2006 MERCEDES-BENZ SPRINTER ignition

FUSES (FUSE/RELAY BLOCK)FUSE
NO.AMPS FUSED CIRCUIT FUNCTION
1 30A 14BL/YL FUSED B(+)
2- - -
3- - -
4- - -
5 10A 16RD/YL FUSED B(+)
6 7.5A 18BK/RD FUSED OPTIONAL EQUIPMENT RELAY OUTPUT
7 25A 14RD FUSED B(+)
8 40A 12RD FUSED B(+)
9 40A 12RD FUSED B(+)
10 30A 12RD/GY FUSED B(+)
HOOD AJAR SWITCH - BLACKCAV CIRCUIT FUNCTION
1 16BK/BL HOOD AJAR SWITCH SENSE
2- -
3 16BR GROUND
HORN (VTSS)CAV CIRCUIT FUNCTION
1 16BK/BR HORN RELAY OUTPUT
2 16BK/YL FUSED IGNITION SWITCH OUTPUT (RUN-START)
IGNITION LOCK SWITCH - BLACKCAV CIRCUIT FUNCTION
1 20BR GROUND
2 20BL/BK KEY-IN IGNITION SWITCH SIGNAL
C
O
N
N
E
C
T
O
R
P
I
N
O
U
T
S
278
CONNECTOR PINOUTS

INSTRUMENT CLUSTER C1CAV CIRCUIT FUNCTION
1 20BR FUEL LEVEL SENSOR SIGNAL RETURN
2 20BR/DG AMBIENT TEMPERATURE SENSOR SIGNAL RETURN
4 20WT/GY K-IC/ATC/HBM/CHM
5 20BR/BK PARK BRAKE INDICATOR SIGNAL
7 20BK/DG RIGHT TURN SIGNAL
10 20BL/BK FUEL LEVEL SENSOR SIGNAL (+)
11 20BL/DG AMBIENT TEMPERATURE SENSOR SIGNAL (+)
14 20DG/WT/BL ENGINE COOLANT LEVEL SWITCH SIGNAL
15 20BR/WT FRONT COURTESY LAMPS CONTROL
16 20YL/RD SEAT BELT SWITCH SIGNAL
17 20DG CAN C BUS (-)
18 20DG/WT CAN C BUS (+)
INSTRUMENT CLUSTER C2 - WHITECAV CIRCUIT FUNCTION
1- -
2- -
3 20RD/YL FUSED B(+)
4 20BR/WT BRAKE WEAR SENSOR SIGNAL
5- -
6 18BR GROUND
7 20GY/DG/RD LAMP DRIVER
8 20BL/WT FUSED HIGH BEAM SWITCH OUTPUT
9 20BL/RD/WT VEHICLE SPEED SENSOR OUTPUT
10 20BK FUSED IGNITION SWITCH OUTPUT (RUN-START)
11 20BL/BK KEY-IN IGNITION SWITCH SIGNAL
12 - -
13 20BK/WT LEFT TURN SIGNAL
14 20BR/YL BRAKE FLUID LEVEL INDICATOR SIGNAL
15 20BL GENERATOR FIELD DRIVER
16 20YL AIRBAG WARNING INDICATOR DRIVER
17 - -
18 20BL/VT D(+) RELAY NO. 1 CONTROL
18 20BL/VT D(+) RELAY NO. 1 CONTROL
INTRUSION SENSOR NO. 1 - BLACKCAV CIRCUIT FUNCTION
1 20BR GROUND
2 20DG/BK INTRUSION SENSOR 1 SIGNAL
3 20DG/YL INTRUSION SENSOR INTERFACE
4 20RD/DG FUSED B(+)
INTRUSION SENSOR NO. 2 - BLACKCAV CIRCUIT FUNCTION
1 20BR GROUND
2 20GY/BK INTRUSION SENSOR 2 SIGNAL
3 20DG/YL INTRUSION SENSOR INTERFACE
4 20RD/DG FUSED B(+)
C
O
N
N
E
C
T
O
R
P
I
N
O
U
T
S
279
CONNECTOR PINOUTS

RADIO C1 - BLACKCAV CIRCUIT FUNCTION
A1 20BL/RD/WT VEHICLE SPEED SENSOR OUTPUT
A2 20YL K-TCM/RADIO
A3 18DG/YL/BK CTEL MUTE
A4 16RD/YL FUSED B(+)
A5 16BK RADIO ANTENNA
A6 16GY/DG/RD LAMP DRIVER
A7 16BK/RD FUSED IGNITION SWITCH OUTPUT (ACC-RUN-START)
A8 16BR GROUND
B1 16BR/GY SPEAKER-RIGHT REAR
B2 16WT/GY SPEAKER-RIGHT REAR
B3 18BR/RD SPEAKER-RIGHT FRONT (+)
B4 18BK SPEAKER-RIGHT FRONT (-)
B5 18BR/DG SPEAKER-LEFT FRONT (+)
B6 18BR SPEAKER-LEFT FRONT (-)
B7 16BR/BL SPEAKER-LEFT REAR
B8 16WT/BL SPEAKER-LEFT REAR
RADIO C2CAV CIRCUIT FUNCTION
1 16BK RADIO ANTENNA W/SHIELD
2 16BK SHIELD
RECIRCULATED AIR SOLENOID VALVECAV CIRCUIT FUNCTION
1 16RD RECIRCULATED AIR SOLENOID VALVE CONTROL
2 16BK GROUND
REFRIGERANT PRESSURE SENSORCAV CIRCUIT FUNCTION
1 18BR/BL SENSOR GROUND
2 20BR/RD REFRIGERANT PRESSURE SENSOR FEEDBACK
3 20RD/BL 5 VOLT SUPPLY
C
O
N
N
E
C
T
O
R
P
I
N
O
U
T
S
282
CONNECTOR PINOUTS

A/C AUXILIARY FAN RELAY (RELAY BLOCK)CAV CIRCUIT FUNCTION
30 14BL/YL FUSED B(+)
85 18BR GROUND
86 18BK/RD A/C AUXILIARY FAN RELAY CONTROL
87 14DG/BK A/C AUXILIARY FAN RELAY OUTPUT
87A --
CIRCULATION PUMP RELAY-CABIN HEATER MODULE (RELAY BLOCK)CAV CIRCUIT FUNCTION
30 18DG/BK CIRCULATION PUMP RELAY OUTPUT
85 16BR GROUND
86 16BL/YL CIRCULATION PUMP RELAY HIGH SIDE CONTROL
87 16RD/BL FUSED B(+)
87A 16BK/YL FUSED IGNITION SWITCH OUTPUT (RUN-START)
D+ RELAY NO. 2 (RELAY BLOCK)CAV CIRCUIT FUNCTION
30 14RD FUSED B(+)
85 16RD/BK FUSED D(+) RELAY NO. 1 OUTPUT
86 16BR GROUND
87 14BL/YL D(+) RELAY NO. 2 OUTPUT
87A --
FAN STAGE 1 RELAY (RELAY BLOCK)CAV CIRCUIT FUNCTION
30 14BK/VT FAN STAGE 1 RELAY OUTPUT
85 16BR GROUND
86 16BL/YL FAN STAGE 1 RELAY HIGH SIDE CONTROL
87 16RD/WT FUSED B(+)
87A --
OPTIONAL EQUIPMENT RELAY (RELAY BLOCK)CAV CIRCUIT FUNCTION
30 10RD FUSED B(+)
85 16BR GROUND
86 16BK/YL FUSED IGNITION SWITCH OUTPUT (RUN-START)
87 10BK OPTIONAL EQUIPMENT RELAY OUTPUT
87A --
REMOTE KEYLESS ENTRY ANTENNACAV CIRCUIT FUNCTION
1 20BR RKE ANTENNA
3 - GROUND
SEAT BELT SWITCHCAV CIRCUIT FUNCTION
1 16BR GROUND
2 20YL/RD SEAT BELT SWITCH SIGNAL
3- -
4- -
5- -
6- -
7- -
8- -
9- -
10 - -
C
O
N
N
E
C
T
O
R
P
I
N
O
U
T
S
284
CONNECTOR PINOUTS

SECURITY SYSTEM MODULE C2 - LT. GREENCAV CIRCUIT FUNCTION
1 16DG/YL INTRUSION SENSOR INTERFACE
2 16GY/BL WINDOW DEFOGGER-LEFT REAR OUTPUT
3 16GY WINDOW DEFOGGER RELAY-RIGHT REAR OUTPUT
4 20DG/BK INTRUSION SENSOR 1 SIGNAL
5- -
6- -
7 20GY/BK INTRUSION SENSOR 2 SIGNAL
8 16GY/DG K-CTM/SSM
9 18BK/BL SIREN SIGNAL CONTROL
10 20DG/WT/BL INTRUSION SENSOR 3 SIGNAL
11 16WT/BL RKE INTERFACE
12 16WT/BL/RD SECURITY SYSTEM INTERFACE
SENTRY KEY REMOTE ENTRY MODULE (SKREEM)CAV CIRCUIT FUNCTION
1 18YL RKE ANTENNA
2 16BR GROUND
3 16RD/YL FUSED B(+)
4 16BK/WT LEFT TURN SIGNAL
5 20DG/WT CAN C BUS (+)
6 20DG CAN C BUS (-)
7 16BK/YL FUSED IGNITION SWITCH OUTPUT (RUN-START)
8 20WT/DG K-SKREEM
9 16WT/BL/RD (EXCEPT
VTSS)RKE INTERFACE
9 16WT/BL/RD (VTSS) SECURITY SYSTEM INTERFACE
10 18DG/YL TURN SIGNAL/ANTI-THEFT ALARM RELAY-LEFT/RIGHT CONTROL
11 20BR TRANSPONDER COIL (+)
12 - TRANSPONDER COIL (-)
SHIFTER ASSEMBLY - BLACKCAV CIRCUIT FUNCTION
1- -
2 20GY/DG/RD LAMP DRIVER
3 20BL/DG K-ABS/SHIFTER ASSEMBLY
4 18BR GROUND
5 20BK/BL/RD BRAKE LAMP SWITCH
6 20DG/WT CAN C BUS (+)
7 20DG CAN C BUS (-)
8 18BK/DG TRANSMISSION RELAY OUTPUT
9 16WT/BL/RD FUSED IGNITION SWITCH OUTPUT (RUN-START)
10 16WT/RD BACK-UP LAMP
SIREN - BLACKCAV CIRCUIT FUNCTION
1 18RD/DG FUSED B(+)
2 18BR GROUND
3 18BK/BL SIREN SIGNAL CONTROL
C
O
N
N
E
C
T
O
R
P
I
N
O
U
T
S
286
CONNECTOR PINOUTS

enable the HCU to perform the brake fluid manage-
ment control as the combination/proportioning
valves.
The Bosch 5.7 system uses the CAB/HCU/Pump
Motor to make an integral electronic/hydraulic unit
which shares data with other electronic modules on
the vehicle via the CAN C Bus network. To access
DTCs from the CAB, the DRBIIItuses the K-ABS
line located in the Data Link Connector (DLC).
3.3 BRAKE ASSIST SYSTEM (HBA)
The Brake Assist System (HBA) analyzes how
hard and fast the driver wants to brake. It monitors
the brake pressure via a pressure sensor. The
passenger car brake assist system uses a vacuum
booster solenoid. The Sprinter uses the hydraulic
control unit to develop the brake pressure.
3.4 TCS (ASR)
The primary function of the Traction Control System
is to reduce wheel slip and maintain traction at the
driven wheels when the road surfaces are slippery. The
Traction Control System reduces wheel slip by applying
the brake that has lost traction. The system is designed
to operate at speeds below 50 km/h (30 mph). The
engine's torque can be reduced by the ECM via the CAN
C Bus, if necessary. The TCS can be deactivated with
switch on the dash. The Traction Control System uses
the ABS to indicate spinning tires to enable the traction
control function. The TCS software is in the CAB.
The TCS (ASR) performs the following functions:
1. Engine power derate
2. Engine deceleration regulation. If the vehicle is
on a patch of ice, the simple action of releasing
the throttle is enough to cause the rear wheels to
slip. To avoid this, the throttle input is regulated
so power drops slowly instead of abruptly. The
engine power is reduced (decelerated) as neces-
sary.
3.5 ELECTRONIC BRAKE DISTRIBUTION
(EBD)
The system was enhanced and eliminates the
need for the ALB system (load sensing valve). All
ESP equipped models will not have ALB. The EBV
system self-adapts to operating conditions. It de-
tects the vehicle's payload when the vehicle starts
and pulls away. Based on the acceleration rate
when the vehicle first pulls away from a standstill,
the system is able to calculate the actual payload.
This is a rough estimate which is used initially.
Later on, the system gathers more precise informa-
tion by monitoring the brake pressure and wheel
speed and negative slip when the driver applies thebrakes. The system will then produce a more accu-
rate calculation of payload depending on brake
retardation. The adaptation is erased when the
ignition is switched off. A new adaptation will occur
on the next driving cycle. By default, the system
acts upon the vehicle as if in an unloaded condition
(safe mode).
Once a new driving cycle begins with the vehicle
in a fully loaded condition (without having gathered
more precise information) the system will detect
ABS actuation in the front wheels and will allow
enough pressure to be applied to the rear axle, to an
extent where the wheels are just about to lock up
(maximum braking possible).
The system calculates the braking force at the
front and rear axles. If the driver applies the brakes
gently and then realizes he needs to apply the
brakes further, the EBV allows the proper pressure
to be applied to the front and rear brakes.
The EBV also contains a feature called ªcorner
brake systemº (CBS) which operates when the ve-
hicle is braked while cornering to avoid a possible
oversteering condition. The EBV monitors the
wheel speed of both rear wheels to detect when the
vehicle is cornering and allows precise brake pres-
sure application to the front and rear brakes. Also
when the brakes are applied during cornering, the
outer wheels get more of the vehicle's weight while
the inner wheels get less weight and could lose
traction (wheel lock up). The EBV system splits the
pressure between left and right sides in addition to
front and rear brakes.
3.6 VEHICLE CONTROLLING (FZR)
Vehicle controlling (FZR)requires additional
sensors to operate. The term ESP refers to the
software of the system. The term FZR refers to the
system controller. The TCS (ASR) system requires
wheel speed sensors to monitor wheel slip and CAN
bus communications to regulate engine power. In
addition to these inputs, the vehicle controlling
(FZR) requires a steering angle sensor, and a lateral
acceleration/yaw rate sensor.
The ESP system does not take the vehicle load
into account. Instead, the coefficient of friction is
calculated in a 20 millisecond period, where the
controller measures the rate at which the wheel
speed is decelerated, as brake pressure is applied to
the wheel.
3.7 SYSTEM COMPONENTS
²Controller Antilock Brake (CAB)
²Hydraulic Control Unit (HCU)
²Pump Motor
2
GENERAL INFORMATION

²Four Wheel Speed Sensors/Tone Wheel assem-
blies
²ABS warning indicator
²TCS (ASR) event indicator
²TCS (ASR) warning indicator
²Steering Angle Sensor
²Lateral Acceleration/Yaw Rate Sensor
²Brake Pressure Sensor
²ESP event indicator
²Brake Fluid Level switch
²Brake Switch (BS)
²Brake Lamp Switch (BLS)
²TCS Switch (TCSS)
²K - ABS
²CAN C Bus
²Fuses, grounds, and wiring
3.7.1 ABS AND TCS (ASR) INDICATORS
This system is equipped with an ABS warning
indicator, TCS (ASR) warning indicator, and TCS
(ASR) event indicator to alert the driver of a
malfunction/event it has detected. The CAB can
request the illumination of the ABS warning indi-
cator, TCS (ASR) warning indicator, and TCS (ASR)
event indicator via CAN C BUS. The CAB controls
the ABS warning indicator by:
²Light steady during an initial test at the begin-
ning of an ignition cycle to function as a bulb
check
²Light steady when a system malfunction exists
(DTC)
²Light steady - If you have not met the speed
required to reset/retest the ABS components
The Instrument Cluster (IC) controls the indica-
tors. The Instrument Cluster transmits a message
over the CAN C Bus relating to diagnostics and
current lamp status for the ABS and TCS (ASR)
indicators. The CAB can control the operation of
TCS warning and TCS event indicators by:
²Both light steady with engine off and both go out
with engine running
²TCS warning indicator lights steady when a TCS
malfunction exists
²TCS event indicator will flash when TCS is in an
active event
3.7.2 CONTROLLER ANTILOCK BRAKE
(CAB)
The CAB is mounted directly to the Hydraulic
Control Unit (HCU) that includes a microprocessor
and twelve solenoids that control valves that con-trol brake pressure during antilock braking or trac-
tion control events. The CAB also has circuits that
monitor the following:
²Double brake switch outputs are monitored to
determine whether or not to prepare for possible
ABS braking
²Wheel Speed Sensors are monitored to determine
when a wheel is tending to lock up. The CAB will
operate the valves in the HCU to control braking
pressure during ABS braking
²Detect ABS system related problems and take
diagnostic action
²Able to execute self-tests and output control com-
mands
When equipped with Electronic Stability (ESP),
the CAB also monitors the following:
²The ESP looks at the Steering Angle Sensor value
and monitors the speed of the inner and outer
wheels to ensure that the values are plausible.
The Steering Angle Sensor also monitors the
speed that the steering wheel is turned.
²The Lateral Acceleration/Yaw Rate Sensor is con-
tained in one unit. The sensor measures side to
side (lateral) motion and rotational motion (how
fast the vehicle is turning).
²The ESP uses data from the Brake Pressure
Sensor to analyze how hard and fast that the
driver wants to brake.
3.7.3 HYDRAULIC CONTROL UNIT (HCU)
The HCU on the Bosch 5.7 has an integral valve
body for controlling the front and rear brakes.
Within the HCU are inlet, outlet, and shuttle
valves, to release brake pressure as required to
avoid wheel lockup, keeping the wheels rolling, and
maintain optimum deceleration with stability. The
Pump Motor is attached to the HCU which works
with the ABS and TCS and is controlled by the
CAB. The primary function is to provide extra
amount of fluid when needed.
3.7.4 SWITCHES/SENSORS
BRAKE SWITCH (BS):This switch prepares the
CAB for a possible antilock event. The CAB uses an
output state voltage from the BS when the brake
pedal is either released/depressed. The Fused Igni-
tion Switch Output circuit supplies 12 volts to the
BS. A released brake pedal will close the BS circuit
and the BS Output circuit supplies 12 volts to the
CAB. When the driver depresses the brake pedal,
the BS Output circuit voltage drops to 0 volts and
the CAB senses the brake pedal state. This tells the
CAB what position the brake pedal is currently in to
make an ABS event possible. When using the
DRBIIItin Inputs/Outputs, the BS and BLS will
3
GENERAL INFORMATION

read opposite switch states.Note: The BS and
BLS are in the same switch housing.
BRAKE LAMP SWITCH (BLS):This switch pre-
pares the CAB for a possible antilock event. The
CAB uses an output state voltage from the BLS
when the brake pedal is either depressed/released.
The Fused Ignition Switch Output circuit supplies
12 volts to the BLS. A depressed brake pedal will
close the BLS circuit and the BLS Output circuit
supplies 12 volts at the CAB. When the driver
releases the brake pedal, the BLS Output circuit
voltage drops to 0 volts and the CAB senses the
brake pedal state. This tells the CAB what position
the brake pedal is currently in to make an ABS
event possible. When using the DRBIIItin Inputs/
Outputs, the BS and BLS will read opposite switch
states.Note: The BS and BLS are in the same
switch housing.
TRACTION CONTROL SYSTEM SWITCH
(TCSS):This switch signals the CAB to either turn
ON or OFF the TCS. The driver can toggle the
TCSS, which receives 12 volts from the D (+) Relay
Output circuit. Depending on the position of the
TCSS, open or closed, the CAB receives the TCSS
state voltage on the TCS Switch Sense circuit.
When 12 volts are applied to the TCS Switch Sense
circuit, the TCS is OFF. When no voltage is present,
the TCS is ON.
WHEEL SPEED SENSORS AND TONE
WHEELS:The Bosch 5.7 system uses one passive
WSS on each wheel. The sensor measures the wheel
speed by monitoring a rotating tone wheel. As the
teeth of the tone wheel move through the magnetic
field of the sensor an AC voltage and amperage is
generated. This signal frequency increases or de-
creases proportionally to the speed of the wheel.
The CAB monitors this signal to check for a sudden
change in single or multiple wheel decelerations. If
the deceleration of one or more wheels is not within
a predetermined amount, the CAB takes control for
antilock action through the HCU. Each WSS has a
magnetic inductive pick up coil (WSS) that is
mounted to a fixed component. There is an air gap
between the tone wheel and the speed sensor as-
sembly. Diagnostically, the coils of the Wheel Speed
Sensors have the same amount of resistance. When
measured across the CAB harness connector termi-
nals, the resistance should be between 1100 - 1800
ohms. Refer to service manual for WSS replacement
and air gap specifications.
Correct ABS operation is dependent on Tone
Wheel speed signal from the WSS. The vehicle
wheels and tires should all be the same size and
type to get accurate signals. In addition, all tires
should be at recommended tire pressures.3.7.5 SELF TESTS
The system software includes several self tests
that are performed every time the ignition is turned
on and the vehicle is driven. Some of the self tests
occur immediately, while others occur under normal
driving conditions while not in antilock operation.
The CAB checks continuously for a missing or
erratic WSS signals/circuits, tone wheels, solenoids,
pump motor or solenoid relay by performing several
tests such as: dynamic, static, ohmic, voltage drop,
and timed response. If any component exhibits a
fault during testing, the CAB will request to illumi-
nate the ABS and TCS warning indicators.
As an additional check of the ESP system, a road
test procedure is available on the DRBIIIt. This
test should be carried out when any ESP component
is replaced in order to ensure proper function. Since
the wheel speed sensors are required inputs to the
ESP, this test should also be performed if the wheel
speed sensors are replaced.
First, the brakes are applied with the vehicle
stationary. Then, the vehicle is driven at approxi-
mately 6 MPH. The driver has to make left and
right turns, with a minimum 90 degree steering
turning angle. If the indicator lamp goes out, every-
thing is in order. If the lamp remains illuminated,
the DRBIIItwill display the fault codes that are
causing the test to fail. The road test function is set
in the ESP control module, and can only be deacti-
vated once there are no more fault codes detected.
The Steering Angle Sensor must be initialized. A
procedure is carried out using the DRBIIItto
ensure that the module detects the exact position of
the sensor. The sensor must be calibrated any time
wheel alignment is changed, the steering column is
removed and re-installed, or the sensor is replaced.
3.8 USING THE DRBIIIT
Refer to the DRBIIItuser 's guide for instructions
and assistance with reading diagnostic trouble
codes, erasing diagnostic trouble codes and other
DRBIIItfunctions.
3.9 DRBIIITERROR MESSAGES
Under normal operation, the DRBIIItwill dis-
play one of only two error messages:
Ð User-Requested WARM Boot or User-Requested
COLD Boot.
If the DRBIIItshould display any other error
message, record the entire display and call the
STAR Center for information and assistance. This
is a sample of such an error message display:
4
GENERAL INFORMATION