features in the chime warning system. The EMIC relies
upon its internal programming and hard wired inputs
from the front door ajar switches, the key-in ignition
switch, the ignition switch, the seat belt switch, and the
turn signal/hazard warning (multi-function) switches.
The EMIC relies upon electronic message inputsreceived from other electronic modules over the CAN
data bus network to provide chime service for the low
engine oil level warning. Upon receiving the proper
inputs, the EMIC activates the chime tone generator or
the contactless relay to provide the audible warning to
the vehicle operator. The internal programming of the
EMIC determines the priority of each chime request
input that is received, as well as the rate and duration
of each tone that is to be generated. See the owner's
manual in the vehicle glove box for more information on
the features provided by the chime warning system.
The hard wired chime warning system inputs to
the EMIC, as well as other hard wired circuits for
this system may be diagnosed and tested using con-
ventional diagnostic tools and procedures. However,
conventional diagnostic methods may not prove con-
clusive in the diagnosis of the EMIC, the CAN data
bus network, or the electronic message inputs used
by the EMIC to provide chime warning system ser-
vice. The most reliable, efficient, and accurate means
to diagnose the EMIC, the CAN data bus network,
and the electronic message inputs for the chime
warning system requires the use of a diagnostic scan
tool. Refer to the appropriate diagnostic information.
DIAGNOSIS AND TESTING - CHIME WARNING
SYSTEM
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 chime warning system inputs to
the ElectroMechanical Instrument Cluster (EMIC),
as well as other hard wired circuits for this system
may be diagnosed and tested using conventional
diagnostic tools and procedures. However, conven-
tional diagnostic methods may not prove conclusive
in the diagnosis of the EMIC, the Controller Area
Network (CAN) data bus network, or the electronic
message inputs used by the EMIC to provide chime
warning system service. The most reliable, efficient,
and accurate means to diagnose the EMIC, the CAN
data bus network, and the electronic message inputs
for the chime warning system requires the use of a
diagnostic scan tool. Refer to the appropriate diag-
nostic information.
8B - 2 CHIME/BUZZERVA

HEATED SYSTEMS
TABLE OF CONTENTS
page page
HEATED GLASS........................... 1
HEATED MIRRORS......................... 9HEATED SEATS........................... 10
HEATED GLASS
TABLE OF CONTENTS
page page
HEATED GLASS
DESCRIPTION..........................1
OPERATION............................1
DIAGNOSIS AND TESTING
ELECTRIC BACKLIGHT (EBL) SYSTEM.....2
REAR WINDOW DEFOGGER RELAY
DESCRIPTION..........................3
OPERATION............................3
REMOVAL.............................4
INSTALLATION..........................4REAR WINDOW DEFOGGER SWITCH
DESCRIPTION..........................4
OPERATION............................4
DIAGNOSIS AND TESTING
REAR WINDOW DEFOGGER SWITCH......5
REMOVAL.............................6
INSTALLATION..........................6
REAR WINDOW DEFOGGER GRID
STANDARD PROCEDURE
GRID LINE AND TERMINAL REPAIR........7
HEATED GLASS
DESCRIPTION
CAUTION: Grid lines can be damaged or scraped
off with sharp instruments. Care should be taken in
cleaning glass or removing foreign materials,
decals or stickers. Normal glass cleaning solvents
or hot water used with rags or toweling is recom-
mended.
The rear window defogger system, also known as
the electric backlight (EBL), consists of a backglass
with two vertical bus bars linked by a series of grid
lines fired onto the inside surface of the rear window.
The EBL system is turned On or Off by a control
switch (Fig. 1) located in the instrument panel near
the right side of the steering wheel, which sends a
request signal to the rear window defogger module
that operates the left and right rear window defogger
relays located in the fuse/relay block under the driv-
ers seat.
Circuit protection is provided by a 30 amp fuse
also located in the fuse/relay block.
OPERATION
When the rear window defogger switch is pressed
to the On position, current is directed through the
switch to the rear window defogger module. The rear
window defogger module then grounds the control
side of the left and right rear window defogger (EBL)
Fig. 1 Rear Window Defogger Switch
1 - REAR WINDOW DEFOGGER SWITCH
2 - INSTRUMENT PANEL
VAHEATED SYSTEMS 8G - 1

The heated seat system components operate on
battery current received through a fuse in the Fuse
Block on a fused ignition switch output (run-acc) cir-
cuit so that the system will only operate when the
ignition switch is in the On or Accessory positions.
The heated seat system will be turned Off automati-
cally whenever the ignition switch is turned to any
position except On or Accessory. Also, the heated seat
system will not operate when the surface tempera-
ture of the seat cushion cover at either heated seat
sensor is above the designed temperature set points
of the system.DIAGNOSIS AND TESTING - HEATED SEATS
Refer toWiringfor the appropriate wiring infor-
mation. The wiring information includes wiring dia-
grams, proper wire and connector repair procedures,
further details on wire harness routing and reten-
tion, as well as pin-out and location views for the
various wire harness connectors, splices and grounds.
HEATED SEAT SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
NO HEATED SEAT SWITCH
ILLUMINATION WITH IGNI-
TION ON1. Faulty fuse. 1. Check heated seat fuse in Fuse Block. Re-
place fuse, if required.
2. Wiring faulty. 2. Check fused ignition switch output (run-acc)
circuit from heated seat switch connector to igni-
tion switch. Repair, if required.
3. Ground faulty. 3. Check for ground at heated seat switch con-
nector. Repair, if required.
4. Faulty switch. 4. Refer to Heated Seat Switch for the proper
switch diagnosis and testing procedures.
DRIVER HEATED SEAT
SWITCH
DESCRIPTION
The heated seat switches are located on the instru-
ment panel, in the accessory switch bezel. The two,
momentary rocker type switches provide a signal to
the Heated Seat Relay through separate hard wired
circuits. Each switch contains two light emitting
diodes (LED), one for each High and Low setting to
let the occupant know that the seat heater system is
on.
The heated seat switches and their LED's cannot
be repaired. If either switch is faulty or damaged the
entire switch must be replaced.
OPERATION
There are three modes that can be selected with
each of the heated seat switches: Off, Low, and High.
When the top of the switch rocker is depressed, the
low mode is selected and the low mode LED indicator
illuminates. Depressing the top of the switch rocker a
second time will turn the heated seat to Off. This
same process is repeated for High heat setting. The
heated seats will automatically return to the Off
mode anytime the vehicle ignition switch is turned
Off.Both switches provide separate hard wire inputs to
the Heated Seat Relay to indicate the selected mode.
The Heated Seat Relay responds to the heated seat
switch messages by controlling the output to the seat
heater elements of the selected seat.
DIAGNOSIS AND TESTING - DRIVER HEATED
SEAT SWITCH
For circuit description and diagrams, refer toWir-
ing.
(1) Inspect the Heated Seat Switches for apparent
damage or sticking/binding and replace if required.
Refer to Heated Seat Switch Removal and Installa-
tion in this section.
(2) Replace the heated seat switch with a known
good unit and retest the heated seat system.
REMOVAL
(1) Disconnect and isolate the negative battery
cable.
(2) Remove the gear selector bezel trim. Refer to
the Body section for the procedure.
(3) Remove the storage bin. Refer to the Body sec-
tion for the procedure.
(4) Remove the switch bezel retaining screw and
remove the switch bezel from the instrument panel.
Refer to the Body section for the procedure.
(5) Disconnect electrical connections.
VAHEATED SEATS 8G - 11

The heated seat relay cannot be repaired or
adjusted and, if faulty or damaged, it must be
replaced.
OPERATION
The ISO relay consists of an electromagnetic coil, a
resistor or diode, and three (two fixed and one mov-
able) electrical contacts. The movable (common feed)
relay contact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movable
contact away from the normally closed fixed contact,
and holds it against the other (normally open) fixed
contact. When the electromagnetic coil is de-ener-
gized, spring pressure returns the movable contact to
the normally closed position. The resistor or diode is
connected in parallel with the electromagnetic coil in
the relay, and helps to dissipate voltage spikes that
are produced when the coil is de-energized.
DIAGNOSIS AND TESTING - HEATED SEAT
RELAY
The heated seat relay is located in the Fuse Block,
under the drivers seat. Refer toWiringfor the loca-
tion of complete heated seat system wiring diagrams.
(1) Remove the heated seat relay from the fuse
block.
(2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30. If OK, go
to Step 3. If not OK, replace the faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
tromagnet) should be 75   5 ohms. If OK, go to Step
4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
and 30. If OK, check the relay supply circuits. If not
OK, replace the faulty relay.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) The heated seat relay is located in the fuse
block, under the drivers seat. Refer to wiring for
detailed location.
(3) Grasp the heated seat relay firmly and pull it
straight out from the fuse block. A slight rocking
motion will aid in removal.
INSTALLATION
(1) Grasp the heated seat relay firmly and push it
straight in the fuse block.
(2) Reconnect the battery negative cable.
HEATED SEAT SENSOR
DESCRIPTION
The heated seat temperature sensor is a Negative
Temperature Coefficient (NTC) thermistor. One tem-
perature sensor is used for each seat. The sensor is
located in the seat cushion heating element for all
models.
The heated seat sensor cannot be adjusted or
repaired and if it is found to be faulty, the complete
heated seat element must be replaced.
DIAGNOSIS AND TESTING - HEATED SEAT
SENSOR
For complete circuit diagrams, refer toWiring.
NOTE: Any resistance values (ohmsV) given in the
following text are supplied using the automatic
range generated by a FLUKETautomotive meter. If
another type of measuring device is used the val-
ues generated may not be the same as the results
shown here, or may have to be converted to the
range used here.
(1) Backprobe the heated seat relay wire harness
connector, do not disconnect. Using an voltmeter,
check the voltage of the seat temperature sensor
input cavity of the heated seat relay wire harness
connector. The seat sensor input voltage should be
between 1.7 volts and 3.0 volts with the system ON.
If OK, sensor is OK at this time. If not OK, replace
the faulty seat cushion heating element and sensor
assembly.
PASSENGER HEATED SEAT
SWITCH
DESCRIPTION
The heated seat switches are located on the instru-
ment panel, in the accessory switch bezel. The two,
momentary rocker type switches provide a signal to
the Heated Seat Relay through separate hard wired
circuits. Each switch contains two light emitting
diodes (LED), one for each High and Low setting to
let the occupant know that the seat heater system is
on.
The heated seat switches and their LED's cannot
be repaired. If either switch is faulty or damaged the
entire switch must be replaced.
OPERATION
There are three modes that can be selected with
each of the heated seat switches: Off, Low, and High.
When the top of the switch rocker is depressed, the
low mode is selected and the low mode LED indicator
illuminates. Depressing the top of the switch rocker a
VAHEATED SEATS 8G - 13

is to improve combustion for low emissions and to
achieve easy starting at low temperatures.
OPERATION
When the ignition key is turned to the ON posi-
tion, the glow plug output stage and pre-glow indica-
tor lamp are actuated by the ECM. The duration of
the signal depends on the coolant temperature. The
glow plug relay has processing that communicates
with the ECM. If no data exchange occurs at the trig-
gering stage, the preheating is switched off after 2
seconds.
Start glowing is initiated when the key is in the
start position. The glow plugs (R13±R17) continue to
be supplied with voltage. This makes it possible to
stabilize the cold starting speed. (After glowing is ini-
tiated when the starter reject speed is reached).
After the engine starts, the ECM determines the
afterglow period in line with coolant temperature. If
no signal is received from the coolant temperature
sensor, afterglow is maintained for thirty seconds.
The following aims are reached by the afterglow :
²Improvement in warming-up properties
²Prevention of white exhaust smoke after cold
start
²Stabilizing of the cold starting speed
The glow plug output stage constantly signals the
current operating state and faults. The following are
faults detected and transmitted to the ECM :²Open circuit at one or several glow plugs
²Short circuit in the glow plug circuit
²Relay fault
If the Glow plug relay detects an open circuit at a
glow plug, it is stored and indicated only once the
engine is running by the preglow indicator lamp com-
ing on for about one minute and a fault is stored in
the ECM. If a short circuit, a glow plug output stage
faulty or a temperature related switching off of out-
put stages is detected, the fault is stored and indi-
cated immediately by the preglow indicator lamp
coming on. Once the fault is no longer current, the
indicator is immediately switched off, but the fault is
stored in the ECM. If the fault is constantly current,
the preglow indicator lamp remains on until the igni-
tion is switched off.
DIAGNOSIS AND TESTING - GLOW PLUG
RELAYS
Refer to the appropriate Diesel Powertrain Diagno-
sis Manual for information on diagnosing the glow
plug relays.
Fig. 1 GLOW PLUG (S)
1 - GLOW PLUG
2 - WIRING HARNESS CONNECTOR3 - INTAKE MANIFOLD
4 - ENGINE COVER
8I - 2 IGNITION CONTROLVA

INSTRUMENT CLUSTER
TABLE OF CONTENTS
page page
INSTRUMENT CLUSTER
DESCRIPTION..........................2
OPERATION............................5
DIAGNOSIS AND TESTING - INSTRUMENT
CLUSTER............................7
STANDARD PROCEDURE
CLUSTER PROGRAMMING...............7
REMOVAL.............................8
INSTALLATION..........................9
ABS INDICATOR
DESCRIPTION..........................9
OPERATION...........................10
ADR INDICATOR
DESCRIPTION.........................10
OPERATION...........................10
AIRBAG INDICATOR
DESCRIPTION.........................11
OPERATION...........................11
AMBIENT TEMPERATURE INDICATOR
DESCRIPTION.........................11
OPERATION...........................12
BRAKE INDICATOR
DESCRIPTION.........................12
OPERATION...........................12
BRAKE WEAR INDICATOR
DESCRIPTION.........................13
OPERATION...........................13
CHARGING INDICATOR
DESCRIPTION.........................14
OPERATION...........................14
CLOCK
DESCRIPTION.........................14
OPERATION...........................14
COOLANT LOW INDICATOR
DESCRIPTION.........................15
OPERATION...........................15
ENGINE TEMPERATURE GAUGE
DESCRIPTION.........................15
OPERATION...........................16
ESP INDICATOR
DESCRIPTION.........................16
OPERATION...........................16
FUEL FILTER CLOGGED INDICATOR
DESCRIPTION.........................17
OPERATION...........................17
FUEL GAUGE
DESCRIPTION.........................17
OPERATION...........................18
GEAR SELECTOR INDICATOR
DESCRIPTION.........................18
OPERATION...........................18HIGH BEAM INDICATOR
DESCRIPTION.........................19
OPERATION...........................19
LOW FUEL INDICATOR
DESCRIPTION.........................19
OPERATION...........................19
LOW OIL LEVEL INDICATOR
DESCRIPTION.........................20
OPERATION...........................20
MAINTENANCE INDICATOR
DESCRIPTION.........................20
OPERATION...........................21
MALFUNCTION INDICATOR LAMP (MIL)
DESCRIPTION.........................21
OPERATION...........................21
MULTI-FUNCTION INDICATOR
DESCRIPTION.........................22
OPERATION...........................22
ODOMETER
DESCRIPTION.........................22
OPERATION...........................23
PARK BRAKE INDICATOR
DESCRIPTION.........................23
OPERATION...........................24
SEATBELT INDICATOR
DESCRIPTION.........................24
OPERATION...........................24
SPEEDOMETER
DESCRIPTION.........................25
OPERATION...........................25
TACHOMETER
DESCRIPTION.........................25
OPERATION...........................25
TRACTION CONTROL INDICATOR
DESCRIPTION.........................26
OPERATION...........................26
TRACTION CONTROL MALFUNCTION
INDICATOR
DESCRIPTION.........................27
OPERATION...........................27
TURN SIGNAL INDICATOR
DESCRIPTION.........................27
OPERATION...........................27
WAIT-TO-START INDICATOR
DESCRIPTION.........................28
OPERATION...........................28
WASHER FLUID INDICATOR
DESCRIPTION.........................29
OPERATION...........................29
WATER-IN-FUEL INDICATOR
DESCRIPTION.........................29
OPERATION...........................29
VAINSTRUMENT CLUSTER 8J - 1