2006 MERCEDES-BENZ SPRINTER ESP

Symptom List:
LEFT FRONT INLET SOLENOID
LEFT FRONT OUTLET SOLENOID
LEFT FRONT, RIGHT REAR INLET SOLENOID
LEFT FRONT, RIGHT REAR OUTLET SOLENOID
LEFT REAR INLET SOLENOID
LEFT REAR OUTLET SOLENOID
RIGHT FRONT INLET SOLENOID
RIGHT FRONT OUTLET SOLENOID
RIGHT FRONT, LEFT REAR INLET SOLENOID
RIGHT FRONT, LEFT REAR OUTLET SOLENOID
RIGHT REAR INLET SOLENOID
RIGHT REAR OUTLET SOLENOID
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be LEFT FRONT INLET SOLE-
NOID.
When Monitored and Set Condition:
LEFT FRONT INLET SOLENOID
When Monitored: Ignition On - Continuousy
Set Condition: When the electrical feedback signal does not match the actuation signal
for the solenoid OR during the solenoid and pump motor test when all solenoids are tested
in series and a solenoid response signal is detected.
POSSIBLE CAUSES
INTERMITTENT SOLENOID DTC
DAMAGED CAB/CAB HARNESS CONNECTOR
FUSED OPTIONAL EQUIPMENT RELAY OUTPUT CIRCUIT OPEN
FUSED B(+) CIRCUIT OPEN
GROUND CIRCUIT OPEN
ANTI-LOCK BRAKE CONTROLLER
40
BRAKES (CAB)

Symptom:
STEERING ANGLE SENSOR GREATER THAN 720 DEGREES
POSSIBLE CAUSES
STEERING ANGLE SENSOR INTERMITTENT DTC
STEERING COMPONENT INSPECTION
STEERING ANGLE SENSOR
TEST ACTION APPLICABILITY
1NOTE: If a system undervoltage or overvoltage DTC is set along with this
DTC, diagnose the system voltage DTC first.
NOTE: Electromagnetic (radio) interference can cause an intermittent
system malfunction by interrupting communication between the sensor
and the CAB.
NOTE: The Steering Angle Sensor is very sensitive to changes due to
alignment problems. The sensor must be recalculated using the DRBIIItif
alignment has been changed by more than 5 degrees.
Turn the ignition on.
With the DRBIIIt, erase DTCs.
Move the Steering Wheel from stop to stop several times.
With the DRBIIIt, read DTCs.
Does this DTC reset?All
Ye s!Go To 2
No!Go To 3
2NOTE: When the vehicle is in a turn, the ESP compares the Steering Angle
Sensor value and the speed of the inner and outer wheels to determine if the
values are plausible.
Inspect the front end and steering components for damage or misalignment.
Inspect the steering column and Steering Angle Sensor for correct mounting and
installation.
Inspect the tires and wheels to make sure that they are the correct size. All tires must
be the same size.
Were any problems found?All
Ye s!Repair or replace components as necessary in accordance with the
Service Information.
No!Replace the Steering Angle Sensor in accordance with the Service
Information.
66
BRAKES (CAB)

Symptom:
STEERING ANGLE SENSOR IMPLAUSIBLE CAN SIGNAL
POSSIBLE CAUSES
STEERING ANGLE SENSOR INTERMITTENT DTC
STEERING ANGLE SENSOR CAN CIRCUIT OPEN
STEERING ANGLE SENSOR
ANTI-LOCK BRAKE CONTROLLER
TEST ACTION APPLICABILITY
1NOTE: If a system undervoltage or overvoltage DTC is set along with this
DTC, diagnose the system voltage DTC first.
NOTE: Electromagnetic (radio) interference can cause an intermittent
system malfunction by interrupting communication between the sensor
and the CAB.
NOTE: The Steering Angle Sensor is very sensitive to changes due to
alignment problems. The sensor must be recalculated using the DRBIIItif
alignment has been changed by more than 5 degrees.
Turn the ignition on.
With the DRBIIIt, erase DTCs.
Test drive the vehicle.
Using the DRBIIIt, perform the road test procedure.
With the DRBIIIt, read DTCs.
NOTE: If the ESP lamp remains illuminated after the test has completed, a
fault code will be set indicating the cause of the failure.
Does this DTC reset?All
Ye s!Go To 2
No!Go To 4
2 Turn the ignition off.
Disconnect the Steering Angle Sensor harness connector.
Disconnect the CAB harness connector.
Measure the resistance of the Steering Angle Sensor CAN(+) circuit.
Measure the resistance of the Steering Angle Sensor CAN(-) circuit.
Is the resistance above 5.0 ohms for either circuit?All
Ye s!Repair the Steering Angle Sensor CAN circuit for an open.
No!Go To 3
68
BRAKES (CAB)

Symptom:
STEERING ANGLE SENSOR IMPLAUSIBLE VALUE
POSSIBLE CAUSES
STEERING ANGLE SENSOR INTERMITTENT DTC
STEERING COMPONENT INSPECTION
STEERING ANGLE SENSOR
TEST ACTION APPLICABILITY
1NOTE: If a system undervoltage or overvoltage DTC is set along with this
DTC, diagnose the system voltage DTC first.
NOTE: Electromagnetic (radio) interference can cause an intermittent
system malfunction by interrupting communication between the sensor
and the CAB.
NOTE: The Steering Angle Sensor is very sensitive to changes due to
alignment problems. The sensor must be recalculated using the DRBIIItif
alignment has been changed by more than 5 degrees.
Turn the ignition on.
With the DRBIIIt, erase DTCs.
With the DRBIIIt, recalculate the Steering Angle Sensor.
Move the Steering Wheel from stop to stop several times.
With the DRBIIIt, perform the road test procedure.
With the DRBIIIt, read DTCs.
Does this DTC reset?All
Ye s!Go To 2
No!Go To 3
2NOTE: When the vehicle is in a turn, the ESP compares the Steering Angle
Sensor value and the speed of the inner and outer wheels to determine if the
values are plausible.
Inspect the front end and steering components for damage or misalignment.
Inspect the steering column and Steering Angle Sensor for correct mounting and
installation.
Inspect the tires and wheels to make sure that they are the correct size. All tires must
be the same size.
Were any problems found?All
Ye s!Repair or replace components as necessary in accordance with the
Service Information.
No!Inspect the Steering Angle Sensor for proper installation. Inspect
the wiring and connectors. Repair as necessary. If no other
problems are found, replace the Steering Angle Sensor in accor-
dance with the Service Information.
70
BRAKES (CAB)

Symptom:
STEERING ANGLE SENSOR IMPLAUSIBLE WHEEL SPEED
POSSIBLE CAUSES
STEERING ANGLE SENSOR INTERMITTENT DTC
STEERING COMPONENT INSPECTION
STEERING ANGLE SENSOR
TEST ACTION APPLICABILITY
1NOTE: If a system undervoltage or overvoltage DTC is set along with this
DTC, diagnose the system voltage DTC first.
NOTE: Electromagnetic (radio) interference can cause an intermittent
system malfunction by interrupting communication between the sensor
and the CAB.
NOTE: The Steering Angle Sensor is very sensitive to changes due to
alignment problems. The sensor must be recalculated using the DRBIIItif
alignment has been changed by more than 5 degrees.
Turn the ignition on.
With the DRBIIIt, erase DTCs.
Test drive the vehicle.
Using the DRBIIIt, perform the road test procedure.
With the DRBIIIt, read DTCs.
NOTE: If the ESP lamp remains illuminated after the test has completed, a
fault code will be set indicating the cause of the failure.
Does this DTC reset?All
Ye s!Go To 2
No!Go To 3
2NOTE: When the vehicle is in a turn, the ESP compares the Steering Angle
Sensor value and the speed of the inner and outer wheels to determine if the
values are plausible.
Inspect the front end and steering components for damage or misalignment.
Inspect the steering column and Steering Angle Sensor for correct mounting and
installation.
Inspect the tires and wheels to make sure that they are the correct size. All tires must
be the same size.
Inspect the left and right Wheel Speed Sensors to make sure they are connected
correctly, i.e. left harness connected to left sensor, etc.
Were any problems found?All
Ye s!Repair or replace components as necessary in accordance with the
Service Information.
No!Replace the Steering Angle Sensor in accordance with the Service
Information.
72
BRAKES (CAB)

9.0 CONNECTOR PINOUTS
BRAKE FLUID LEVEL SWITCHCAV CIRCUIT FUNCTION
1 20BR/YL BRAKE FLUID LEVEL INDICATOR SIGNAL
2 16BR GROUND
BRAKE LAMP SWITCH C1 (EXCEPT ESP)CAV CIRCUIT FUNCTION
1 20WT BRAKE SWITCH OUTPUT
2 16RD/BK FUSED IGNITION SWITCH OUTPUT (RUN-START)
3 20BK/BL/RD BRAKE LAMP SWITCH
4- -
BRAKE LAMP SWITCH C2 (EXCEPT ESP) - BLACKCAV CIRCUIT FUNCTION
1 16BK/BL/WT FUSED IGNITION SWITCH OUTPUT (RUN-START)
2 16BK/RD BRAKE LAMP SWITCH OUTPUT
3- -
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83
CONNECTOR PINOUTS

TABLE OF CONTENTS
1.0 INTRODUCTION.........................................................1
1.1SYSTEM COVERAGE...............................................1
1.2SIX-STEP TROUBLESHOOTING PROCEDURE..........................1
2.0 IDENTIFICATION OF SYSTEM.............................................1
3.0 SYSTEM DESCRIPTION AND FUNCTIONAL OPERATION......................1
3.1GENERAL DESCRIPTION............................................1
3.2FUNCTIONAL OPERATION...........................................1
3.2.1ECM ON-BOARD DIAGNOSTICS..............................1
3.2.2ECM OPERATING MODES...................................2
3.2.3MONITORED CIRCUITS......................................2
3.2.4SKREEM OVERVIEW........................................2
3.2.5SKREEM ON-BOARD DIAGNOSTICS...........................2
3.2.6SKREEM OPERATION.......................................3
3.3DIAGNOSTIC TROUBLE CODES......................................3
3.3.1HARD CODE...............................................3
3.3.2INTERMITTENT CODE.......................................3
3.3.3ECM DIAGNOSTIC TROUBLE CODES..........................3
3.3.4HANDLING NO TROUBLE CODE PROBLEMS...................8
3.4USING THE DRBIIIT.................................................8
3.4.1DRBIIITDOES NOT POWER UP...............................8
3.4.2DISPLAY IS NOT VISIBLE....................................8
4.0 DISCLAIMERS, SAFETY, WARNINGS.......................................8
4.1DISCLAIMERS......................................................8
4.2SAFETY...........................................................8
4.2.1TECHNICIAN SAFETY INFORMATION..........................8
4.2.2VEHICLE PREPARATION FOR TESTING........................9
4.2.3SERVICING SUB-ASSEMBLIES...............................9
4.2.4DRBIIITSAFETY INFORMATION...............................9
4.3WARNINGS AND CAUTIONS.........................................9
4.3.1ROAD TEST WARNINGS.....................................9
4.3.2VEHICLE DAMAGE CAUTIONS...............................9
5.0 REQUIRED TOOLS AND EQUIPMENT......................................9
6.0 GLOSSARY OF TERMS..................................................10
7.0 DIAGNOSTIC INFORMATION AND PROCEDURES...........................11
COMMUNICATION
*NO RESPONSE FROM ENGINE CONTROL MODULE........................12
*NO RESPONSE FROM SENTRY KEY REMOTE ENTRY MODULE..............14
DRIVEABILITY - DIESEL
P-1105 ATMOSPHERIC PRESSURE SENSOR PLAUSIBILITY WITH BOOST
PRESSURE SENSOR....................................................16
P1105-ATMOSPHERIC PRESSURE SENSOR SIGNAL VOLTAGE TOO HIGH......16
P1105-ATMOSPHERIC PRESSURE SENSOR SIGNAL VOLTAGE TOO LOW......16
P1617- ECM READ/WRITE ERROR........................................16
i

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.
2
GENERAL INFORMATION