2006 MERCEDES-BENZ SPRINTER Service Manual

OBD port fuse box location cooling oil temperature TPMS reset jump start terminals

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MERCEDES-BENZ SPRINTER 2006 Service Manual 3.2.2 ECM OPERATING MODES
As input signals to the ECM change, the ECM
adjusts its response to the output devices. For
example, the ECM must calculate a different fuel
quantity and fuel timing for engi

3.2.2 ECM OPERATING MODES
As input signals to the ECM change, the ECM
adjusts its response to the output devices. For
example, the ECM must calculate a different fuel
quantity and fuel timing for engine idle condition
than it would for a wide open throttle condition.
There are several different modes of operation that
determine how the ECM responds to the various
input signals.
Ignition Switch On (Engine Off)
When the ignition is turned on the ECM activates
the glow plug relay for a time period that is deter-
mined by engine coolant temperature, intake air
temperature and battery voltage.
Engine Start-Up Mode
The ECM uses the intake air temperature sensor,
engine temperature sensor and the crankshaft po-
sition sensor (engine speed) inputs to determine
fuel injection quantity.
Normal Driving Modes
Engine idle, warm-up, acceleration, deceleration
and wide open throttle modes are controlled based
on all of the sensor inputs to the ECM. The ECM
uses these sensor inputs to adjust fuel quantity and
fuel injector timing. EGR valve control is performed
using feedback from the oxygen sensor. An oxygen
sensor is located in the exhaust manifold to sample
oxygen content exiting the engine cylinders. The
ECM uses the O2 sensor, along with other sensor
inputs, to govern the amount of exhaust gas recir-
culation to reduce HC (HydroCarbons) and CO
(Carbon Monoxide). Engine coolant is routed
through the base of the EGR valve to provide
additional cooling of the exhaust gas, which further
helps the reductions of emissions. The EGR valve
has a self-cleaning function. When the engine is
shut off, the EGR valve rotates twice to reduce
carbon deposits at the valve seat.
Overheat Production Mode
If the engine temperature is above 105ÉC (221ÉF)
and vehicle speed is above 40 km/h (25 MPH) the
ECM will limit fuel quantity for engine protection.
Limp-In Mode
The ECM utilizes different degrees of engine
limp-in. The ECM is able to limit engine rpm,
engine power output (turbo boost reduction), acti-
vate engine cooling fan or all of these functions
based on the type of fault that is detected. Critical
engine performance faults such as accelerator pedal
position sensor fault will result in a fixed idle speed
of approximately 680 rpm regardless of actual pedalposition. Other less critical faults will result in
power reduction throughout the full range of driv-
ing conditions.
Overspeed Detection Mode
If the ECM detects engine RPM that exceeds
5200 RPM, the ECM will set a DTC in memory,
limit engine RPM to no more than 2500 RPM, and
illuminate the MIL until the DTC is cleared.
After-Run Mode
The ECM transfers RAM information to ROM
and performs an Input/Output state check.
3.2.3 MONITORED CIRCUITS
The ECM is able to monitor and identify most
driveability related trouble conditions. Some cir-
cuits are directly monitored through ECM feedback
circuitry. In addition, the ECM monitors the voltage
state of some circuits and compares those states
with expected values. Other systems are monitored
indirectly when the ECM conducts a rationality test
to identify problems.
Although most subsystems of the engine control
module are either directly or indirectly monitored,
there may be occasions when diagnostic trouble
codes are not immediately identified. For a trouble
code to set, a specific set of conditions must occur
and unless these conditions occur, a DTC will not
set.
3.2.4 SKREEM OVERVIEW
The sentry key remote entry module system
(SKREEM) is designed to prevent unauthorized
vehicle operation. The system consists of a sentry
key remote entry module (SKREEM), ignition
key(s) equipped with a transponder chip and the
ECM. When the ignition switch is turned on, the
SKREEM interrogates the ignition key. If the igni-
tion key is Valid or Invalid, the SKREEM sends a
message to the ECM indicating ignition key status.
Upon receiving this message the ECM will termi-
nate engine operation or allow the engine to con-
tinue to operate.
3.2.5 SKREEM ON-BOARD DIAGNOSTICS
The SKREEM has been programmed to transmit
and monitor many different coded messages as well
as CAN Bus messages. This monitoring is called
On-Board Diagnostics. Certain criteria must be met
for a DTC to be entered into SKREEM memory. The
criteria may be a range of; input voltage, CAN Bus
message or coded messages to the SKREEM. If all
the criteria for monitoring a circuit or function are
met and a fault is detected, a DTC will be stored in
the SKREEM memory and the START ERROR indi-
cator will be turned on in the instrument cluster.
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MERCEDES-BENZ SPRINTER 2006 Service Manual 3.2.6 SKREEM OPERATION
When ignition power is supplied to the SKREEM,
the SKREEM performs an internal self-test. After
the self-test is complete, the SKREEM energizes
the antenna (this activates the t

3.2.6 SKREEM OPERATION
When ignition power is supplied to the SKREEM,
the SKREEM performs an internal self-test. After
the self-test is complete, the SKREEM energizes
the antenna (this activates the transponder chip)
and sends a challenge to the transponder chip. The
transponder chip responds to the challenge by gen-
erating an encrypted response message.
After responding to the coded message, the tran-
sponder sends a transponder ID message to the
SKREEM. The SKREEM compares the transpon-
der ID message to the available valid key codes in
SKREEM memory (8 key maximum at any one
time). After validating the ignition key the
SKREEM sends a CAN Bus message request to the
ECM, then waits for the ECM response. If the ECM
does not respond, the SKREEM will send the re-
quest again. If the ECM does not respond again, the
SKREEM will stop sending the request and store a
trouble code in memory. If the ECM sends a correct
response to the SKREEM, the SKREEM sends a
valid/invalid key message to the ECM. The ECM
will allow or disallow engine operation based on this
message.
Secret Key - an electronically stored value (iden-
tification number) that is unique to each SKREEM.
The secret key is stored in the SKREEM, ECM and
all ignition key transponders.
Challenge - a random number that is generated by
the SKREEM at each ignition key cycle.
The secret key and challenge are the two vari-
ables used in the algorithm that produces the
encrypted response message. The transponder uses
the crypto algorithm to receive, decode and respond
to the message sent by the SKREEM. After re-
sponding to the coded message, the transponder
sends a transponder ID message to the SKREEM.
3.3 DIAGNOSTIC TROUBLE CODES
Each diagnostic trouble code (DTC) is diagnosed
by following a specific procedure. The diagnostic
test procedure contains step-by-step instruction for
determining the cause of the DTC as well as no
trouble code problems. It is not necessary to per-
form all of the tests in this book to diagnose an
individual code.
Always begin diagnosis by reading the DTCs
using the DRBIIIt. This will direct you to the
specific test(s) that must be performed.
3.3.1 HARD CODE
A DTC that comes back within one cycle of the
ignition key is a hard code. This means that the
problem is current every time the ECM/SKREEM
checks that circuit or function. Procedures in this
manual verify if the DTC is a hard code at thebeginning of each test. When the fault is not a hard
code, an intermittent test must be performed.
NOTE: If the DRBIIITdisplays faults for
multiple components (i.e. ECT, MAF, IAT
sensors) identify and check the shared
circuits for possible problems before
continuing (i.e. sensor grounds or 5-volt
supply circuits). Refer to the appropriate
schematic to identify shared circuits.
3.3.2 INTERMITTENT CODE
A DTC that is not current every time the ECM/
SKREEM checks the circuit or function is an inter-
mittent code. Most intermittent DTCs are caused
by wiring or connector problems. Problems that
come and go like this are the most difficult to
diagnose; they must be looked for under specific
conditions that cause them. The following checks
may assist you in identifying a possible intermit-
tent problem.
± Visually inspect the related wire harness con-
nectors. Look for broken, bent, pushed out or
corroded terminals.
± Visually inspect the related wire harness.
Look for chafed, pierced or partially broken
wire.
± Refer to hotlines or technical service bulletins
that may apply.
NOTE: Electromagnetic (radio) interference
can cause an intermittent system
malfunction. This interference can interrupt
communication between the ignition key
transponder and the SKREEM.
3.3.3 ECM DIAGNOSTIC TROUBLE CODES
IMPORTANT NOTE: Before replacing the
ECM for a failed driver, control circuit or
ground circuit, be sure to check the related
component/circuit integrity for failures not
detected due to a double fault in the circuit.
Most ECM driver/control circuit failures are
caused by internal failures to components
(i.e. relays and solenoids) and shorted
circuits (i.e. sensor pull-ups, drivers and
ground circuits). These faults are difficult to
detect when a double fault has occurred and
only one DTC has set.
If the DRBIIItdisplays faults for multiple com-
ponents (i.e. MAF, ECT, ENG OIL, etc.), identify
and check the shared circuits for possible problems
before continuing (i.e. sensor grounds or 5-volt
3
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MERCEDES-BENZ SPRINTER 2006 Service Manual supply circuits). Refer to the appropriate wiring
diagrams to identify shared circuits.
abs brake message plausibility 1
abs brake message plausibility 2
abs brake signal can message implausible
abs c

supply circuits). Refer to the appropriate wiring
diagrams to identify shared circuits.
abs brake message plausibility 1
abs brake message plausibility 2
abs brake signal can message implausible
abs can brake signal plausibility
abs can message missing or incorrect
abs dtc external quantity control fault present
abs steering angle sensor can message implausible
1
abs steering angle sensor can message implausible
2
acc pedal position sensor 1 ckt plausibility
acc pedal position sensor 1 ckt signal voltage too
high
acc pedal position sensor 1 ckt signal voltage too low
acc pedal position sensor 2 circuit plausibility
acc pedal position sensor 2 ckt signal voltage too
high
acc pedal position sensor 2 ckt signal voltage too low
acm circuit fault
acm circuit short to voltage
ambient air temperature signal voltage too high
ambient air temperature signal voltage too low
app sensor plausibility
atmospheric pressure sensor plausibility with boost
pressure sensor
atmospheric pressure sensor signal voltage too high
atmospheric pressure sensor signal voltage too low
automatic transmission coded as manual transmis-
sion
boost pressure servo motor circuit excessive current
boost pressure servo motor circuit open circuit
boost pressure servo motor circuit short circuit
boost pressure servo motor circuit short to ground
boost pressure servo motor excessive current
boost pressure servo motor open circuit
boost pressure servo motor short to ground
boost pressure servo motor short to ground
boost pressure servo motor short to voltage
boost pressure too high
boost pressure too low
camshaft position sensor circuit open circuit
camshaft position sensor circuit open or short cir-
cuit
can bus circuit interuption
can data bus -bus circuit fault
can message error
*checking the fuel pressure sensor circuits
*checking the fuel pressure solenoid circuits
*checking the fuel quantity solenoid circuits
*checking the power and grounds
ckp plausibility
cmp/ckp synchronization error
crankcase vent heater excessive current
crankcase vent heater open circuit
crankcase vent heater shorted to ground
crankcase vent heater shorted to voltagecrankshaft position sensor circuit lost signal
crankshaft position sensor circuit signal plausibil-
ity
crankshaft position sensor plausibility
cylinder #1 injector open circuit
cylinder #2 injector open circuit
cylinder #3 injector open circuit
cylinder #4 injector open circuit
cylinder #5 injector open circuit
cylinder 1-injector circuit excessive current
cylinder 1-injector circuit open or shorted to ground
cylinder 1-injector circuit shorted to voltage
cylinder 1-injector circuit shorted to ground
cylinder 2-injector circuit excessive current
cylinder 2-injector circuit open or shorted to ground
cylinder 2-injector circuit shorted to ground
cylinder 2-injector circuit shorted to voltage
cylinder 3-injector circuit excessive current
cylinder 3-injector circuit open or shorted to ground
cylinder 3-injector circuit shorted to ground
cylinder 3-injector circuit shorted to voltage
cylinder 4-injector circuit excessive current
cylinder 4-injector circuit open or shorted to ground
cylinder 4-injector circuit shorted to ground
cylinder 4-injector circuit shorted to voltage
cylinder 5-injector circuit excessive current
cylinder 5-injector circuit open or shorted to ground
cylinder 5-injector circuit shorted to ground
cylinder 5-injector circuit shorted to voltage
ecm a/d converter high
ecm a/d converter low
ecm a/d converter plausibility
ecm checksum error #1
ecm checksum error #2
ecm incorrect value
ecm injection quantity error
ecm injector monitoring 1
ecm injector monitoring 2
ecm injector monitoring 3
ecm injector monitoring 4
ecm injector output stage #1
ecm injector output stage #1 short circuit
ecm injector output stage #2
ecm injector output stage #2 short circuit
ecm injector undervoltage
ecm internal error
ecm internal error
ecm internal error
ecm internal error
ecm internal error 1
ecm internal error 1
ecm internal error 1
ecm internal error 1
ecm internal error 1
ecm internal error 2
ecm internal error 2
ecm internal error 2
ecm internal error 3
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MERCEDES-BENZ SPRINTER 2006 Service Manual ecm internal error 3
ecm internal error 4
ecm internal error 4
ecm internal error 5
ecm internal fault
ecm invalid coding
ecm invalid data
ecm read error
ecm read/write error
ecm supply voltage too lo

ecm internal error 3
ecm internal error 4
ecm internal error 4
ecm internal error 5
ecm internal fault
ecm invalid coding
ecm invalid data
ecm read error
ecm read/write error
ecm supply voltage too low
ecm voltage supply is too high
ecm voltage supply is too low
ecm write error
egr flow rate is too high
egr flow rate is too low
egr valve excessive current
egr valve signal circuit open circuit
egr valve signal circuit shorted to ground
egr valve signal circuit shorted to ground
egr valve signal circuit shorted to voltage
engine control relay plausibility
engine control relay shuts off too early
engine control relay shuts off too late
engine coolant temp sensor circuit plausibility
engine coolant temp sensor circuit plausibility
engine coolant temp sensor circuit plausibility with
engine oil sensor
engine coolant temp sensor circuit signal voltage too
high
engine coolant temp sensor circuit signal voltage too
high
engine coolant temp sensor circuit signal voltage too
low
engine coolant temp sensor circuit signal voltage too
low
*engine cranks but will not start
engine oil sensor circuit invalid level
engine oil sensor circuit level out of range
engine oil sensor circuit level out of range
engine oil sensor monitoring error
engine oil sensor oil temperature plausibility
engine oil sensor open circuit
engine oil sensor poor oil quality
engine oil sensor quality measurement error
engine oil sensor quality plausibility
engine oil sensor signal error
engine oil sensor signal plausibility
engine oil sensor signal voltage is too high
engine oil sensor signal voltage is too low
engine oil sensor synchronization error
engine oil sensor water contamination
*engine will not crank
esm can message missing or incorrect
etc can message missing or incorrect
fuel injector 1 read too large
fuel injector 1 read too large
fuel injector 1 read too small
fuel injector 1 read too smallfuel injector 2 read too large
fuel injector 2 read too large
fuel injector 2 read too small
fuel injector 2 read too small
fuel injector 3 read too large
fuel injector 3 read too large
fuel injector 3 read too small
fuel injector 3 read too small
fuel injector 4 read too large
fuel injector 4 read too large
fuel injector 4 read too small
fuel injector 4 read too small
fuel injector 5 read too large
fuel injector 5 read too large
fuel injector 5 read too small
fuel injector 5 read too small
fuel press sensor circuit malf signal voltage too high
fuel press sensor circuit malf signal voltage too low
fuel press solenoid signal plausibility high
fuel press solenoid signal plausibility low
fuel pressure sensor circuit signal voltage too high
fuel pressure sensor circuit signal voltage too low
fuel pressure solenoid circuit excessive current
fuel pressure solenoid circuit open circuit
fuel pressure solenoid circuit shorted to ground or
b+
fuel pump relay circuit open circuit
fuel pump relay circuit shorted to ground
fuel pump relay circuit shorted to voltage
fuel pump relay excessive current
fuel quantity solenoid ecm thermal overload
fuel quantity solenoid open circuit
fuel quantity solenoid short to ground
fuel quantity solenoid short to ground
fuel quantity solenoid short to voltage
fuel rail pressure malfunction deceleration error
fuel rail pressure malfunction deceleration error
fuel rail pressure malfunction fuel flow below min-
imum quantity
fuel rail pressure malfunction maximum fuel flow
exceeded
fuel rail pressure malfunction maximum fuel pres-
sure exceeded
fuel rail pressure malfunction maximum fuel pres-
sure exceeded
fuel rail pressure malfunction maximum fuel pres-
sure exceeded
fuel rail pressure malfunction plausibility with fuel
pressure solenoid
fuel rail pressure malfunction rail pressure is too
high
fuel rail pressure malfunction rail pressure is too
low
fuel rail pressure malfunction rail pressure is too
low
fuel rail pressure malfunction rail pressure is too
low
fuel rail pressure malfunction rail pressure too high
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MERCEDES-BENZ SPRINTER 2006 Service Manual fuel rail pressure malfunction rail pressure too high
fuel rail pressure malfunction rail pressure too low
fuel temperature sensor circuit signal voltage too
high
fuel temperature sensor circuit signa

fuel rail pressure malfunction rail pressure too high
fuel rail pressure malfunction rail pressure too low
fuel temperature sensor circuit signal voltage too
high
fuel temperature sensor circuit signal voltage too
low
fuel temperature sensor plausibility
general leakage
glow plug #1 circuit excessive current
glow plug #1 circuit open circuit
glow plug #1 circuit short to ground
glow plug #1 circuit short to voltage
glow plug #2 circuit excessive current
glow plug #2 circuit open circuit
glow plug #2 circuit short to ground
glow plug #2 circuit short to voltage
glow plug #3 circuit excessive current
glow plug #3 circuit open circuit
glow plug #3 circuit short to ground
glow plug #3 circuit short to voltage
glow plug #4 circuit excessive current
glow plug #4 circuit open circuit
glow plug #4 circuit short to ground
glow plug #4 circuit short to voltage
glow plug #5 circuit excessive current
glow plug #5 circuit open circuit
glow plug #5 circuit short to ground
glow plug #5 circuit short to voltage
glow plug control circuit preglow fault
glow plug control circuit preglow short to ground
glow plug control circuit preglow short to voltage
glow plug control module circuit open circuit
glow plug control module circuit shorted to ground
glow plug control module circuit shorted to voltage
or open
glow plug control module fault
glow plug indicator error
glow plug module communication error
glow plug module -communication error
glow plug module -excess current
glow plug module excessive current error
glow plug module -incorrect timer
glow plug module -internal fault
glow plug module timer error
ignition voltage -voltage error
immobilizer
immobilizer
immobilizer
immobilizer
immobilizer can message error
improper start attempt
injection fault excessive engine speed
injection fault -excessive temperature
injection fault -quantity error
injection fault -torque limit
injector 1 injection time above limit
injector 1 injection time below limit
injector 2 injection time above limitinjector 2 injection time below limit
injector 3 injection time above limit
injector 3 injection time below limit
injector 4 injection time above limit
injector 4 injection time below limit
injector 5 injection time above limit
injector 5 injection time below limit
injector bank error
injector bank error
injector circuit fault
injector circuit fault
injector circuit low side shorted to ground
injector circuit low side shorted to ground
injector circuit shorted to ground or voltage
injector circuit shorted to ground or voltage
instrument cluster message -ambient temperature
signal plausibility
instrument cluster message plausibility
intake air temp sensor circuit signal voltage too high
intake air temp sensor circuit signal voltage too low
intake air temp sensor signal voltage too high
intake air temp sensor signal voltage too low
intake pressure sensor can message error
intake pressure sensor circuit fault
intake pressure sensor intake restriction
intake pressure sensor open circuit
intake pressure sensor plausibility
intake pressure sensor plausibility
intake pressure sensor signal voltage too high
intake pressure sensor signal voltage too high
intake pressure sensor signal voltage too high
intake pressure sensor signal voltage too low
intake pressure sensor signal voltage too low
intake pressure sensor signal voltage too low
internal error counter fault
internal error engine shut off
internal error engine voltage monitoring
internal error engine voltage monitoring
internal voltage error
kickdown switch plausibility
lateral accelerator sensor plausibilty
leakage cylinder #1
leakage cylinder #2
leakage cylinder #3
leakage cylinder #4
leakage cylinder #5
maf sensor signal plausibility
manual transmissio coded as auto transmission
mass air flow sensor negative deviation
mass air flow sensor plausibility
mass air flow sensor plausibility air mass too high
mass air flow sensor plausibility air mass too high
mass air flow sensor plausibility air mass too low
mass air flow sensor plausibility air mass too low
mass air flow sensor plausibility signal ratio error
mass air flow sensor plausibility signal ratio too
large
mass air flow sensor plausibility signal ratio too
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MERCEDES-BENZ SPRINTER 2006 Service Manual small
mass air flow sensor positive deviation
mass air flow sensor signal circuit open or shorted
mass air flow sensor signal voltage too high
mass air flow sensor signal voltage too high
mass air flo

small
mass air flow sensor positive deviation
mass air flow sensor signal circuit open or shorted
mass air flow sensor signal voltage too high
mass air flow sensor signal voltage too high
mass air flow sensor signal voltage too low
mass air flow sensor signal voltage too low
mass air flow sensor signal voltage too low
mass air flow sensor signal voltage too low
mass air flow sensor supply voltage too high
mass air flow sensor supply voltage too low
misfire cylinder #1
misfire cylinder #1
misfire cylinder #2
misfire cylinder #2
misfire cylinder #3
misfire cylinder #3
misfire cylinder #4
misfire cylinder #4
misfire cylinder #5
misfire cylinder #5
misfire detected
no message received from skreem
o2 circuit fault
o2 sensor circuit calibration value too high
o2 sensor circuit calibration value too high
o2 sensor circuit calibration value too high
o2 sensor circuit calibration value too low
o2 sensor circuit calibration value too low
o2 sensor circuit calibration value too low
o2 sensor circuit fault
o2 sensor circuit fault
o2 sensor circuit open circuit
o2 sensor circuit open circuit
o2 sensor circuit signal voltage too high
o2 sensor circuit signal voltage too high
o2 sensor circuit signal voltage too low
o2 sensor circuit signal voltage too low
o2 sensor heater circuit fault
o2 sensor low o2 concentration
o2 sensor plausibility
o2 sensor plausibility
o2 sensor plausibility
o2 sensor plausibility
o2 sensor plausibility
o2 sensor signal circuit signal voltage too high
o2 sensor signal circuit signal voltage too high
o2 sensor signal circuit signal voltage too high
o2 sensor signal fault
o2 sensor signal plausibility
s/c excessive acceleration
s/c excessive deceleration
s/c vehicle speed plausibility
sensor supply 1 voltage is too high
sensor supply 1 voltage is too low
sensor supply 2 voltage is too high
sensor supply 2 voltage is too low
sensor supply 3 voltage is too highsensor supply 3 voltage is too low
starter relay circuit ecm thermal overload
starter relay circuit open or shorted to voltage
starter relay circuit short circuit
starter relay circuit short to ground
steering angle sensor plausibility
tcm dtc 1-2 and 4-5 shift solenoid fault present
tcm dtc 2-3 shift solenoid fault present
tcm dtc 3-4 shift solenoid fault present
tcm dtc can msg implausible fault present
tcm dtc ewm can message fault present
tcm dtc internal fault present
tcm dtc modulating pressure solenoid fault present
tcm dtc negative gear comparison fault present
tcm dtc not unequivocal fault present
tcm dtc right rear wheel speed implausible fault
present
tcm dtc shift pressure solenoid fault present
tcm dtc speed sensor voltage fault present
tcm dtc tcc excessive power consumption fault
present
tcm dtc torque converter clutch solenoid fault
present
tcm dtc transmission ratio error fault present
tcm dtc valve voltage supply fault present
tcm message error
tcm no can message
torque reduction message from abs -can plausibility
torque reduction message from abs -message error
torque reduction message from abs -messages miss-
ing
torque reduction message from abs -no communica-
tion
torque reduction message from abs -plausibility #1
torque reduction message from abs plausibility #2
torque reduction message from hvac switch signal
plausibility
torque reduction message from hvac-parity error
torque reduction message from hvac-switch signal
error
torque reduction message from tcm -can plausibil-
ity
torque reduction message from tcm -engine stop
torque reduction message from tcm -message error
torque reduction message from tcm -messages miss-
ing
torque reduction message from tcm -plausibility
torque reduction message from tcm -tcm dtc #1
torque reduction message from tcm -tcm dtc #2
water in fuel sensor signal error
water in fuel sensor -water in fuel
wheel speed sensor plaus -can bus message from
abs
write error to eeprom
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MERCEDES-BENZ SPRINTER 2006 Service Manual 3.3.4 HANDLING NO TROUBLE CODE
PROBLEMS
After reading Section 3.0 (System Description
and Functional Operation), you should have a bet-
ter understanding of the theory and operation of the
on-board di

3.3.4 HANDLING NO TROUBLE CODE
PROBLEMS
After reading Section 3.0 (System Description
and Functional Operation), you should have a bet-
ter understanding of the theory and operation of the
on-board diagnostics and how this relates to the
diagnosis of a vehicle that may have a driveability-
related symptom or complaint. When there are no
trouble codes present, refer to the no trouble code
(*) tests.
3.4 USING THE DRBIIIT
Refer to the DRBIIItuser 's guide for instructions
and assistance with reading the DTCs, erasing the
DTCs, lab scope usage and other DRBIIItfunc-
tions.
3.4.1 DRBIIITDOES NOT POWER UP
If the LEDs do not light or no sound is emitted at
start up, check for loose cable connections or a bad
cable. Check the vehicle battery voltage at data link
connector cavity 16. A minimum of 11.0 volts is
required to adequately power the DRBIIIt. Check
for proper ground connection at data link connector
cavities 4 and 5.
If all connections are proper between the
DRBIIItand the vehicle or other devices, and the
vehicle battery is fully charged, an inoperative
DRBIIItmay be the result of a faulty cable or
vehicle wiring. For a blank screen, refer to the
appropriate diagnostic manual.
3.4.2 DISPLAY IS NOT VISIBLE
Low temperatures will affect the visibility of the
display. Adjust the contrast to compensate for this
condition.
4.0 DISCLAIMERS, SAFETY,
WARNINGS
4.1 DISCLAIMERS
All information, illustrations and specifications
contained in this manual are based on the latest
information available at the time of publication.
The right is reserved to make changes at any time
without notice.
4.2 SAFETY
4.2.1 TECHNICIAN SAFETY INFORMATION
WARNING: HIGH-PRESSURE FUEL LINES
DELIVER DIESEL FUEL UNDER EXTREME
PRESSURE FROM THE INJECTION PUMP TO
THE FUEL INJECTORS. THIS MAY BE AS
HIGH AS 23,200 PSI (1600 BAR). USE
EXTREME CAUTION WHEN INSPECTING
FOR HIGH-PRESSURE FUEL LEAKS. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN
PENETRATE SKIN CAUSING PERSONAL
INJURY OR DEATH. INSPECT FOR
HIGH-PRESSURE FUEL LEAKS WITH A
SHEET OF CARDBOARD. WEAR SAFETY
GOGGLES AND ADEQUATE PROTECTIVE
CLOTHING WHEN SERVICING FUEL
SYSTEM.
WARNING: ENGINES PRODUCE CARBON
MONOXIDE THAT IS ODORLESS, CAUSES
SLOWER REACTION TIME AND CAN LEAD
TO SERIOUS INJURY. WHEN THE ENGINE IS
OPERATING, KEEP SERVICE AREA WELL
VENTILATED OR ATTACH THE VEHICLE
EXHAUST SYSTEM TO THE SHOP EXHAUST
REMOVAL SYSTEM.
Set the parking brake and block the wheels before
testing or repairing the vehicle. It is especially
important to block the wheels on front wheel drive
vehicles; the parking brake does not hold the drive
wheels.
When servicing a vehicle, always wear eye pro-
tection and remove any metal jewelry such as
watchbands or bracelets that might make electrical
contact.
When diagnosing powertrain system problems, it
is important to follow approved procedures where
applicable. These procedures can be found in the
8
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MERCEDES-BENZ SPRINTER 2006 Service Manual service manual. Following these procedures is very
important to the safety of the individuals perform-
ing the diagnostic tests.
4.2.2 VEHICLE PREPARATION FOR
TESTING
Make sure the vehicle being teste

service manual. Following these procedures is very
important to the safety of the individuals perform-
ing the diagnostic tests.
4.2.2 VEHICLE PREPARATION FOR
TESTING
Make sure the vehicle being tested has a fully
charged battery. If it does not, false diagnostic codes
or error messages may occur.
4.2.3 SERVICING SUB-ASSEMBLIES
Some components of the powertrain system are
intended to be serviced as an assembly only. At-
tempting to remove or repair certain system sub-
components may result in personal injury and/or
improper system operation. Only those components
with approved repair and installation procedures in
the service manual should be serviced.
4.2.4 DRBIIITSAFETY INFORMATION
WARNING: EXCEEDING THE LIMITS OF THE
DRBIIITMULTIMETER IS DANGEROUS. IT
CAN EXPOSE YOU TO SERIOUS OR
POSSIBLE FATAL INJURY. CAREFULLY
READ AND UNDERSTAND THE CAUTIONS
AND SPECIFICATION LIMITS.
Follow the vehicle manufacturer 's service specifi-
cations at all times.
± Do not use the DRBIIItif it has been dam-
aged.
± Do not use the test leads if the insulation is
damaged or if metal is exposed.
± To avoid electrical shock, do not touch the test
leads, tip or the circuit being tested.
± Choose the proper range and function for the
measurement. Do not try voltage or current
measurements that may exceed the rated ca-
pacity.
± Do not exceed the limits shown in the table
below:
FUNCTION INPUT LIMIT
Volts 0±500 peak volts AC
0±500 volts DC
Ohms (Resistance)* 0±1.12 megaohms
Frequency Measure
Frequency Generated0±10 kHz
Temperature ±58 ± +1100ÉF
±50 ± +600ÉC
* Ohms cannot be measured if voltage is present.
Ohms can be measured only on a non-powered
circuit.± Voltage between any terminal and ground
must not exceed 500v DC or 500v peak AC.
± Use caution when measuring voltage above
25v DC or 25v AC.
± The circuit being tested must be protected by a
10 amp fuse or circuit breaker.
± Use the low current shunt to measure circuits
up to 10 amps. Use the high current shunt to
measure circuits exceeding 10 amps.
± When testing for the presence of voltage or
current, make sure the meter is functioning
correctly. Take a reading of a known voltage or
current before accepting a zero reading.
± When measuring current, connect the meter in
series with the load.
± Disconnect the live test lead before disconnect-
ing the common test lead.
4.3 WARNINGS AND CAUTIONS
4.3.1 ROAD TEST WARNINGS
Some complaints will require a test drive as part
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic
code or symptom condition.
CAUTION: Before road testing a vehicle, be
sure that all components are reassembled.
During the test drive, do not hang the DRBIIIT
from the rear view mirror. Do not attempt to
read the DRBIIITwhile driving. Have an
assistant available to operate the DRBIIIT.
4.3.2 VEHICLE DAMAGE CAUTIONS
Before disconnecting any control module, make
sure the ignition is off. Failure to do so could
damage the module. When testing voltage or circuit
integrity at any control module, use the terminal
side (not the wire end) of the harness connector. Do
not probe through the insulation; this will damage
it and eventually cause it to fail because of corro-
sion.
Be careful when performing electrical test so as to
prevent accidental shorting of terminals. Such a
mistake can damage fuses or components. Also, a
second code could be set, making diagnosis of the
original problem more difficult.
5.0 REQUIRED TOOLS AND
EQUIPMENT
DRBIIIt(diagnostic read-out box) scan tool
vacuum gauge
ammeter
9
GENERAL INFORMATION

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