DaimlerChrysler SPRINTER2006 Service Manual

SERVICE MANUAL

2006

SPRINTER

To order the special service tools used and illustrated, please refer to the instructions on inside back cover.

NO PART OF THIS PUBLICATION MAY BE REPRODUCED, STORED IN A RETRIEVAL SYSTEM, OR TRANSMITTED, IN ANY FORM OR BY ANY MEANS, ELECTRONIC, MECHANICAL, PHOTOCOPYING, RECORDING, OR OTHERWISE, WITHOUT THE PRIOR WRITTEN PERMISSION OF DAIMLERCHRYSLER CORPORATION.

DaimlerChrysler Corporation reserves the right to make changes in design or to make additions to or improvements in its products without imposing any obligations upon itself to install them on its products previously manufactured.

81-370-06070CD

CAUTION

ALL SERVICE AND REBUILDING INSTRUCTIONS CONTAINED HEREIN ARE APPLICABLE TO, AND FOR THE CONVENIENCE OF, THE AUTOMOTIVE TRADE ONLY. All test and repair procedures on components or assemblies in

non-automotive applications should be repaired in accordance with instruc-

tions supplied by the manufacturer of the total product.

Proper service and repair is important to the safe, reliable, operation of all motor vehicles. The service procedures recommended and described in this publication were developed for professional service personnel and are effective methods for performing vehicle repair. Following these procedures will help assure efficient economical vehicle performance and service reliability.Some of these service procedures require the use of special tools designed for specific procedures. These special tools should be used when recommended throughout this publication.

Special attention should be exercised when working with spring or tension loaded fasteners and devices such as E-Clips, Circlips, Snap rings, etc., as careless removal may cause personal injury. Always wear safety goggles whenever work-

ing on vehicles or vehicle components.

It is important to note that this publication contains various Cautions and Warnings. These should be carefully read in order to minimize the risk of personal injury, or the possibility that improper service methods may damage the vehicle or render it unsafe. It is important to note that these Cautions and Warnings cover only the situations and procedures DaimlerChrysler Corporation has encountered and recommended. could not possibly know, evaluate, and advise the service may be performed, or of the possible hazards of each. Consequently, DaimlerChrysler Corporation has not undertaken any such broad service review. Accordingly, anyone who uses a service procedure, or tool, that is not recommended in this publication must assure oneself thoroughly that neither personal safety, nor vehicle safety, be jeopardized by the service methods they select.

service trade of all conceivable ways that

DaimlerChrysler Corporation

For other Service and Owner Manuals for Chrysler, Plymouth, Dodge, Dodge Truck, and Jeep

vehicles, Call (800) 890-4038 or FAX (440) 572-0815 to place an order. Or, visit our website at techauthority.daimlerchrysler.com. Tech Authority Online at our website offers you service information on a subscription basis.

UNITED STATES and CANADA

The special service tools referred to herein are required for certain service operations. These special service tools or their equivalent, if not obtainable through a local source, are available through the following outlet.

28635 Mound Road, Warren, Michigan 48092, U.S.A.

MILLER SPECIAL TOOLS

SPX Corporation

Telephone 1-800-801-5420 FAX 1-800-578-7375

28635 Mound Road, Warren, Michigan 48092, U.S.A.

Telephone 1-507-455-7320 FAX 1-800-578-7375

INTERNATIONAL

MILLER SPECIAL TOOLS

SPX Corporation

FOREWORD

The information contained in this service manual has been prepared for the professional automotive technician involved in daily repair operations. Information describing the operation and use of standard and optional equipment is included in the Owner’s Manual provided with the vehicle.

Information in this manual is divided into groups. These groups contain description, operation, diagnosis, testing, adjustments, removal, installation, disassembly, and assembly procedures for the systems and components. To assist in locating a group title page, use the Group Tab Locator on the following page. The solid bar after the group title is aligned to a solid tab on the first page of each group. The first page of the group has a contents section that lists major topics within the group. If you are not sure which Group contains the information you need, look up the Component/System in the alphabetical index located in the rear of this manual.

A Service Manual Comment form is included at the rear of this manual. Use the form to provide DaimlerChrysler Corporation with your comments and suggestions.

Tightening torques are provided as a specific value throughout this manual. This value represents the midpoint of the acceptable engineering torque range for a given fastener application. These torque values are intended for use in service assembly and installation procedures using the correct OEM fasteners. When replacing fasteners, always use the same type (part number) fastener as removed.

DaimlerChrysler Corporation reserves the right to change testing procedures, specifications, diagnosis, repair methods, or vehicle wiring at any time without prior notice or incurring obligation.

8A 8B

8F 8G 8H

8I 8J 8L

8N 8O

8Q 8R

11 13 14 19 21 22 23 24 25

GROUP TAB LOCATOR

Introduction Lubrication & Maintenance

Suspension

Differential & Driveline

Brakes

Cooling

Audio/Video Chime/Buzzer Electronic Control Modules Engine Systems Heated Systems Horn Ignition Control Instrument Cluster Lamps Power Systems Restraints Speed Control Vehicle Theft Security Wipers/Washers Wiring Engine

Exhaust System Frame & Bumpers Fuel System Steering Transmission Tires/Wheels Body Heating & Air Conditioning Emissions Control Component and System Index

Service Manual Comment Forms (Rear of Manual)

VA INTRODUCTION 1

INTRODUCTION

TABLE OF CONTENTS

page page

VEHICLE IDENTIFICATION NUMBER

DESCRIPTION ..........................1

INTERNATIONAL SYMBOLS

DESCRIPTION ..........................2

FASTENER IDENTIFICATION

DESCRIPTION ..........................3

FASTENER USAGE

DESCRIPTION - FASTENER USAGE .........6

VEHICLE IDENTIFICATION NUMBER

DESCRIPTION

The Vehicle Identification Number (VIN) plate is located on the lower windshield fence next to the left a-pillar. The VIN contains 17 characters that provide data concerning the vehicle. Refer to the VIN DECODING INFORMATION table to determine the identification of a vehicle.

VIN DECODING INFORMATION

POSITION INTERPRETATION CODE = DESCRIPTION

WDX = Incomplete vehicle / Dodge WD1 = Incomplete vehicle / Dodge WD0 = Truck / Dodge WD2 = Truck / Dodge WD5 = Multi-purpose passenger vehicle / Dodge WD8 = Multi-purpose passenger vehicle / Dodge

1,2&3 World Manufacturer Code

4 Model

WDW = Bus / Dodge WDP = Incomplete vehicle / Freightliner WDY = Truck / Freightliner WDR = Multi-purpose passenger vehicle / Freightliner WD3 = Truck / Mercedes-Benz WD4 = Multi-purpose vehicle / Mercedes-Benz WD9 = Incomplete vehicle / Mercedes-Benz

B = All 4x2 vehicle types / Canada P = All 4x2 vehicle types / USA X = 4x2 Chassis-cab Y = 4x2 Truck W = 4x2 Multi-purpose passenger vehicle

THREADED HOLE REPAIR

DESCRIPTION - THREADED HOLE REPAIR ....6

METRIC SYSTEM

DESCRIPTION ..........................6

TORQUE REFERENCES

DESCRIPTION ..........................9

To protect the consumer from theft and possible fraud the manufacturer is required to include a Check Digit at the ninth position of the Vehicle Identification Number. The check digit is used by the manufacturer and government agencies to verify the authenticity of the vehicle and official documentation. The formula to use the check digit is not released to the general public.

2 INTRODUCTION VA

POSITION INTERPRETATION CODE = DESCRIPTION

D1 = Sprinter, 3000 mm (118 in.) wheelbase, 8,001 up to 9,000 lbs. class G D2 = Sprinter, 3550 mm (140 in.) wheelbase, 8,001 up to 9,000 lbs. class G D3 = Sprinter, 4025 mm (158 in.) wheelbase, 8,001 up to 9,000 lbs. class G

5 & 6 Model, Cab, Weight

7 & 8 Engine 41 = 2.7L 5 cyl. Diesel 612 (ME9)

9 Check Digit 10 Model Year 6 = 2006 11 Assembly Plant 5 = Düsseldorf Plant, Germany

12 Thru 17 Vehicle Build Sequence

D4 = Sprinter, 3550 mm (140 in.) wheelbase, Van 10,001 up to 14,000 lbs. Class H D5 = Sprinter, 4025 mm (158 in.) wheelbase, Van 10,001 up to 14,000 lbs. Class H D6 = Sprinter, 3567 mm (140 in.) in connection with 16” wheels, Van 8,001 to 9,000 lbs. class G D7 = Sprinter, 4042 mm (159 in.) in connection with 16” wheels, Van 8,001 to 9,000 lbs. class G

42 = 2.7L 5 cyl. Diesel 612 (MF1) 43 = 2.7L 5 cyl. Diesel 647 (MC0) 44 = 2.7L 5 cyl. Diesel 647 (MF2)

INTERNATIONAL SYMBOLS

DESCRIPTION

The graphic symbols illustrated in the following International Control and Display Symbols Chart (Fig. 1) are used to identify various instrument controls. The symbols correspond to the controls and displays that are located on the instrument panel.

VA INTRODUCTION 3

Fig. 1 INTERNATIONAL CONTROL AND DISPLAY SYMBOLS

1 High Beam 13 Rear Window Washer 2 Fog Lamps 14 Fuel 3 Headlamp, Parking Lamps, Panel Lamps 15 Engine Coolant Temperature 4 Turn Warning 16 Battery Charging Condition 5 Hazard Warning 17 Engine Oil 6 Windshield Washer 18 Seat Belt 7 Windshield Wiper 19 Brake Failure 8 Windshield Wiper and Washer 20 Parking Brake

9 Windscreen Demisting and Defrosting 21 Front Hood 10 Ventilating Fan 22 Rear hood (Decklid) 11 Rear Window Defogger 23 Horn 12 Rear Window Wiper 24 Lighter

FASTENER IDENTIFICATION

DESCRIPTION

The SAE bolt strength grades range from grade 2 to grade 8. The higher the grade number, the greater the bolt strength. Identification is determined by the line marks on the top of each bolt head. The actual bolt strength grade corresponds to the number of line marks plus 2. The most commonly used metric bolt strength classes are 9.8 and 10.9. The metric strength class identification number is imprinted on the head of the bolt. The higher the class number, the greater the bolt strength. Some metric nuts are imprinted with a single-digit strength class on the nut face. Refer to the Fastener Identification and Fastener Strength Charts (Fig. 2) and (Fig. 3).

4 INTRODUCTION VA

Bolt

Markings

and

Torque-

Metric

Commercial

Bolt

Head

Markings

Body

Size

Diam.

6 9 7

8 10 12 14 16 18

Bolt

Markings

SAE

Grade

Bolt

Head

are

Markings

all

These

Steel

Class

Cast

N•m

14 25 40

70 115 180 230

Number

SAE

Grade 5 (3)

9.8

Torque

Iron

ft-lb

18 18 30 55

85 130 140 170

and

Aluminum

N•m

5 7 4 9

11 30

55 90

180 135

Torque

line

ft-lb

7 14 25 40 65

100

Values-

10.9

Torque

Cast

Iron

14 18 32 60

ft-lb

9 14 14 23 45 75

120 175 240

N•m

105 160 240 320

U.S.

Customary

5 8

Aluminum

N•m

11 25

80 125 190 250

ft-lb

7 11 18 35 60 95

135 185

Torque

Cast

Iron

14 23 36 70

ft-lb

9 18 27 50 55 95

145 210 290

N•m

125 195 290 400

12.9

Aluminum

N•m

11 18 28

100 150 220 310

ft-lb

7 14 21

75 110 165 230

@@@

Body

Size

1/4-20

-28

5/16-

7/16-

9/16-

-24

3/8 -16

-24 14

-20

1/2-

-20 12

5/8

-11

3/4

-10

7/8-9

-14

-8

-14

Bolt

Torque -Grade 5 Bolt Bolt

Cast

Iron

N•m

9 7 12 20 23

40 40 60 65

95 100 135 150 180 135 210 325

365 490 360 380 530 720 800

ft-lb

9 15 17

30 30 35 45 45 50 55 70 75

75 100 110 115

155 240 270 285 210

390 420 310 530 570 420 590 650 480

N•m

110 150

160 255

Aluminum

ft-lb

8 6

9 16 12 19 14

20 25 35 40 55 60 80

85 110 120 190

280

Torque-

Cast

Iron

N•m

15 18 30

33 55 60 90 95

130 150 190 210 255 290

460 340 515 745 825

1100 1200

ft-lb

11 13

24 40 45 65 70

95 110 140 155 190 215

380 550 610 820 890

Grade 8 Bolt

Aluminum

N•m

12 14 24

25 40 45

100 120 150 170 205 230

365 410 600 660 890 960

ft-lb

9 10 18 19 30 35 50 55 75 90

110 125 150 170 270

300 440 490

660

710

80bdbd8c

Fig. 2 FASTENER IDENTIFICATION

VA LUBRICATION & MAINTENANCE 0 - 1

LUBRICATION & MAINTENANCE

TABLE OF CONTENTS

page page

FLUID TYPES

DESCRIPTION

PARTS AND LUBRICANT

RECOMMENDATIONS ...................1

AUTOMATIC TRANSMISSION FLUID - NAG1 . 1

AXLE FLUID ..........................2

BRAKE FLUID .........................2

HOAT COOLANT .......................2

ENGINE OIL - DIESEL ENGINES ...........3

FUEL REQUIREMENTS - DIESEL ENGINE . . . 4

POWER STEERING FLUID ...............5

OPERATION - AUTOMATIC TRANSMISSION

FLUID ...............................5

FLUID CAPACITIES

SPECIFICATIONS - FLUID CAPACITIES .......5

FLUID TYPES

DESCRIPTION

PARTS AND LUBRICANT RECOMMENDATIONS

Lubricating grease is rated for quality and usage by the NLGI. All approved products have the NLGI symbol (Fig. 1) on the label. At the bottom NLGI symbol is the usage and quality identification letters. Wheel bearing lubricant is identified by the letter “G”. Chassis lubricant is identified by the latter “L”. The letter following the usage letter indicates the quality of the lubricant. The following symbols indicate the highest quality.

FLUID FILL/CHECK LOCATIONS

INSPECTION - FLUID FILL/CHECK

LOCATIONS ..........................5

HOISTING

STANDARD PROCEDURE - HOISTING ........5

JUMP STARTING

STANDARD PROCEDURE - JUMP STARTING . . 6

TOWING

STANDARD PROCEDURE - TOWING .........7

MAINTENANCE SCHEDULES

DESCRIPTION ..........................8

INTERNATIONAL SYMBOLS

DESCRIPTION ..........................9

AUTOMATIC TRANSMISSION FLUID - NAG1

NOTE: Refer to Service Procedures in this group for fluid level checking procedures.

Use ATF approved to MB 236.10, MB 236.12, such as Shell ATF 3403/M-115, MOPARt part number 05127382AA, Fuchs/Shell ATF 3353, or equivalent.

Automatic Transmission Fluid (ATF) is red in color when new. The ATF is dyed red so it can be identified from other fluids used in the vehicle such as engine oil or antifreeze. The red color is not permanent and is not an indicator of fluid condition. As the vehicle is driven, the ATF will begin to look darker in color and may eventually become brown. This is normal.

Fig. 1 NLGI Symbol

1 - WHEEL BEARINGS 2 - CHASSIS LUBRICATION 3 - CHASSIS AND WHEEL BEARINGS

When service is required, DaimlerChrysler Corporation recommends that only MOPARt brand parts, lubricants and chemicals be used. MOPARt provides the best engineered products for servicing DaimlerChrysler Corporation vehicles.

FLUID ADDITIVES

DaimlerChrysler strongly recommends against the addition of any fluids to the transmission, other than those automatic transmission fluids listed above. Exceptions to this policy are the use of special dyes to aid in detecting fluid leaks.

Various “special” additives and supplements exist that claim to improve shift feel and/or quality. These additives and others also claim to improve converter clutch operation and inhibit overheating, oxidation, varnish, and sludge. These claims have not been supported to the satisfaction of DaimlerChrysler and these additives must not be used. The use of transmission “sealers” should also be avoided, since they may adversely affect the integrity of transmission seals.

0 - 2 LUBRICATION & MAINTENANCE VA

AXLE FLUID

Use oils approved to MB 235.0 or 235.6, such as Shell Spirax MB90, Caltex Hypoid LD, or MOPARt part number 4874469, or equivalent. An API GL-5/ MIL-2105-E SAE 90 Hypoid Gear Oil may be substituted. Reduced axle durability may result if an unapproved product is used.

BRAKE FLUID

Use brake fluid approved to MB 331.0, such as Intac B026D, MOPARt Brake & Clutch Fluid, part number 04549625AC, or equivalent. If the approved product is not available, use a DOT 4 brake fluid: minimum dry boiling point (ERBP) 500°F, minimum wet boiling point (WERBP) 356°F, maximum viscosity 1500 mm

4925.

/s, conforming to FMVSS 116 and ISO

HOAT COOLANT

WARNING: ANTIFREEZE IS AN ETHYLENE-GLYCOL BASE COOLANT AND IS HARMFUL IF SWALLOWED OR INHALED. IF SWALLOWED, DRINK TWO GLASSES OF WATER AND INDUCE VOMITING. IF INHALED, MOVE TO FRESH AIR AREA. SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT STORE IN OPEN OR UNMARKED CONTAINERS. WASH SKIN AND CLOTHING THOROUGHLY AFTER COMING IN CONTACT WITH ETHYLENE-GLYCOL. KEEP OUT OF REACH OF CHILDREN. DISPOSE OF GLYCOL BASE COOLANT PROPERLY, CONTACT YOUR DEALER OR GOVERNMENT AGENCY FOR LOCATION OF COLLECTION CENTER IN YOUR AREA. DO NOT OPEN A COOLING SYSTEM WHEN THE ENGINE IS AT OPERATING TEMPERATURE OR HOT UNDER PRESSURE, PERSONAL INJURY CAN RESULT. AVOID RADIATOR COOLING FAN WHEN ENGINE COMPARTMENT RELATED SERVICE IS PERFORMED, PERSONAL INJURY CAN RESULT.

CAUTION: Use of Propylene-Glycol based coolants is not recommended, as they provide less freeze protection and less corrosion protection.

The cooling system is designed around the coolant. The coolant must accept heat from engine metal, in the cylinder head area near the exhaust valves and engine block. Then coolant carries the heat to the radiator where the tube/fin radiator can transfer the heat to the air.

The use of aluminum cylinder blocks, cylinder heads, and water pumps requires special corrosion protection. Use coolant approved to MB 325.0, such as EURO Peak Coolant/Anti-freeze (OLD WORLD INDUSTRIES), Zerex G05 or G48 (The Valvoline Company), Glysantin G05 (BASF AG), MOPARt part number 05066386AA, or an equivalent Extended Life

Coolant with the HOAT inhibitor system. This coolant offers the best engine cooling without corrosion when mixed with 50% anti-freeze and 50% distilled water to obtain a freeze point of -37°C (-34°F). If it loses color or becomes contaminated, drain, flush, and replace with fresh properly mixed coolant solution.

CAUTION: This coolant may not be mixed with any other type of antifreeze. Mixing of coolants other than specified (non-HOAT), may result in engine damage that may not be covered under the new vehicle warranty, and decreased corrosion protection.

CAUTION: Do not use coolant additives that are claimed to improve engine cooling.

COOLANT PERFORMANCE

The required ethylene-glycol (antifreeze) and water mixture depends upon climate and vehicle operating conditions. The coolant performance of various mixtures follows:

Pure Water-Water can absorb more heat than a mixture of water and ethylene-glycol. This is for purpose of heat transfer only. Water also freezes at a higher temperature and allows corrosion.

100 percent Ethylene-Glycol-The corrosion inhibiting additives in ethylene-glycol need the presence of water to dissolve. Without water, additives form deposits in system. These act as insulation causing temperature to rise. The increased temperature can result in engine detonation. In addition, 100 percent ethylene-glycol freezes at -22°C (-8°F).

50/50 Ethylene-Glycol and Water-Is the recommended mixture, it provides protection against freezing to -37°C (-34°F). The antifreeze concentration must always be a minimum of 44 percent, yearround in all climates. If percentage is lower, engine parts may be eroded by cavitation. Maximum protection against freezing is provided with a 68 percent antifreeze concentration, which prevents freezing down to -67.7°C (-90°F). A higher percentage will freeze at a warmer temperature. Also, a higher percentage of antifreeze can cause the engine to overheat because specific heat of antifreeze is lower than that of water.

CAUTION: Richer antifreeze mixtures cannot be measured with normal field equipment and can cause problems associated with 100 percent ethylene-glycol.

VA LUBRICATION & MAINTENANCE 0 - 3

ENGINE OIL - DIESEL ENGINES

SAE VISCOSITY GRADE

CAUTION: Low viscosity oils must have the proper API quality.

Only use engine oils that are labeled on the container as meeting API (American Petroleum Institute) and/or DaimlerChrysler specifications MB

228.3, 228.5, 229.3, and 229.5, such as MOPARt SAE 15W-40 HD Diesel Engine Oil (e.g. MOPARt Part No. 03798231AD), or equivalent.

Do not add any materials (other than leak detection dyes) to the engine oil. Engine oil is an engineered product and it’s performance may be impaired by supplemental additives.

When topping off engine oil, only use oil of the same quality grade and SAE classification.

Always refer to the following viscosity chart for the proper viscosity grade based on ambient temperature. Select oil viscosity according to the lowest air temperature expected before the next oil change.

The temperature limits given for the different SAE classes should be regarded as guidelines which may be exceeded temporarily to avoid excessively frequent engine oil changes.

OIL VISCOSITY CHART

The following engine oils have been determined to meet DaimlerChrysler requirements:

DaimlerChrysler

Approved En-

gine Oil

76 Pure Syn-

thetic Motor Oil 76 Royal Triton

QLT

Agip All Guard

Motor Oil

SAE Rating MB Sheet

Number

5W-40 229.3

15W-40 228.3

DaimlerChrysler

Approved En-

gine Oil

Agip Eurosport 5W-40 229.3

Agip Synthetic

Akron Ultra

Clear C1-4 (1)

BP Vanellus C6

Global Plus

Brad Penn Eu-

ro-Diesel LD

Castrol Elixion

(1)

Castrol Tection

S (1)

Chevron Delo

400 Multigrade

Diesel Special

Benz M&A

Dislub Premium 15W-40 228.3

Exxon XD-3

Extra (1)

FormulaShell

Ultra

FormulaShell

Ultra AB

Gonher Super

Fleet MB-III

Hydroclear

Power-D En-

gine Oil

IDO Premium

15W-40

Kendall GT-1

Full Synthetic

Motor Oil

Long Life EF Diesel Engine Oil Multigrade

Lubral Super

Diesel MB-III

Max Raloy Die-

sel

MB Motorenöl

000 989 60 01

Mexlub CF-4

MB-3P

Mobil 1 0W-40 0W-40 229.5

SAE Rating MB Sheet

Number

5W-40 229.3

15W-40 228.3

10W-40 228.3

15W-40 228.3

5W-40 228.5

15W-40 228.3

5W-40 229.3

5W-30 229.5

15W-40 228.3

5W-40 229.3

15W-40 228.3

5W-30 228.5

10W-40 228.5

15W-40 228.3

0 - 4 LUBRICATION & MAINTENANCE VA

DaimlerChrysler

Approved En-

gine Oil

Mobil Delvac 1 5W-40 228.5

Mobil Delvac

1300 Super (1)

Mobil SHC For-

mula MB

MOPART Part

No.

04798231AD

Motul 8100 E-

Tech 0W-40

Motul 8100 X-

cess 5W-40

Panolin Indy SV 5W-40 229.3

Pennzoil Euro-

pean Formula

Ultra

Pennzoil Syn-

thetic European

Formula

Premium Syn-

thetik Motorenöl

QS Superfleet 15W-40 228.3

Quaker State

European For-

mula Ultra

Quaker State

Full Synthetic

European For-

mula

Quaker State

Super Series III

(1)

Raloy Diesel

Turbo MX

Raloy Motor

Diesel

Repsol Turbo

UHPD

Roshfrans Vol-

tro Diesel (1) Shell Helix Ultra 5W-30 229.3 Shell Helix Ultra 5W-40 229.3

Shell Rimula X

CH-4

Shell Rimula X

CH-4

SAE Rating MB Sheet

Number

15W-40 228.3

5W-30 229.5

15W-40 228.3

0W-40 229.3

5W-40 229.3

5W-30 229.5

5W-40 229.3

5W-30 229.5

5W-40 229.3

15W-40 228.3

10W-40 228.5

15W-40 228.3

20W-50 228.3

DaimlerChrysler

Approved En-

gine Oil

Shell Rotella T

Multigrade (1)

Super Diesel

Oil MB-3

Supreme Duty Diesel Engine

Oil Multi- grade

Unoil GX-7 5W-40 229.3

Ursa Premium

TDX

Ursa Premium

TDX

Valvoline Syn-

Power MXL (1) Engine oil also meets API classification CI-4.

Other oils may meet requirements - see oil label to

Use of the approved fluid is required if the ASSYST Oil Service Reminder is followed. Use of a lower quality oil on this service schedule may cause severe engine damage.

SAE Rating MB Sheet

Number

15W-40 228.3

10W-30 228.3

15W-40 228.3

0W-30 229.3

determine

FUEL REQUIREMENTS - DIESEL ENGINE

WARNING: Do not use alcohol or gasoline as a fuel blending agent. They can be unstable under certain conditions and hazardous or explosive when mixed with diesel fuel.

Use only commercially available vehicular diesel fuels No. 2 or No. 1 (ASTM D 975 No. 2-D or No. 1-D).

NOTE: Because of its better quality, the manufacturer recommends the use of commercially available vehicular diesel fuel No. 2.

DIESEL FUELS FOR USE AT VERY LOW TEMPERATURE

At very low temperatures, the fluidity of No. 2 diesel fuel may become insufficient due to paraffin seperation. For this reason, the vehicle comes equipped with a fuel preheater. It permits trouble free engine operation to a temperature of approximately 14°F (-10°C) when using No. 2 diesel fuel.

To avoid malfunctions, No. 2 diesel fuel of a lowered cloud point is marketed during the cold season.

At temperatures below 14 °F (-10 °C) use winterized or No. 1 diesel fuel only.

VA LUBRICATION & MAINTENANCE 0 - 5

Do not blend other specific fuel additives with diesel fuel. They only result in unnecessary cost, and may be harmful to the engine operation.

POWER STEERING FLUID

No fluid service required. Filled with Power Steering Fluid approved to MB 236.3, such as Mobil ATF-D (Exxon Mobil Corporation) or equivalent.

OPERATION - AUTOMATIC TRANSMISSION FLUID

The automatic transmission fluid is selected based upon several qualities. The fluid must provide a high level of protection for the internal components by providing a lubricating film between adjacent metal components. The fluid must also be thermally stable so that it can maintain a consistent viscosity through a large temperature range. If the viscosity stays constant through the temperature range of operation, transmission operation and shift feel will remain consistent. Transmission fluid must also be a good conductor of heat. The fluid must absorb heat from the internal transmission components and transfer that heat to the transmission case.

FLUID CAPACITIES

SPECIFICATIONS - FLUID CAPACITIES

DESCRIPTION SPECIFICATION

ENGINE COOLANT

10 Liters 10.5 Quarts

ENGINE OIL

9.0L without Filter Replacement

AUTOMATIC TRANSMISSION

Service Fill - NAG1 5.0 L (10.6 pts.)

O-haul Fill - NAG1 7.7 L (16.3 pts.)

Dry fill capacity Depending on type and size of internal cooler, length and inside diameter of cooler lines,

or use of an auxiliary cooler, these figures may vary.

(Refer to appropriate 21 - TRANSMISSION/AUTO-

MATIC/FLUID - STANDARD PROCEDURE).

REAR AXLE ±.03L (1 oz.)

8 1/2 1.8 L (4.0 pts.)

FUEL TANK

Primary 100 L (26.4 gal.)*

Reserve 10.5 L (2.8 gal.)*

*Nominal refill capacities are shown. A variation may

be observed from vehicle to vehicle due to manufac-

turing tolerance and refill procedure

9.5 Quarts with Filter Replacement

DESCRIPTION SPECIFICATION

POWER STEERING SYSTEM

Power steering fluid capacities are dependent on

engine/chassis options as well as steering gear/cool-

er options. Depending on type and size of internal

cooler, length and inside diameter of cooler lines, or

use of an auxiliary cooler, these capacities may vary.

Refer to 19, Steering for proper fill and bleed proce-

dures.

FLUID FILL / CHECK LOCATIONS

INSPECTION - FLUID FILL / CHECK LOCATIONS

The fluid fill/check locations and lubrication points

are located in each applicable group.

HOISTING

STANDARD PROCEDURE - HOISTING

Refer to the Owner’s Manual for emergency vehicle

lifting procedures.

WARNING: THE HOISTING AND JACK LIFTING POINTS PROVIDED ARE FOR A COMPLETE VEHICLE. WHEN A CHASSIS OR DRIVETRAIN COMPONENT IS REMOVED FROM A VEHICLE, THE CENTER OF GRAVITY IS ALTERED MAKING SOME HOISTING CONDITIONS UNSTABLE. PROPERLY SUPPORT OR SECURE VEHICLE TO HOISTING DEVICE WHEN THESE CONDITIONS EXIST.

FLOOR JACK

When properly positioned, a floor jack can be used to lift a vehicle. Support the vehicle in the raised position with jack stands at the front and rear ends of the frame rails.

CAUTION: Do not lift vehicle with a floor jack positioned under:

• An axle tube.

• A body side sill.

• A steering linkage component.

• A drive shaft.

• The engine or transmission oil pan.

• The fuel tank.

• A front suspension arm.

0 - 6 LUBRICATION & MAINTENANCE VA HOIST

A vehicle can be lifted with:

• A single-post, frame-contact hoist.

• A twin-post, chassis hoist.

• A ramp-type, drive-on hoist.

NOTE: When a frame-contact type hoist is used, verify that the lifting pads are positioned properly. The forward lifting pads should be positioned against the forward flange of the transmission crossmember brackets at the bottom of the frame rail. The real lifting pads should be wedged between the forward flange of the leaf spring bracket and the frame rail. Safety stands should be placed under the frame rails at the front and rear ends.

• IF EQUIPPED, DO NOT JUMP START WHEN MAINTENANCE FREE BATTERY INDICATOR DOT IS YELLOW OR BRIGHT COLOR.

• DO NOT JUMP START A VEHICLE WHEN THE BATTERY FLUID IS BELOW THE TOP OF LEAD PLATES.

• DO NOT ALLOW JUMPER CABLE CLAMPS TO TOUCH EACH OTHER WHEN CONNECTED TO A BOOSTER SOURCE.

• DO NOT USE OPEN FLAME NEAR BATTERY.

• REMOVE METALLIC JEWELRY WORN ON

HANDS OR WRISTS TO AVOID INJURY BY ACCIDENTAL ARCING OF BATTERY CURRENT.

• WHEN USING A HIGH OUTPUT BOOSTING DEVICE, DO NOT ALLOW BATTERY VOLTAGE TO EXCEED 16 VOLTS. REFER TO INSTRUCTIONS PROVIDED WITH DEVICE BEING USED. FAILURE TO FOLLOW THESE INSTRUCTIONS MAY RESULT IN PERSONAL INJURY.

CAUTION: When using another vehicle as a booster, do not allow vehicles to touch. Electrical systems can be damaged on either vehicle.

Fig. 2 HOIST LOCATIONS

1 - TRANSMISSION CROSSMEMBER SUPPORT 2 - REAR LEAF SPRING MOUNT - FRONT 3 - TRANSMISSION CROSSMEMBER

JUMP STARTING

STANDARD PROCEDURE - JUMP STARTING

WARNING: REVIEW ALL SAFETY PRECAUTIONS AND WARNINGS IN THE BATTERY SYSTEM SECTION OF THE SERVICE MANUAL. (Refer to 8 ELECTRICAL/BATTERY SYSTEM/BATTERY - STANDARD PROCEDURE)

• DO NOT JUMP START A FROZEN BATTERY,

PERSONAL INJURY CAN RESULT.

TO JUMP START A DISABLED VEHICLE:

(1) Raise hood on disabled vehicle and visually

inspect engine compartment for:

• Battery cable clamp condition, clean if necessary.

• Frozen battery.

• Yellow or bright color test indicator, if equipped.

• Low battery fluid level.

• Generator drive belt condition and tension.

• Fuel fumes or leakage, correct if necessary.

CAUTION: If the cause of starting problem on disabled vehicle is severe, damage to booster vehicle charging system can result.

(2) When using another vehicle as a booster source, park the booster vehicle within cable reach. Turn off all accessories, set the parking brake, place the automatic transmission in PARK or the manual transmission in NEUTRAL and turn the ignition OFF.

(3) On disabled vehicle, place gear selector in park or neutral and set park brake. Turn off all accessories.

(4) Connect jumper cables to booster battery. RED clamp to positive terminal (+). BLACK clamp to negative terminal (-). DO NOT allow clamps at opposite end of cables to touch, electrical arc will result. Review all warnings in this procedure.

(5) On disabled vehicle, connect RED jumper cable clamp to positive (+) terminal. Connect BLACK jumper cable clamp to engine ground as close to the ground cable attaching point as possible.

VA SUSPENSION 2 - 1

SUSPENSION

TABLE OF CONTENTS

page page

FRONT .................................1

REAR ..................................11

FRONT

TABLE OF CONTENTS

page page

FRONT

SPECIFICATIONS - TORQUE CHART .........1

SPECIAL TOOLS

FRONT SUSPENSION ...................2

BUSHINGS

REMOVAL .............................3

INSTALLATION ..........................3

HUB / BEARING

DIAGNOSIS AND TESTING - ...............4

REMOVAL .............................4

INSTALLATION ..........................5

KNUCKLE

REMOVAL .............................5

INSTALLATION ..........................6

LOWER BALL JOINT

REMOVAL .............................6

INSTALLATION ..........................6

LOWER CONTROL ARM

REMOVAL .............................6

INSTALLATION ..........................7

WHEEL ALIGNMENT ......................17

SPRING

REMOVAL .............................7

INSTALLATION ..........................8

SPRING CLAMP PLATES

REMOVAL .............................8

INSTALLATION ..........................9

SPRING STOP PLATES

REMOVAL .............................9

INSTALLATION ..........................9

STABILIZER BAR

DESCRIPTION ..........................9

OPERATION ............................9

REMOVAL .............................9

INSTALLATION ..........................9

STABILIZER LINK

REMOVAL .............................10

INSTALLATION .........................10

STRUT

REMOVAL .............................10

INSTALLATION .........................10

FRONT

SPECIFICATIONS - TORQUE CHART

DESCRIPTION N·m Ft. Lbs. In. Lbs.

Lower Ball Joint To Steer-

ing Knuckle

Strut To Steering Knuckle 185 136 —

Strut To Body 100 74 —

Bottom Spring Clamp

Plate To Front Axle

M12 X 1.5 Bolt

TORQUE SPECIFICATIONS

280 206 —

130 96 —

2 - 2 FRONT VA

DESCRIPTION N·m Ft. Lbs. In. Lbs.

Bottom Spring Clamp

Plate To Front Axle

M10 Bolt

Sway Bar Clamp To The

Front Axle

Hexagon Socket Bolt For

Clamping Nut To Adjust

Wheel Bearing Play

Lower Control Arm To

Front Axle Beam

Stop Plate For Lower

Control Arm Outer Tie Rod End Nut 130 96 — Outer Tie Rod End Nut

Jam Nut

65 48 —

30 22 —

12 9 106

150 110 —

60 44 —

50 37 —

SPECIAL TOOLS

FRONT SUSPENSION

SPECIAL TOOL CROSS REFERENCE CHART

TOOL #

N/A 9288 LEAF SPRING WEDGE

N/A 9294 LOWER BALL JOINT RE-

N/A 9302 BUSHING REMOVER /IN-

N/A C-3894-A PULLER TIE ROD

730 589

02 33 00

N/A C-4212F BALL JOINT PRESS

MILLER TOOL #

9282 BALL JOINT SEPARA-

DESCRIPTION

BLOCK

MOVE/INSTALLER

STALLER

TOR

BALL JOINT PRESS - C-4212F

LOWER BALL JOINT REMOVE / INSTALL - 9294

Puller Tie Rod C-3894-A

VA FRONT 2 - 3

(3) Install special tool C-4212F (Press) with special

tool 9302-1 (Driver) and 9302–3 (Receiver) (Fig. 1).

BALL JOINT SEPARATOR - 9282

Fig. 1 LCA BUSHING REMOVAL

1 - SPECIAL TOOL C-4212F (PRESS) 2 - SPECIAL TOOL 9302-1 (DRIVER) 3 - LOWER CONTROL ARM 4 - SPECIAL TOOL 9302-3 (RECEIVER CUP) 5 - BUSHING

LEAF SPRING WEDGE BLOCK - 9288

BUSHING REMOVER / INSTALLER-9302

(4) Press out the old control arm bushing.

INSTALLATION

(1) Install the new control arm bushing into the

control arm.

(2) Press the new bushing into the control arm using special tool C-4212F and 9302-1 (Driver) with 9302-2 (Sizer cup) and 9302-4 (Receiver) (Fig. 2).

(3) Press the bushing in all the way until the lip is seated properly into the control arm.

(4) Install the lower control arm to the vehicle (Refer to 2 - SUSPENSION/FRONT/LOWER CONTROL ARM - INSTALLATION).

BUSHINGS

REMOVAL

(1) Remove the lower control arm (Refer to 2 SUSPENSION/FRONT/LOWER CONTROL ARM REMOVAL).

(2) Install the lower control arm in a vise.

2 - 4 FRONT VA

Fig. 2 LCA BUSHING INSTALL

1 - SPECIAL TOOL C-4212F (PRESS) 2 - SPECIAL TOOL 9302-1 (DRIVER) 3 - BUSHING 4 - SPECIAL TOOL 9302-2 (SIZER CUP) 5 - LOWER CONTROL ARM 6 - SPECIAL TOOL 9302-4 (RECEIVER CUP)

HUB / BEARING

DIAGNOSIS AND TESTING -

(1) Raise and support the vehicle.

(2) Remove the grease cap.

(3) Position a dial indicator against the face of the wheel hub (Fig. 3).

(4) Tighten the locking screw on the clamping nut (Fig. 3).

(5) Pull the wheel hub firmly back and forth and read off the wheel bearing play on the dial gauge. (Wheel bearing play should be 0.02 - 0.04 mm (0.000787 - 0.00158 in.).

(6) If necessary, loosen the locking screw and adjust the wheel bearing play by loosing or tightening the clamping nut.

(7) Retighten the locking screw and recheck the wheel bearing play.

Fig. 3 MEASURING & ADJUSTING WHEEL BEARING

1 - WHEEL HUB 2 - LOCKING SCREW 3 - DIAL INDICATOR

REMOVAL

(1) Raise and support the vehicle. (2) Remove the front wheels (Refer to 22 - TIRES/

WHEELS/WHEELS - REMOVAL).

(3) Remove the disc brake caliper adapter (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPER ADAPTER - REMOVAL).

(4) Remove the wheel flange ring (if equipped with dual rear wheels) (Fig. 5).

(5) Remove the disc brake rotor (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/ROTORS REMOVAL).

(6) Remove the grease cap (Fig. 4).

(7) Loosen the bolt on the clamping nut and remove the clamping nut (Fig. 4).

(8) Remove the thrust washer (Fig. 4).

(9) Remove the wheel hub and tapered roller bearing from the stub axle assembly (Fig. 4).

VA FRONT 2 - 5

INSTALLATION

(1) Install the wheel hub with the tapered roller bearing on the stub axle (Fig. 4).

(2) Grease the outer tapered roller bearing thoroughly and push onto the steering knuckle (Fig. 4).

NOTE: The smooth side of the thrust washer must point toward the wheel bearing.

(3) Install the thrust washer (Fig. 4).

(4) Install the clamping nut (Fig. 4). Tighten to 12 N·m (9 ft. lbs.) and then loosen a half of a turn.

(5) Check for wheel bearing end play. End play should be 0.02- 0.04 mm (0.000787 - 0.00158 in.) (Fig. 3) (Refer to 2 - SUSPENSION/FRONT/HUB /

Fig. 4 FRONT WHEEL HUB WITH SINGLE REAR

WHEELS (SRW)

1 - CALIPER ADAPTER BOLT 2 - DISC BRAKE CALIPER 3 - INNER BEARING 4 - WHEEL HUB 5 - DISC BRAKE ROTOR 6 - OUTER BEARING 7 - THRUST WASHER 8 - CLAMPING NUT 9 - GREASE CAP 10 - LOCKING BOLT 11 - GREASE SEAL 12 - STEERING KNUCKLE

BEARING - DIAGNOSIS AND TESTING).

(6) Pack the grease cap half with grease and coat at the edge with sealant and install the cap (Fig. 4).

(7) Install the disc brake rotor (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL/ROTORS INSTALLATION).

(8) Install the disc brake caliper adapter (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPER ADAPTER - INSTALLATION).

(9) Install the wheel flange ring (if equipped with dual rear wheels) (Fig. 5).

(10) Install the front tire & wheels assembly (Refer to 22 - TIRES/WHEELS/WHEELS - INSTALLATION).

(11) Lower the vehicle.

Fig. 5 FRONT WHEEL HUB WITH DUAL REAR

WHEELS (DRW)

1 - ADAPTER BOLT 2 - DISC BRAKE CALIPER 3 - INNER BEARING RACE 4 - WHEEL HUB 5 - DISC BRAKE ROTOR 6 - LOCKING BOLT 7 - WHEEL FLANGE RING 8 - OUTER BEARING 9 - THRUST WASHER 10 - CLAMPING NUT 11 - GREASE CAP 12 - WHEEL FLANGE RING MOUNTING BOLT 13 - GREASE SEAL 14 - STEERING KNUCKLE

KNUCKLE

REMOVAL

(1) Raise and support the vehicle.

(2) Remove the front wheels (Refer to 22 - TIRES/ WHEELS/WHEELS - REMOVAL).

(3) Remove the disc brake caliper adapter (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPER ADAPTER - REMOVAL).

(4) Remove the hub/bearing (Refer to 2 - SUSPENSION/FRONT/HUB / BEARING - REMOVAL).

(5) Separate the outer tie rod from the steering knuckle (Fig. 6) using special tool C-3894–A.

(6) Raise the lower control arm approximately 10 mm using a jack. In order to eliminate tensile

force in the damper strut.

(7) Remove the ABS sensor from the knuckle by pulling straight out.

(8) Remove the strut at the knuckle (Fig. 6).

(9) Separate the lower ball joint from the steering knuckle using special tool 9282 (Fig. 6).

(10) Remove the steering knuckle from the vehicle (Fig. 6).

2 - 6 FRONT VA

(4) Remove the steering knuckle (Refer to 2 - SUSPENSION/FRONT/KNUCKLE - REMOVAL).

(5) Remove the lower ball joint using special tool 9294-1 (Driver) with 9294-2 (Reciever) and C-4212–F. (Fig. 7).

Fig. 6 STEERING KNUCKLE

1 - STRUT 2 - STRUT BOLT 3 - STEERING KNUCKLE 4 - LOWER BALL JOINT NUT 5 - OUTER TIE ROD END RETAINING NUT 6 - INNER TIE ROD END 7 - LOWER CONTROL ARM

INSTALLATION

(1) Install the steering knuckle on the lower ball

joint stud (Fig. 6).

(2) Install the lower ball joint nut (Fig. 6). Tighten

to 280 N·m (206 ft. lbs.)

(3) Install the strut to the steering knuckle (Fig.

6). Tighten to 185 N·m (136 ft. lbs.). (4) Install the outer tie rod end to the steering

knuckle (Fig. 6) and tighten the nut to 130 N·m (96 ft. lbs.).

(5) Install the ABS sensor by pushing the sensor

all the way into the knuckle and the sensor will self adjust when the wheel is turned.

(6) Install the hub/bearing (Refer to 2 - SUSPEN-

SION/FRONT/HUB / BEARING - INSTALLATION).

(7) Install the disc brake caliper adapter with the

brake caliper (Refer to 5 - BRAKES/HYDRAULIC/ MECHANICAL/DISC BRAKE CALIPER ADAPTER INSTALLATION).

(8) Install the front wheels (Refer to 22 - TIRES/

WHEELS/WHEELS - INSTALLATION).

(9) Lower the vehicle. (10) Check and set toe if necessary (Refer to 2 -

SUSPENSION/WHEEL ALIGNMENT - STANDARD PROCEDURE).

LOWER BALL JOINT

REMOVAL

(1) Raise and support the vehicle. (2) Remove the front tire and wheel assembly. (3) Remove the front strut (Refer to 2 - SUSPEN-

SION/FRONT/STRUT - REMOVAL).

1 - LOWER CONTROL ARM 2 - LOWER BALL JOINT

INSTALLATION

(1) Install the ball joint into the lower control arm using special tool 9294-3 (Installer ring) inserted in 9294-2 (Reciever) and C-4212–F (Fig. 7).

(2) Install the front strut (Refer to 2 - SUSPENSION/FRONT/STRUT - INSTALLATION).

(3) Install the steering knuckle (Refer to 2 - SUSPENSION/FRONT/KNUCKLE - INSTALLATION).

(4) Install the tire and wheel assembly (Refer to 22

- TIRES/WHEELS/WHEELS - INSTALLATION).

(5) Lower the vehicle.

(6) Check the front wheel alignment (Refer to 2 SUSPENSION/WHEEL ALIGNMENT - SPECIFICATIONS).

LOWER CONTROL ARM

REMOVAL

(1) Insert spring blocks special tool 9288 between the spring and the spring clamp plates, While the vehicles wheels are on the ground.

(2) Raise and support the vehicle.

(3) Remove the front wheels (Refer to 22 - TIRES/ WHEELS/WHEELS - REMOVAL).

(4) Remove the disc brake caliper adapter (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC BRAKE CALIPER ADAPTER - REMOVAL). Hang

the caliper. Do not allow brake hose to support the caliper weight.

(5) Remove the retaining nut holding the tie rod to the steering knuckle (Fig. 8).

Fig. 7 LOWER BALL JOINT

VA DIFFERENTIAL & DRIVELINE 3 - 1

DIFFERENTIAL & DRIVELINE

TABLE OF CONTENTS

page page

PROPELLER SHAFT .......................1 REAR AXLE .............................12

PROPELLER SHAFT

TABLE OF CONTENTS

page page

PROPELLER SHAFT

DIAGNOSIS AND TESTING

PROPELLER SHAFT ....................1

STANDARD PROCEDURE .................4

SPECIFICATIONS ........................6

SPECIAL TOOLS ........................6

PROPELLER SHAFT

DIAGNOSIS AND TESTING

PROPELLER SHAFT

PROPELLER SHAFT VIBRATION

Out-of-round tires or wheels that are out of bal-

ance, will cause a low frequency vibration.

Driveline vibration can be from loose or damaged

engine mounts.

Propeller shaft vibration increases with vehicle speed. A vibration within a specific speed is not usually caused by a out of balanced propeller shaft. Worn universal joints or an incorrect propeller shaft angle, usually cause such a vibration.

PROPELLER SHAFT

REMOVAL .............................7

INSTALLATION ..........................9

CENTER BEARING

REMOVAL .............................9

INSTALLATION .........................10

3 - 2 PROPELLER SHAFT VA

DRIVELINE VIBRATION

Drive Condition Possible Cause Correction

Propeller Shaft Noise 1) Undercoating or other foreign

material on shaft.

2) Loose U-joint clamp screws. 2) Install new clamps and screws

3) Loose or bent U-joint yoke or excessive runout.

4) Incorrect driveline angularity. 4) Measure and correct driveline

5) Rear spring center bolt not in seat.

6) Worn U-joint bearings. 6) Install new U-joint.

7) Propeller shaft damaged or out of balance.

8) Broken rear spring. 8) Install new rear spring.

9) Excessive runout or unbalanced condition.

10) Excessive drive pinion gear shaft runout.

11) Excessive axle yoke deflection. 11) Inspect and replace yoke if

12) Excessive transfer case runout.

Universal Joint Noise 1) Loose U-joint clamp screws. 1) Install new clamps and screws

2) Lack of lubrication. 2) Replace as U-joints as neces-

1) Clean exterior of shaft and wash with solvent.

and tighten to proper torque.

3) Install new yoke.

angles.

5) Loosen spring u-bolts and seat center bolt.

7) Installl new propeller shaft.

9) Re-index propeller shaft, test, and evaluate.

10) Re-index propeller shaft and evaluate.

necessary.

12) Inspect and repair as necessary.

and tighten to proper torque.

sary.

PROPELLER SHAFT BALANCE

NOTE: Removing and indexing the propeller shaft 180° relative to the yoke may eliminate some vibrations.

If propeller shaft is suspected of being out of balance, verify with the following procedure:

(1) Place vehicle in netrual.

(2) Raise and support the vehicle by the axles as level as possible.

(3) Clean all foreign material from propeller shaft and universal joints.

(4) Inspect propeller shaft for missing balance weights, broken welds, and bent areas.

NOTE: If propeller shaft is bent, it must be replaced.

(5) Inspect universal joints for wear, properly installed and correct alignment with the shaft.

(6) Check universal joint clamp screws torque.

(7) Remove wheels and tires. Install wheel lug nuts to retain the brake drums/rotors.

(8) Mark and number propeller shaft six inches

from the pinion yoke end at four positions 90° apart.

(9) Run and accelerate the vehicle until vibration occurs. Note intensity and speed the vibration occurred. Stop the engine.

(10) Install a screw clamp at position 1 (Fig. 1).

VA PROPELLER SHAFT 3 - 3

Fig. 1 Clamp Screw At Position 1

1 - CLAMP 2 - SCREWDRIVER

(11) Start engine and re-check for vibration. If little or no change in vibration is evident, move clamp to the next positions and repeat vibration test.

NOTE: If there is no difference in vibration at the other positions, the vibration may not be propeller shaft.

(12) If vibration decreased, install a second clamp (Fig. 2) and repeat vibration test.

Fig. 2 Two Clamp Screws At The Same Position

(13) If additional clamp causes additional vibration, separate clamps 1/2 inch above and below the mark. Repeat the vibration test (Fig. 3).

Fig. 3 Clamp Screws Separated

1-1⁄2INCH

(14) Increase distance between clamps and repeat test until vibration is at the lowest level. Bend the slack end of the clamps so the screws will not loosen.

(15) If vibration remains unacceptable, preform the procedure to the front end of the propeller shaft.

(16) Install the wheel and tires. Lower the vehicle.

PROPELLER SHAFT RUNOUT

(1) Clean the propeller shaft surface where the dial indicator will contact the shaft.

(2) The dial indicator must be installed perpendicular to the shaft surface.

(3) Measure runout at the center and ends of the shaft away from weld areas, to ensure weld process will not effect the measurements.

(4) Refer to Runout Specifications chart.

(5) If propeller shaft is out of specification, remove propeller shaft and index the shaft 180°. Install the propeller shaft and measure shaft runout again.

(6) If propeller shaft is now within specifications, mark shaft and yokes for proper orientation.

(7) If propeller shaft runout is not within specifications, check runout of the transmission and axle. Correct as necessary and repeat propeller shaft runout measurement.

(8) Replace propeller shaft if the runout still exceeds the limits.

3 - 4 PROPELLER SHAFT VA

RUNOUT SPECIFICATIONS

Front of Shaft 0.020 in. (0.50 mm) Center of Shaft 0.025 in. (0.63 mm) Rear of Shaft 0.020 in. (0.50 mm) note:

Measure front/rear runout approximately 76 mm (3 in.) from the weld seam at each end of the shaft tube for tube lengths over 30 inches. For tube lengths under 30 inches, the maximum allowed runout is 0.50 mm (0.020 in.) for the full length of the tube.

STANDARD PROCEDURE

PROPELLER SHAFT ANGLE

This procedure applies the front and rear propeller

shafts.

(1) Place vehicle in netural. (2) Raise and support vehicle at the axles as level

as possible.

(3) Remove universal joint snap rings if equipped,

so Inclinometer 7663 base sits flat.

(4) Rotate shaft until transmission case output

yoke bearing is facing downward.

RULES

• Good cancellation of U-joint operating angles

should be within 1degree.

• Operating angles should be less than 3 degrees.

• At least 1/2 of one degree continuous operating

(propeller shaft) angle.

NOTE: Always make measurements from front to rear and from the same side of the vehicle.

(5) Place Inclinometer 7663 on yoke bearing (A) parallel to the shaft. Center bubble in sight glass and record measurement.

This measurement will give you the transmission yoke Output Angle (A).

(6) Rotate propeller shaft 90 degrees and place inclinometer on yoke bearing parallel to the shaft. Center bubble in sight glass and record measurement. This measurement can also be taken at the rear end of the shaft.

This measurement will give you the Propeller Shaft Angle (C).

(7) Rotate propeller shaft 90 degrees and place inclinometer on companion flange yoke bearing parallel to the shaft. Center bubble in sight glass and record measurement.

This measurement will give you the Pinion Flange Input Angle (B).

(8) Subtract smaller figure from larger (C minus A) to obtain Transmission Output Operating Angle.

(9) Subtract smaller figure from larger (C minus B) to obtain axle Input Operating Angle.

Refer to rules and example in (Fig. 4) for additional information.

VA PROPELLER SHAFT 3 - 5

Fig. 4 UNIVERSAL JOINT ANGLE EXAMPLE

1 - 4.9° Angle (C) 2 - 3.2° Angle (B) 3 - Input Yoke

TWO / THREE - PIECE PROPELLER SHAFT

The procedure to measure the propeller shaft angles involved with a two/three-piece (Fig. 5) propeller shaft is the same as those for a one-piece propeller shaft.

4 - 3.0° Angle (A) 5 - Output Yoke

3 - 6 PROPELLER SHAFT VA

Fig. 5 UNIVERSAL JOINT ANGLE

1 - YOKES MUST BE IN SAME PLANE

SPECIFICATIONS

TORQUE SPECIFICATIONS

DESCRIPTION N·m Ft. Lbs. In. Lbs.

Propeller shaft to trans-

mission bolt

Propeller shaft to axle

bolt

Retaining bracket to

frame floor bolt

Center Bearing support to

frame floor bolt

Center Bearing to support

nut

70 52 -

100 74 -

95 70 -

105 77 -

SPECIAL TOOLS

SPECIAL TOOL CROSS-REFERENCE CHART

MB TOOL #

N/A 938 BRIGE N/A 1130 SPLITTER

387 589 05 15

N/A 7663

MILLER TOOL

9275 INSTALLER

DESCRIPTION

INCLINOME-

TER

BRIDGE 938

VA BRAKES 5 - 1

BRAKES

TABLE OF CONTENTS

page page

BRAKES - BASE ........................... 1 BRAKES - ABS ........................... 30

BRAKES - BASE

TABLE OF CONTENTS

page page

BRAKES - BASE

DIAGNOSIS AND TESTING - BASE BRAKE

SYSTEM .............................2

STANDARD PROCEDURE

STANDARD PROCEDURE - MANUAL

BLEEDING............................4

STANDARD PROCEDURE - PRESSURE

BLEEDING............................5

HYDRAULIC/MECHANICAL

SPECIFICATIONS

SPECIFICATIONS - TORQUE CHART .......5

BASE BRAKE .........................6

SPECIAL TOOLS

BRAKES .............................7

BRAKE LINES

STANDARD PROCEDURE

STANDARD PROCEDURE - ISO FLARING . . . 8 STANDARD PROCEDURE - DOUBLE

INVERTED FLARING ....................8

BRAKE PADS/SHOES

REMOVAL

REMOVAL - FRONT (SRW) ...............8

REMOVAL - FRONT (DRW) ...............9

REMOVAL - REAR (16” WHEELS) (SRW) ....9

REMOVAL - REAR (15” WHEELS) (SRW) . . . 10

REMOVAL - REAR (DRW) ...............10

INSTALLATION

INSTALLATION - FRONT (SRW) ...........11

INSTALLATION - FRONT (DRW) ..........11

INSTALLATION - REAR (16” WHEELS)

(SRW)..............................11

INSTALLATION - REAR (16” WHEELS)

(SRW)..............................11

INSTALLATION - REAR (DRW) ...........11

DISC BRAKE CALIPERS

REMOVAL

REMOVAL - FRONT (SRW) ..............11

REMOVAL - FRONT (DRW) ..............12

REMOVAL - REAR (SRW) ...............12

REMOVAL - REAR (DRW) ...............13

INSTALLATION

INSTALLATION - FRONT (SRW) ..........13

INSTALLATION - FRONT (DRW) ..........13

INSTALLATION - REAR (SRW) ...........14

INSTALLATION - REAR (DRW) ...........14

DISC BRAKE CALIPER ADAPTER

REMOVAL

REMOVAL - FRONT ....................14

REMOVAL - REAR .....................14

INSTALLATION

INSTALLATION - FRONT ................14

INSTALLATION - REAR .................14

FLUID

DIAGNOSIS AND TESTING - BRAKE FLUID

CONTAMINATION .....................15

STANDARD PROCEDURE - BRAKE FLUID

LEVEL ..............................15

SPECIFICATIONS

BRAKE FLUID ........................15

FLUID RESERVOIR

REMOVAL .............................15

INSTALLATION .........................15

ALB LEVER

REMOVAL .............................16

INSTALLATION .........................16

ALB CONTROLLER

REMOVAL .............................16

INSTALLATION .........................16

ADJUSTMENTS

ADJUSTMENT ........................16

MASTER CYLINDER

DIAGNOSIS AND TESTING - MASTER

CYLINDER/POWER BOOSTER ...........17

STANDARD PROCEDURE - MASTER

CYLINDER BLEEDING ..................18

REMOVAL .............................18

INSTALLATION .........................19

PEDAL

REMOVAL .............................19

INSTALLATION .........................19

5 - 2 BRAKES - BASE VA

POWER BRAKE BOOSTER

DESCRIPTION .........................19

OPERATION ...........................19

REMOVAL .............................20

INSTALLATION .........................20

ROTORS

REMOVAL

REMOVAL - FRONT (SRW) ..............20

REMOVAL - REAR (SRW) ...............20

REMOVAL - FRONT (DRW) ..............21

REMOVAL - REAR (DRW) ...............21

INSTALLATION

INSTALLATION - FRONT (SRW) ..........22

INSTALLATION - REAR (SRW) ...........22

INSTALLATION - FRONT (DRW) ..........22

INSTALLATION - REAR (DRW) ...........22

SUPPORT PLATE

REMOVAL - REAR ......................23

INSTALLATION - REAR ...................23

PARKING BRAKE

SPECIFICATIONS

TORQUE CHART ......................23

SPECIAL TOOLS

PARK BRAKE ........................24

CABLE TENSIONER

REMOVAL .............................24

INSTALLATION .........................24

CABLES

REMOVAL

REMOVAL - FRONT ....................24

REMOVAL - REAR .....................25

INSTALLATION

INSTALLATION - FRONT ................25

INSTALLATION - REAR .................26

ADJUSTMENTS

ADJUSTMENT - PARKING BRAKE CABLES . 26

LEVER

REMOVAL .............................26

INSTALLATION .........................27

SHOES

REMOVAL

REMOVAL - (SRW) ....................27

REMOVAL - (DRW) ....................27

CLEANING - REAR DRUM IN HAT BRAKE ....28

INSTALLATION

INSTALLATION - (SRW) .................28

INSTALLATION - (DRW) .................28

ADJUSTMENTS

ADJUSTMENT ........................28

BRAKES - BASE

DIAGNOSIS AND TESTING - BASE BRAKE SYSTEM

Base brake components consist of the brake pads, calipers, brake drum in hat rotor in the rear, rotors, brake lines, master cylinder, booster, and parking brake components.

Brake diagnosis involves determining if the problem is related to a mechanical, hydraulic, or vacuum operated component.

The first diagnosis step is the preliminary check.

PRELIMINARY BRAKE CHECK

(1) Check condition of tires and wheels. Damaged wheels and worn, damaged, or underinflated tires can cause pull, shudder, vibration, and a condition similar to grab.

(2) If complaint was based on noise when braking, check suspension components. Jounce front and rear of vehicle and listen for noise that might be caused by loose, worn or damaged suspension or steering components.

(3) Inspect brake fluid level and condition. Note that the brake reservoir fluid level will decrease in proportion to normal lining wear. Also note that

brake fluid tends to darken over time. This is normal and should not be mistaken for contamination.

(a) If fluid level is abnormally low, look for evidence of leaks at calipers, wheel cylinders, brake lines, and master cylinder.

(b) If fluid appears contaminated, drain out a sample to examine. System will have to be flushed if fluid is separated into layers, or contains a substance other than brake fluid. The system seals and cups will also have to be replaced after flushing. Use clean brake fluid to flush the system. (4) Check parking brake operation. Verify free

movement and full release of cables and pedal. Also note if vehicle was being operated with parking brake partially applied.

(5) Check brake pedal operation. Verify that pedal

does not bind and has adequate free play. If pedal lacks free play, check pedal and power booster for being loose or for bind condition. Do not road test until condition is corrected.

(6) Check booster vacuum check valve and hose. (7) If components checked appear OK, road test

the vehicle.

ROAD TESTING

(1) If complaint involved low brake pedal, pump

pedal and note if it comes back up to normal height.

(2) Check brake pedal response with transmission

in Neutral and engine running. Pedal should remain firm under constant foot pressure.

VA BRAKES - BASE 5 - 3

(3) During road test, make normal and firm brake stops in 25-40 mph range. Note faulty brake operation such as low pedal, hard pedal, fade, pedal pulsation, 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 cylinder 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 several 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 variation, 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 charring of the lining. It can also generate hard spots in rotors and drums from the overheat-cool down process. 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:

• Seized or improperly adjusted parking brake

cables.

• Loose/worn wheel bearing.

• Seized caliper or wheel cylinder piston.

• Caliper binding on corroded bushings or rusted

slide surfaces.

• Loose caliper mounting.

• Drum brake shoes binding on worn/damaged

support plates.

• Mis-assembled components.

• Long 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:

• Contaminated lining in one caliper

• Seized caliper piston

• Binding caliper

• Loose caliper

• Rusty caliper slide surfaces

• Improper brake pads

• Damaged 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 condition is where direction of pull changes after a few stops. The cause is a combination of brake drag followed by fade at one of the brake units.

5 - 4 BRAKES - BASE VA

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, contaminated 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 lining should be replaced to avoid further brake problems.

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 vibration 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 surfaces

after 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 necessary.

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 frequently not caused 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 - DESCRIPTION). 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.

VA BRAKES - BASE 5 - 5

the bleeder. Repeat bleeding until fluid stream is clear and free of bubbles. Then move to the next wheel.

STANDARD PROCEDURE - PRESSURE BLEEDING

Use approved brake fluid (Refer to LUBRICATION & MAINTENANCE/FLUID TYPES - DESCRIPTION). Use fresh, clean fluid from a sealed container at all times.

Follow the manufacturers instructions carefully when using pressure equipment. Do not exceed the tank manufacturers pressure recommendations. Generally, a tank pressure of 15-20 psi is sufficient for bleeding.

Fill the bleeder tank with recommended fluid and purge air from the tank lines before bleeding.

Do not pressure bleed without a proper master cylinder adapter. The wrong adapter can lead to leak-

Fig. 1 Bleed Hose Setup

1 - BLEED HOSE 2 - FLUID CONTAINER PARTIALLY FILLED WITH FLUID

age, or drawing air back into the system.

(4) Open up bleeder, then have a helper press

down the brake pedal. Once the pedal is down close

HYDRAULIC / MECHANICAL

SPECIFICATIONS

SPECIFICATIONS - TORQUE CHART

TORQUE SPECIFICATIONS

DESCRIPTION N·m Ft. Lbs. In. Lbs.

Brake Lines 14 — 124

Master Cylinder To Brake

Booster Nut

Brake Caliper Adapter

Rear

M12 X 1.5 Bolt

Brake Caliper Adapter

Rear

M14 X 1.5 Bolt

Brake Caliper Adapter

Front

Disc Brake Rotor Locking

Bolt

Front or Rear

Wear Indicator To Caliper

Bolt

Front or Rear

Pedal Bracket to Firewall 23 — 204

28 — 248

90 66 —

170 125 —

23 — 204

10 — 89

5 - 6 BRAKES - BASE VA

DESCRIPTION N·m Ft. Lbs. In. Lbs.

Booster To Pedal Bracket 25 — 221 Brake Caliper Guide Pins

M8 Bolt

Brake Caliper Guide Pins

M10 Bolt

ALB Operating Linkage

Lever To The Rear Axle

Wheel Flange Ring To

Rotor

Rear

Wheel Flange Ring To

Rotor

Front

25 — 221

30 — 266

34 25 300

200 148 —

180 133 —

BASE BRAKE

NOTE: Do not resurface the disc brake rotors if they are out of specifications. (Sprinter Van Rotors must be replaced with new disc brake rotors only).

SPECIFICATIONS

DESCRIPTION SPECIFICATION

Front Disc Brake Caliper Type

Rear Disc Brake Caliper Type

Disc Brake Caliper Bosch Rear Disc Brake Rotor

New DRW

Rear Disc Brake Rotor Wear Limit DRW

Rear Disc Brake Rotor Max. Lateral Runout DRW

Rear Disc Brake Rotor Max. Axial Runout DRW

Front Disc Brake Rotor New DRW

Front Disc Brake Rotor Wear Limit DRW

Front Disc Brake Rotor Max. Lateral Runout DRW

Dual Piston Sliding

Single Piston Sliding

22 mm (0.866 in.)

19 mm (0.748 in.)

.1 mm (0.00394 in.)

.02 mm (0.0007 in.)

22 mm (0.866 in.)

19 mm (0.748 in.)

0.05 mm (0.0019 in.)

DESCRIPTION SPECIFICATION

Front Disc Brake Rotor Max. Axial Runout DRW

Front Disc Brake Rotor New SRW

Front Disc Brake Rotor Wear Limit SRW

Front Disc Brake Rotor Max. Lateral Runout SRW

Front Disc Brake Rotor Max. Axial Runout SRW

Rear Disc Brake Rotor New Models 901,902

Rear Disc Brake Rotor Wear Limit Models 901,902

Rear Disc Brake Rotor Max. Lateral Runout Models 901,902

Rear Disc Brake Rotor Max. Axial Runout Models 901,902

Rear Disc Brake Rotor New Models 690.611/63/64, 903

Rear Disc Brake Rotor Wear Limit Models 690.611/63/64, 903

0.02 mm (0.0007 in.)

22 mm (0.866 in.)

19 mm (0.748 in.)

0.05 mm (0.0019 in.)

0.02 mm (0.0007 in.)

12 mm (0.47 in.)

10 mm (0.40 in.)

.1 mm (0.0007 in.)

0.02 mm (0.0007 in.)

16 mm (0.629 in.)

14 mm (0.55 in.)

VA COOLING 7 - 1

COOLING

TABLE OF CONTENTS

page page

COOLING

OPERATION - COOLING SYSTEM ...........1

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - PRELIMINARY

CHECKS .............................1

COOLING

OPERATION - COOLING SYSTEM

The cooling system regulates engine operating temperature. It allows the engine to reach normal operating temperature as quickly as possible. It also maintains normal operating temperature and prevents overheating.

The cooling system also provides a means of heating the passenger compartment and cooling the automatic transmission fluid (if equipped). The cooling system is pressurized and uses a centrifugal water pump to circulate coolant throughout the system.

DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - PRELIMINARY CHECKS

ENGINE COOLING SYSTEM OVERHEATING

Establish what driving conditions caused the complaint. Abnormal loads on the cooling system such as the following may be the cause:

• PROLONGED IDLE

• VERY HIGH AMBIENT TEMPERATURE

• SLIGHT TAIL WIND AT IDLE

• SLOW TRAFFIC

• TRAFFIC JAMS

• HIGH SPEED OR STEEP GRADES

Driving techniques that avoid overheating are:

• Idle with A/C off when temperature gauge is at

end of normal range.

COOLING SYSTEM .....................2

ACCESSORY DRIVE .......................5

ENGINE .................................9

• Increasing engine speed for more air flow is rec-

ommended.

TRAILER TOWING:

Consult Trailer Towing section of owners manual.

Do not exceed limits.

AIR CONDITIONING; ADD - ON OR AFTER MARKET:

A maximum cooling package should have been ordered with vehicle if add-on or after market A/C is installed. If not, maximum cooling system components should be installed for model involved per manufacturer’s specifications.

RECENT SERVICE OR ACCIDENT REPAIR:

Determine if any recent service has been performed on vehicle that may effect cooling system. This may be:

• Engine adjustments (incorrect timing)

• Slipping engine accessory drive belt(s)

• Brakes (possibly dragging)

• Changed parts. Incorrect water pump or pump

rotating in wrong direction due to belt not correctly routed

• Reconditioned radiator or cooling system refill-

ing (possibly under filled or air trapped in system).

NOTE: If investigation reveals none of the previous items as a cause for an engine overheating complaint, (Refer to 7 - COOLING - DIAGNOSIS AND TESTING)

7 - 2 COOLING VA

COOLING SYSTEM

COOLING SYSTEM DIAGNOSIS - DIESEL ENGINE

CONDITION POSSIBLE CAUSES CORRECTION

TEMPERATUREGAUGE READS LOW

TEMPERATURE GAUGE READS HIGH. COOLANT MAY OR MAY NOT BE LEAKING FROM SYSTEM

1. Vehicle is equipped with a heavy duty cooling system.

2. Temperature gauge not connect-ed2. Connect gauge.

3. Temperature gauge connected but not operating.

4. Coolant level low. 4. Fill cooling system. (Refer to 7 -

1. Vehicle overloaded, high ambient (outside) temperatures with A/C turned on, stop and go driving or prolonged operation at idle speeds.

2. Temperature gauge not functioning correctly.

3. Air traped in cooling 3. Drain cooling system (Refer to 7

4. Radiator cap faulty. 4. Replace radiator cap.

5. Plugged A/C or radiator cooling fins.

6. Coolant mixture incorrect. 6. Drain cooling system (Refer to 7

7. Thermostat stuck shut. 7. Replace thermostat.

8. Bug screen or winter front being used.

9. Viscous fan drive not operating properly.

10. Cylinder head gasket leaking. 10. Check for leaking head gaskets

11. Heater core leaking. 11. Replace heater core.

12. cooling system hoses leaking. 12. Tighten clamps or Replace

1. None. System operating normaly.

3. Check gauge. Refer (Refer to 8

- ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING)

COOLING - STANDARD PROCEDURE)

1. Temporary condition, repair not required. Notify customer of vehicle operation instructions located in Owners Manual.

2. Check gauge. (Refer to 8 ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING)

- COOLING - STANDARD PROCEDURE) and refill (Refer to 7 COOLING - STANDARD PROCEDURE)

5. Clean all debre away from A/C and radiator cooling fins.

- COOLING - STANDARD PROCEDURE) refill with correct mixture (Refer to 7 - COOLING - STANDARD PROCEDURE).

8. Remove bug screen or winter front.

9. Check viscous fan (Refer to 7 COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - DIAGNOSIS AND TESTING)

(Refer to 7 - COOLING - DIAGNOSIS AND TESTING).

hoses.

VA COOLING 7 - 3

CONDITION POSSIBLE CAUSES CORRECTION

13. Brakes dragging. 13. Check brakes. (Refer to 5 BRAKES/HYDRAULIC/MECHANICAL - DIAGNOSIS AND TESTING)

TEMPERATURE GAUGE READING INCONSISTENT ( ERRATIC, CYCLES OR FLUCTUATES)

RADIATOR CAP LEAKING STEAM AND /OR COOLANT INTO RESERVOIR BOTTLE. (TEMPERATURE GAUGE MAY READ HIGH)

HOSE OR HOSES COLLAPSE WHEN ENGINE IS COOLING.

1. Heavy duty cooling system, ex-

tream cold ambient (outside) temperature or heater blower motor in high position.

2. Temperature gauge or gauge

sensor defective.

3. Temporary heavy usage or load. 3. None. Normal condition.

4. Air traped in cooling system. 4. Fill cooling system (Refer to 7 -

5. Water pump 5. Replace water pump.

6. Air leak on suction side of water

pump.

1. Radiator cap defective. 1. Replace radiator cap.

2. Radiator neck surface damaged. 2. Replace radiator.

1. Vacuum created in cooling sys-

tem on engine cool-down is not being relieved through coolant reservior/overflow system.

1. None. System operating normaly.

2. Check gauge. (Refer to 8 ELECTRICAL/INSTRUMENT CLUSTER - DIAGNOSIS AND TESTING)

COOLING - STANDARD PROCEDURE).

6. Check for leak. (Refer to 7 COOLING - DIAGNOSIS AND TESTING)

1. Replace radiator cap, check vent hose between radiator and reservoir bottle for blockage also check reservoir bottle vent for blockage.

NOISY FAN 1. Fan blade(s) loose, damaged. 1. Replace fan blade assembly.

2. Thermal viscous fan drive. 2. None. Normal condition.

INADEQUATE AIR CONDITIONER PERFORMANCE (COOLING SYSTEM SUSPECTED)

3. Fan blades striking surrounding

objects.

4. Thermal viscous fan drive bear-

ing.

5. Obstructed air flow through radi-

ator.

1. Radiator and/or A/C condenser

air flow obstructed.

2. Thermal viscous fan drive not

working.

3. Air seals around radiator dam-

aged or missing.

3. Locate contact point and repair as necessary.

4. Replace viscous fan drive assembly.

5. Remove obstruction.

1. Remove obstruction and/or clean.

2. Check fan drive. (Refer to 7 COOLING/ENGINE/FAN DRIVE VISCOUS CLUTCH - DIAGNOSIS AND TESTING)

3. Inspect air seals, repair or replace as necessary.

7 - 4 COOLING VA

CONDITION POSSIBLE CAUSES CORRECTION

INADEQUATE HEATER PERFORMANCE. GUAGE MAY OR MAY NOT READ LOW.

HEAT ODOR 1. Damaged or missing drive line

1. Heavy duty cooling system, and

cooler ambient temperatures.

2. Obstruction in heater hoses. 2. Remove hoses, remove obstruc-

3. Water pump damaged. 3. Replace water pump.

heat shields.

2. Thermal viscous fan drive dam-

aged.

1. None. Normal condition.

tion.

1. Repair or replace damaged or missing heat shields.

2. Check thermal viscous fan drive. (Refer to 7 - COOLING/ENGINE/ FAN DRIVE VISCOUS CLUTCH DIAGNOSIS AND TESTING)

VA ACCESSORY DRIVE 7 - 5

ACCESSORY DRIVE

TABLE OF CONTENTS

page page

BELT TENSIONERS

DESCRIPTION ..........................5

OPERATION ............................5

DRIVE BELTS

DIAGNOSIS AND TESTING - ACCESSORY

DRIVE BELT ..........................5

BELT TENSIONERS

DESCRIPTION

REMOVAL

REMOVAL ............................8

INSTALLATION

INSTALLATION ........................8

arm pressing the arm into the belt, tensioning the belt.

If a new belt is being installed, the arrow must be within approximately 3 mm (1/8 in.) of indexing mark. Belt is considered new if it has been used 15 minutes or less. If this specification cannot be met, check for:

• The wrong belt being installed (incorrect length/

width)

• Worn bearings on an engine accessory (A/C compressor, power steering pump, water pump, idler pulley or generator)

• A pulley on an engine accessory being loose

• Misalignment of an engine accessory

• Belt incorrectly routed.

Fig. 1 Accessory Drive Belt

1 - WATER PUMP 2 - ACCESSORY DRIVE BELT 3 - AUTOMATIC BELT TENSIONER 4 - 3/89 SQUARE BOLT 5 - MOUNT. BOLT

CAUTION: Do not attempt to check belt tension with a belt tension gauge on vehicles equipped with an automatic belt tensioner.

Drive belts on all engines are equipped with a spring loaded automatic belt tensioner. This tensioner maintains constant belt tension at all times and requires no maintenance or adjustment. (Fig. 1)

OPERATION

WARNING: The automatic belt tensioner assembly is spring loaded. do not attempt to disassemble the tensioner assembly.

The automatic belt tensioner maintains correct belt tension using a coiled spring within the tensioner housing. The spring applies pressure to the tensioner

DRIVE BELTS

DIAGNOSIS AND TESTING - ACCESSORY DRIVE BELT

VISUAL DIAGNOSIS

When diagnosing serpentine accessory drive belts, small cracks that run across the ribbed surface of the belt from rib to rib (Fig. 2), are considered normal. These are not a reason to replace the belt. However, cracks running along a rib (not across) are not normal. Any belt with cracks running along a rib must be replaced (Fig. 2). Also replace the belt if it has excessive wear, frayed cords or severe glazing.

Refer to ACCESSORY DRIVE BELT DIAGNOSIS CHART for further belt diagnosis.

7 - 6 ACCESSORY DRIVE VA

resolve a noise condition, inspect all of the accessory drive pulleys for contamination, alignment, glazing, or excessive end play.

Fig. 2 Belt Wear Patterns

1 - NORMAL CRACKS BELT OK 2 - NOT NORMAL CRACKS REPLACE BELT

NOISE DIAGNOSIS

Noises generated by the accessory drive belt are

most noticeable at idle. Before replacing a belt to

ACCESSORY DRIVE BELT DIAGNOSIS CHART

CONDITION POSSIBLE CAUSES CORRECTION

RIB CHUNKING (One or more ribs has separated from belt body)

RIB OR BELT WEAR 1. Pulley misaligned 1. Align pulley(s)

BELT SLIPS 1. Belt slipping because of insuffi-

1. Foreign objects imbedded in pulley grooves.

1. Remove foreign objects from pulley grooves. Replace belt.

2. Installation damage 2. Replace belt

2. Abrasive environment 2. Clean pulley(s). Replace belt if necessary

3. Rusted pulley(s) 3. Clean rust from pulley(s)

4. Sharp or jagged pulley groove

4. Replace pulley. Inspect belt.

tips

5. Belt rubber deteriorated 5. Replace belt

1. Inspect/Replace tensioner if nec-

cient tension

essary

2. Belt or pulley exposed to sub-

stance that has reduced friction (belt dressing, oil, ethylene glycol)

3. Driven component bearing fail-

ure (seizure)

4. Belt glazed or hardened from

heat and excessive slippage

2. Replace belt and clean pulleys

3. Replace faulty component or bearing

4. Replace belt.

VA AUDIO/VIDEO 8A - 1

AUDIO / VIDEO

TABLE OF CONTENTS

page page

AUDIO

SPECIAL TOOLS

AUDIO ...............................1

ANTENNA BODY & CABLE

REMOVAL .............................1

INSTALLATION ..........................1

INSTRUMENT PANEL ANTENNA CABLE

REMOVAL .............................2

AUDIO

SPECIAL TOOLS

AUDIO

SPECIAL TOOL CROSS REFERENCE CHART

TOOL #

000 589

88 63 00

MILLER TOOL #

9241 RADIO EXTRACTION

DESCRIPTION

TOOL

ANTENNA BODY & CABLE

REMOVAL

(1) Disconnect and isolate the battery negative

cable.

(2) Remove the portion of the headliner over the front seat passengers (Refer to 23 - BODY/INTERIOR/HEADLINER - REMOVAL).

(3) Disconnect the antenna and electrical connections near the windshield (Fig. 1).

INSTALLATION ..........................2

RADIO

REMOVAL .............................2

INSTALLATION ..........................2

SPEAKER

REMOVAL .............................2

INSTALLATION ..........................3

Fig. 1 ANTENNA CABLE

1 - ROOF PANEL 2 - MOUNTING NUT 3 - ANTENNA CABLE 4 - ELECTRICAL CONNECTOR 5 - INSTRUMENT PANEL ANTENNA CABLE

(4) Remove the mounting nut.

(5) Remove the antenna assembly from the roof and pull wire harness and cable through roof opening.

INSTALLATION

(1) Feed wire harness and cable through roof opening and position antenna to roof panel.

(2) Install and tighten antenna mounting nut.

(3) Connect the antenna and electrical connections near the windshield.

(4) Install the headliner (Refer to 23 - BODY/INTERIOR/HEADLINER - INSTALLATION).

(5) Connect the battery negative cable.

8A - 2 AUDIO/VIDEO VA

INSTRUMENT PANEL ANTENNA CABLE

REMOVAL

(1) Disconnect and isolate the battery negative

cable.

(2) Remove the A-pillar trim (Refer to 23 - BODY/

INTERIOR/A-PILLAR TRIM - REMOVAL).

(3) Remove the portion of the headliner over the front seat passengers (Refer to 23 - BODY/INTERIOR/HEADLINER - REMOVAL).

(4) Disconnect the antenna and electrical connections near the windshield.

(5) Remove the glove box (Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE BOX - REMOVAL).

(6) Remove the radio (Refer to 8 - ELECTRICAL/ AUDIO/RADIO - REMOVAL).

(7) Cut both ends of existing cable close to the instrument panel (Fig. 2).

RADIO

REMOVAL

(1) Disconnect and isolate the battery negative

cable.

(2) Using special tool 9241 or equivalent, insert

one into each slot on the face of the radio (Fig. 3).

Fig. 3 RADIO

1 - SPECIAL TOOL 9241 2 - RADIO 3 - RETAINING TAB

Fig. 2 INSTRUMENT PANEL ANTENNA CABLE

INSTALLATION

(1) Insert new cable through glove box opening to the radio opening in the instrument panel.

(2) Route cable up the A-pillar and connect to the antenna body and cable.

(3) Connect the antenna and electrical connections near the windshield.

(4) Attach antenna cable to instrument panel wire harness.

(5) Install glove box (Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE BOX - INSTALLATION).

(6) Install the headliner (Refer to 23 - BODY/INTERIOR/HEADLINER - INSTALLATION).

(7) Install the A-pillar trim (Refer to 23 - BODY/ INTERIOR/A-PILLAR TRIM - INSTALLATION).

(8) Install the radio (Refer to 8 - ELECTRICAL/ AUDIO/RADIO - INSTALLATION).

(9) Connect the battery negative cable.

(3) Disconnect wire harness connector and antenna

from radio.

INSTALLATION

(1) Connect wire harness connector and antenna to

radio.

(2) Position radio to instrument panel and push

into place.

(3) Connect battery negative cable.

SPEAKER

REMOVAL

(1) Disconnect and isolate the battery cable. (2) Remove the A-pillar trim (Refer to 23 - BODY/

INTERIOR/A-PILLAR TRIM - REMOVAL).

(3) Remove speaker grill (Fig. 4).

VA AUDIO/VIDEO 8A - 3

Fig. 4 INSTRUMENT PANEL SPEAKER

(4) Using a trim stick (C-4755 or equivalent), pry up on the speaker.

(5) Disconnect electrical harness connector and remove speaker.

INSTALLATION

(1) Install wire harness connector.

(2) Place speaker into instrument panel.

(3) Install speaker grille.

(4) Install the A-pillar trim (Refer to 23 - BODY/ INTERIOR/A-PILLAR TRIM - INSTALLATION).

(5) Connect the battery negative cable.

VA CHIME/BUZZER 8B - 1

CHIME / BUZZER

TABLE OF CONTENTS

page page

CHIME/BUZZER

DESCRIPTION ..........................1

OPERATION ............................1

CHIME / BUZZER

DESCRIPTION

A chime warning system is standard factory-installed equipment. The chime warning system uses a chime tone generator and a contactless relay that are soldered onto the electronic circuit board inside the ElectroMechanical Instrument Cluster (EMIC) to provide audible indications of various vehicle conditions that may require the attention of the vehicle operator or occupants. The microprocessor-based EMIC utilizes electronic messages received from other modules in the vehicle over the Controller Area Network (CAN) data bus network along with hard wired inputs to the cluster to monitor many sensors and switches throughout the vehicle. In response to those inputs, the circuitry and internal programming of the EMIC allow it to control audible outputs that are produced through its on-board chime tone generator and contactless relay.

The EMIC circuitry and its chime tone generator are capable of producing the following audible outputs:

• Single Chime Tone - A single, extended “beep-

like” chime tone is issued as a seat belt reminder.

• Fast Rate Repetitive Chime Tone - Repeated “beep-like” tones that are issued at a fast rate as an audible alert and to support various visual warnings.

• Slow Rate Repetitive Click Tone - Repeated “click-like” tones that are issued at a slow rate to emulate turn signal and hazard flasher operation.

• Fast Rate Repetitive Click Tone - Repeated “click-like” tones that are issued at a fast rate to emulate turn signal flasher operation with a bulb out.

Hard wired circuitry connects the EMIC and the various chime warning switch and sensor inputs to their respective modules and to each other through the electrical system of the vehicle. These hard wired circuits are integral to the vehicle wire harness, which is routed throughout the vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle electrical system and to the EMIC through the use of a combination of soldered splices, splice block connectors, and

DIAGNOSIS AND TESTING - CHIME

WARNING SYSTEM .....................2

many different types of wire harness terminal connectors and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, further details on wire harness routing and retention, as well as pin-out and location views for the various wire harness connectors, splices and grounds.

The EMIC chime tone generator and contactless relay cannot be adjusted or repaired. If the chime tone generator or contactless relay are damaged or faulty, the entire EMIC unit must be replaced.

OPERATION

The chime warning system components operate on battery current received through a non-switched fused B(+) circuit so that the system may operate regardless of the ignition switch position. The ElectroMechanical Instrument Cluster (EMIC) also monitors the ignition switch position so that some chime features will only occur with ignition switch in the On position, while others occur regardless of the ignition switch position.

The chime warning system provides an audible indication to the vehicle operator or occupants under the following conditions:

• Engine Oil Level Low Warning - Each time the ignition switch is turned to the On position, the EMIC chime tone generator will generate a fast rate repetitive chime tone if electronic messages are received over the Controller Area Network (CAN) data bus from the Engine Control Module (ECM) indicating that the engine level is too low. The ECM uses internal programming and hard wired inputs from the engine oil level and temperature sensor to determine the engine oil level. This audible warning occurs in concert with the visual warning provided by the multi-function indicator in the cluster.

• Fasten Seat Belt Reminder - Each time the ignition switch is turned to the On position, the EMIC chime tone generator will generate a single extended chime tone for a duration of about six seconds, or until the driver side front seat belt is fastened, whichever occurs first. The EMIC uses internal programming and a hard wired input from the driver side front seat belt switch to determine

8B - 2 CHIME/BUZZER VA

the status of the driver side front seat belt. This audible warning occurs independent of the visual warning provided by the EMIC “Seatbelt” indicator.

• Lights-On Warning - The EMIC chime tone generator will generate repetitive chime tones at a fast rate when either front door is opened with the ignition switch in any position except On, and the exterior lights are turned On. The EMIC uses internal programming and hard wired inputs from the left (lighting) control stalk of the multi-function switch, the ignition switch, and both front door jamb switches to determine the current status of these switches. This chime will continue to sound until the exterior lighting is turned Off, until the ignition switch is turned to the On position, or until both front doors are closed, whichever occurs first.

• Key-In-Ignition Warning - The EMIC chime tone generator will generate repetitive chime tones at a fast rate when the key is in the ignition lock cylinder, the ignition switch is in any position except On, and either front door is opened. The EMIC uses internal programming and hard wired inputs from the key-in ignition switch, the ignition switch, and both front door jamb switches to determine the current status of these switches. The chime will continue to sound until the key is removed from the ignition lock cylinder, until the ignition switch is turned to the On position, or until both front doors are closed, whichever occurs first.

• Audible Turn Signal/Hazard Warning Support - The EMIC contactless relay will generate

repetitive clicks at a slow rate during normal turn signal/hazard warning operation, or at a fast rate when a turn signal lamp bulb or circuit is inoperative, in concert with the operation of the turn signal indicators in the cluster. These clicks are designed to emulate the sound of the opening and closing of the contact points in a conventional electromechanical turn signal or hazard warning flasher. The EMIC uses a hard wired input received from the turn signal relay in the fuse block beneath the steering column through the turn signal or hazard warning switch circuitry of the multi-function switch to determine when to flash the turn signal indicators and activate the contactless relay on the cluster electronic circuit board. The turn signal clicks will continue to sound until the turn signal switch is turned Off, or until the ignition switch is turned to the Off position, whichever occurs first. The hazard warning clicks will continue to sound until the hazard warning switch is turned Off.

The EMIC provides chime service for all available features in the chime warning system. The EMIC relies upon its internal programming and hard wired inputs from the front door ajar switches, the key-in ignition switch, the ignition switch, the seat belt switch, and the turn signal/hazard warning (multi-function) switches. The EMIC relies upon electronic message inputs

received from other electronic modules over the CAN data bus network to provide chime service for the low engine oil level warning. Upon receiving the proper inputs, the EMIC activates the chime tone generator or the contactless relay to provide the audible warning to the vehicle operator. The internal programming of the EMIC determines the priority of each chime request input that is received, as well as the rate and duration of each tone that is to be generated. See the owner’s manual in the vehicle glove box for more information on the features provided by the chime warning system.

The hard wired chime warning system inputs to the EMIC, as well as other hard wired circuits for this system may be diagnosed and tested using conventional diagnostic tools and procedures. However, conventional diagnostic methods may not prove conclusive in the diagnosis of the EMIC, the CAN data bus network, or the electronic message inputs used by the EMIC to provide chime warning system service. The most reliable, efficient, and accurate means to diagnose the EMIC, the CAN data bus network, and the electronic message inputs for the chime warning system requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

DIAGNOSIS AND TESTING - CHIME WARNING SYSTEM

WARNING: To avoid personal injury or death, on vehicles equipped with airbags, disable the supplemental restraint system before attempting any steering wheel, steering column, airbag, seat belt tensioner, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the supplemental restraint system. Failure to take the proper precautions could result in accidental airbag deployment.

The hard wired chime warning system inputs to the ElectroMechanical Instrument Cluster (EMIC), as well as other hard wired circuits for this system may be diagnosed and tested using conventional diagnostic tools and procedures. However, conventional diagnostic methods may not prove conclusive in the diagnosis of the EMIC, the Controller Area Network (CAN) data bus network, or the electronic message inputs used by the EMIC to provide chime warning system service. The most reliable, efficient, and accurate means to diagnose the EMIC, the CAN data bus network, and the electronic message inputs for the chime warning system requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

VA ELECTRONIC CONTROL MODULES 8E - 1

ELECTRONIC CONTROL MODULES

TABLE OF CONTENTS

page page

CENTRAL TIMER MODULE

DESCRIPTION ..........................1

OPERATION ............................1

DIAGNOSIS AND TESTING - CENTRAL TIMER

MODULE .............................2

REMOVAL .............................2

INSTALLATION ..........................3

CONTROLLER ANTILOCK BRAKE

DESCRIPTION ..........................3

REMOVAL .............................3

CENTRAL TIMER MODULE

DESCRIPTION

The central timer module (CTM) is located beneath the driver seat. The CTM uses information carried on the programmable communications interface (PCI) data bus network along with many hard wired inputs to monitor many sensor and switch inputs. In response to those inputs, the circuitry and programming of the CTM allow it to supply the vehicle occupants with audible and visual information, and to control and integrate many functions and features of the vehicle through both hard wired outputs and the transmission of message outputs to other modules in the vehicle over the PCI data bus.

The features that the CTM supports or controls include the following:

• Central Locking - The CTM on vehicles equipped with the optional Vehicle Theft Security System (VTSS) includes a central locking/unlocking feature.

• Enhanced Accident Response - The CTM pro- vides an optional enhanced accident response feature. This is a programmable feature.

• Panic Mode - The CTM provides support for the optional RKE system panic mode including horn, headlamp, and park lamp flash features.

• Power Lock Control - The CTM provides the optional power lock system features, including support for the automatic door lock and door lock inhibit modes.

• Programmable Features - The CTM provides support for certain programmable features.

• Remote Keyless Entry - The CTM provides the optional Remote Keyless Entry (RKE) system features, including support for the RKE Lock (with optional horn and park lamps flash), Unlock (with park lamps flash, driver-door-only unlock, and

INSTALLATION ..........................3

ENGINE CONTROL MODULE

DESCRIPTION ..........................3

REMOVAL .............................6

INSTALLATION ..........................6

TRANSMISSION CONTROL MODULE

DESCRIPTION ..........................6

OPERATION ............................7

STANDARD PROCEDURE - TCM ADAPTATION . 10

unlock-all-doors), Panic, and illuminated entry modes, as well as the ability to be programmed to recognize up to four RKE transmitters. The RKE horn, driver-door-only unlock, and unlock-all-doors features are programmable.

• Vehicle Theft Security System - The CTM provides control of the optional Vehicle Theft Security System (VTSS) features, including support for the central locking/unlocking mode and control of the Security indicator in the instrument cluster.

Hard wired circuitry connects the CTM to the electrical system of the vehicle. Refer to the appropriate wiring information.

Many of the features in the vehicle controlled or supported by the CTM are programmable using the DRBIIIt scan tool. However, if any of the CTM hardware components are damaged or faulty, the entire CTM unit must be replaced. The hard wired inputs or outputs of all CTM versions can be diagnosed using conventional diagnostic tools and methods; however, for diagnosis of the CTM or the PCI data bus, the use of a DRBIIIt scan tool is required. Refer to the appropriate diagnostic information.

OPERATION

The central timer module (CTM) monitors many hard wired switch and sensor inputs as well as those resources it shares with other modules in the vehicle through its communication over the programmable communications interface (PCI) data bus network. The internal programming and all of these inputs allow the CTM to determine the tasks it needs to perform and their priorities, as well as both the standard and optional features that it should provide. The CTM then performs those tasks and provides those features through both PCI data bus communication with other modules and hard wired outputs through a number of driver circuits, relays, and

8E - 2 ELECTRONIC CONTROL MODULES VA

actuators.These outputs allow the CTM the ability to control numerous accessory systems in the vehicle.

The CTM monitors its own internal circuitry as well as many of its input and output circuits, and will store a Diagnostic Trouble Code (DTC) in electronic memory for any failure it detects. These DTCs can be retrieved and diagnosed using a DRBIIIt scan tool. Refer to the appropriate diagnostic information.

HARD WIRED INPUTS

The hard wired inputs to the CTM include the following:

• Fused B(+)

• Fused ignition switch output (run-acc)

• Fused ignition switch output (run-start)

• Ground

• Key-in ignition switch sense

• Sliding door switch sense

• Passenger door switch sense

• Driver door switch sense

• PCI bus circuit

HARD WIRED OUTPUTS

The hard wired outputs of the CTM include the following:

• Door lock relay output

• Door unlock relay output

• VTSS indicator driver

MESSAGING

The CTM uses the following messages received from other electronic modules over the PCI data bus:

• Airbag Deploy (ACM)

• Beep request (CMTC)

• Charging System Failure (PCM)

• Chime request (EMIC)

• Engine RPM (PCM)

• OK to Arm VTSS (PCM)

• Security indicator request (SKIM)

• System Voltage (PCM)

• Valid/Invalid Key (SKIM)

• Vehicle Distance (PCM)

• Vehicle Speed (PCM)

tem. Failure to take the proper precautions could result in accidental airbag deployment.

The hard wired inputs to and outputs from the central timer module (CTM) may be diagnosed and tested using conventional diagnostic tools and methods. Refer to the appropriate wiring information.

However, conventional diagnostic methods may not prove conclusive in the diagnosis of the CTM. In order to obtain conclusive testing of the CTM, the programmable communications interface (PCI) data bus network and all of the modules that provide inputs to or receive outputs from the CTM must also be checked. The most reliable, efficient, and accurate means to diagnose the CTM, the PCI data bus network, and the modules that provide inputs to, or receive outputs from, the CTM requires the use of a DRBIIIt scan tool. Refer to the appropriate diagnostic information.

REMOVAL

(1) Disconnect and isolate the battery negative cable.

(2) Slide the driver seat to the full forward position.

(3) Disconnect the wire harness connector for the seat belt latch. (Fig. 1).

(4) Remove the screws that secure the closeout panel beneathe the driver seat cushion and remove the panel.

(5) Remove the screws that secure the central timer module to the bracket.

(6) Disconnect the wire harness connectors from the central timer module.

(7) Remove the central timer module from the vehicle.

DIAGNOSIS AND TESTING - CENTRAL TIMER MODULE

VA ELECTRONIC CONTROL MODULES 8E - 3

REMOVAL

(1) Remove the negative battery cable from the battery.

(2) Pull up on the CAB harness connector release and remove connector.

(3) Remove the CAB mounting bolts.

(4) Remove the CAB from the HCU.

INSTALLATION

(1) Install CAB to the HCU.

(2) Install mounting bolts. Tighten to 2 N·m (16 in. lbs.).

(3) Install the wiring harness connector to the CAB and push down on the release to secure the connector.

(4) Install negative battery cable to the battery.

ENGINE CONTROL MODULE

DESCRIPTION

Fig. 1 Central Timer Module

1 - DRIVER SEAT 2 - WIRE HARNESS CONNECTOR 3 - SCREW (2) 4 - CLOSEOUT PANEL 5 - CENTRAL TIMER MODULE 6 - WIRE HARNESS CONNECTOR (2) 7 - SCREW (2)

INSTALLATION

(1) Position the central timer module in the vehicle (2) Connect the wire harness connectors to the

central timer module.

(3) Install the screws that secure the central timer

module. Tighten the screws securely.

(4) Route the seat belt latch wire lead through the hole in the closeout panel and position the panel beneath the driver seat cushion

(5) Install the screws that secure the closeout panel beneath the driver seat cushion. Tighten the screws securely.

(6) Connect the wire harness connector to the seat belt latch connector.

(7) Slide the driver seat to back to its original position.

(8) Reconnect the negative battery cable.

CONTROLLER ANTILOCK BRAKE

DESCRIPTION

The Controler Antilock Brake (CAB) is mounted to the Hydraulic Control Unit (HCU) and operates the ABS system.

The electronic control module (ECM) is mounted to the left lower dash panel and consists of an electronic printed circuit board which is designed as a milliliter board assembly fitted on both sides. The routing of the wiring harness connector at the ECM connector are split into interfering cables and sensitive cables in order to achieve improved electromagnetic compatibility. The smaller wiring harness connector is used for the vehicle wiring harness and the larger harness is used for the engine wiring harness. The ECM stores engine specific data, monitors the connected sensor and analyzes their measurement (Fig. 2).

Its task consists in controlling the following systems in line with the analysis of the input signals:

• Fuel Supply System

• Injected Quantity Control

• Emission Control System

• Charge Pressure Control

• Cruise Control

• A/C Compressor Shut-Off

• Pre-Heating Output Relay for the Glow Plugs

• Vehicle Theft

• Air Bag

• Monitors inputs/outputs, checks plausibility and

stores faults

• Share information with other control modules

• Diagnosis

If a sensor should fail, provided the fault is not serious, the ECM will continue to operate the engine in Limp-Home Mode (emergency mode) using a default value for the missing signal. The ECM ensures that, continuing to operate the engine will not cause damage or effect safety, otherwise a Engine shut-off process will be carried out (Fig. 3).

8E - 4 ELECTRONIC CONTROL MODULES VA

Fig. 2 ECM

1 - MASS AIR FLOW SENSOR 8 - CHARGE AIR PRESSURE SENSOR 2 - TURBOCHARGER SERVO MOTOR 9 - CHARGE AIR TEMPERATURE SENSOR 3 - CAMSHAFT POSITION SENSOR 10 - COOLANT TEMPERATURE SENSOR 4 - ENGINE OIL SENSOR 11 - FUEL RAIL PRESSURE SENSOR 5 - CRANKSHAFT POSITION SENSOR 12 - FUEL TEMPERATURE SENSOR 6 - PRESSURE REGULATOR VALVE 13 - FUEL QUANTITY CONTROL VALVE 7 - EGR VALVE 14 - AIR INTAKE PRESSURE SENSOR

ECM Control Strategy The engine control module

is involved with a variety of functions such as: (Fig.

• Individual injector activation

• Engine idle speed control to ensure smooth

engine idling independent of engine load

• Ride comfort function such as anti jerk control: The CDI control module detects irregularities in engine speed (resulting, for example, from load changes or gear shift) from the signal supplied by the crankshaft position sensor and reduces them by adjusting the quantity injected into each of the cylinders

• Constant RPM (high idle feature) for ambulance vehicle bodies equipped with electrical appliances

• Starter control, immobilizer, cruise control, kick down, air conditioner

• Maintenance computer ASSYST (optional)

• Glow plug for pre-heating, post heating and

intermittent heating

• Error code memory/diagnostics, communication interface for diagnosis and handling the fault codes

• The maximum vehicle speed is programmable from 19–82 m.p.h. The standard is 82 m.p.h.

VA ELECTRONIC CONTROL MODULES 8E - 5

Fig. 3 ECM CONTROL

New software has been loaded to the ECM for EGR control. This is due to the wider operating range and larger volume of recirculated gas. There is a considerable number of new, adapted, and optimized functions, particularly with regard to injection, EGR, boost control, sensing of the input parameters and the signaling of the actuators (Fig. 3).

• The rail pressure control achieved by signaling the quantity control valve in the high pressure pump and the pressure regulator results in reduced power consumption of high pressure pump and in lowering fuel pressures

• Individual cylinder torque control for smooth engine running: using the crankshaft position sensor signals, the ECM detect non-uniform engine running results from uneven torque contributions of the individual cylinders and adjust the injection quantities of the individual injectors so that all cylinders make the same torque contribution

• A relay is used for activating the electric in-tank fuel pump

• Heated crankcase ventilation to ensure pressure compensation even at low temperatures

• Improved boost pressure control using an electric variable nozzle turbine actuator with position feed back

• Controlled fuel heating using the high pressure pump closed-loop control

• Translation of the drive input received from the accelerator pedal module which is equipped with dual hall sensors

• Measurement of the intake air mass using new mass air flow (MAF) sensor with increase precision and extended measuring range

• O2 sensor for measuring the amount of oxygen in the exhaust in order to calculate the air to fuel ratio. With the intake air mass being known, the injected fuel quantity can be calculated from the air to fuel ratio

• Activation of the O2 sensor heater to burn off deposits

• Full load EGR with a more precise, model based EGR closed-loop control. The ECM calculates the EGR rate from the various sensor signals. Using the calculate EGR rate in percent instead of the fresh air mass flow as a control parameter enables a more precise control of the EGR rate as well as better correction of the target value.

The oxygen sensor signal can be used in combination with the mass air flow signal, the injection quantity signal and pressure and temperature signals to perform the following functions for optimized closed loop control and monitoring of emissions related components:

• Injection valve quantity drift compensation in partial load range: the oxygen content in the exhaust is calculated from the air mass and from injection quantity signal and is compared to the air-fuel ratio as measured by the sensor. If the calculated air-fuel ratio differs from the measured air-fuel ratio, the is no correction of the injection quantity but the EGR

8E - 6 ELECTRONIC CONTROL MODULES VA

rate and boost pressure are adjusted to the actual injection quantity.

• Injection valve quantity drift compensation in full load range: this function is to limit the maximum injection quantity for engine protection. The injection quantity signal is compared to the injection quantity calculated from the oxygen sensor signal and MAF signal. If the comparison shows that the actual injection quantity is too high, it is limited to the maximum permissible injection quantity

• Air-fuel ratio controlled smoke limiter (full load): the smoke limiter limits the injection quantity on the basis of the air-fuel ratio permissible at the smoke limit depending on the measure mass air flow and the calculated EGR rate. As a consequence, the generation of smoke due to an excess injection quantity is avoided under all operating conditions. At the same time, the oxygen sensor signal is used to ensure that the air-fuel ratio is adjusted accordingly

A function referred to as air flow sensor drift compensation detects and corrects the possible drifting of the MAF sensor by comparing the air mass measured by the MAF with the projected air mass as it is calculated by the ECM in consideration of various influencing conditions. It is the air flow drift compensation that gives the MAF air mass measurement the precision needed to use it for the function mentioned above. The high precision of the MAF measurement enables the calculation of the actual injection quantity from the measured air mass and from the oxygen sensor signal in order to correct injection quantity. The MAF signal can also be used as a input parameter for the smoke limiter.

REMOVAL

(1) Disconnect the negative battery cable.

(2) Disconnect the ECM harness connectors (Fig.

4).

(3) Grasp ECM and pull down firmly to release ECM from the retaining bracket tensioning springs (Fig. 4).

1 - BRACKET 2 - ECM 3 - BRACKET TENSIONING SPRINGS

INSTALLATION

NOTE: THE ECM MUST BE PROGRAMMED TO SUPPORT THE VEHICLE OPTIONS PACKAGE.

(1) Position the ECM into the guide of the retain-

ing bracket (Fig. 4).

(2) Carefully push the ECM in to the bracket until

the bracket tensioning springs engage (Fig. 4).

(3) Connect the ECM wiring harness connectors

(Fig. 4).

(4) Connect negative battery cable.

TRANSMISSION CONTROL

Fig. 4 ECM

MODULE

DESCRIPTION

The transmission control module (TCM) receives, processes and sends various digital and analog signals related to the automatic transmission. In addition, it processes information received from other vehicle systems, such as engine torque and speed, accelerator pedal position, wheel speed, kick-down switch, traction control information, etc.

The TCM is located under the driver’s seat and is connected to other control modules via a CAN bus. It controls all shift functions to achieve smooth shift comfort in all driving situations considering:

• Vehicle speed.

• Transmission status.

VA ENGINE SYSTEMS 8F - 1

ENGINE SYSTEMS

TABLE OF CONTENTS

page page

BATTERY SYSTEM ......................... 1

CHARGING SYSTEM....................... 17

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 .........12

STARTING SYSTEM ....................... 28

REMOVAL

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-installed 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 auxiliary battery (if equipped) is located under the passengers front seat. The battery system for this vehicle covers the following related components, which are covered in further detail later in this section of the service manual:

• Battery - The 12v storage battery(s) provides a reliable means of storing a renewable source of electrical energy within the vehicle.

• Battery Cables - The battery cables connect the battery terminal posts to the vehicle electrical system.

• Battery Holddown - The battery holddown hardware secures the battery in the battery tray in the engine compartment.

• Battery Tray - The battery tray provides a secure mounting location in the vehicle for the battery and an anchor point for the battery holddown hardware.

8F - 2 BATTERY SYSTEM VA

For battery system maintenance schedules and jump starting procedures, see the owner’s manual in the vehicle glove box. Optionally, refer to the Lubrication and Maintenance section of this manual for the recommended battery maintenance schedules and for the proper battery jump starting procedure. While battery charging can be considered a maintenance procedure, the battery charging procedure and related information are located later in this section of this service manual. This was done because the battery must be fully-charged before any battery system diagnosis or testing procedures can be performed.

OPERATION

The battery system is designed to provide a safe, efficient, reliable and mobile means of delivering and storing electrical energy. This electrical energy is required to operate the engine starting system, as well as to operate many of the other vehicle accessory systems for limited durations while the engine and/or the charging system are not operating. The battery system is also designed to provide a reserve of electrical energy to supplement the charging system for short durations while the engine is running and the electrical current demands of the vehicle exceed the output of the charging system. In addition to delivering, and storing electrical energy for the vehicle, the battery system serves as a capacitor and voltage stabilizer for the vehicle electrical system. It absorbs most abnormal or transient voltages caused by the switching of any of the electrical components or circuits in the vehicle.

DIAGNOSIS AND TESTING - BATTERY SYSTEM

The battery, starting, and charging systems in the vehicle operate with one another and must be tested as a complete system. In order for the engine to start and the battery to maintain its charge properly, all of

the components that are used in these systems must perform within specifications. It is important that the battery, starting, and charging systems be thoroughly tested and inspected any time a battery needs to be charged or replaced. The cause of abnormal battery discharge, overcharging or early battery failure must be diagnosed and corrected before a battery is replaced and before a vehicle is returned to service. The service information for these systems has been separated within this service manual to make it easier to locate the specific information you are seeking. However, when attempting to diagnose any of these systems, it is important that you keep their interdependency in mind.

The diagnostic procedures used for the battery, starting, and charging systems include the most basic conventional diagnostic methods, to the more sophisticated On-Board Diagnostics (OBD) built into the Powertrain Control Module (PCM). Use of an induction-type milliampere ammeter, a volt/ohmmeter, a battery charger, a carbon pile rheostat (load tester) and a 12-volt test lamp may be required. All OBD-sensed systems are monitored by the PCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The PCM will store a DTC in electronic memory for any failure it detects. Refer to Charging System for the proper charging system onboard diagnostic test procedures.

MICRO 420 BATTERY TESTER

The Micro 420 automotive battery tester is designed to help the dealership technicians diagnose the cause of a defective battery. Follow the instruction manual supplied with the tester to properly diagnose a vehicle. If the instruction manual is not available refer to the standard procedure in this section, which includes the directions for using the Micro 420 battery tester.

VA BATTERY SYSTEM 8F - 3

BATTERY SYSTEM DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION

THE BATTERY SEEMS WEAK OR DEAD WHEN ATTEMPTING TO START THE ENGINE.

1. The electrical system ignition-off draw is excessive.

2. The charging system is faulty.

3. The battery is discharged. 3. Determine the battery state-of-charge using

4. The battery terminal connections are loose or corroded.

5. The battery has an incorrect size or rating for this vehicle.

6. The battery is faulty. 6. Determine the battery cranking capacity using

7. The starting system is faulty.

8. The battery is physically damaged.

1. Refer to the IGNITION-OFF DRAW TEST Standard Procedure for the proper test procedures. Repair the excessive ignition-off draw, as required.

2. Determine if the charging system is performing to specifications. Refer to Charging System for additional charging system diagnosis and testing procedures. Repair the faulty charging system, as required.

the Micro 420 battery tester. Refer to the Standard Procedures in this section for additional test procedures. Charge the faulty battery, as required.

4. Refer to Battery Cables for the proper battery cable diagnosis and testing procedures. Clean and tighten the battery terminal connections, as required.

5. Refer to Battery System Specifications for the proper size and rating. Replace an incorrect battery, as required.

the Micro 420 battery tester. Refer to the Standard Procedures in this section for additional test procedures. Replace the faulty battery, as required.

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. Inspect the battery for loose terminal posts or a cracked and leaking case. Replace the damaged battery, as required.

8F - 4 BATTERY SYSTEM VA

BATTERY SYSTEM DIAGNOSIS

CONDITION POSSIBLE CAUSES CORRECTION

THE BATTERY STATE OF CHARGE CANNOT BE MAINTAINED.

1. The battery has an incorrect size or rating for this vehicle.

2. The battery terminal connections are loose or corroded.

3. The electrical system ignition-off draw is excessive.

4. The battery is faulty. 4. Test the battery using the Micro 420 battery

5. The starting system is faulty.

6. The charging system is faulty.

7. Electrical loads exceed the output of the charging system.

8. Slow driving or prolonged idling with high-amperage draw systems in use.

1. Refer to Battery System Specifications for the proper specifications. Replace an incorrect battery, as required.

2. Refer to Battery Cable for the proper cable diagnosis and testing procedures. Clean and tighten the battery terminal connections, as required.

3. Refer to the IGNITION-OFF DRAW TEST Standard Procedure for the proper test procedures. Repair the faulty electrical system, as required.

tester. Refer to Standard Procedures for additional test procedures. Replace the faulty battery, as required.

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. Determine if the charging system is performing to specifications. Refer to Charging System for additional charging system diagnosis and testing procedures. Repair the faulty charging system, as required.

7. Inspect the vehicle for aftermarket electrical equipment which might cause excessive electrical loads.

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

ABNORMAL BATTERY DISCHARGING

Any of the following conditions can result in abnor-

mal battery discharging:

1. A faulty or incorrect charging system component. Refer to Charging System for additional charging system diagnosis and testing procedures.

2. A faulty or incorrect battery. Use Micro 420 battery 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 equipment

tester. Charge or replace the faulty battery, as required.

installed after manufacture, or repeated short trip use.

5. A faulty or incorrect starting system component. Refer to Starting System for the proper starting system 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.

VA BATTERY SYSTEM 8F - 5

CLEANING

The following information details the recommended cleaning procedures for the battery and related components. In addition to the maintenance schedules found in this service manual and the owner’s manual, it is recommended that these procedures be performed any time the battery or related components must be removed for vehicle service.

(1) Clean the battery cable terminal clamps of all corrosion. Remove any corrosion using a wire brush or a post and terminal cleaning tool, and a sodium bicarbonate (baking soda) and warm water cleaning solution (Fig. 1).

Fig. 2 Clean Battery - Typical

1 - CLEANING BRUSH 2 - WARM WATER AND BAKING SODA SOLUTION 3 - BATTERY

Fig. 1 Clean Battery Cable Terminal Clamp - Typical

1 - TERMINAL BRUSH 2 - BATTERY CABLE

(2) Clean the battery tray and battery hold down hardware of all corrosion. Remove any corrosion using a wire brush and a sodium bicarbonate (baking soda) and warm water cleaning solution. Paint any exposed bare metal.

(3) If the removed battery is to be reinstalled, clean the outside of the battery case and the top cover with a sodium bicarbonate (baking soda) and warm water cleaning solution using a stiff bristle parts cleaning brush to remove any acid film (Fig. 2). Rinse the battery with clean water. Ensure that the cleaning solution does not enter the battery cells through the vent holes. If the battery is being replaced, refer to Battery System Specifications for the factory-installed battery specifications. Confirm that the replacement battery is the correct size and has the correct ratings for the vehicle.

(4) If the vehicle is so equipped, clean the battery thermal guard with a sodium bicarbonate (baking soda) and warm water cleaning solution using a stiff bristle parts cleaning brush to remove any acid film.

(5) Clean any corrosion from the battery terminal posts with a wire brush or a post and terminal cleaner, and a sodium bicarbonate (baking soda) and warm water cleaning solution (Fig. 3).

8F - 6 BATTERY SYSTEM VA

SPECIAL TOOLS

BATTERY SYSTEM SPECIAL TOOLS

Fig. 3 Clean Battery Terminal Post - Typical

1 - TERMINAL BRUSH 2 - BATTERY CABLE 3 - BATTERY

INSPECTION

The following information details the recommended inspection procedures for the battery and related components. In addition to the maintenance schedules found in this service manual and the owner’s manual, it is recommended that these procedures be performed any time the battery or related components must be removed for vehicle service.

(1) Inspect the battery cable terminal clamps for damage. Replace any battery cable that has a damaged or deformed terminal clamp.

(2) Inspect the battery tray and battery holddown hardware for damage. Replace any damaged parts.

(3) Slide the thermal guard off of the battery case, if equipped. Inspect the battery case for cracks or other damage that could result in electrolyte leaks. Also, check the battery terminal posts for looseness. Batteries with damaged cases or loose terminal posts must be replaced.

(4) Inspect the battery thermal guard for tears, cracks, deformation or other damage. Replace any battery thermal guard that has been damaged.

(5) Inspect the battery built-in test indicator sight glass for an indication of the battery condition. If the battery is discharged, charge as required. (Refer to 8

- ELECTRICAL/BATTERY SYSTEM/BATTERY STANDARD PROCEDURE).

BATTERY

DESCRIPTION

Large capacity, low-maintenance storage batteries are standard factory-installed equipment on this model. The primary battery is located in the engine compartment on all models. A second auxiliary battery may be installed under the passengers front seat for running additional electrical equipment.

Male post type terminals made of a soft lead material protrude from the top of the molded plastic battery case to provide the means for connecting the battery to the vehicle electrical system. The battery positive terminal post is physically larger in diameter than the negative terminal post to ensure proper battery connection. The letters POS and NEG are also molded into the top of the battery case adjacent to their respective positive and negative terminal posts for identification confirmation. Refer to Battery Cables for more information on the battery cables that connect the battery to the vehicle electrical system.

The battery is made up of six individual cells that are connected in series. Each cell contains positively charged plate groups that are connected with lead straps to the positive terminal post, and negatively charged plate groups that are connected with lead straps to the negative terminal post. Each plate consists of a stiff mesh framework or grid coated with lead dioxide (positive plate) or sponge lead (negative

Micro 420 Battery Tester

VA HEATED SYSTEMS 8G - 1

HEATED SYSTEMS

TABLE OF CONTENTS

page page

HEATED GLASS ........................... 1

HEATED MIRRORS ......................... 9

HEATED GLASS

TABLE OF CONTENTS

page page

HEATED GLASS

DESCRIPTION ..........................1

OPERATION ............................1

DIAGNOSIS AND TESTING

ELECTRIC BACKLIGHT (EBL) SYSTEM .....2

REAR WINDOW DEFOGGER RELAY

DESCRIPTION ..........................3

OPERATION ............................3

REMOVAL .............................4

INSTALLATION ..........................4

HEATED GLASS

HEATED SEATS........................... 10

REAR WINDOW DEFOGGER SWITCH

DESCRIPTION ..........................4

OPERATION ............................4

DIAGNOSIS AND TESTING

REAR WINDOW DEFOGGER SWITCH ......5

REMOVAL .............................6

INSTALLATION ..........................6

REAR WINDOW DEFOGGER GRID

STANDARD PROCEDURE

GRID LINE AND TERMINAL REPAIR ........7

DESCRIPTION

CAUTION: Grid lines can be damaged or scraped off with sharp instruments. Care should be taken in cleaning glass or removing foreign materials, decals or stickers. Normal glass cleaning solvents or hot water used with rags or toweling is recommended.

The rear window defogger system, also known as the electric backlight (EBL), consists of a backglass with two vertical bus bars linked by a series of grid lines fired onto the inside surface of the rear window.

The EBL system is turned On or Off by a control switch (Fig. 1) located in the instrument panel near the right side of the steering wheel, which sends a request signal to the rear window defogger module that operates the left and right rear window defogger relays located in the fuse/relay block under the drivers seat.

Circuit protection is provided by a 30 amp fuse also located in the fuse/relay block.

Fig. 1 Rear Window Defogger Switch

1 - REAR WINDOW DEFOGGER SWITCH 2 - INSTRUMENT PANEL

OPERATION

When the rear window defogger switch is pressed to the On position, current is directed through the switch to the rear window defogger module. The rear window defogger module then grounds the control side of the left and right rear window defogger (EBL)

8G - 2 HEATED GLASS VA

relays which allows battery current to flow to the rear window defogger grid lines. The heated grid lines heat the rear glass to help clear the rear window surfaces of fog or frost.

The electric backlight (EBL) system is controlled by the EBL timing circuity, which is integral to the rear window defogger module. A yellow indicator in the switch will illuminate to indicate when the EBL system is turned on.

NOTE: The EBL system turns off automatically after approximately 10 minutes of initial operation. Each following activation cycle of the EBL system will last approximately five minutes.

The EBL system will be automatically turned off after a programmed time interval of about ten minutes. After the initial time interval has expired, if the rear window defogger switch is pressed to the On position again during the same ignition cycle, the EBL system will automatically turn off after about five minutes.

The EBL system will automatically shut off if the ignition switch is turned to the Off position, or it can be turned off manually by pressing the defogger switch a second time.

DIAGNOSIS AND TESTING

ELECTRIC BACKLIGHT (EBL) SYSTEM

NOTE: Illumination of the defogger switch indicator lamp means that there is electrical current available at the output of the rear window defogger logic circuitry, but does not confirm that the electrical current is reaching the rear glass heating grid lines.

NOTE: For circuit descriptions and diagrams of the EBL system, refer to 8W - WIRING DIAGRAM INFORMATION.

• Confirm that the ignition switch is in the On

position.

• Make sure that the rear glass heating grid feed wires and ground wires are connected to the window terminals. Confirm that the ground wires have continuity to ground.

• Check that fuse 7 (15 amp) in fuse block #1 and fuse 10 (30 amp) in the fuse/relay block are OK. The fuses must be tight in there receptacles and all electrical connections must be secure.

(3) When the above steps have been completed and the rear glass heating grid is still inoperative, one or more of the following is faulty.

• Rear window defogger switch in the instrument

panel.

• Rear window defogger (EBL) relays in the fuse/

relay block.

• Rear window defogger (EBL) relay control circu-

ity in the rear window defogger module.

• Check for a loose wire connector or a wire

pushed out of a connector.

• Rear window grid lines (all grid lines would have to be broken, or the power feed or ground wire not connected, for the entire heating grid to be inoperative).

(4) If the system operation has been verified but the defogger switch indicator does not illuminate, check for voltage at the defogger indicator from the rear window defogger module when the defogger switch is activated. If power is present, replace the rear window defogger switch.

(5) If broken defogger grid lines are suspected, use a 12-volt DC voltmeter and contact terminal B with the negative lead and each rear glass heating grid line at it’s mid-point with the positive lead. The voltmeter should read approximately 6 volts at each grid line mid-point C. If the voltmeter does not read approximately 6 volts, repair the open grid line(s) (Refer to 8 - ELECTRICAL/HEATED GLASS/REAR WINDOW DEFOGGER GRID - STANDARD PROCEDURE).

Operation of the electrical backlight (EBL) system

can be confirmed by the following:

(1) Turn the ignition switch to the On position. Set the rear window defogger switch in the On position. The rear window defogger operation can be checked by feeling the rear window glass. A distinct difference in temperature between the grid lines and the adjacent clear glass should be detected within three to four minutes of operation.

(2) If a temperature difference is not detected, use a 12-volt DC voltmeter and contact the rear glass heating grid terminal B with the negative lead, and terminal A with the positive lead (Fig. 2). The voltmeter should read battery voltage. If the voltmeter does not read battery voltage, check the following:

VA HEATED GLASS 8G - 3

Fig. 2 Grid Line Test

1 - VOLTMETER 2 - VOLTAGE FEED (A) 3 - FEED WIRE 4 - MID-POINT (C) 5 - HEATED WINDOW GRID 6 - GROUND WIRE 7 - GROUND (B)

REAR WINDOW DEFOGGER RELAY

DESCRIPTION

The left and right rear window defogger (EBL) relays are International Standards Organization (ISO)-type relays (Fig. 3). Relays conforming to the ISO specifications have common physical dimensions, current capacities, terminal functions and patterns. The EBL relays are electromechanical devices that switch battery current through fuse 10 (30 amp) located in the fuse/relay block under the driver seat to the rear window defogger grids and when equipped, switches battery current to the outside mirror heating grids. The EBL relays are energized when the relay coils are provided battery current by the rear window defogger module.

The EBL relays are located in the fuse/relay block under the driver seat. Refer to the fuse and relay map located on the inner surface of the fuse/relay block cover for the left and right rear window defogger (EBL) relay locations.

Fig. 3 Rear Window Defogger (EBL) Relays

1 - REAR WINDOW DEFOGGER (EBL) RELAY (2) 2 - TERMINAL PATTERN

The black, molded plastic case is the most visible component of the two rear window defogger (EBL) relays. Five male spade-type terminals extend from the bottom of the base to connect each relay to the vehicle electrical system, and the ISO designation for each terminal is molded into the base adjacent to each terminal.

OPERATION

The left and right rear window defogger (EBL) relays are electromechanical switches that uses a low current input from the rear window defogger module to control the high current output to the rear window defogger grids. The movable common feed contact point is held against the fixed normally closed contact point by spring pressure. When the relay coil is energized, an electromagnetic field is produced by the coil windings. This electromagnetic field draws the movable relay contact point away from the fixed normally closed contact point, and holds it against the fixed normally open contact point. When the relay coil is de-energized, spring pressure returns the movable contact point back against the fixed normally closed contact point. The resistor or diode is connected in parallel with the relay coil in the relay, and helps to dissipate voltage spikes and electromagnetic interference that can be generated as the electromagnetic field of the relay coil collapses.

The EBL relay terminals are connected to the vehicle electrical system through receptacles in the fuse/ relay block. The inputs and outputs of the EBL relays include:

• The common feed terminal (30) receives a battery current input from fuse 10 (30 amp) in the fuse/ relay block through a fused B(+) circuit at all times.

8G - 4 HEATED GLASS VA

• The coil ground terminal (86) is hardwired to

ground point G202.

• The coil battery terminal (85) receives a battery current input from the rear window defogger module when the rear window defogger switch is energized.

• The normally open terminal (87) provides a battery current output to the rear window defogger grid lines through the relay output circuit only when the rear window defogger relay coil is energized.

• The normally closed terminal (87A) is not connected to any circuit in this application, but provides a battery current output only when the rear window defogger relay coil is de-energized.

The left and right EBL relays cannot be repaired and, if faulty or damaged, they must be replaced. Refer to the appropriate wiring information for diagnosis and testing of the EBL relays and for complete rear window defogger system wiring diagrams.

REMOVAL

(1) Disconnect and isolate the negative battery cable.

(2) Remove the cover from the fuse/relay block (Fig. 4).

NOTE: Refer to the fuse and relay map located on the inner surface of the fuse/relay block cover for the left and right rear window defogger (EBL) relay locations.

(3) Remove the EBL relays from the fuse/relay block as required.

INSTALLATION

NOTE: Refer to the fuse and relay map located on the inner surface of the fuse/relay block cover for the left and right rear window defogger (EBL) relay locations.

(1) Position the rear window defogger (EBL) relays as required into their proper receptacles in the fuse/ relay block.

(2) Align the EBL relay terminals with the terminal cavities in the fuse/relay block receptacles.

(3) Push down firmly on the EBL relays until the terminals are fully seated in the terminal cavities in the fuse/relay block receptacles.

(4) Install the cover onto the fuse/relay block.

(5) Reconnect the negative battery cable.

REAR WINDOW DEFOGGER SWITCH

DESCRIPTION

The rear window defogger switch is mounted in the instrument panel to the right of the steering wheel (Fig. 5). The rear window defogger switch contains a yellow indicator lamp that illuminates when the rear window defogger (EBL) system is activated.

The rear window defogger switch and the defogger switch indicator cannot be repaired and, if faulty or damaged, the rear window defogger switch must be replaced.

Fig. 4 Rear Window Defogger (EBL) Relays

1 - DRIVERS SEAT 2 - FUSE/RELAY BLOCK

Fig. 5 Rear Window Defogger Switch

1 - REAR WINDOW DEFOGGER SWITCH 2 - INSTRUMENT PANEL

OPERATION

A yellow indicator lamp will illuminate when the rear window defogger switch is activated. The switch

VA HEATED GLASS 8G - 5

energizes the timing circuit of the rear window defogger module which then activates the rear window defogger (EBL) relays. The EBL relays controls the current flow to the rear window defogger grids. The EBL system will operate for approximately five minutes or until the rear window defogger switch or ignition switch is turned off. Refer to 8 - ELECTRICAL/ HEATED GLASS - DIAGNOSIS AND TESTING for diagnosis and testing of the rear window defogger switch.

The rear window defogger switch cannot be repaired and, if faulty or damaged, it must be replaced.

DIAGNOSIS AND TESTING

REAR WINDOW DEFOGGER SWITCH

WARNING: On vehicles equipped with airbags, disable the airbag system before attempting any steering wheel, steering column, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the airbag system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the airbag system. Failure to take the proper precautions could result in an accidental airbag deployment and possible personal injury.

(b) If NOT OK, no voltage in the On position or voltage in the Off position, replace the rear window defogger switch. (5) Press the defogger switch to the On position.

The indicator lamp should come on and remain on for approximately 5 minutes.

(a) If OK, install the rear window defogger switch (Refer to 8 - ELECTRICAL/HEATED GLASS/REAR WINDOW DEFOGGER SWITCH INSTALLATION).

(b) If NOT OK, go to Step 6. (6) Check Pin 9, with defogger switch in the On

position there should be battery voltage.

(a) If OK, go to Step 7.

(b) If NOT OK, check the wiring circuits. Refer to 8W - WIRING DIAGRAM INFORMATION. (7) Check Pin 10 for a good ground.

(a) If OK, replace the rear window defogger switch.

(b) If NOT OK, check the wiring circuits. Refer to 8W - WIRING DIAGRAM INFORMATION.

NOTE: The rear window defogger switch may be tested in the vehicle or out of the vehicle, on a bench.

NOTE: For circuit descriptions and diagrams of the rear window defogger system, refer to 8W - WIRING DIAGRAM INFORMATION.

(1) Remove the rear window defogger switch from the instrument panel, but leave the switch connected (Refer to 8 - ELECTRICAL/HEATED GLASS/REAR WINDOW DEFOGGER SWITCH - REMOVAL).

(2) Turn the ignition switch ON.

(3) Using a voltmeter, check for battery voltage at Pin 3 of the rear window defogger switch (Fig. 6).

(a) If OK, go to Step 4.

(b) If NOT OK, check fuse 7 (15 amp) in fuse block #1. If fuse is OK, check the wiring circuits. Refer to 8W - WIRING DIAGRAM INFORMATION. (4) Check Pin 7, with defogger switch in the On

position there should be battery voltage and, no voltage with the switch in the Off position.

(a) If OK, go to Step 5.

Fig. 6 Rear Window Defogger Switch Connector

8G - 6 HEATED GLASS VA

DEFOGGER SWITCH CONNECTOR PIN

CALL-OUT

PIN FUNCTION

1 FUSED B+ (DRL RELAY) 3 IGNITION SWITCH OUTPUT (START-

RUN) 5 PANEL LAMPS DRIVER 7 DEFOGGER SWITCH OUTPUT 9 PANEL LAMPS DRIVER

10 GROUND

REMOVAL

(1) Disconnect and isolate the negative battery

cable.

(2) Remove the cluster bezel from the instrument panel (Fig. 7) (Refer to 23 - BODY/INSTRUMENT PANEL/CLUSTER BEZEL - REMOVAL).

1 - SCREWS (2) 2 - CLUSTER BEZEL 3 - REAR WINDOW DEFOGGER SWITCH 4 - DEFOGGER SWITCH CONNECTOR 5 - WIRE HARNESS CONNECTOR 6 - WIRE HARNESS CONNECTOR

(3) From the back of the cluster bezel, squeeze the two latches on the rear window defogger switch body and push the switch out through the face of the bezel (Fig. 8).

(4) Remove the rear window defogger switch from the cluster bezel.

Fig. 7 Cluster Bezel Remove/Install

Fig. 8 Headlamp Leveling Switch Remove/Install

1 - SWITCH 2 - LATCH (2) 3 - CLUSTER BEZEL

INSTALLATION

(1) Position the rear window defogger switch to the proper mounting hole on the face of the cluster bezel.

(2) Using hand pressure, push the rear window defogger switch firmly and evenly into the switch

VA HORN 8H - 1

HORN

TABLE OF CONTENTS

page page

HORN

REMOVAL .............................1

INSTALLATION ..........................1

HORN

REMOVAL

(1) Disconnect and isolate the battery negative

cable.

(2) Disconnect the wire harness connectors. (3) Remove the mounting fastener and horns.

INSTALLATION

(1) Position horns and install mounting fasteners. (2) Connect wire harness connector. (3) Connect battery negative cable.

HORN SWITCH

REMOVAL

(1) Disconnect and isolate the battery negative

cable.

(2) Remove the drivers side airbag (Refer to 8 ELECTRICAL/RESTRAINTS/DRIVER AIRBAG REMOVAL).

(3) Remove the electrical harness connector.

(4) Remove the mounting fasteners and horn switch.

HORN SWITCH

REMOVAL .............................1

INSTALLATION ..........................1

INSTALLATION

(1) Connect the wire harness connector.

(2) Position the horn switch and install the mounting fasteners.

(3) Install the drivers side airbag (Refer to 8 ELECTRICAL/RESTRAINTS/DRIVER AIRBAG INSTALLATION).

(4) Connect the battery negative cable.

VA IGNITION CONTROL 8I - 1

IGNITION CONTROL

TABLE OF CONTENTS

page page

IGNITION CONTROL

OPERATION - GLOW PLUG ................1

SPECIAL TOOLS ........................1

GLOW PLUG

REMOVAL .............................1

INSTALLATION ..........................1

IGNITION CONTROL

OPERATION - GLOW PLUG

Pre - Glowing

With the key in the On position, the glow plug output stage and the indicator lamp are actuated by the ECM. The pre-heating time is calculated by the ECM in line with the coolant temperature. The glow plug output stage switches the current through the glow plugs. The glow plug indicator lamp goes out after a pre-glow period has elapsed. Component or cable failures in the pre-glow system are indicated by the glow plug lamp and stored in the ECM.

Glow Output Stage

With the ignition key in the On position a signal is transmitted from the ECM to the glow plug output stager. If no data is exchanged with the ECM the glow plug stage is terminated after two seconds. The glow plug out put stage constantly signals the current operating state (ON/OFF) and any system faults. The following faults are recognized by the out put stage and transmitted to the ECM:

• Open circuit in one or more of the glow plug

leads

• Short circuit in the glow plug circuit

• Out put stage fault or temperature related shut-

off

If a failure in the glow plug system occurs, the glow plug indicator lamp will be illuminated only as long as the fault is current. If the failure is no longer present, the glow plug indicator lamp will be switched off but a code will be stored in the ECM.

GLOW PLUG RELAY

DESCRIPTION ..........................1

OPERATION ............................2

DIAGNOSIS AND TESTING - GLOW PLUG

RELAYS ..............................2

exhaust after a cold start up and a more stable cold starting speed.

If no signal is received from the coolant temperature sensor the signal from the oil sensor is used as a substitute.

SPECIAL TOOLS

GLOW PLUG PLIERS

GLOW PLUG

REMOVAL

(1) Disconnect the negative battery cable.

(2) Remove the engine cover.

(3) Use special tool #9286 pliers to unplug the glow plug wiring harness connector(s) at the glow plug.

(4) Remove the glow plug(s) (Fig. 1).

INSTALLATION

(1) Screw glow plug(s) into cylinder head and tighten to 12 N·m (115 lbs. in) (Fig. 1).

(2) Connect the glow plug wiring harness connector(s)

(3) Install the engine cover.

(4) Connect negative battery cable.

After Glow

Once the engine has started, the ECM determines the after glow time depending on cooling temperature. During this time the glow plugs continue to be actuated by the glow plug output stage. This results in improved smooth running after a cold start and improved warming up properties, elimination of blue

GLOW PLUG RELAY

DESCRIPTION

The glow plug relay supplies battery voltage to the glow plug through a timed cycle that is related to coolant temperature. The glow plug relay is located under the battery. The purpose of a glow plug system

8I - 2 IGNITION CONTROL VA

Fig. 1 GLOW PLUG (S)

1 - GLOW PLUG 2 - WIRING HARNESS CONNECTOR

is to improve combustion for low emissions and to achieve easy starting at low temperatures.

OPERATION

When the ignition key is turned to the ON position, the glow plug output stage and pre-glow indicator lamp are actuated by the ECM. The duration of the signal depends on the coolant temperature. The glow plug relay has processing that communicates with the ECM. If no data exchange occurs at the triggering stage, the preheating is switched off after 2 seconds.

Start glowing is initiated when the key is in the start position. The glow plugs (R13–R17) continue to be supplied with voltage. This makes it possible to stabilize the cold starting speed. (After glowing is initiated when the starter reject speed is reached).

After the engine starts, the ECM determines the afterglow period in line with coolant temperature. If no signal is received from the coolant temperature sensor, afterglow is maintained for thirty seconds.

The following aims are reached by the afterglow :

• Improvement in warming-up properties

• Prevention of white exhaust smoke after cold

start

• Stabilizing of the cold starting speed

The glow plug output stage constantly signals the current operating state and faults. The following are faults detected and transmitted to the ECM :

3 - INTAKE MANIFOLD 4 - ENGINE COVER

• Open circuit at one or several glow plugs

• Short circuit in the glow plug circuit

• Relay fault

If the Glow plug relay detects an open circuit at a glow plug, it is stored and indicated only once the engine is running by the preglow indicator lamp coming on for about one minute and a fault is stored in the ECM. If a short circuit, a glow plug output stage faulty or a temperature related switching off of output stages is detected, the fault is stored and indicated immediately by the preglow indicator lamp coming on. Once the fault is no longer current, the indicator is immediately switched off, but the fault is stored in the ECM. If the fault is constantly current, the preglow indicator lamp remains on until the ignition is switched off.

DIAGNOSIS AND TESTING - GLOW PLUG RELAYS

Refer to the appropriate Diesel Powertrain Diagnosis Manual for information on diagnosing the glow plug relays.

VA INSTRUMENT CLUSTER 8J - 1

INSTRUMENT CLUSTER

TABLE OF CONTENTS

page page

INSTRUMENT CLUSTER

DESCRIPTION ..........................2

OPERATION ............................5

DIAGNOSIS AND TESTING - INSTRUMENT

CLUSTER ............................7

STANDARD PROCEDURE

CLUSTER PROGRAMMING ...............7

REMOVAL .............................8

INSTALLATION ..........................9

ABS INDICATOR

DESCRIPTION ..........................9

OPERATION ...........................10

ADR INDICATOR

DESCRIPTION .........................10

OPERATION ...........................10

AIRBAG INDICATOR

DESCRIPTION .........................11

OPERATION ...........................11

AMBIENT TEMPERATURE INDICATOR

DESCRIPTION .........................11

OPERATION ...........................12

BRAKE INDICATOR

DESCRIPTION .........................12

OPERATION ...........................12

BRAKE WEAR INDICATOR

DESCRIPTION .........................13

OPERATION ...........................13

CHARGING INDICATOR

DESCRIPTION .........................14

OPERATION ...........................14

CLOCK

DESCRIPTION .........................14

OPERATION ...........................14

COOLANT LOW INDICATOR

DESCRIPTION .........................15

OPERATION ...........................15

ENGINE TEMPERATURE GAUGE

DESCRIPTION .........................15

OPERATION ...........................16

ESP INDICATOR

DESCRIPTION .........................16

OPERATION ...........................16

FUEL FILTER CLOGGED INDICATOR

DESCRIPTION .........................17

OPERATION ...........................17

FUEL GAUGE

DESCRIPTION .........................17

OPERATION ...........................18

GEAR SELECTOR INDICATOR

DESCRIPTION .........................18

OPERATION ...........................18

HIGH BEAM INDICATOR

DESCRIPTION .........................19

OPERATION ...........................19

LOW FUEL INDICATOR

DESCRIPTION .........................19

OPERATION ...........................19

LOW OIL LEVEL INDICATOR

DESCRIPTION .........................20

OPERATION ...........................20

MAINTENANCE INDICATOR

DESCRIPTION .........................20

OPERATION ...........................21

MALFUNCTION INDICATOR LAMP (MIL)

DESCRIPTION .........................21

OPERATION ...........................21

MULTI-FUNCTION INDICATOR

DESCRIPTION .........................22

OPERATION ...........................22

ODOMETER

DESCRIPTION .........................22

OPERATION ...........................23

PARK BRAKE INDICATOR

DESCRIPTION .........................23

OPERATION ...........................24

SEATBELT INDICATOR

DESCRIPTION .........................24

OPERATION ...........................24

SPEEDOMETER

DESCRIPTION .........................25

OPERATION ...........................25

TACHOMETER

DESCRIPTION .........................25

OPERATION ...........................25

TRACTION CONTROL INDICATOR

DESCRIPTION .........................26

OPERATION ...........................26

TRACTION CONTROL MALFUNCTION

INDICATOR

DESCRIPTION .........................27

OPERATION ...........................27

TURN SIGNAL INDICATOR

DESCRIPTION .........................27

OPERATION ...........................27

WAIT-TO-START INDICATOR

DESCRIPTION .........................28

OPERATION ...........................28

WASHER FLUID INDICATOR

DESCRIPTION .........................29

OPERATION ...........................29

WATER-IN-FUEL INDICATOR

DESCRIPTION .........................29

OPERATION ...........................29

8J - 2 INSTRUMENT CLUSTER VA

INSTRUMENT CLUSTER

DESCRIPTION

Fig. 1 Instrument Cluster

1 - COVER 2 - BEZEL 3 - INSTRUMENT CLUSTER 4 - STEERING WHEEL 5 - MULTI-FUNCTION SWITCH 6 - SPEED CONTROL SWITCH

The instrument cluster for this model is an ElectroMechanical Instrument Cluster (EMIC) that is located above the steering column opening in the instrument panel, directly in front of the driver (Fig.

1). The remainder of the EMIC, including the mounts and the electrical connections, are concealed within the instrument panel behind the cluster bezel and beneath the instrument panel top cover for the cluster. The instrument cluster includes analog gauges, meters, indicators, and acoustic signal transmitters.

Fig. 2 Instrument Cluster Components

1 - LENS 2 - HOOD 3 - CLUSTER HOUSING 4 - REAR COVER

The EMIC module also incorporates a multi-function indicator that consists of a digital Liquid Crystal Display (LCD) unit for displaying odometer/trip odometer information, an electronic digital clock, engine oil level information, automatic transmission gear selector position (PRNDL), and certain diagnostic information. The multi-function indicator also has four push button switches, which provide the vehicle operator with an interface to adjust certain inputs to the instrument cluster and to select from multiple display options. If the vehicle is equipped with the appropriate options, the multi-function indicator also provides an outside ambient temperature indicator display and an Active Service SYStem (ASSYST) engine oil maintenance indicator to display engine oil level and maintenance reminders.

The EMIC gauges and indicators are visible through a dedicated opening in the cluster bezel on the instrument panel and are protected by a clear plastic cluster lens (Fig. 2) that is secured by eight integral latches to the molded black plastic cluster hood. Four, black plastic multi-function indicator switch push buttons protrude through dedicated holes in a rectangular black plastic switch bezel that is integral to the cluster lens and located near the lower edge of the cluster directly below the multifunction indicator LCD unit. The cluster hood serves as a visor and shields the face of the cluster from ambient light and reflections to reduce glare. The cluster hood has eight integral latches that engage eight integral latch tabs on the cluster rear cover, sandwiching the cluster housing unit between the hood and the rear cover. The cluster hood also has two integral pivot loops molded into its underside that engage two pairs of molded pivot hooks that are integral to the top of the instrument panel base structure. These pivots allow the cluster to be rolled rearward to ease service access to the wire harness connectors at the back of the cluster.

The rear of the cluster housing and the EMIC electronic circuitry are protected by the molded plastic rear cover. A mounting ear at each upper corner of the rear cover are used to secure the EMIC to the molded plastic instrument panel base unit with two screws. The rear cover includes clearance holes for the two cluster connector receptacles on the cluster electronic circuit board. The connector receptacles on the back of the cluster electronic circuit board connect the EMIC to the vehicle electrical system through two take outs with connectors from the vehicle wire harness. The EMIC rear cover includes a molded mounting tab and a latch feature that secures the Remote Keyless Entry (RKE)/immobilizer module to the back of the cluster. The RKE/immobilizer module is connected to the vehicle electrical system through a separate take out and connector of the vehicle wire harness.

VA INSTRUMENT CLUSTER 8J - 3

Located between the rear cover and the cluster hood is the cluster housing. The molded plastic cluster housing serves as the carrier for the cluster electronic circuit board and circuitry, the cluster connector receptacles, the gauges, a Light Emitting Diode (LED) for each cluster indicator and general illumination lamp, the multi-function indicator LCD unit, electronic tone generators, the cluster overlay, the gauge pointers, the multi-function indicator switches and the four switch push buttons.

The cluster overlay is a laminated plastic unit. The dark, visible, outer surface of the overlay is marked with all of the gauge dial faces and graduations, but this layer is also translucent. The darkness of this outer layer prevents the cluster from appearing cluttered or busy by concealing the cluster indicators that are not illuminated, while the translucence of this layer allows those indicators and icons that are illuminated to be readily visible. The underlying layer of the overlay is opaque and allows light from the LED for each of the various indicators and illumination lamps behind it to be visible through the outer layer of the overlay only through predetermined cutouts. A rectangular opening in the overlay at the base of the speedometer provides a window through which the illuminated multi-function indicator LCD unit can be viewed.

Several versions of the EMIC module are offered on this model. These versions accommodate all of the variations of optional equipment and regulatory requirements for the various markets in which the vehicle will be offered. The microprocessor-based EMIC utilizes integrated circuitry, Electrically Erasable Programmable Read Only Memory (EEPROM) type memory storage, information carried on the Controller Area Network (CAN) data bus, along with several hard wired analog and multiplexed inputs to monitor systems, sensors and switches throughout the vehicle.

In response to those inputs, the hardware and software of the EMIC allow it to control and integrate many electronic functions and features of the vehicle through both hard wired outputs and the transmission of electronic message outputs to other electronic modules in the vehicle over the CAN data bus. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/COMMUNICATION - DESCRIPTION CAN BUS).

Besides typical instrument cluster gauge and indicator support, the electronic functions and features that the EMIC supports or controls include the following:

• Active Service System - In vehicles equipped with the Active Service SYSTem (ASSYST) engine oil maintenance indicator option, the EMIC electronic circuit board includes a second dedicated microprocessor. This second microprocessor evaluates various data including time, mileage, and driving conditions

to calculate the required engine oil service intervals, and provides both visual and audible alerts to the vehicle operator when certain engine oil maintenance services are required.

• Audible Warnings - The EMIC electronic cir- cuit board is equipped with an audible tone generator and programming that allows it to provide various audible alerts to the vehicle operator, including buzzing and chime tones. An audible contactless electronic relay is also soldered onto the circuit board to produce audible clicks that is synchronized with turn signal indicator flashing to emulate the sounds of a conventional turn signal or hazard warning flasher. These audible clicks can occur at one of two rates to emulate both normal and bulb-out turn or hazard flasher operation. (Refer to 8 - ELECTRICAL/ CHIME/BUZZER - DESCRIPTION).

• Panel Lamps Dimming Control - The EMIC provides a hard wired 12-volt Pulse-Width Modulated (PWM) output that synchronizes the dimming level of all panel lamps dimmer controlled lamps with that of the cluster general illumination lamps and multifunction indicator.

The EMIC houses four analog gauges and has provisions for up to nineteen indicators (Fig. 3). The EMIC includes the following analog gauges:

• Coolant Temperature Gauge

• Fuel Gauge

• Speedometer

• Tachometer

The EMIC includes provisions for the following indicators (Fig. 3):

• Airbag (SRS) Indicator

• Antilock Brake System (ABS) Indicator

• Brake Indicator

• Brake Wear Indicator

• Charging Indicator

• Clogged Fuel Filter Indicator

• Constant Engine Speed (ADR) Indicator

• Coolant Low Indicator

• Electronic Stability Program (ESP) Indica-

tor

• High Beam Indicator

• Low Fuel Indicator

• Malfunction Indicator Lamp (MIL)

• Multi-Function Indicator (LCD)

• Park Brake Indicator

• Seatbelt Indicator

• Traction Control (ASR) Indicator

• Traction Control (ASR) Malfunction Indica-

tor

• Turn Signal (Right and Left) Indicators

• Washer Fluid Indicator

• Wait-To-Start Indicator

• Water-In-Fuel Indicator

8J - 4 INSTRUMENT CLUSTER VA

Fig. 3 Gauges & Indicators

1 - AIRBAG INDICATOR 16 - SEATBELT INDICATOR 2 - TACHOMETER 17 - ABS INDICATOR 3 - LEFT TURN INDICATOR 18 - MULTI-FUNCTION INDICATOR PLUS/MINUS SWITCH

4 - SPEEDOMETER 19 - MULTI-FUNCTION INDICATOR (INCLUDES: CLOCK, GEAR

5 - TRACTION CONTROL INDICATOR 20 - MULTI-FUNCTION INDICATOR MODE (MILES [KILOME6 - RIGHT TURN INDICATOR 21 - COOLANT LOW INDICATOR

7 - ENGINE TEMPERATURE GAUGE 22 - BRAKE INDICATOR 8 - FUEL GAUGE 23 - OIL LEVEL INDICATOR 9 - WAIT-TO-START INDICATOR 24 - BRAKE WEAR INDICATOR 10 - WASHER FLUID INDICATOR (OPTIONAL) 25 - WATER-IN-FUEL INDICATOR 11 - CONSTANT ENGINE SPEED (ADR) INDICATOR (OPTIONAL) 12 - LOW FUEL INDICATOR 27 - HIGH BEAM INDICATOR 13 - TRACTION CONTROL MALFUNCTION INDICATOR 28 - PARK BRAKE INDICATOR 14 - MALFUNCTION INDICATOR LAMP 29 - FUEL FILTER CLOGGED INDICATOR 15 - ELECTRONIC STABILITY PROGRAM (ESP) INDICATOR (OPTIONAL)

Except for the indications provided within the multi-function indicator LCD unit, each indicator in the EMIC is illuminated by a dedicated LED that is soldered onto the EMIC electronic circuit board. Cluster illumination is accomplished by dimmable LED back lighting, which illuminates the gauges for visibility when the exterior lighting is turned on. The cluster general illumination LED units are also soldered onto the EMIC electronic circuit board. The LED units are not available for service replacement and, if damaged or faulty, the entire EMIC must be replaced.

PUSH BUTTONS SELECTOR INDICATOR, ODOMETER, TRIP ODOMETER, EN-

GINE OIL LEVEL DATA, AMBIENT TEMPERATURE INDICATOR [OPTIONAL], & ACTIVE SERVICE SYSTEM [ASSYST] ENGINE OIL MAINTENANCE INDICATOR [OPTIONAL])

TERS]/TIME) SWITCH PUSH BUTTONS

26 - CHARGING INDICATOR

Hard wired circuitry connects the EMIC to the electrical system of the vehicle. These hard wired circuits are integral to the vehicle wire harnesses, which are routed throughout the vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle electrical system and to the EMIC through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair

VA INSTRUMENT CLUSTER 8J - 5

procedures, further details on wire harness routing and retention, as well as pin-out and location views for the various wire harness connectors, splices and grounds.

The EMIC modules for this model are serviced only as complete units. The EMIC module cannot be adjusted or repaired. If a gauge, an LED indicator, the multi-fuction indicator LCD unit, an electronic tone generator, the electronic circuit board, the circuit board hardware, the cluster overlay, the cluster housing, the cluster hood, the cluster lens, or the cluster rear cover are damaged or faulty, the entire EMIC module must be replaced.

OPERATION

The ElectroMechanical Instrument Cluster (EMIC) is designed to allow the vehicle operator to monitor the conditions of many of the vehicle components and operating systems. The gauges, meters and indicators in the EMIC provide valuable information about the powertrain, fuel and emissions systems, cooling system, lighting systems, safety systems and many other convenience items. The EMIC is installed in the instrument panel so that all of these monitors can be easily viewed by the vehicle operator when driving, while still allowing relative ease of access for service. The microprocessor-based EMIC hardware and software uses various inputs to control the gauges and indicators visible on the face of the cluster. Some of these inputs are hard wired, but many are in the form of electronic messages that are transmitted by other electronic modules over the Controller Area Network (CAN) data bus network. (Refer to 8 - ELECTRICAL/ELECTRONIC CONTROL MODULES/COMMUNICATION - OPERATION).

The EMIC microprocessor smooths the input data using algorithms to provide gauge readings that are accurate, stable and responsive to operating conditions. These algorithms are designed to provide gauge readings during normal operation that are consistent with customer expectations. However, when abnormal conditions exist such as high coolant temperature, the algorithm can drive the gauge pointer to an extreme position and the microprocessor can sound a chime through the on-board audible tone generator to provide distinct visual and audible indications of a problem to the vehicle operator. The instrument cluster circuitry also provides audible turn signal and hazard warning support by emulating the “ticking” sound associated with a conventional electro-mechanical flasher using a contactless relay. The relay will also provide an indication of a turn signal failure by sounding at double the usual frequency. Each audible warning is provided to the vehicle operator to supplement a visual indication.

The EMIC circuitry operates on battery current received through a non-switched fused B(+) circuit, and on a fused ignition switch output circuit. The

EMIC circuitry is grounded through a ground circuit and take out of the frame wire harness with an eyelet terminal connector that is secured to a stud by a nut at a ground location on the dash panel just forward of the instrument cluster. Separate switched ground inputs from the key-in ignition switch and the front door jamb switches provide wake-up signals to the EMIC circuitry. This arrangement allows the EMIC to provide some features regardless of the ignition switch position, while other features will operate only with the ignition switch in the On position.

Proper diagnosis and testing of the EMIC, the CAN data bus, the data bus electronic message inputs to and outputs from the EMIC, as well as the retrieval or erasure of a Diagnostic Trouble Code (DTC) requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. See the owner’s manual in the vehicle glove box for more information on the features, use and operation of the EMIC.

GAUGES

All gauges receive battery current through the EMIC circuitry only when the instrument cluster detects the ignition switch is in the On position. With the ignition switch in the Off position, battery current is not supplied to any gauges and the EMIC circuitry is programmed to move all of the gauge needles back to the low end of their respective scales. Therefore, the gauges do not accurately indicate any vehicle condition unless the ignition switch is in the On position.

All of the EMIC gauges are air core magnetic units. Two fixed electromagnetic coils are located within each gauge. These coils are wrapped at right angles to each other around a movable permanent magnet. The movable magnet is suspended within the coils on one end of a pivot shaft, while the gauge needle is attached to the other end of the shaft. One of the coils has a fixed current flowing through it to maintain a constant magnetic field strength. Current flow through the second coil changes, which causes changes in its magnetic field strength. The current flowing through the second coil is changed by the EMIC circuitry in response to messages received over the CAN data bus. The gauge needle moves as the movable permanent magnet aligns itself to the changing magnetic fields created around it by the electromagnets.

Proper diagnosis and testing of the gauges, the CAN data bus and the electronic data bus message inputs to the EMIC that control each gauge require the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Specific operation details for each gauge may be found elsewhere in this service information.

8J - 6 INSTRUMENT CLUSTER VA

INDICATORS

Indicators are located in various positions within the EMIC and are all connected to the EMIC electronic circuit board. The ambient temperature indicator (optional), brake indicator, brake wear indicator, charging indicator, coolant low indicator, high beam indicator, low fuel indicator, park brake indicator, seatbelt indicator, turn signal indicators, and washer fluid indicator operate based upon hard wired inputs to the EMIC. The airbag (SRS) indicator is normally controlled by a hard wired input from the Airbag Control Module (ACM); however, if the EMIC sees an abnormal or no input from the ACM, it will automatically turn the airbag indicator On until the hard wired input from the ACM has been restored. The Malfunction Indicator Lamp (MIL) is normally controlled by CAN data bus messages from the Engine Control Module (ECM); however, if the EMIC loses CAN data bus communication, the EMIC circuitry will automatically turn the MIL on until CAN data bus communication is restored. The EMIC uses CAN data bus messages from the ECM, the ACM, and the Controller Antilock Brake to control all of the remaining indicators.

The various EMIC indicators are controlled by different strategies; some receive battery feed from the EMIC circuitry and have a switched ground, while others are grounded through the EMIC circuitry and have a switched battery feed. However, all indicators are completely controlled by the EMIC microprocessor based upon various hard wired and electronic message inputs. Except for the indications provided by the multi-function indicator Liquid Crystal Display (LCD) unit, all indicators are illuminated at a fixed intensity, which is not affected by the selected illumination intensity of the EMIC general illumination lamps.

The hard wired indicator inputs may be diagnosed using conventional diagnostic methods. However, proper testing of the EMIC circuitry and the CAN bus message controlled indicators requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information. Specific details of the operation for each indicator may be found elsewhere in this service information.

CLUSTER ILLUMINATION

The EMIC has several general illumination lamps that are illuminated when the exterior lighting is turned on with the multi-function switch. The illumination intensity of these lamps is adjusted by a dimming level input received from the multi-function indicator “+” (plus) and “–” (minus) switch push buttons that extend through the lower edge of the cluster lens below the right end of the multi-function indicator. When the exterior lighting is turned Off, the display is illuminated at maximum brightness. When the exterior lighting is turned On and the

transmission gear selector is in the Park position, depressing the plus switch push button brightens the display lighting, and depressing the minus switch push button dims the display lighting. The EMIC also provides a Pulse-Width Modulated (PWM) panel lamps dimmer output that can be used to synchronize the illumination lighting levels of external illumination lamps (up to about 23 to 30 watts) with that of the EMIC.

The hard wired multi-function switch input and the EMIC panel lamps dimmer output may be diagnosed using conventional diagnostic methods. However, proper testing of the PWM control of the EMIC and the electronic dimming level inputs from the multi-function indicator push buttons requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

INPUT AND OUTPUT CIRCUITS

HARD WIRED INPUTS

The hard wired inputs to the EMIC include the following:

NOTE: Final approved circuit names were not yet available at the time this information was compiled.

• Airbag Indicator Driver

• Ambient Temperature Sensor Signal

(Optional)

• Brake Wear Indicator Sense

• Charging Indicator Driver

• Coolant Level Switch Sense

• Front Door Jamb Switch Sense

• Fuel Level Sensor Signal

• Fused B(+)

• Fused Ignition Switch Output

• High Beam Indicator Driver

• Key-In Ignition Switch Sense

• Left Turn Signal

• Park Brake Switch Sense

• Right Turn Signal

• Seat Belt Switch Sense

• Washer Fluid Switch Sense (Optional)

Refer to the appropriate wiring information for additional details.

HARD WIRED OUTPUTS

The hard wired outputs of the EMIC include the following:

• Engine Running Relay Control

• Panel Lamps Driver

Refer to the appropriate wiring information for additional details.

VA LAMPS 8L - 1

LAMPS

TABLE OF CONTENTS

page page

LAMPS/LIGHTING - EXTERIOR ............... 1 LAMPS/LIGHTING - INTERIOR............... 28

LAMPS / LIGHTING - EXTERIOR

TABLE OF CONTENTS

page page

LAMPS/LIGHTING - EXTERIOR

DESCRIPTION ..........................2

OPERATION ............................3

SPECIFICATIONS - LAMPS/LIGHTING -

EXTERIOR ...........................5

BACKUP LAMP BULB

REMOVAL .............................5

INSTALLATION ..........................6

BRAKE LAMP SWITCH

REMOVAL .............................6

INSTALLATION ..........................7

ADJUSTMENTS

ADJUSTMENT .........................7

BRAKE/PARK LAMP BULB

REMOVAL .............................7

INSTALLATION ..........................8

CENTER HIGH MOUNTED STOP LAMP BULB

REMOVAL .............................8

INSTALLATION ..........................8

CENTER HIGH MOUNTED STOP LAMP UN

REMOVAL .............................8

INSTALLATION ..........................9

CLEARANCE LAMP BULB

REMOVAL .............................9

INSTALLATION ..........................9

CLEARANCE LAMP UNIT

REMOVAL .............................9

INSTALLATION ..........................9

DAYTIME RUNNING LAMP RELAY

REMOVAL .............................10

INSTALLATION .........................10

FOG LAMP BULB

REMOVAL .............................10

INSTALLATION .........................11

FOG LAMP RELAY

REMOVAL .............................11

INSTALLATION .........................12

FOG LAMP SWITCH

REMOVAL .............................12

INSTALLATION .........................13

FRONT LAMP UNIT

REMOVAL .............................13

INSTALLATION .........................13

ADJUSTMENTS

ADJUSTMENT - FRONT LAMP UNIT .......14

FRONT POSITION LAMP BULB

REMOVAL .............................14

INSTALLATION .........................15

FRONT TURN/PARK/SIDE MARKER LAMP

BULB

REMOVAL .............................15

INSTALLATION .........................16

HEADLAMP LEVELING MOTOR

REMOVAL .............................16

INSTALLATION .........................17

HEADLAMP LEVELING SWITCH

REMOVAL .............................17

INSTALLATION .........................18

HIGH BEAM HEADLAMP BULB

REMOVAL .............................18

INSTALLATION .........................19

LICENSE PLATE LAMP BULB

REMOVAL .............................19

INSTALLATION .........................19

LICENSE PLATE LAMP UNIT

REMOVAL .............................19

INSTALLATION .........................19

LOW BEAM HEADLAMP BULB

REMOVAL .............................20

INSTALLATION .........................20

MULTI-FUNCTION SWITCH

REMOVAL .............................21

INSTALLATION .........................21

PARK BRAKE SWITCH

REMOVAL .............................21

INSTALLATION .........................22

REAR SIDE MARKER LAMP BULB

REMOVAL .............................22

INSTALLATION .........................22

8L - 2 LAMPS/LIGHTING - EXTERIOR VA

REAR TURN LAMP BULB

REMOVAL .............................23

INSTALLATION .........................23

REPEATER LAMP BULB

REMOVAL .............................23

INSTALLATION .........................24

REPEATER LAMP UNIT

REMOVAL .............................24

LAMPS / LIGHTING - EXTERIOR

DESCRIPTION

The exterior lighting system for this model

includes the following exterior lamps:

• Backup Lamps - The backup (or reverse) lamps are integral to the tail lamp units mounted to the back of the quarter panel on each side of the tailgate at the rear of the vehicle.

• Brake Lamps - The brake (or stop) lamps include a bulb and reflector that are integral to the tail lamp units mounted to the back of the quarter panel on each side of the tailgate opening, and the Center High Mounted Stop Lamp (CHMSL) that is centered on the rear edge of the roof panel above the tailgate opening.

• Daytime Running Lamps - Vehicles manufac- tured for sale in Canada have a Daytime Running Lamps (DRL) relay that illuminates the low beam headlamp bulbs whenever the engine is running.

• Fog Lamps - Fog lamp bulbs and reflectors are included in both front lamp units of vehicles equipped with this option.

• Hazard Warning Lamps - The hazard warning lamps include all of the right and left turn signal and repeater lamps.

• Headlamps - Separate low beam and high beam headlamp bulbs are installed in the front lamp unit on each side of the front grille opening. A headlamp leveling actuator motor is also integral to each front lamp unit.

• Park Lamps - The park lamps include the front park/side marker lamps and front position lamps that are integral to the front lamp units mounted on either side of the front grille opening, as well as the rear park lamps and rear side marker lamps that are integral to the tail lamp units mounted to the back of the quarter panel on each side of the tailgate opening. Included in the park lamps circuit are two rear license plate lamp units mounted on the left rear tailgate door. The park lamps may also include optional clearance lamps, which are located on each side of a vehicle that is so equipped.

• Turn Signal Lamps - The turn signal lamps include the front turn lamps that are integral to the front lamp units, the rear turn lamps that are integral to the tail lamp units, and a repeater lamp

INSTALLATION .........................25

TAIL LAMP UNIT

REMOVAL .............................25

INSTALLATION .........................26

TURN SIGNAL RELAY

REMOVAL .............................26

INSTALLATION .........................26

mounted to each front fender just above the front wheel opening.

Other components of the exterior lighting system

for this model include:

• Brake Lamp Switch - A plunger-type brake lamp switch is located on the steering column support bracket under the instrument panel and actuated by the brake pedal arm.

• Daytime Running Lamp Relays - Vehicles manufactured for sale in Canada have two Daytime Running Lamps (DRL) relays. Dedicated right and left side relays illuminate the low beam headlamp bulb installed in each front lamp unit whenever the engine is running. These relays are located in dedicated vehicle wire harness connectors within the driver side front seat riser.

• Fog Lamp Relay - Vehicles equipped with the optional fog lamps have a fog lamp relay located in a dedicated vehicle wire harness connector within the driver side front seat riser.

• Fog Lamp Switch - A fog lamp switch is mounted in the instrument cluster bezel, below the cluster and outboard of the steering column on vehicles equipped with this option.

• Headlamp Leveling Motor - A headlamp lev- eling actuator motor is located on the back of each headlamp housing and adjusts both the low beam headlamp, high beam headlamp, and fog lamp (if equipped) reflector frames in unison.

• Headlamp Leveling Switch - A thumbwheel actuated headlamp leveling switch is mounted in the instrument cluster bezel, below the cluster and outboard of the steering column.

• Multi-Function Switch - The multi-function switch is located on the top of the steering column, just below the steering wheel. The multi-function switch is connected directly to the fuse block located below the steering column through an integral interface connector. Only the left (lighting), right (wiper) control stalks and the hazard warning switch button for the multi-function switch are visible, the remainder of the switch is concealed beneath the steering column shrouds. The multi-function switch includes a left (lighting) control stalk and a right (wiper) control stalk. The left control stalk is dedicated to providing almost all of the driver controls for the exterior lighting system.

• Trailer Tow Connector - Vehicles equipped with a factory-approved, field-installed trailer towing

VA LAMPS/LIGHTING - EXTERIOR 8L - 3

electrical package have a heavy duty 7-way trailer tow connector installed in a bracket on the trailer hitch receiver. This package includes a 7-way to 4-way connector adapter unit.

• Trailer Tow Control Module - Vehicles equipped with a factory-approved, field-installed trailer towing electrical package have a trailer tow brake/turn control module located within the driver side front seat riser that controls the brake lamp and turn signal lamp outputs to the trailer lighting circuits.

• Turn Signal Relay - A turn signal relay is installed in the fuse block located on the underside of the steering column behind a fuse access panel in the steering column opening cover on the instrument panel. The electronic circuitry of the wipers, turn signals and engine start control module within the fuse block controls the turn signal relay.

• Wipers, Turn Signals, Engine Start Control Module - The wipers, turn signals and engine start

control module is integral to the fuse block located on the underside of the steering column behind a fuse access panel in the steering column opening cover on the instrument panel. This module includes active electronic elements that control the operation of the turn signal relay based upon inputs from the multifunction switch and feedback from the turn signal circuits. (Refer to 8 - ELECTRICAL/POWER DISTRIBUTION/FUSE BLOCK - DESCRIPTION).

Hard wired circuitry connects the exterior lighting system components to the electrical system of the vehicle. These hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle electrical system and to the exterior lighting system components through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, further details on wire harness routing and retention, as well as pin-out and location views for the various wire harness connectors, splices and grounds.

OPERATION

Following are paragraphs that briefly describe the operation of each of the major exterior lighting systems. The hard wired circuits and components of the exterior lighting systems may be diagnosed and tested using conventional diagnostic tools and procedures. However, conventional diagnostic methods may not prove conclusive in the diagnosis of the wipers, turn signals and engine start control module located within the fuse block underneath the steering column, the ElectroMechanical Instrument Cluster (EMIC), the Engine Control Module (ECM), or the

Controller Area Network (CAN) data bus network. The most reliable, efficient, and accurate means to diagnose the electronic module within the fuse block, the EMIC, the ECM, and the CAN data bus network inputs and outputs related to the various exterior lighting systems requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

BACKUP LAMPS

The backup (or reverse) lamps have a path to ground received at all times through the vehicle wire harness from a ground point located on the frame near the left end of the tailgate sill. The backup lamps receive battery current on the backup lamp supply circuit only when the backup lamp switch circuit of the Transmission Range Sensor (TRS) integral to the gear shifter assembly is closed by the gear shifter mechanism.

BRAKE LAMPS

The brake (or stop) lamps have a path to ground at all times through the vehicle wire harness from a ground point located on the frame near the left end of the tailgate sill. The Center High Mounted Stop Lamp (CHMSL) has a path to ground at all times through the vehicle wire harness from a ground point on the left side of the dash panel. The brake lamps and CHMSL receive battery current on the brake lamp switch output circuit when the brake lamp switch is closed by the brake pedal arm.

DAYTIME RUNNING LAMPS

Vehicles manufactured for sale in Canada illuminate the low beam headlamp bulb when the engine is running and the exterior lamps are turned off. This feature is enabled by the right and left Daytime Running Lamps (DRL) relays. When the DRL relays are de-energized, they provide fused battery current from the circuit K26 relay to the headlamp low beams. When the headlamps are turned On using the left (lighting) control stalk of the multi-function switch the DRL relays are energized, which returns control of the headlamps to the headlamp switch circuitry of the multi-function switch. The circuit K26 relay is energized by the ElectroMechanical Instrument Cluster (EMIC) whenever it receives an electronic message from the Engine Control Module (ECM) over the Controller Area Network (CAN) data bus indicating that the engine is running. The DRL and circuit K26 relays are installed in a relay bracket located below the forward edge of the driver side front seat cushion within the driver side front seat riser.

FRONT FOG LAMPS

Vehicles equipped with optional front fog lamps have a front fog lamp relay installed in a relay bracket located below the forward edge of the driver side front seat cushion within the driver side front

8L - 4 LAMPS/LIGHTING - EXTERIOR VA

seat riser, a fog lamp switch installed in the cluster bezel on the instrument panel outboard of the steering column, and a fog lamp bulb installed in each of the two front lamp units. The front fog lamps have a path to ground at all times through their connection to the vehicle wire harness. The headlamp switch circuitry of the left (lighting) control stalk of the multifunction switch controls front fog lamp operation by providing battery current to the front fog lamp relay only when the low beam headlamps are selected. The fog lamp switch controls front fog lamp operation by energizing or de-energizing the front fog lamp relay control coil.

HAZARD WARNING LAMPS

With the hazard switch in the On position, the hazard switch button illuminates and the right and left turn signal indicators as well as the right and left turn signal lamps begin to flash on and off. When the hazard warning system is activated, the hazard switch circuitry within the multi-function switch and the wipers, turn signals and engine start control module electronic circuitry within the fuse block will repeatedly energize and de-energize the turn signal relay located in the fuse block. The turn signal relay switches battery current from a fused B(+) fuse in the fuse block to the turn signal indicators and the turn signal lamps. The flashing of the hazard switch button illumination lamp is also controlled by the output from the turn signal relay.

HEADLAMPS

The headlamp system includes the exterior lighting switches integral to the left (lighting) control stalk of the multi-function switch as well as the low and high beam bulbs installed in the right and left front lamp units (Fig. 1). The headlamp bulbs have a path to ground at all times through the vehicle wire harness. The exterior lighting switches control headlamp operation by providing battery current to the selected low or high beam bulbs. Each front lamp unit includes two integral adjustment screws to be used for static horizontal and vertical aiming of the headlamp beam reflectors.

1 - LEFT TURN SIGNAL 2 - RIGHT TURN SIGNAL 3 -EXTERIOR LIGHTING 4 - BEAM SELECT (DIMMER) 5 - OPTICAL HORN

HEADLAMP LEVELING

The headlamp leveling system includes a leveling actuator motor integral to each front lamp unit, and a rotary thumbwheel actuated headlamp leveling switch in the cluster bezel on the instrument panel outboard of the steering column. The headlamp leveling system allows the headlamp beam reflectors to be adjusted to one of four vertical positions to compensate for changes in inclination caused by the loading of the vehicle suspension. The actuator motors are mechanically connected through an integral pushrod to an adjustable headlamp reflector. The headlamp leveling switch is a resistor multiplexed unit that provides one of four voltage outputs to the headlamp leveling motors. The headlamp leveling motors will move the headlamps to the selected position based upon the voltage input received from the switch. The headlamp leveling motors and switch have a path to ground at all times. The headlamp leveling components operate on battery current received through the park lamps circuit so that the system will only operate when the exterior lighting is turned on.

Fig. 1 Lighting Switch

PARK LAMPS

The park lamps system includes the exterior lighting switches integral to the left (lighting) control stalk of the multi-function switch (Fig. 1), the front park/side marker lamps, the front position lamps, the rear park lamps, the rear side marker lamps, the optional clearance lamps, and the license plate lamps. Each of these lamps are provided with a path to ground at all times through the vehicle wire harness. The exterior lighting switches control the park lamp operation by providing battery current through the park lamps circuit to the appropriate lamp bulbs.

VA LAMPS/LIGHTING - EXTERIOR 8L - 5

TURN SIGNAL LAMPS

When the left (lighting) control stalk of the multifunction switch is activated (Fig. 1), the turn signal system illuminates the selected right or left turn signal indicator and the turn signal lamps begin to flash. The turn signal lamps include a bulb integral to each front lamp unit and each tail lamp unit, as well as a repeater lamp bulb located on each front fender above the front wheels. When the turn signal system is activated, the turn signal switch circuitry within the multi-function switch and the electronic circuitry of the wipers, turn signals and engine start control module within the fuse block will repeatedly energize and de-energize the turn signal relay located in the fuse block. The turn signal relay switches battery current from a fused ignition switch output fuse in the fuse block to the appropriate turn signal indicator and turn signal lamps.

The ElectroMechanical Instrument Cluster (EMIC) contactless relay will generate repetitive, audible turn signal “click” sounds to emulate the sounds of a conventional electro-mechanical turn signal flasher at one of two rates to coincide with the flashing of the turn signals. The slow rate emulates normal turn signal operation, while the fast rate emulates “bulb out” turn signal operation.

BACKUP LAMP BULB

REMOVAL

(1) Disconnect and isolate the battery negative

cable.

(2) If the vehicle is so equipped, remove the trim

from the inside of the right or left rear corner pillar.

(3) From inside the vehicle, use hand pressure to push the two latch tabs toward the center of the tail lamp unit socket plate and pull the socket plate straight out from the inner rear pillar (Fig. 2).

SPECIFICATIONS - LAMPS / LIGHTING - EXTERIOR

BULB SPECIFICATIONS

LAMP BULB

Backup P21W - 12V 21W Brake & Rear Park P21/5W - 12V 21/5W Center High Mounted

Stop Clearance W3W - 12V 3W Front Fog H1 - 12V 55W Front Position W5W - 12V 5W Front Turn, Park & Side

Marker Low Beam Headlamp H7 - 12V 55W High Beam Headlamp H1 - 12V 55W License Plate C5W - 12V 5W Rear Side Marker R5W - 12V 5W Rear Turn P21W - 12V 21W Side Repeater W5W - 12V 3W

P21W - 12V 21W

3457 NA - 12V 28/7.5W Amber Glass

Fig. 2 Tail Lamp Socket Plate Remove/Install

1 - SOCKET PLATE 2 - INNER REAR PILLAR 3 - LATCH TAB (2)

(4) Pull the socket plate away from the inner rear pillar far enough to access the backup lamp bulb (Fig. 3).

8L - 6 LAMPS/LIGHTING - EXTERIOR VA

Fig. 3 Tail Lamp Bulb Remove/Install

1 - BRAKE/PARK LAMP BULB 2 - BACKUP LAMP BULB 3 - TURN SIGNAL LAMP BULB 4 - SIDE MARKER LAMP BULB 5 - TAIL LAMP SOCKET PLATE

(5) Remove the backup lamp bulb from the tail

lamp socket plate.

INSTALLATION

(1) Install the backup lamp bulb into the tail lamp

socket plate (Fig. 3).

(2) Align the socket plate with the mounting hole

in the inner rear pillar.

(3) Using hand pressure, push the socket plate gently and evenly into the inner rear pillar mounting hole until both latch tabs are fully engaged (Fig. 2).

(4) If the vehicle is so equipped, reinstall the trim onto the inside of the right or left rear corner pillar.

(5) Reconnect the battery negative cable.

BRAKE LAMP SWITCH

REMOVAL

1 - PEDAL BRACKET 2 - BRAKE LAMP SWITCH 3 - BRAKE PEDAL

(3) Depress the locking tab on the brake lamp switch body behind the pedal bracket and rotate the switch counterclockwise about 30 degrees (Fig. 5).

1 - PEDAL BRACKET 2 - PLUNGER 3 - BRAKE LAMP SWITCH 4 - CONNECTOR RECEPTACLE 5 - LOCKING TAB

(4) Pull the switch forward in the vehicle far enough to disengage the switch plunger from the mounting hole in the pedal bracket.

(5) Disconnect the vehicle wire harness from the brake lamp switch connector receptacle.

(6) Remove the brake lamp switch from the vehicle.

Fig. 4 Brake Lamp Switch Location

Fig. 5 Brake Lamp Switch Remove/Install

(1) Disconnect and isolate the battery negative

cable.

(2) Locate the brake lamp switch on the pedal

bracket underneath the instrument panel (Fig. 4).

VA POWER SYSTEMS 8N - 1

POWER SYSTEMS

TABLE OF CONTENTS

page page

POWER LOCKS............................ 1

POWER MIRRORS ......................... 3

POWER LOCKS

TABLE OF CONTENTS

page page

DOOR LOCK MOTOR

REMOVAL .............................1

INSTALLATION ..........................1

REMOTE KEYLESS ENTRY TRANSMITTER

DESCRIPTION ..........................1

MASTER LOCK SWITCH

DESCRIPTION ..........................1

DOOR LOCK MOTOR

REMOVAL

(1) Disconnect and isolate the battery negative

cable.

(2) Remove the door trim panel. (3) Remove the door lock. (4) Remove the door lock motor from the door lock.

POWER WINDOWS......................... 5

DIAGNOSIS AND TESTING - MASTER LOCK

SWITCH .............................1

REMOVAL .............................2

INSTALLATION ..........................2

MASTER LOCK SWITCH

DESCRIPTION

The master lock switch is a momentary contact switch. Pressing the once in the up direction unlocks the driver door. Pressing it again in the same direction unlocks all doors. Pressing the button in the down direction locks all doors.

INSTALLATION

(1) Install the door lock motor to the door lock. (2) Install the door lock. (3) Install the door trim panel. (4) Connect the battery negative cable.

REMOTE KEYLESS ENTRY TRANSMITTER

DESCRIPTION

Pressing the unlock button on the transmitter will unlock the drivers door, pressing it a second time within 2.5 seconds will unlock all other doors. The transmitter has a range of 10 meters. A key is integral to the transmitter.

When a transmitter is lost, it is necessary to disable the affected transmitter so that it can no longer be used to operate the vehicle. It will then be necessary to program a new transmitter to the vehicle.

DIAGNOSIS AND TESTING - MASTER LOCK SWITCH

(1) Disconnect and isolate the battery negative

cable.

(2) Remove the switch to be tested. (3) Using an ohmmeter, test switch for continuity

(Fig. 1).

(4) If test results are not obtained as shown in the

test table, replace the switch.

8N - 2 POWER LOCKS VA

Fig. 1 POWER LOCK SWITCH Fig. 2 POWER LOCK SWITCH

MASTER LOCK SWITCH

SWITCH POSITION CONTINUITY BETWEEN

OPEN 4 AND 7

4 AND 10 7 AND 10

LOCK/UNLOCK 3 AND 4

3 AND 7

3 AND 10

4 AND 7

4 AND 10

4 AND 8 7 AND 8

7 AND 10

1 - CENTRAL LOCKING SWITCH 2 - INSTRUMENT PANEL

(3) Remove the central locking switch from the

bezel (Fig. 2).

INSTALLATION

(1) Install switch to bezel.

(2) Install instrument panel center bezel (Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL CENTER BEZEL - INSTALLATION).

(3) Connect battery negative cable.

REMOVAL

(1) Disconnect and isolate the battery negative

cable.

(2) Remove the instrument panel center bezel (Refer to 23 - BODY/INSTRUMENT PANEL/INSTRUMENT PANEL CENTER BEZEL REMOVAL).

VA POWER MIRRORS 8N - 3

POWER MIRRORS

TABLE OF CONTENTS

page page

POWER MIRRORS

DESCRIPTION ..........................3

POWER MIRROR SWITCH

DIAGNOSIS AND TESTING - POWER MIRROR

SWITCH .............................3

POWER MIRRORS

DESCRIPTION

The power operated outside rear view mirrors allow the driver to adjust both outside mirrors electrically from the driver side front seat position by operating a switch on the driver side front door trim panel. The power mirrors receive a non-switched battery feed through a fuse so that the system will remain operational, regardless of the ignition switch position.

POWER MIRROR SWITCH

DIAGNOSIS AND TESTING - POWER MIRROR SWITCH

(1) Disconnect and isolate the battery negative cable.

(2) Remove power mirror switch (Refer to 8 ELECTRICAL/POWER MIRRORS/POWER MIRROR SWITCH - REMOVAL).

(3) Using an ohmmeter, test for continuity between the terminals of the switch (Fig. 1).

REMOVAL .............................3

INSTALLATION ..........................4

MIRROR SWITCH TEST

MIRROR SELECT SWITCH IN “LEFT” POSITION

BUTTON

POSI-

TION

UP PIN 6 AND 9

DOWN PIN 2 AND 4

LEFT PIN 2 AND 3

RIGHT PIN 2 AND 3

MIRROR SELECT SWITCH IN “RIGHT” POSITION

BUTTON

POSI-

TION

UP PIN 6 AND 8

DOWN PIN 6 AND 3

LEFT PIN 1 AND 7

RIGHT PIN 1 AND 8

CONTINUITY BETWEEN

PIN 6 AND 8

PIN 6 AND 10

PIN 6 AND 2

CONTINUITY BETWEEN

PIN 6 AND 9

Fig. 1 POWER MIRROR SWITCH

REMOVAL

(1) Disconnect and isolate the battery negative

cable.

(2) Remove the door handle trim. (3) Remove the mirror switch/power window

switch trim (Fig. 2).

8N - 4 POWER MIRRORS VA

Fig. 2 POWER MIRROR SWITCH

(4) Disconnect the electrical wire harness and remove switch.

INSTALLATION

(1) Connect electrical harness connector to switch.

(2) install the mirror switch/power window switch trim.

(3) Install the door handle trim.

(4) Connect the battery negative cable.

VA POWER WINDOWS 8N - 5

POWER WINDOWS

TABLE OF CONTENTS

page page

POWER WINDOWS

DESCRIPTION ..........................5

OPERATION ............................5

WINDOW MOTOR

REMOVAL .............................5

POWER WINDOWS

DESCRIPTION

The power window system allows each of the door windows to be raised and lowered electrically by actuating a switch on each door panel. A master switch on the drivers door allows the driver to raise or lower each door window. The power window system operates only when the ignition switch is in the RUN or ACCESSORY position.

OPERATION

WINDOW SWITCH

The power window switches control the battery and ground feeds to the power window motors. The passenger door power window switches receive their battery and ground feeds through the circuitry of the drivers window switch.

POWER WINDOW SWITCH

DIAGNOSIS AND TESTING - POWER

WINDOW SWITCH ......................5

REMOVAL .............................5

INSTALLATION ..........................6

POWER WINDOW SWITCH

DIAGNOSIS AND TESTING - POWER WINDOW SWITCH

Test the power window switch continuity. Refer to the Power Window Switch Continuity chart to determine if the continuity is correct in the Off, Up and Down switch positions (Fig. 1).

WINDOW MOTOR

Window motors use permanent type magnets. The B+ and ground applied at the motor terminal pins will cause the motor to rotate in one direction. Reversing current through the motor terminals will cause the motor to rotate in the opposite direction.

Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

WINDOW MOTOR

REMOVAL

The window motor is serviced with the window regulator.

Fig. 1 POWER WINDOW SWITCH

POWER WINDOW SWITCH CONTINUITY

CHART

SWITCH POSITION CONTINUITY BETWEEN

UP PIN 1 AND 3

PIN 2 AND 4

DOWN PIN 1 AND 4

PIN 2 AND 5

NEUTRAL (OFF) PIN 1AND 3

PIN 2 AND 5

REMOVAL

(1) Disconnect and isolate the battery negative

cable.

(2) Remove door handle cover.

8N - 6 POWER WINDOWS VA

(3) Remove power window switch trim from door trim panel.

(4) disconnect wire harness connectors from switches.

(5) Remove power window switch from trim.

INSTALLATION

(1) Install switch to trim.

(2) Connect wire harness connectors to switches.

(3) Install power window switch trim to door trim panel.

(4) Install door handle cover.

(5) Connect battery negative cable.

VA RESTRAINTS 8O - 1

RESTRAINTS

TABLE OF CONTENTS

page page

RESTRAINTS

DESCRIPTION ..........................2

OPERATION ............................4

WARNINGS - RESTRAINT SYSTEM ..........5

DIAGNOSIS AND TESTING - SUPPLEMENTAL

RESTRAINT SYSTEM ...................5

STANDARD PROCEDURE

STANDARD PROCEDURE - HANDLING

NON-DEPLOYED SUPPLEMENTAL

RESTRAINTS .........................6

STANDARD PROCEDURE - SERVICE

AFTER A SUPPLEMENTAL RESTRAINT

DEPLOYMENT.........................6

STANDARD PROCEDURE - VERIFICATION

TEST ................................7

AIRBAG CONTROL MODULE

DESCRIPTION ..........................8

OPERATION ............................8

REMOVAL .............................10

INSTALLATION .........................11

CLOCKSPRING

DESCRIPTION .........................12

OPERATION ...........................13

STANDARD PROCEDURE - CLOCKSPRING

CENTERING .........................13

REMOVAL .............................14

INSTALLATION .........................15

DRIVER AIRBAG

DESCRIPTION .........................16

OPERATION ...........................17

REMOVAL .............................18

INSTALLATION .........................19

FRONT SEAT BELT & RETRACTOR

REMOVAL .............................20

INSTALLATION .........................22

FRONT SEAT BELT BUCKLE

REMOVAL .............................23

INSTALLATION .........................23

PASSENGER AIRBAG

DESCRIPTION .........................24

OPERATION ...........................24

REMOVAL .............................25

INSTALLATION .........................27

PASSENGER AIRBAG BRACKET

REMOVAL .............................27

INSTALLATION .........................28

REAR SEAT BELT & RETRACTOR

REMOVAL .............................28

INSTALLATION .........................30

REAR SEAT BELT BUCKLE

REMOVAL

REMOVAL - INBOARD ..................30

REMOVAL - OUTBOARD ................31

INSTALLATION

INSTALLATION - INBOARD ..............31

INSTALLATION - OUTBOARD ............31

SEAT BELT SWITCH

DESCRIPTION .........................31

OPERATION ...........................32

SEAT BELT TENSIONER

DESCRIPTION .........................32

OPERATION ...........................33

SEAT BELT TURNING LOOP ADJUSTER

REMOVAL .............................33

INSTALLATION .........................35

SIDE CURTAIN AIRBAG

DESCRIPTION .........................35

OPERATION ...........................36

REMOVAL .............................36

INSTALLATION .........................38

SIDE IMPACT SENSOR

DESCRIPTION .........................39

OPERATION ...........................39

REMOVAL .............................40

INSTALLATION .........................40

8O - 2 RESTRAINTS VA

RESTRAINTS

DESCRIPTION

1 - PASSENGER AIRBAG (OPTIONAL) 2 - SIDE IMPACT SENSOR (2 - WITH OPTIONAL SIDE CURTAIN AIRBAGS ONLY) 3 - DRIVER AIRBAG 4 - AIRBAG CONTROL MODULE 5 - SEAT BELT TENSIONER (DRIVER SIDE - STANDARD, PASSENGER SIDE - OPTIONAL WITH PASSENGER AIRBAG ONLY) 6 - SIDE CURTAIN AIRBAG (2 - OPTIONAL)

An occupant restraint system is standard factoryinstalled safety equipment on this model. Available occupant restraints for this model include both active and passive types. Active restraints are those which require the vehicle occupants to take some action to employ, such as fastening a seat belt; while passive restraints require no action by the vehicle occupants to be employed (Fig. 1).

Fig. 1 Supplemental Restraint System

ACTIVE RESTRAINTS

The active restraints for this model include:

• Front Seat Belts - Both outboard front seating positions are equipped with three-point seat belt systems employing a lower B-pillar mounted inertia latch-type retractors, height-adjustable upper B-pillar mounted turning loops, travelling lower seat belt anchors secured to the outboard seat tracks, and

VA RESTRAINTS 8O - 3

travelling end-release seat belt buckles secured to the inboard seat track. The driver side front seat belt buckle of all models includes an integral seat belt switch that detects whether its seat belt has been fastened.

• Rear Seat Belts - All rear seating positions are equipped with three-point seat belt systems. Each rear seating position belt employs an integral seat cushion frame mounted inertia latch-type retractor, a fixed position upper seat back frame mounted turning loop, and a fixed lower seat belt anchor secured to the seat cushion frame. All rear seat belts have fixed end-release seat belt buckles that are also secured to the seat cushion frame.

PASSIVE RESTRAINTS

A Next Generation driver airbag is standard factory-installed safety equipment on this model, while a passenger side front airbag and side curtain airbags are optional. This airbag system is a passive, inflatable, Supplemental Restraint System (SRS) and vehicles with this equipment can be readily identified by the “SRS - AIRBAG” logo molded into the driver airbag trim cover in the center of the steering wheel and, if the vehicle is so equipped, also into the passenger airbag door on the instrument panel above the glove box (Fig. 2). Vehicles with the airbag system can also be identified by the airbag indicator, which will illuminate in the instrument cluster for about six seconds as a bulb test each time the ignition switch is turned to the On position. A pyrotechnic-type seat belt tensioner is integral to the front seat belt retractor mounted on the lower B-pillar on the driver side, and to the passenger side retractor of vehicles equipped with the optional passenger side airbag.

Fig. 2 SRS Logo

The supplemental restraint system includes the following major components, which are described in further detail elsewhere in this service information:

• Airbag Control Module - The Airbag Control Module (ACM) is located on a mount on the floor panel within the driver side seat riser, beneath the driver seat in the passenger compartment.

• Airbag (SRS) Indicator - The airbag indicator is integral to the ElectroMechanical Instrument Cluster (EMIC), which is located on the instrument panel in front of the driver.

• Clockspring - The clockspring is located near the top of the steering column, directly beneath the steering wheel.

• Driver Airbag - The driver airbag is located in the center of the steering wheel, beneath the driver airbag trim cover.

• Driver Knee Blocker - The structure of the lower instrument panel serves as a knee blocker for the driver.

• Passenger Airbag - The optional passenger air- bag is located within the instrument panel, behind the passenger airbag door on the instrument panel above the glove box on the passenger side of the vehicle.

• Passenger Knee Blocker - The structure of the glove box door and the lower instrument panel serve as a knee blocker for the front seat passenger.

• Seat Belt Tensioner - A seat belt tensioner is integral to the driver side front seat belt retractor unit, and to the passenger side front seat belt retractor unit on vehicles equipped with an optional passenger airbag.

• Side Curtain Airbags - Optional side curtain airbags are available for this model when it is also equipped with dual front airbags. In vehicles equipped with this option, a side curtain airbag is located on the inside of the roof side rail within a garnish molding that extends from the A-pillar to the B-pillar above each front door opening within the passenger compartment of the vehicle.

• Side Impact Sensor - Two side impact sensors are used on vehicles equipped with the optional side curtain airbags, one on each side of the vehicle. One sensor is located near the front of each front door step well, concealed behind the step well trim.

The ACM contains a central processing unit and programming that allows it to communicate on a serial data bus diagnostic circuit connected to the 16-way Data Link Connector (DLC) located below the left end of the instrument panel. This method of communication is used for initialization of the ACM and for diagnosis of the SRS circuits and components using a diagnostic scan tool.

Hard wired circuitry connects the supplemental restraint system components to each other through the electrical system of the vehicle. These hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle electrical system,

8O - 4 RESTRAINTS VA

and to the supplemental restraint system components through the use of a combination of soldered splices, splice block connectors, and many different types of wire harness terminal connectors and insulators. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, further details on wire harness routing and retention, as well as pin-out and location views for the various wire harness connectors, splices and grounds.

OPERATION

ACTIVE RESTRAINTS

The primary passenger restraints in this or any other vehicle are the standard equipment factory-installed seat belts. Seat belts are referred to as an active restraint because the vehicle occupants are required to physically fasten and properly adjust these restraints in order to benefit from them. See the owner’s manual in the vehicle glove box for more information on the features, use and operation of all of the factory-installed active restraints.

PASSIVE RESTRAINTS

The passive restraints are referred to as a supplemental restraint system because they were designed and are intended to enhance the protection for the occupants of the vehicle only when used in conjunction with the seat belts. They are referred to as passive restraints because the vehicle occupants are not required to do anything to make them operate; however, the vehicle occupants must be wearing their seat belts in order to obtain the maximum safety benefit from the factory-installed supplemental restraint system.

The supplemental restraint system electrical circuits are continuously monitored and controlled by a microprocessor and software contained within the Airbag Control Module (ACM). An airbag indicator in the ElectroMechanical Instrument Cluster (EMIC) illuminates for about four seconds as a bulb test each time the ignition switch is turned to the On or Start positions. Following the bulb test, the airbag indicator is turned on or off by the ACM to indicate the status of the supplemental restraint system. If the airbag indicator comes on either solid or flashing at any time other than during the bulb test, it indicates that there is a problem in the supplemental restraint system electrical circuits. Such a problem may cause airbags not to deploy when required, or to deploy when not required.

Deployment of the supplemental restraints depends upon the angle and severity of an impact. Deployment is not based upon vehicle speed; rather, deployment is based upon the rate of deceleration as measured by the forces of gravity (G force) upon the impact sensor(s). When an impact is severe enough,

the microprocessor in the ACM signals the inflator of the appropriate airbag units to deploy their airbag cushions. The front seat belt tensioners are provided with a deployment signal by the ACM in conjunction with the driver and passenger airbags.

During a frontal vehicle impact, the knee blockers work in concert with properly fastened and adjusted seat belts to restrain both the driver and the front seat passenger in the proper position for an airbag deployment. The knee blockers also absorb and distribute the crash energy from the driver and the front seat passenger to the structure of the instrument panel. The seat belt tensioners remove the slack from the front seat belts to provide further assurance that the driver and front seat passenger are properly positioned and restrained for an airbag deployment.

Typically, the vehicle occupants recall more about the events preceding and following a collision than they do of an airbag deployment itself. This is because the airbag deployment and deflation occur so rapidly. In a typical 48 kilometer-per-hour (30 mileper-hour) barrier impact, from the moment of impact until the airbags are fully inflated takes only a few milliseconds. Within one to two seconds from the moment of impact, the airbags are almost entirely deflated. The times cited for these events are approximations, which apply only to a barrier impact at the given speed. Actual times will vary somewhat, depending upon the vehicle speed, impact angle, severity of the impact, and the type of collision.

When the ACM monitors a problem in any of the airbag system circuits or components, including the seat belt tensioners, it stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit and sends a hard wired output to the EMIC to turn on the airbag indicator. If the EMIC detects a problem in the airbag indicator or airbag indicator circuit, the cluster will flash the seatbelt indicator on and off. Proper testing of the supplemental restraint system components as well as the retrieval or erasure of a DTC from the ACM requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

See the owner’s manual in the vehicle glove box for more information on the features, use and operation of all of the factory-installed passive restraints.

VA RESTRAINTS 8O - 5

WARNINGS - RESTRAINT SYSTEM

WARNING: To avoid personal injury or death, during and following any seat belt service, carefully inspect all seat belts, buckles, mounting hardware, retractors, tether straps, and anchors for proper installation, operation, or damage. Replace any belt that is cut, frayed, or torn. Straighten any belt that is twisted. Tighten any loose fasteners. Replace any belt that has a damaged or inoperative buckle or retractor. Replace any belt that has a bent or damaged latch plate or anchor plate. Never attempt to repair a seat belt component. Always replace damaged or faulty seat belt components with the correct, new and unused replacement parts listed in the DaimlerChrysler Mopar Parts Catalog.

WARNING: To avoid personal injury or death, on vehicles equipped with airbags, disable the supplemental restraint system before attempting any steering wheel, steering column, airbag, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the supplemental restraint system. Failure to take the proper precautions could result in accidental airbag deployment.

WARNING: To avoid personal injury or death, when handling a seat belt tensioner retractor, proper care should be exercised to keep fingers out from under the retractor cover and away from the seat belt webbing where it exits from the retractor cover.

WARNING: To avoid personal injury or death, replace all restraint system components only with parts specified in the DaimlerChrysler Mopar Parts Catalog. Substitute parts may appear interchangeable, but internal differences may result in inferior occupant protection.

WARNING: To avoid personal injury or death, the fasteners, screws, and bolts originally used for the restraint system components must never be replaced with any substitutes. These fasteners have special coatings and are specifically designed for the restraint system. Any time a new fastener is needed, replace it with the correct fasteners provided in the service package or specified in the DaimlerChrysler Mopar Parts Catalog.

WARNING: To avoid personal injury or death, when a steering column has an airbag unit attached, never place the column on the floor or any other surface with the steering wheel or airbag unit face down.

WARNING: To avoid personal injury or death on vehicles equipped with airbags, before performing any welding operations disconnect and isolate the battery negative (ground) cable and disconnect all wire harness connectors from the Airbag Control Module (ACM). Failure to take the proper precautions could result in accidental airbag deployment and other possible damage to the supplemental restraint system circuits and components.

WARNING: To avoid personal injury or death, do not attempt to dismantle an airbag unit or tamper with its inflator. Do not puncture, incinerate, or bring into contact with electricity. Do not store at temperatures exceeding 93° C (200° F). An airbag inflator unit may contain sodium azide and potassium nitrate. These materials are poisonous and extremely flammable. Contact with acid, water, or heavy metals may produce harmful and irritating gases (sodium hydroxide is formed in the presence of moisture) or combustible compounds. An airbag inflator unit may also contain a gas canister pressurized to over 2500 psi.

DIAGNOSIS AND TESTING - SUPPLEMENTAL RESTRAINT SYSTEM

Proper diagnosis and testing of the supplemental restraint system components or the Airbag Control Module (ACM), initialization of the ACM, as well as the retrieval or erasure of a Diagnostic Trouble Code (DTC) from the ACM requires the use of a DRBIIIt scan tool. Refer to the appropriate diagnostic information.

WARNING: To avoid personal injury or death, on vehicles equipped with airbags, disable the supplemental restraint system before attempting any steering wheel, steering column, airbag, seat belt tensioner, impact sensor, or instrument panel component diagnosis or service. Disconnect and isolate the battery negative (ground) cable, then wait two minutes for the system capacitor to discharge before performing further diagnosis or service. This is the only sure way to disable the supplemental restraint system. Failure to take the proper precautions could result in accidental airbag deployment.

8O - 6 RESTRAINTS VA

STANDARD PROCEDURE

STANDARD PROCEDURE - HANDLING NON DEPLOYED SUPPLEMENTAL RESTRAINTS

At no time should any source of electricity be permitted near the inflator on the back of a non-deployed airbag or seat belt tensioner. When carrying a non-deployed airbag, the trim cover or airbag cushion side of the unit should be pointed away from the body to minimize injury in the event of an accidental deployment. If the airbag unit is placed on a bench or any other surface, the trim cover or airbag cushion side of the unit should be face up to minimize movement in the event of an accidental deployment. When handling a non-deployed seat belt tensioner, take proper care to keep fingers out from under the retractor cover and away from the seat belt webbing where it exits from the retractor cover. In addition, the supplemental restraint system should be disarmed whenever any steering wheel, steering column, seat belt tensioner, airbag, impact sensor, or instrument panel components require diagnosis or service. Failure to observe this warning could result in accidental deployment and possible personal injury.

All damaged, faulty or non-deployed airbags and seat belt tensioners which are replaced on vehicles are to be handled and disposed of properly. If an airbag or seat belt tensioner unit is faulty or damaged and non-deployed, refer to the Hazardous Substance Control System for proper disposal. Dispose of all non-deployed and deployed airbags and seat belt tensioners in a manner consistent with state, provincial, local and federal regulations.

intended for reuse and will be damaged or weakened as a result of a supplemental restraint deployment, which may or may not be obvious during a visual inspection.

It is also critical that the mounting surfaces and/or mounting brackets for the Airbag Control Module (ACM) and the side impact sensors be closely inspected and restored to their original conditions following any vehicle impact damage. Because the ACM and each impact sensor are used by the supplemental restraint system to monitor or confirm the direction and severity of a vehicle impact, improper orientation or insecure fastening of these components may cause airbags not to deploy when required, or to deploy when not required.

All other vehicle components should be closely inspected following any supplemental restraint deployment, but are to be replaced only as required by the extent of the visible damage incurred.

CLEANUP PROCEDURE

Following a supplemental restraint deployment, the vehicle interior will contain a powdery residue. This residue consists primarily of harmless particulate by-products of the small pyrotechnic charge that initiates the propellant used to deploy a supplemental restraint. However, this residue may also contain traces of sodium hydroxide powder, a chemical by-product of the propellant material that is used to generate the inert gas that inflates the airbag. Since sodium hydroxide powder can irritate the skin, eyes, nose, or throat, be certain to wear safety glasses, rubber gloves, and a long-sleeved shirt during cleanup (Fig. 3).

SUPPLEMENTAL RESTRAINT STORAGE

Airbags and seat belt tensioners must be stored in their original, special container until they are used for service. Also, they must be stored in a clean, dry environment; away from sources of extreme heat, sparks, and high electrical energy. Always place or store any airbag on a surface with its trim cover or airbag cushion side facing up, to minimize movement in case of an accidental deployment.

STANDARD PROCEDURE - SERVICE AFTER A SUPPLEMENTAL RESTRAINT DEPLOYMENT

Any vehicle which is to be returned to use following a supplemental restraint deployment, must have the deployed restraints replaced. In addition, if the driver airbag has been deployed, the clockspring and the steering wheel must be replaced. If the passenger airbag has been deployed, the instrument panel must be replaced. The seat belt tensioners are deployed by the same signal that deploys the driver and passenger airbags and must also be replaced if either front airbag has been deployed. These components are not

Fig. 3 Wear Safety Glasses and Rubber Gloves -

Typical

WARNING: To avoid personal injury or death, if you experience skin irritation during cleanup, run cool water over the affected area. Also, if you experience irritation of the nose or throat, exit the vehicle for fresh air until the irritation ceases. If irritation continues, see a physician.

VA SPEED CONTROL 8P - 1

SPEED CONTROL

TABLE OF CONTENTS

page page

SPEED CONTROL

DESCRIPTION ..........................1

OPERATION ............................2

SPECIFICATIONS

TORQUE .............................2

CABLE

DESCRIPTION ..........................2

SPEED CONTROL

DESCRIPTION

The speed control system is electronically controlled by the Engine Control Module (ECM). A

cable and a vacuum controlled servo are not used. This is a servo-less system. Control of the

system is accomplished by a 4-position, instrument panel mounted switch (Fig. 1).

Switch settings (Fig. 2) are:

• 1. Set / Accelerate

• 2. Resume Set Speed

• 3. Set / Decelerate

• 4. Off

The system is designed to operate at speeds above 25 mph (40 km/h).

WARNING: THE USE OF SPEED CONTROL IS NOT RECOMMENDED WHEN DRIVING CONDITIONS DO NOT PERMIT MAINTAINING A CONSTANT SPEED, SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT ARE WINDING, ICY, SNOW COVERED, OR SLIPPERY.

SERVO

DESCRIPTION ..........................2

SWITCH

REMOVAL .............................3

INSTALLATION ..........................3

Fig. 1 INSTRUMENT CLUSTER

1 - COVER 2 - BEZEL 3 - INSTRUMENT CLUSTER 4 - STEERING WHEEL 5 - MULTI-FUNCTION SWITCH 6 - SPEED CONTROL SWITCH

8P - 2 SPEED CONTROL VA

• Pressing the speed control switch to OFF

• Depressing the clutch pedal (if equipped).

NOTE: Depressing the OFF switch or turning off the ignition switch will erase the set speed stored in the ECM.

For added safety, the speed control system is programmed to disengage for any of the following conditions:

• An indication of Park or Neutral

• A rapid increase rpm (indicates that the clutch

has been disengaged)

• Excessive engine rpm (indicates that the trans-

mission may be in a low gear)

• The speed signal increases at a rate of 10 mph per second (indicates that the coefficient of friction between the road surface and tires is extremely low)

• The speed signal decreases at a rate of 10 mph per second (indicates that the vehicle may have decelerated at an extremely high rate)

Fig. 2 SPEED CONTROL SWITCH FUNCTIONS

1 - SET / ACCELERATE 2 - RESUME SET SPEED 3 - SET / DECELERATE 4 - OFF 5 - SWITCH HANDLE

OPERATION

When speed control operation is selected by the speed control switch, the ECM (Engine Control Module) allows a set speed to be stored in its RAM for speed control. To store a set speed, press either of the SET switch functions while the vehicle is moving, and above 25 mph (40 km/h). In order for the speed control to engage, the brakes cannot be applied, nor can the gear selector be indicating the transmission is in Park or Neutral.

The speed control can be disengaged manually by:

• Stepping on the brake pedal

Once the speed control has been disengaged, depressing the RES/ACCEL switch (when speed is greater than 30 mph) restores the vehicle to the target speed that was stored in the ECM.

While the speed control is engaged, the driver can increase the vehicle speed by depressing the RES/ACCEL switch. The new target speed is stored in the ECM when the RES/ACCEL is released. The PCM also has a “tap-up” feature in which vehicle speed increases at a rate of approximately 2 mph for each momentary switch activation of the RES/ACCEL switch.

A “tap down” feature is used to decelerate without disengaging the speed control system. To decelerate from an existing recorded target speed, momentarily depress the COAST switch. For each switch activation, speed will be lowered approximately 1 mph.

SPECIFICATIONS

TORQUE

DESCRIPTION N-m Ft. Lbs. In. Lbs.

Switch Mounting Screw .9-1.1 - 8-10

CABLE

DESCRIPTION

A cable and a vacuum controlled servo are not used with this package. This is a cable-less, servo-less system. The speed control system is electronically controlled by the Engine Control Module (ECM).

SERVO

DESCRIPTION

A vacuum controlled servo and control cable are not used with this package. This is a cable-less, servo-less system. The speed control system is electronically controlled by the Engine Control Module (ECM).

VA SPEED CONTROL 8P - 3

SWITCH

REMOVAL

The speed control switch is mounted to the back of the multi-function switch (Fig. 3). The multi-function switch must be removed first to gain access to the speed control switch mounting screw.

(1) Remove and isolate negative battery cable from battery.

(2) Remove multi-function switch. Refer to MultiFunction Switch Removal/Installation.

(3) Remove switch mounting screw (Fig. 4).

(4) Remove speed control switch from multi-function switch.

(5) Unplug pigtail electrical connector (Fig. 3) from instrument panel wiring harness.

Fig. 4 SPEED CONTROL SWITCH REMOVAL /

INSTALLATION

1 - SWITCH MOUNTING SCREW (1) 2 - SPEED CONTROL SWITCH 3 - SWITCH HANDLE 4 - MULTI-FUNCTION SWITCH

Fig. 3 SPEED CONTROL SWITCH LOCATION

1 - SWITCH HANDLE 2 - PIGTAIL ELECTRICAL CONNECTOR 3 - MULTI-FUNCTION SWITCH

INSTALLATION

The speed control switch is mounted to the back of

the multi-function switch (Fig. 3).

(1) Position speed control switch to back of multi-

function switch.

(2) Install switch mounting screw (Fig. 4). Refer to

Torque Specifications.

Install multi-function switch. Refer to Multi-Func-

tion Switch Removal/Installation.

(3) Plug pigtail electrical connector (Fig. 3) into instrument panel wiring harness. Be sure wires are not pinched.

(4) Install negative battery cable to battery.

VA VEHICLE THEFT SECURITY 8Q - 1

VEHICLE THEFT SECURITY

TABLE OF CONTENTS

page page

VEHICLE THEFT SECURITY

DESCRIPTION ..........................1

OPERATION ............................1

DIAGNOSIS AND TESTING - VEHICLE THEFT

SECURITY ............................1

INTRUSION SENSOR

REMOVAL .............................1

INSTALLATION ..........................2

SECURITY SYSTEM MODULE

REMOVAL .............................2

INSTALLATION ..........................2

VEHICLE THEFT SECURITY

DESCRIPTION

A vehicle theft alarm with a battery powered siren is available as an option and includes interior monitoring, anti-tow away protection and rear window monitoring based on the heater wires. The alarm is automatically activated when the central locking system is operated.

The alarm will sound when any of the following occur:

• A door is opened

• A door is unlocked from inside the vehicle

• The hood is opened

• The vehicle is raised at the front or rear

• The trailer wire harness is disconnected

• Movements inside the vehicle

• The central locking is unlocked by a key at any

other door than the driver’s door

The alarm is functional about 30 seconds after the vehicle is locked using the RKE transmitter or the key in the driver’s door. Activation is indicated by the indicator lights flashing three times and the warning lamp flashing in the switch. If persons or animals remain in the locked vehicle, the operator should switch off the interior monitor to avoid a false alarm.

OPERATION

The anti-theft alarm is activated/deactivated by locking/unlocking the vehicle with the remote transmitter or with the key at the driver’s door. The key must be held in the locking position for more than two seconds. Activation is indicated by the turn signal lights flashing once. Unlocking the vehicle at one of the other doors will trigger an alarm.

The interior monitoring system included in the anti-theft alarm is based on ultrasonics and triggers

SENTRY KEY REMOTE ENTRY MODULE

DESCRIPTION ..........................2

OPERATION ............................3

REMOVAL .............................3

INSTALLATION ..........................4

SIREN

REMOVAL .............................4

INSTALLATION ..........................4

TRANSPONDER KEY

DESCRIPTION ..........................5

OPERATION ............................5

an alarm if an object intrudes the interior of the vehicle or if any movement is detected inside the vehicle. For proper and effective protection, all windows and the sunroof must be closed.

To switch off the interior monitoring system and / or the anti-tow away protection, a switch with LED indicator light is provided in the switch panel. An alarm button enables the operator to trigger an alarm manually and to lock all doors if they are closed. Triggering an alarm makes the horn sound and the turn signals flash until the alarm is switched off.

The anti-theft alarm control unit includes a gradient indicator as anti-tow away protection. The gradient indicator triggers an audible and visual alarm if the vehicle is lifted (to tow away or to remove the wheels). The alarm remains effective even if the battery is disconnected as the horn is powered by its own battery. The interior monitoring system should be switched off if people and/or animals are left in the vehicle.

DIAGNOSIS AND TESTING - VEHICLE THEFT SECURITY

Any diagnosis of the Vehicle Theft Security system should begin with the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

INTRUSION SENSOR

REMOVAL

(1) Disconnect and isolate the battery negative cable.

(2) Insert the tip of a small flat-bladed screwdriver into the notch on one edge of the dome lamp/intrusion sensor unit housing to depress the retainer clip

8Q - 2 VEHICLE THEFT SECURITY VA

and pull that edge of the lamp away from its mounting location (Fig. 1).

Fig. 1 DOME LAMP/INTRUSION SENSOR

1 - NOTCH 2 - SENSOR (3) 3 - HOUSING 4 - SWITCH (2)

(3) Pull the dome lamp/intrusion sensor unit from its mounting location far enough to access and disconnect the vehicle wire harness from the lamp connector receptacle.

(4) Remove the dome lamp/intrusion sensor unit from its mounting location.

INSTALLATION

(1) Position the dome lamp/intrusion sensor unit to its mounting location.

(2) Reconnect the vehicle wire harness connector to the dome lamp/intrusion sensor unit connector receptacle.

(3) Position the edge of the dome lamp/intrusion sensor unit housing opposite from the retainer clip into the mounting hole.

(4) Push firmly and evenly on the notched edge of the dome lamp/intrusion sensor unit housing until the retainer clip latches into place.

(5) Connect the battery negative cable.

SECURITY SYSTEM MODULE

REMOVAL

(1) Disconnect and isolate the battery negative cable.

(2) Remove driver seat cushion.

(3) Remove mounting fasteners.

(4) Disconnect wire harness connector.

SENTRY KEY REMOTE ENTRY MODULE

DESCRIPTION

The Sentry Key Remote Entry Module (SKREEM) (Fig. 2) performs the functions of the Sentry Key Immobilizer Module (SKIM) and the Remote Keyless Entry (RKE) module.

Fig. 2 SENTRY KEY REMOTE ENTRY MODULE

(SKREEM)

SENTRY KEY IMMOBILIZER

The Sentry Key Immobilizer System (SKIS) authenticates an electronically coded Transponder Key placed into the ignition and sends a valid/invalid key message to the Engine Control Module (ECM) based upon the results. The “VALID/INVALID KEY” message communication is performed using a rolling code algorithm. A “VALID KEY” message must be sent to the ECM within two seconds of ignition ON to free the engine from immobilization. This Controller Area Network (CAN) data bus message is sent to the ECM after first going through the SKREEM. The SKREEM is located behind the instrument cluster and has a separately mounted antenna ring mounted around the ignition cylinder (Fig. 3) which picks up the transponder key signal.

INSTALLATION

(1) Connect wire harness connector. (2) Position module. Install and tighten mounting

fasteners.

(3) Install driver seat cushion. (4) Connect battery negative cable.

VA VEHICLE THEFT SECURITY 8Q - 3

REMOTE KEYLESS ENTRY

After pressing the lock button on the RKE transmitter, all of the door locks will lock, the illuminated entry will turn off (providing all doors are closed), and the VTSS (if equipped) will arm. After pressing the unlock button, on the RKE transmitter, one time, the driver door lock will unlock, the illuminated entry will turn on the courtesy lamps, and the VTSS (if equipped) will disarm. After pressing the unlock button a second time, the remaining door locks will unlock.

The SKREEM is capable of retaining up to 8 individual access codes (8 transmitters). If the PRNDL is in any position except park, the SKREEM will disable the RKE. Use a diagnostic scan tool or the cus-

Fig. 3 TRANSPONDER RING

REMOTE KEYLESS ENTRY (RKE)

The RKE transmitter uses radio frequency signals to communicate with the Sentry Key Remote Entry Module (SKREEM). The SKREEM is hardwired to the Central Timer Module (CTM). When the operator presses a button on the transmitter, it sends a specific request to the SKREEM. In turn, the SKREEM sends the appropriate request to the CTM to unlock the vehicle doors.

OPERATION

SENTRY KEY IMMOBILIZER

The Sentry Key Remote Entry Module (SKREEM) receives an encrypted Radio Frequency (RF) signal from the transponder key which is read by the remotely mounted antenna ring at the ignition cylinder. The SKREEM then decrypts the signal and broadcasts the requested remote commands to the appropriate modules in the vehicle over the Controller Area Network (CAN) data bus. A valid transponder key ID must be incorporated into the RF signal in order for the SKREEM to pass the message on to the appropriate modules.

Automatic transponder key synchronization is done by the SKREEM if a valid transponder key is inserted into the ignition cylinder, and the ignition is turned ON. This provides a maximum operation window for RKE functions.

Each Sentry Key Remote Entry System (SKREES) consists of a SKREEM, an antenna ring mounted around the ignition cylinder, and a transponder key. Each system has a secret key code unique to that system. The secret key is electronically coded in the SKREEM and in all programmed transponder keys. It is used for immobilization and RKE functions for data security. In addition, each transponder key will have a unique identification.

tomer programming method to program the RKE system. However, the SKREEM will only allow RKE programming when the ignition is in the ON position, the PRNDL is in park position, and the VTSS (if equipped) is disarmed.

REMOVAL

SENTRY KEY REMOTE ENTRY MODULE

(1) Open hood, disconnect and isolate the battery

negative cable.

(2) Wait two minutes for the system reserve capacitor to discharge before beginning any system or component service.

(3) Remove top cover - cluster (Refer to 23 BODY/INSTRUMENT PANEL/TOP COVER - CLUSTER - REMOVAL).

(4) Disconnect the one electrical connector to the SKREEM (Fig. 4) which is the transponder ring connector.

8Q - 4 VEHICLE THEFT SECURITY VA

(5) Remove top cover - cluster (Refer to 23 BODY/INSTRUMENT PANEL/TOP COVER - CLUSTER - REMOVAL).

(6) Disconnect the transponder electrical connector from the SKREEM (Fig. 4).

(7) Maneuver wiring from instrument panel and remove transponder from vehicle.

INSTALLATION

SENTRY KEY REMOTE ENTRY MODULE

(1) Push SKREEM straight into the rear of instrument cluster (Fig. 4).

(2) Connect the one electrical connector to the SKREEM (Fig. 4).

(3) Install the top cover - cluster (Refer to 23 BODY/INSTRUMENT PANEL/TOP COVER - CLUSTER - INSTALLATION)

Fig. 4 SENTRY KEY REMOTE ENTRY MODULE

(SKREEM) - REMOVE/INSTALL

1 - SENTRY KEY REMOTE ENTRY MODULE (SKREEM) 2 - INSTRUMENT CLUSTER (REAR) 3 - INSTRUMENT PANEL

(5) Pull SKREEM straight out of rear of instru-

ment cluster (Fig. 4) and remove from vehicle.

SENTRY KEY REMOTE ENTRY MODULE TRANSPONDER RING

(1) Open hood, disconnect and isolate the battery

negative cable.

(2) Wait two minutes for the system reserve capacitor to discharge before beginning any system or component service.

(3) Remove the steering column shrouds.

(4) Unsnap the SKREEM transponder from the ignition cylinder (Fig. 5).

(4) Connect the battery negative cable. (5) Verify vehicle and system operation. (6) Close hood.

SENTRY KEY REMOTE ENTRY MODULE TRANSPONDER RING

(1) Maneuver wiring through instrument panel

(Fig. 5).

(2) Connect the transponder electrical connect or

to the SKREEM (Fig. 4).

(3) Install the top cover - cluster (Refer to 23 BODY/INSTRUMENT PANEL/TOP COVER - CLUSTER - INSTALLATION)

(4) Snap the SKREEM transponder in place around the ignition cylinder (Fig. 5).

(5) Install the steering column shrouds.

(6) Connect the battery negative cable.

(7) Verify vehicle and system operation.

(8) Close hood.

Fig. 5 TRANSPONDER RING

1 - TRANSPONDER RING 2 - STEERING COLUMN

SIREN

REMOVAL

(1) Disconnect and isolate the battery negative cable.

(2) Remove mounting fasteners.

(3) Disconnect wire harness connector from siren.

INSTALLATION

(1) Connect wire harness connector to siren.

(2) Position siren. Install and tighten mounting fasteners.

(3) Connect battery negative cable.

DaimlerChrysler SPRINTER2006 Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual