2006 MERCEDES-BENZ SPRINTER air suspension

GROUP TAB LOCATOR
Introduction
0Lubrication & Maintenance
2Suspension
3Differential & Driveline
5Brakes
7Cooling
8AAudio/Video
8BChime/Buzzer
8EElectronic Control Modules
8FEngine Systems
8GHeated Systems
8HHorn
8IIgnition Control
8JInstrument Cluster
8LLamps
8NPower Systems
8ORestraints
8PSpeed Control
8QVehicle Theft Security
8RWipers/Washers
8WWiring
9Engine
11Exhaust System
13Frame & Bumpers
14Fuel System
19Steering
21Transmission
22Tires/Wheels
23Body
24Heating & Air Conditioning
25Emissions Control
Component and System Index
Service Manual Comment Forms (Rear of Manual)

SCOPE OF WORK FOR MAINTENANCE SERVICE
Oil Service
²Engine: Oil change and filter replacement
Check fluid levels of the following system, refill as neces-
sary.
²If fluid is lost, trace and eliminate cause - as a
separate order.
²Power-assisted steering
Lubrication work:
²Trailer tow hitch (original equipment)
Maintenance
²ASSYST maintenance computer reset
Function check
²Signalling system, warning and indicator lamps
²Headlamps, exterior lighting
²Windshield wipers, windshield washer system
Check for leaks and damage
²Check for abrasion points and ensure that lines
are correctly routed!
²All lines and hoses, sensor cables
²Rubber boots on front axle drive shafts, rubber
boots on front axle suspension ball joints, shock
absorbers
²Check fluid levels for the following systems, cor-
rect as necessary
NOTE: Should there be a loss of fluid which cannot
be explained by regular use, trace and eliminate the
cause.
²Engine cooling system. Check corrosion inhibi-
tor/antifreeze, refill as necessary.
²Hydraulic brake system
²Battery
²Windshield washer system
Engine
²Fuel filter renewal - Every oil service
²Air cleaner with maintenance indicator:
²Check degree of contamination.
²Air cleaner filter element renewed as necessary.
Chassis and body
²Trailer coupling: Check operation, play and
retaining fixtures
²Secondary rubber springs: Visual check
²Tire pressures: Correct as necessary, including
spare tire
²Check thickness of brake pads
²Brake test
²Check condition of steering mechanism
²Heating/ventilation dust filter renewal
ADDITIONAL MAINTENANCE WORK
Automatic transmission once only at 80,000 miles / 128000
km
²Oil and filter change
During every second maintenance service
²Air cleaner without maintenance indicator:
²Air cleaner filter element renewal
²Check poly-V-belt for wear and signs of damage
During every fourth maintenance service
²Change rear axle fluid
ADDITIONAL MAINTENANCE WORK AFTER YEARS
Every 2 years
²Change brake fluid.
Every 3 years
²Air cleaner filter element renewal (note installa-
tion date)
Every 15 years or 100,000 miles
²Coolant renewal
²Note coolant composition
INTERNATIONAL SYMBOLS
DESCRIPTION
DaimlerChrysler Corporation uses international
symbols to identify engine compartment lubricant
and fluid inspection and fill locations (Fig. 3).
Fig. 3 INTERNATIONAL SYMBOLS
VALUBRICATION & MAINTENANCE 0 - 9

REAR
TABLE OF CONTENTS
page page
REAR
DESCRIPTION........................11
DIAGNOSIS AND TESTING - SPRING AND
SHOCK.............................11
SPECIFICATIONS - TORQUE CHART......12
SHOCK
DIAGNOSIS AND TESTING - SHOCK......13
REMOVAL...........................13
INSTALLATION.......................13
SPRING
DESCRIPTION........................14
OPERATION.........................14
REMOVAL
REMOVAL - (SRW)...................14REMOVAL - (DRW)...................14
INSTALLATION
INSTALLATION - (SRW)...............14
INSTALLATION - (DRW)...............15
SPRING SHACKLE
REMOVAL...........................15
INSTALLATION.......................15
STABILIZER BAR
REMOVAL...........................15
INSTALLATION.......................15
STABILIZER LINK
REMOVAL...........................16
INSTALLATION.......................16
REAR
DESCRIPTION
The rear suspension is comprised of:
²Shock Absorbers
²Jounce Bumpers
²Stabilizer Bar
²Leaf Springs
²Drive Axle
CAUTION: A vehicle should always be loaded so
the vehicle weight center-line is located immedi-
ately forward of the rear axle. Correct vehicle load-
ing provides proper front tire-to-road contact. This
results in maximum vehicle handling stability and
safety. Incorrect vehicle weight distribution can
cause excessive tire tread wear, spring fatigue or
failure, and erratic steering.
CAUTION: Suspension components with rubber/ure-
thane bushings (except stabilizer bar) should be
tightened with the vehicle at normal ride height. It is
important to have the springs supporting the weight
of the vehicle when the fasteners are torqued. If
springs are not at their normal ride position, vehicle
ride comfort could be affected and premature bush-
ing wear may occur.
DIAGNOSIS AND TESTING - SPRING AND
SHOCK
A knocking or rattling noise from a shock absorber
may be caused by movement between mountingbushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight-
ening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attach-
ing components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermit-
tent. This condition is not repairable and the shock
absorber must be replaced.
The shock absorbers are not refillable or adjust-
able. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The spring eye and shock absorber bushings do not
require any type of lubrication. Do not attempt to
stop spring bushing noise by lubricating them.
Grease and mineral oil-base lubricants will deterio-
rate the bushing rubber.
If the vehicle is used for severe, off-road operation,
the springs should be examined periodically. Check
for broken and shifted leafs, loose and missing clips,
and broken center bolts. Refer to Spring and Shock
Absorber Diagnosis chart for additional information.
VAREAR 2 - 11

WHEEL ALIGNMENT
TABLE OF CONTENTS
page page
WHEEL ALIGNMENT
DESCRIPTION........................17
DIAGNOSIS AND TESTING - PRE-ALIGNMENT
INSPECTION.........................17STANDARD PROCEDURE - TOE
ADJUSTMENT........................18
SPECIFICATIONS.....................19
WHEEL ALIGNMENT
DESCRIPTION
NOTE: Camber and Caster are not adjustable on
this vehicle. (TOE ONLY).
NOTE: Suspension components with rubber/ure-
thane bushings should be tightened with the vehi-
cle at normal ride height. It is important to have the
springs supporting the weight of the vehicle when
the fasteners are torqued. If springs are not at their
normal ride position, vehicle ride comfort could be
affected and premature bushing wear may occur.
Wheel alignment involves the correct positioning of
the wheels in relation to the vehicle. The positioning
is accomplished through suspension and steering
linkage adjustments. An alignment is considered
essential for efficient steering, good directional stabil-
ity and to minimize tire wear. The most important
measurements of an alignment are caster, camber
and toe (Fig. 1).
CAUTION: Never attempt to modify suspension or
steering components by heating or bending.
DIAGNOSIS AND TESTING - PRE - ALIGNMENT
INSPECTION
Before starting wheel alignment, the following
inspection and necessary corrections must be com-
pleted. Refer to Suspension and Steering System
Diagnosis Chart below for additional information.
(1) Inspect tires for size, air pressure and tread
wear.
(2) Inspect front wheel bearings for wear.
(3) Inspect front wheels for excessive radial or lat-
eral runout and balance.
(4) Inspect ball studs, linkage pivot points and
steering gear for looseness, roughness or binding.
(5) Inspect suspension components for wear and
noise.
(6) Road test the vehicle.
Fig. 1 Wheel Alignment Measurements
1 - FRONT OF VEHICLE
2 - STEERING AXIS INCLINATION
3 - PIVOT POINT
4 - TOE-IN
VAWHEEL ALIGNMENT 2 - 17

SUSPENSION AND STEERING SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
FRONT END NOISE 1. Loose or worn wheel bearing. 1. Replace wheel bearing.
2. Loose or worn steering or sus-
pension components.2. Tighten or replace components as nec-
essary.
3. Loose or worn steering or sus-
pension components.3. Tighten or replace components as nec-
essary.
EXCESSIVE PLAY IN
STEERING1. Loose or worn wheel bearing. 1. Replace wheel bearing.
2. Loose or worn steering or sus-
pension components.2. Tighten or replace components as nec-
essary.
3. Loose or worn steering gear. 3. Replace steering gear.
FRONT WHEELS SHIMMY 1. Loose or worn wheel bearing. 1. Replace wheel bearing.
2. Loose or worn steering or sus-
pension components.2. Tighten or replace components as nec-
essary.
3. Tires worn or out of balance. 3. Replace or balance tires.
4. Alignment. 4. Align vehicle to specifications.
VEHICLE INSTABILITY 1. Loose or worn wheel bearing. 1. Replace wheel bearing.
2. Loose or worn steering or sus-
pension components.2. Tighten or replace components as nec-
essary.
3. Tire pressure. 3. Adjust tire pressure.
4. Alignment. 4. Align vehicle to specifications.
EXCESSIVE STEERING
EFFORT1. Loose or worn steering gear. 1. Replace steering gear.
2. Column coupler binding. 2. Replace coupler.
3. Tire pressure. 3. Adjust tire pressure.
4. Alignment. 4. Align vehicle to specifications.
VEHICLE PULLS TO ONE
SIDE1. Tire pressure. 1. Adjust tire pressure.
2. Tire. 2. Criss-Cross Front Tires.
3. Alignment. 3. Align vehicle to specifications.
4. Loose or worn steering or sus-
pension components.4. Tighten or replace components as nec-
essary.
5. Radial tire lead. 5. Rotate or replace tire as necessary.
6. Brake pull. 6. Repair brake as necessary.
7. Weak or broken spring. 7. Replace spring.
STANDARD PROCEDURE - TOE ADJUSTMENT
CAMBER AND CASTER ARE NOT ADJUSTABLE
(TOE ONLY)..
The wheel toe position adjustment is the final
adjustment.
(1) Start the engine and turn wheels both ways
before straightening the wheels. Secure the steering
wheel with the front wheels in the straight-ahead
position.(2) Loosen the tie rod jam nuts.
NOTE: Each front wheel should be adjusted for
one-half of the total toe position specification. This
will ensure the steering wheel will be centered
when the wheels are positioned straight-ahead.
(3) Adjust the wheel toe position by turning the
inner tie rod as necessary.
2 - 18 WHEEL ALIGNMENTVA

(3) During road test, make normal and firm brake
stops in 25-40 mph range. Note faulty brake opera-
tion such as low pedal, hard pedal, fade, pedal pulsa-
tion, pull, grab, drag, noise, etc.
(4) Attempt to stop the vehicle with the parking
brake only and note grab, drag, noise, etc.
PEDAL FALLS AWAY
A brake pedal that falls away under steady foot
pressure is generally the result of a system leak. The
leak point could be at a brake line, fitting, hose, or
caliper/wheel cylinder. If leakage is severe, fluid will
be evident at or around the leaking component.
Internal leakage (seal by-pass) in the master cylin-
der caused by worn or damaged piston cups, may
also be the problem cause.
An internal leak in the ABS or RWAL system may
also be the problem with no physical evidence.
LOW PEDAL
If a low pedal is experienced, pump the pedal sev-
eral times. If the pedal comes back up worn linings,
rotors, drums, or rear brakes out of adjustment are
the most likely causes. The proper course of action is
to inspect and replace all worn component and make
the proper adjustments.
SPONGY PEDAL
A spongy pedal is most often caused by air in the
system. However, thin brake drums or substandard
brake lines and hoses can also cause a spongy pedal.
The proper course of action is to bleed the system,
and replace thin drums and substandard quality
brake hoses if suspected.
HARD PEDAL OR HIGH PEDAL EFFORT
A hard pedal or high pedal effort may be due to
lining that is water soaked, contaminated, glazed, or
badly worn. The power booster or check valve could
also be faulty.
PEDAL PULSATION
Pedal pulsation is caused by components that are
loose, or beyond tolerance limits.
The primary cause of pulsation are disc brake
rotors with excessive lateral runout or thickness vari-
ation, or out of round brake drums. Other causes are
loose wheel bearings or calipers and worn, damaged
tires.
NOTE: Some pedal pulsation may be felt during
ABS activation.
BRAKE DRAG
Brake drag occurs when the lining is in constant
contact with the rotor or drum. Drag can occur at one
wheel, all wheels, fronts only, or rears only.Drag is a product of incomplete brake shoe release.
Drag can be minor or severe enough to overheat the
linings, rotors and drums.
Minor drag will usually cause slight surface char-
ring of the lining. It can also generate hard spots in
rotors and drums from the overheat-cool down pro-
cess. In most cases, the rotors, drums, wheels and
tires are quite warm to the touch after the vehicle is
stopped.
Severe drag can char the brake lining all the way
through. It can also distort and score rotors and
drums to the point of replacement. The wheels, tires
and brake components will be extremely hot. In
severe cases, the lining may generate smoke as it
chars from overheating.
Common causes of brake drag are:
²Seized or improperly adjusted parking brake
cables.
²Loose/worn wheel bearing.
²Seized caliper or wheel cylinder piston.
²Caliper binding on corroded bushings or rusted
slide surfaces.
²Loose caliper mounting.
²Drum brake shoes binding on worn/damaged
support plates.
²Mis-assembled components.
²Long booster output rod.
If brake drag occurs at all wheels, the problem
may be related to a blocked master cylinder return
port, or faulty power booster (binds-does not release).
BRAKE FADE
Brake fade is usually a product of overheating
caused by brake drag. However, brake overheating
and resulting fade can also be caused by riding the
brake pedal, making repeated high deceleration stops
in a short time span, or constant braking on steep
mountain roads. Refer to the Brake Drag information
in this section for causes.
BRAKE PULL
Front brake pull condition could result from:
²Contaminated lining in one caliper
²Seized caliper piston
²Binding caliper
²Loose caliper
²Rusty caliper slide surfaces
²Improper brake pads
²Damaged rotor
A worn, damaged wheel bearing or suspension
component are further causes of pull. A damaged
front tire (bruised, ply separation) can also cause
pull.
A common and frequently misdiagnosed pull condi-
tion is where direction of pull changes after a few
stops. The cause is a combination of brake drag fol-
lowed by fade at one of the brake units.
VABRAKES - BASE 5 - 3

As the dragging brake overheats, efficiency is so
reduced that fade occurs. Since the opposite brake
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in
favor of the normally functioning brake unit.
An additional point when diagnosing a change in
pull condition concerns brake cool down. Remember
that pull will return to the original direction, if the
dragging brake unit is allowed to cool down (and is
not seriously damaged).
REAR BRAKE GRAB OR PULL
Rear grab or pull is usually caused by improperly
adjusted or seized parking brake cables, contami-
nated lining, bent or binding shoes and support
plates, or improperly assembled components. This is
particularly true when only one rear wheel is
involved. However, when both rear wheels are
affected, the master cylinder or proportioning valve
could be at fault.
BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP
WATER PUDDLES
This condition is generally caused by water soaked
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
dirt contaminated, cleaning and/or replacement will
be necessary.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of
leaking calipers or worn seals, driving through deep
water puddles, or lining that has become covered
with grease and grit during repair. Contaminated lin-
ing should be replaced to avoid further brake prob-
lems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and
pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can
produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
tion and generate shudder during brake operation. A
tire with internal damage such as a severe bruise,
cut, or ply separation can cause pull and vibration.
BRAKE NOISES
Some brake noise is common with rear drum
brakes and on some disc brakes during the first few
stops after a vehicle has been parked overnight or
stored. This is primarily due to the formation of trace
corrosion (light rust) on metal surfaces. This light
corrosion is typically cleared from the metal surfacesafter a few brake applications causing the noise to
subside.
BRAKE SQUEAK / SQUEAL
Brake squeak or squeal may be due to linings that
are wet or contaminated with brake fluid, grease, or
oil. Glazed linings and rotors with hard spots can
also contribute to squeak. Dirt and foreign material
embedded in the brake lining will also cause squeak/
squeal.
A very loud squeak or squeal is frequently a sign of
severely worn brake lining. If the lining has worn
through to the brake pads in spots, metal-to-metal
contact occurs. If the condition is allowed to continue,
rotors can become so scored that replacement is nec-
essary.
BRAKE CHATTER
Brake chatter is usually caused by loose or worn
components, or glazed/burnt lining. Rotors with hard
spots can also contribute to chatter. Additional causes
of chatter are out-of-tolerance rotors, brake lining not
securely attached to the shoes, loose wheel bearings
and contaminated brake lining.
THUMP / CLUNK NOISE
Thumping or clunk noises during braking are fre-
quentlynotcaused by brake components. In many
cases, such noises are caused by loose or damaged
steering, suspension, or engine components. However,
calipers that bind on the slide surfaces can generate
a thump or clunk noise.
STANDARD PROCEDURE
STANDARD PROCEDURE - MANUAL BLEEDING
Use approved brake fluid (Refer to LUBRICATION
& MAINTENANCE/FLUID TYPES - DESCRIP-
TION). Use fresh, clean fluid from a sealed container
at all times.
(1) Remove reservoir filler caps and fill reservoir.
(2) If calipers, or wheel cylinders were overhauled,
open all caliper and wheel cylinder bleed screws.
Then close each bleed screw as fluid starts to drip
from it. Top off master cylinder reservoir once more
before proceeding.
(3) Attach one end of bleed hose to bleed screw
and insert opposite end in glass container partially
filled with brake fluid (Fig. 1). Be sure end of bleed
hose is immersed in fluid.
5 - 4 BRAKES - BASEVA

(3) Check the brake system for any leaks.
(4) Reconnect the electrical connector to the brake
fluid level indicator (Fig. 14).
ALB LEVER
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the retaining clip for the ALB lever
(Fig. 15).
(3) Remove the bolt for the lever at the axle (Fig.
15).
(4) Remove the lever.
INSTALLATION
(1) Install the lever to the vehicle.
(2) Install the lower mounting bolt to the axle (Fig.
15).
(3) Install the lever to the shock bolt and then
install the clip (Fig. 15).
(4) Check the side deflection of the ALB lever with
a straight edge from Point-A to Point-B as the
graphic shows. Max deflection play of the actuator
rod should be no more than 15 mm (.60 in) (Fig. 15).
(5) Lower the vehicle.
ALB CONTROLLER
REMOVAL
(1) Install the brake pedal rod to hold the brake
pressure.
(2) Raise and support the vehicle.(3) Remove the brake lines to the (automatic load-
dependant brake pressure control) ALB controller.
(4) Remove the adjusting nut and the spring from
the ALB controller.
(5) Remove the mounting bolts.
(6) Remove the ALB controller.
INSTALLATION
(1) Install the ALB controller to the vehicle.
(2) Install the mounting bolts for the controller.
(3) Install the brake lines. Tighten the lines to 16
N´m (142 in. lbs.)
(4) Install the adjusting rod, nut and spring to the
ALB controller.
(5) Lower the vehicle.
(6) Remove the brake pedal hold down rod.
(7) Fill and bleed the brake system (Refer to 5 -
BRAKES - STANDARD PROCEDURE).
(8) Raise the vehicle and adjust the ALB controller
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
ALB CONTROLLER - ADJUSTMENTS).
(9) Lower the vehicle and test drive.
ADJUSTMENTS
ADJUSTMENT
(1) Clean any debris away from the test ports caps
at the ALB controller.
(2) Connect brake adapters special tool 9297 to the
test ports at the ALB controller.
(3) Install a Pressure Gauge, Special Tool
C-4007-A, to the adapters.
(4) Tighten all tube nut fittings to 17 N´m (145 in.
lbs.) torque.
(5) Bleed any air out of the system. This includes
bleeding the air from the hose between the pressure
test fitting and pressure gauge, which is done at the
pressure gauge.
NOTE: Adjustment is determined for the automatic
load-dependent brake power control system accord-
ing to the ALB plate. This is housed in the stowage
compartment under the front passenger's door
panel. The part number of the rear spring is
stamped into the spring eye. This must correspond
to the part number of the rear spring on the ALB
plate.
(6) To accurately adjust the rear axle load you
must first determine the rear axle load by weighing
the vehicle at a local scale.
(7) Install the brake pedal winch Special tool 9296
between the brake pedal and the driver seat and
slowly turn the dial until the specified inlet brake
pressure is indicated at the gauge.
Fig. 15 ALB LEVER DEFLECTION
1 - CLIP
2 - SPRING
3 - LEVER
4 - STRIAGHT EDGE
5 - NUT
6 - POINT -A
7 - POINT - B
8 - SUSPENSION POINT
5 - 16 BRAKES - BASEVA