2006 MERCEDES-BENZ SPRINTER ignition

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

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

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

ENGINE SYSTEMS
TABLE OF CONTENTS
page page
BATTERY SYSTEM......................... 1
CHARGING SYSTEM....................... 17STARTING SYSTEM....................... 28
BATTERY SYSTEM
TABLE OF CONTENTS
page page
BATTERY SYSTEM
DESCRIPTION..........................1
OPERATION............................2
DIAGNOSIS AND TESTING - BATTERY
SYSTEM.............................2
CLEANING.............................5
INSPECTION...........................6
SPECIAL TOOLS
BATTERY SYSTEM SPECIAL TOOLS.......6
BATTERY
DESCRIPTION..........................6
OPERATION............................7
DIAGNOSIS AND TESTING - BATTERY.......7
STANDARD PROCEDURE
STANDARD PROCEDURE - BATTERY
CHARGING...........................8
STANDARD PROCEDURE - OPEN-CIRCUIT
VOLTAGE TEST........................9
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST.........................10
STANDARD PROCEDURE - USING MICRO
420 BATTERY TESTER.................11
STANDARD PROCEDURE - CHECKING
BATTERY ELECTROLYTE LEVEL.........12REMOVAL
UNDER HOOD BATTERY REMOVAL.......12
AUXILIARY BATTERY REMOVAL..........13
INSTALLATION
UNDER HOOD BATTERY INSTALLATION . . . 13
AUXILIARY BATTERY INSTALLATION......13
BATTERY HOLDDOWN
DESCRIPTION.........................13
REMOVAL.............................13
INSTALLATION.........................14
BATTERY CABLES
DESCRIPTION.........................14
OPERATION...........................14
DIAGNOSIS AND TESTING - BATTERY
CABLES............................14
REMOVAL.............................16
INSTALLATION.........................16
BATTERY TRAY
DESCRIPTION.........................16
OPERATION...........................16
REMOVAL.............................16
INSTALLATION.........................16
BATTERY SYSTEM
DESCRIPTION
A single 12-volt battery is standard factory-in-
stalled equipment on this model. Some vehicles are
equipped with a second auxiliary battery for running
additional electrical equipment. The standard battery
is located in the engine compartment, while the aux-
iliary battery (if equipped) is located under the pas-
sengers front seat. The battery system for this
vehicle covers the following related components,
which are covered in further detail later in this sec-
tion of the service manual:²Battery- The 12v storage battery(s) provides a
reliable means of storing a renewable source of elec-
trical energy within the vehicle.
²Battery Cables- The battery cables connect
the battery terminal posts to the vehicle electrical
system.
²Battery Holddown- The battery holddown
hardware secures the battery in the battery tray in
the engine compartment.
²Battery Tray- The battery tray provides a
secure mounting location in the vehicle for the bat-
tery and an anchor point for the battery holddown
hardware.
VAENGINE SYSTEMS 8F - 1

BATTERY SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
THE BATTERY SEEMS
WEAK OR DEAD WHEN
ATTEMPTING TO START
THE ENGINE.1. The electrical system igni-
tion-off draw is excessive.1. Refer to the IGNITION-OFF DRAW TEST
Standard Procedure for the proper test proce-
dures. Repair the excessive ignition-off draw, as
required.
2. The charging system is
faulty.2. Determine if the charging system is perform-
ing to specifications. Refer to Charging System
for additional charging system diagnosis and
testing procedures. Repair the faulty charging
system, as required.
3. The battery is discharged. 3. Determine the battery state-of-charge using
the Micro 420 battery tester. Refer to the Stan-
dard Procedures in this section for additional
test procedures. Charge the faulty battery, as
required.
4. The battery terminal con-
nections are loose or cor-
roded.4. Refer to Battery Cables for the proper battery
cable diagnosis and testing procedures. Clean
and tighten the battery terminal connections, as
required.
5. The battery has an incor-
rect size or rating for this
vehicle.5. Refer to Battery System Specifications for the
proper size and rating. Replace an incorrect bat-
tery, as required.
6. The battery is faulty. 6. Determine the battery cranking capacity using
the Micro 420 battery tester. Refer to the Stan-
dard Procedures in this section for additional
test procedures. Replace the faulty battery, as
required.
7. The starting system is
faulty.7. Determine if the starting system is performing
to specifications. Refer to Starting System for
the proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
8. The battery is physically
damaged.8. Inspect the battery for loose terminal posts or
a cracked and leaking case. Replace the dam-
aged battery, as required.
VABATTERY SYSTEM 8F - 3

BATTERY SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
THE BATTERY STATE OF
CHARGE CANNOT BE
MAINTAINED.1. The battery has an incor-
rect size or rating for this
vehicle.1. Refer to Battery System Specifications for the
proper specifications. Replace an incorrect bat-
tery, as required.
2. The battery terminal con-
nections are loose or cor-
roded.2. Refer to Battery Cable for the proper cable
diagnosis and testing procedures. Clean and
tighten the battery terminal connections, as re-
quired.
3. The electrical system igni-
tion-off draw is excessive.3. Refer to the IGNITION-OFF DRAW TEST
Standard Procedure for the proper test proce-
dures. Repair the faulty electrical system, as re-
quired.
4. The battery is faulty. 4. Test the battery using the Micro 420 battery
tester. Refer to Standard Procedures for addi-
tional test procedures. Replace the faulty bat-
tery, as required.
5. The starting system is
faulty.5. Determine if the starting system is performing
to specifications. Refer to Starting System for
the proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
6. The charging system is
faulty.6. Determine if the charging system is perform-
ing to specifications. Refer to Charging System
for additional charging system diagnosis and
testing procedures. Repair the faulty charging
system, as required.
7. Electrical loads exceed
the output of the charging
system.7. Inspect the vehicle for aftermarket electrical
equipment which might cause excessive electri-
cal loads.
8. Slow driving or prolonged
idling with high-amperage
draw systems in use.8. Advise the vehicle operator, as required.
THE BATTERY WILL NOT
ACCEPT A CHARGE.1. The battery is faulty. 1. Test the battery using the Micro 420 battery
tester. Charge or replace the faulty battery, as
required.
ABNORMAL BATTERY DISCHARGING
Any of the following conditions can result in abnor-
mal battery discharging:
1. A faulty or incorrect charging system compo-
nent. Refer to Charging System for additional charg-
ing system diagnosis and testing procedures.
2. A faulty or incorrect battery. Use Micro 420 bat-
tery tester and refer to Battery System for additional
battery diagnosis and testing procedures.
3. A faulty circuit or component causing excessive
ignition-off draw.
4. Electrical loads that exceed the output of the
charging system. This can be due to equipmentinstalled after manufacture, or repeated short trip
use.
5. A faulty or incorrect starting system component.
Refer to Starting System for the proper starting sys-
tem diagnosis and testing procedures.
6. Corroded or loose battery posts and/or terminal
clamps.
7. Slow driving speeds (heavy traffic conditions) or
prolonged idling, with high-amperage draw systems
in use.
8F - 4 BATTERY SYSTEMVA

(3) Using a voltmeter connected to the battery
posts (see the instructions provided by the manufac-
turer of the voltmeter), measure the open-circuit volt-
age (Fig. 5).
See the Open-Circuit Voltage Table. This voltage
reading will indicate the battery state-of-charge, but
will not reveal its cranking capacity. If a battery has
an open-circuit voltage reading of 12.4 volts or
greater, it may be load tested to reveal its cranking
capacity (Refer to 8 - ELECTRICAL/BATTERY SYS-
TEM/BATTERY - STANDARD PROCEDURE).
OPEN CIRCUIT VOLTAGE TABLE
Open Circuit Voltage Charge Percentage
11.7 volts or less 0%
12.0 volts 25%
12.2 volts 50%
12.4 volts 75%
12.6 volts or more 100%
STANDARD PROCEDURE - IGNITION - OFF
DRAW TEST
The term Ignition-Off Draw (IOD) identifies a nor-
mal condition where power is being drained from the
battery with the ignition switch in the Off position. A
normal vehicle electrical system will draw from five
to thirty-five milliamperes (0.005 to 0.035 ampere)
with the ignition switch in the Off position, and all
non-ignition controlled circuits in proper working
order. Up to thirty-five milliamperes are needed to
enable the memory functions for the Powertrain Con-
trol Module (PCM), digital clock, electronically tuned
radio, and other modules which may vary with the
vehicle equipment.A vehicle that has not been operated for approxi-
mately twenty days, may discharge the battery to an
inadequate level. When a vehicle will not be used for
twenty days or more (stored), remove the IOD fuse
from the fuseblock. This will reduce battery discharg-
ing.
Excessive IOD can be caused by:
²Electrical items left on.
²Faulty or improperly adjusted switches.
²Faulty or shorted electronic modules and compo-
nents.
²An internally shorted generator.
²Intermittent shorts in the wiring.
If the IOD is over thirty-five milliamperes, the
problem must be found and corrected before replac-
ing a battery. In most cases, the battery can be
charged and returned to service after the excessive
IOD condition has been corrected.
(1) Verify that all electrical accessories are off.
Turn off all lamps, remove the ignition key, and close
all doors. If the vehicle is equipped with an illumi-
nated entry system or an electronically tuned radio,
allow the electronic timer function of these systems
to automatically shut off (time out). This may take
up to three minutes.
(2) Determine that the underhood lamp is operat-
ing properly, then disconnect the lamp wire harness
connector or remove the lamp bulb.
(3) Disconnect the battery negative cable.
(4) Set an electronic digital multi-meter to its
highest amperage scale. Connect the multi-meter
between the disconnected battery negative cable ter-
minal clamp and the battery negative terminal post.
Make sure that the doors remain closed so that the
illuminated entry system is not activated. The multi-
meter amperage reading may remain high for up to
three minutes, or may not give any reading at all
while set in the highest amperage scale, depending
upon the electrical equipment in the vehicle. The
multi-meter leads must be securely clamped to the
battery negative cable terminal clamp and the bat-
tery negative terminal post. If continuity between the
battery negative terminal post and the negative cable
terminal clamp is lost during any part of the IOD
test, the electronic timer function will be activated
and all of the tests will have to be repeated.
(5) After about three minutes, the high-amperage
IOD reading on the multi-meter should become very
low or nonexistent, depending upon the electrical
equipment in the vehicle. If the amperage reading
remains high, remove and replace each fuse or circuit
breaker in the Fuse Blocks, one at a time until the
amperage reading becomes very low, or nonexistent.
Refer to the appropriate wiring information in this
service manual for complete fuseblock fuse, circuit
breaker, and circuit identification. This will isolate
Fig. 5 Testing Open Circuit Voltage
8F - 10 BATTERY SYSTEMVA

each circuit and identify the circuit that is the source
of the high-amperage IOD. If the amperage reading
remains high after removing and replacing each fuse
and circuit breaker, disconnect the wire harness from
the generator. If the amperage reading now becomes
very low or nonexistent, refer to Charging System for
the proper charging system diagnosis and testing
procedures. After the high-amperage IOD has been
corrected, switch the multi-meter to progressively
lower amperage scales and, if necessary, repeat the
fuse and circuit breaker remove-and-replace process
to identify and correct all sources of excessive IOD. It
is now safe to select the lowest milliampere scale of
the multi-meter to check the low-amperage IOD.
CAUTION: Do not open any doors, or turn on any
electrical accessories with the lowest milliampere
scale selected, or the multi-meter may be damaged.
(6) Observe the multi-meter reading. The low-am-
perage IOD should not exceed thirty-five milliam-
peres (0.035 ampere). If the current draw exceeds
thirty-five milliamperes, isolate each circuit using the
fuse and circuit breaker remove-and-replace process
in Step 5. The multi-meter reading will drop to
within the acceptable limit when the source of the
excessive current draw is disconnected. Repair this
circuit as required; whether a wiring short, incorrect
switch adjustment, or a component failure is at fault.
STANDARD PROCEDURE - USING MICRO 420
BATTERY TESTER
Always use the Micro 420 Instruction Manual that
was supplied with the tester as a reference. If theInstruction Manual is not available the following pro-
cedure can be used:
WARNING: ALWAYS WEAR APPROPRIATE EYE
PROTECTION AND USE EXTREME CAUTION WHEN
WORKING WITH BATTERIES.
BATTERY TESTING
(1) If testing the battery OUT-OF-VEHICLE, clean
the battery terminals with a wire brush before test-
ing. If the battery is equipped with side post termi-
nals, install and tighten the supplied lead terminal
stud adapters. Do not use steel bolts. Failure to prop-
erly install the stud adapters, or using stud adapters
that are dirty or worn-out may result in false test
readings.
(2) If testing the battery IN-THE-VEHICLE, make
certain all of the vehicle accessory loads are OFF,
including the ignition.The preferred test position
is at the battery terminal. If the battery is not
accessible, you may test using both the positive and
negative jumper posts. Select TESTING AT JUMPER
POST when connecting to that location.
(3) Connect the tester (Fig. 6) to the battery or
jumper posts, the red clamp to positive (+) and the
black clamp to negative (±).
NOTE: Multiple batteries connected in parallel must
have the ground cable disconnected to perform a
battery test. Failure to disconnect may result in
false battery test readings.
(4) Using the ARROW key selectinoroutof vehi-
cle testing and press ENTER to make a selection.
(5) If not selected, choose the Cold Cranking Amp
(CCA) battery rating. Or select the appropriate bat-
tery rating for your area (see menu). The tester will
then run its self programmed test of the battery and
display the results. Refer to the test result table
noted below.
CAUTION: If REPLACE BATTERY is the result of the
test, this may mean a poor connection between the
vehicle's cables and battery exists. After discon-
necting the vehicle's battery cables from the bat-
tery, retest the battery using the OUT-OF-VEHICLE
test before replacing.
(6) While viewing the battery test result, press the
CODE button and the tester will prompt you for the
last 4 digits of the VIN. Use the UP/DOWN arrow
buttons to scroll to the correct character; then press
ENTER to select and move to the next digit. Then
press the ENTER button to view the SERVICE
CODE. Pressing the CODE button a second time will
return you to the test results.
Fig. 6 Micro 420 Battery Tester
VABATTERY SYSTEM 8F - 11