2005 MERCEDES-BENZ SPRINTER wheel

SPECIFICATIONS - TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Power Steering Pump To
Timing Case Cover/
Support21 15 185
High Pressure Flexible
Hose To Power Steering
Pump38 28 336
Power Steering Pulley To
Pump30 22 265
FLUID
STANDARD PROCEDURE
POWER STEERING PUMP FILL AND BLEED
PROCEDURE
(1) Remove the cap from the fluid reservoir.
Check cap seal for damage and replace if
needed.
(2) Fill the power steering pump with Mopar
ATF+4 Automatic Transmission fluid or equivalent.
Do not fill fluid beyond the MAX mark.
(3) Raise the vehicles front wheels off the ground.
(4) With the engine off turn the steering wheel
from right to left.Perform this step until all the
bubble formations can no longer be seen in the
power steering reservoir.
(5) Start the engine and turn the steering wheel
with the engine at idle speed then shut the engine off
and check for correct oil level and no bubble in the
system.
(6) Reinstall power steering cap tightly.
(7) Test the system for leaks and proper operation.
FLUID COOLER TUBE
REMOVAL
(1) Siphon as much power steering fluid as possi-
ble out of the reservoir.
(2) Remove the grille (Refer to 23 - BODY/EXTE-
RIOR/GRILLE - REMOVAL).
(3) Remove the left headlight assembly.
(4) Disconnect the return lines from the cooler
tube.
(5) Remove the radiator clips (2).
(6) Remove the heat shield bolt for the turbo at
the core support.
(7) Remove the right headlight assembly.(8) Remove the core support bolts (4) and discon-
nect the hood latch cable.
(9) Remove the fan bracket bolts (4) to the radiator
(Fig. 2).
(10) Remove the two upper screws for the con-
denser (Fig. 2).
(11) Remove the condenser air dam shield.
(12) Remove the mounting screws for the cooler
tube (Fig. 2).
(13) Remove the cooler tube from the vehicle.
INSTALLATION
(1) Install the cooler tube to the vehicle.
(2) Install the cooler tube mounting screws (Fig.
2).
(3) Install the condenser air dam shield.
(4) Install the condenser upper mounting screws
(Fig. 2).
Fig. 2 FLUID COOLER TUBE
1 - MOUNTING SCREWS (4)
2 - FLUID COOLER
3 - ELECTRIC COOLING FAN
4 - A/C CONDENSOR
19 - 14 PUMPVA
PUMP (Continued)

TRANSMISSION
AUTOMATIC TRANSMISSION - NAG1
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION - NAG1
DESCRIPTION..........................2
OPERATION............................4
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION......................23
DIAGNOSIS AND TESTING - PRELIMINARY . 23
DIAGNOSIS AND TESTING - ROAD
TESTING............................23
DIAGNOSIS AND TESTING - AUTOMATIC
TRANSMISSION......................24
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR......................27
REMOVAL.............................27
DISASSEMBLY.........................30
ASSEMBLY............................34
INSTALLATION.........................41
SCHEMATICS AND DIAGRAMS............47
SPECIFICATIONS - NAG1 AUTOMATIC
TRANSMISSION......................68
SPECIAL TOOLS - NAG1 AUTOMATIC
TRANSMISSION......................69
DRIVING CLUTCHES
DESCRIPTION.........................72
OPERATION...........................72
DRIVING CLUTCH K1
DISASSEMBLY.........................74
ASSEMBLY............................75
DRIVING CLUTCH K2
DISASSEMBLY.........................76
ASSEMBLY............................78
DRIVING CLUTCH K3
DISASSEMBLY.........................80
ASSEMBLY............................80
ELECTROHYDRAULIC UNIT
DESCRIPTION.........................82
OPERATION...........................87
REMOVAL.............................92
DISASSEMBLY.........................92
ASSEMBLY............................95
INSTALLATION........................100
FLUID AND FILTER
DESCRIPTION........................101
OPERATION..........................101DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL.............102
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID.......................102
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION....................102
STANDARD PROCEDURE
STANDARD PROCEDURE - CHECK OIL
LEVEL.............................102
STANDARD PROCEDURE - TRANSMISSION
FILL...............................103
STANDARD PROCEDURE - FLUID/FILTER
SERVICE...........................104
FREEWHEELING CLUTCH
DESCRIPTION........................105
OPERATION..........................105
DISASSEMBLY........................106
ASSEMBLY...........................107
GEARSHIFT CABLE
DIAGNOSIS AND TESTING - GEARSHIFT
CABLE.............................109
REMOVAL............................109
INSTALLATION........................109
HOLDING CLUTCHES
DESCRIPTION........................111
OPERATION..........................112
HOLDING CLUTCH B1
DISASSEMBLY........................112
ASSEMBLY...........................113
HOLDING CLUTCH B2
DISASSEMBLY........................115
ASSEMBLY...........................116
INPUT SPEED SENSORS
DESCRIPTION........................119
OPERATION..........................119
OIL PUMP
DESCRIPTION........................120
OPERATION..........................120
DISASSEMBLY........................120
ASSEMBLY...........................121
OUTPUT SHAFT BEARING
REMOVAL............................122
INSTALLATION........................122
VATRANSMISSION 21 - 1

OUTPUT SHAFT SEAL
REMOVAL............................125
INSTALLATION........................125
PARK LOCK CABLE
REMOVAL............................125
INSTALLATION........................126
PISTONS
DESCRIPTION........................128
OPERATION..........................128
PLANETARY GEARTRAIN
DESCRIPTION........................130
OPERATION..........................130
DISASSEMBLY........................131
ASSEMBLY...........................131
SHIFT MECHANISM
DESCRIPTION........................133
OPERATION..........................133
REMOVAL............................134
INSTALLATION........................135
SOLENOID
DESCRIPTION........................136OPERATION..........................138
TEMPERATURE SENSOR/PARK-NEUTRAL
CONTACT
DESCRIPTION
DESCRIPTION - PARK/NEUTRAL CONTACT . 139
DESCRIPTION - TRANSMISSION
TEMPERATURE SENSOR..............140
OPERATION
OPERATION - PARK/NEUTRAL CONTACT . . 140
OPERATION - TRANSMISSION
TEMPERATURE SENSOR..............141
TORQUE CONVERTER
DESCRIPTION........................141
OPERATION..........................143
REMOVAL............................146
INSTALLATION........................146
TORQUE CONVERTER HUB SEAL
REMOVAL............................147
INSTALLATION........................147
AUTOMATIC TRANSMISSION -
NAG1
DESCRIPTION
The NAG1 automatic transmission (Fig. 1) is an
electronically controlled 5-speed transmission with a
lock-up clutch in the torque converter. The ratios for
the gear stages are obtained by 3 planetary gear sets.
Fifth gear is designed as an overdrive with a high-
speed ratio.
The gears are actuated electronically/hydraulically.
The gears are shifted by means of an appropriate
combination of three multi-disc holding clutches,
three multi-disc driving clutches, and two freewheel-
ing clutches.
Electronic transmission control enables precise
adaptation of pressures to the respective operating
conditions and to the engine output during the shift
phase which results in a significant improvement in
shift quality.
Furthermore, it offers the advantage of a flexible
adaptation to various vehicle and engines.
Basically, the automatic transmission with elec-
tronic control offers the following advantages:
²Reduces fuel consumption.
²Improved shift comfort.
²More favourable step-up through the five gears.
²Increased service life and reliability.
²Lower maintenance costs.
TRANSMISSION IDENTIFICATION
The transmission name, NAG1, means New Auto-
matic Gearbox, generation 1.
The transmission can be generically identified
visually by the presence of a round 13-way connector
located near the front corner of the transmission oil
pan, on the right side. Specific transmission informa-
tion can be found stamped into a pad on the left side
of the transmission, above the oil pan rail.
TRANSMISSION GEAR RATIOS
The gear ratios for the NAG1 automatic transmis-
sion are as follows:
1st Gear.............................3.59:1
2nd Gear............................2.19:1
3rd Gear............................1.41:1
4th Gear............................1.00:1
5th Gear............................0.83:1
Reverse.............................3.16:1
TRANSMISSION HOUSING
The converter housing and transmission are made
from a light alloy. These are bolted together and cen-
tered via the outer multi-disc carrier of multi-disc
holding clutch, B1. A coated intermediate plate pro-
vides the sealing. The oil pump and the outer multi-
disc carrier of the multi-disc holding clutch, B1, are
bolted to the converter housing. The stator shaft is
pressed into it and prevented from rotating by
splines. The electrohydraulic unit is bolted to the
transmission housing from underneath. A sheet
metal steel oil pan forms the closure.
21 - 2 AUTOMATIC TRANSMISSION - NAG1VA

MECHANICAL SECTION
The mechanical section consists of a drive shaft,
output shaft, a sun gear shaft, and three planetary
gear sets which are coupled to each other. The plan-
etary gear sets each have four planetary pinion
gears. The oil pressure for the torque converter
lock-up clutch and clutch K2 is supplied through
bores in the drive shaft. The oil pressure to clutch K3
is transmitted through the output shaft. The lubri-
cating oil is distributed through additional bores in
both shafts. All the bearing points of the gear sets, as
well as the freewheeling clutches and actuators, are
supplied with lubricating oil. The parking lock gear
is connected to the output shaft via splines.
Freewheeling clutches F1 and F2 are used to opti-
mize the shifts. The front freewheel, F1, is supported
on the extension of the stator shaft on the transmis-
sion side and, in the locking direction, connects the
sun gear of the front planetary gear set to the trans-
mission housing. In the locking direction, the rear
freewheeling clutch, F2, connects the sun gear of thecenter planetary gear set to the sun gear of the rear
planetary gear set.
ELECTROHYDRAULIC CONTROL UNIT
The electrohydraulic control unit comprises the
shift plate made from light alloy for the hydraulic
control and an electrical control unit. The electrical
control unit comprises of a supporting body made of
plastic, into which the electrical components are
assembled. The supporting body is mounted on the
shift plate and screwed to it.
Strip conductors inserted into the supporting body
make the connection between the electrical compo-
nents and a plug connector. The connection to the
wiring harness on the vehicle and the transmission
control module (TCM) is produced via this 13-pin
plug connector with a bayonet lock.
Fig. 1 NAG1 Automatic Transmission
1 - TORQUE CONVERTER 11 - PARKING LOCK GEAR
2 - OIL PUMP 12 - INTERMEDIATE SHAFT
3 - DRIVESHAFT 13 - FREEWHEEL F2
4 - MULTI-DISC HOLDING CLUTCH B1 14 - REAR PLANETARY GEAR SET
5 - DRIVING CLUTCH K1 15 - CENTER PLANETARY GEAR SET
6 - DRIVING CLUTCH K2 16 - ELECTROHYDRAULIC CONTROL UNIT
7 - MULTI-DISC HOLDING CLUTCH B3 17 - FRONT PLANETARY GEAR SET
8 - DRIVING CLUTCH K3 18 - FREEWHEEL F1
9 - MULTI-DISC HOLDING CLUTCH B2 19 - STATOR SHAFT
10 - OUTPUT SHAFT 20 - TORQUE CONVERTER LOCK-UP CLUTCH
VAAUTOMATIC TRANSMISSION - NAG1 21 - 3
AUTOMATIC TRANSMISSION - NAG1 (Continued)

FIRST GEAR POWERFLOW
Torque from the torque converter is increased via
the drive shaft (25) and all three planetary gearsets
and transferred to the output shaft (26) (Fig. 2) and
(Fig. 3).
Front Planetary Gear Set
The annulus gear (8) is driven by the drive shaft
(25). The sun gear (21) is held against the housing by
the locked freewheel F1 (20) during acceleration and
via the engaged multiple-disc holding clutch B1 (4)
during deceleration. The planetary pinion gears (17)
turn on the fixed sun gear (21) and increase the
torque from the annulus gear (8) to the planetary
carrier (13). The planetary carrier (13) moves at a
reduced speed in the running direction of the engine.Rear Planetary Gear Set
The annulus gear (11) turns at a reduced speed
due to the mechanical connection to the front plane-
tary carrier (15). The sun gear (23) is held against
the housing by the engaged multiple-disc holding
clutch B2 (6), by the locked freewheel F2 (24) during
acceleration and by the engaged multiple-disc clutch
K3 (12) during deceleration. The planetary gears (19)
turn on the fixed sun gear (23) and increase the
torque from the annulus gear (11) to the planetary
carrier (15). The planetary carrier (15) moves at a
reduced speed in the running direction of the engine.
Fig. 2 First Gear Powerflow
1 - TORQUE CONVERTER LOCK-UP CLUTCH 14 - CENTER PLANETARY CARRIER
2 - TORQUE CONVERTER TURBINE 15 - REAR PLANETARY CARRIER
3 - TORQUE CONVERTER IMPELLER 16 - TORQUE CONVERTER STATOR
4 - HOLDING CLUTCH B1 17 - FRONT PLANETARY PINION GEARS
5 - HOLDING CLUTCH B3 18 - CENTER PLANETARY PINION GEARS
6 - HOLDING CLUTCH B2 19 - REAR PLANETARY PINION GEARS
7 - DRIVING CLUTCH K1 20 - FREEWHEELING CLUTCH F1
8 - FRONT PLANETARY ANNULUS GEAR 21 - FRONT PLANETARY SUN GEAR
9 - DRIVING CLUTCH K2 22 - CENTER PLANETARY SUN GEAR
10 - CENTER PLANETARY ANNULUS GEAR 23 - REAR PLANETARY SUN GEAR
11 - REAR PLANETARY ANNULUS GEAR 24 - FREEWHEELING CLUTCH F2
12 - DRIVING CLUTCH K3 25 - DRIVE SHAFT
13 - FRONT PLANETARY CARRIER 26 - OUTPUT SHAFT
A - ENGINE SPEED D - SECOND GEAR RATIO
B - TRANSMISSION INPUT SPEED E - THIRD GEAR RATIO
C - FIRST GEAR RATIO F - FIXED PARTS
VAAUTOMATIC TRANSMISSION - NAG1 21 - 5
AUTOMATIC TRANSMISSION - NAG1 (Continued)

Center Planetary Gear Set
The annulus gear (10) is driven at the same speed
as the rear planetary carrier (15) as a result of a
mechanical connection. The sun gear (22) is held
against the housing by the multiple-disc holding
clutch B2 (6). The planetary pinion gears (18) turn
on the fixed sun gear (22) and increase the torque
from the annulus gear (10) to the planetary carrier
(14). The output shaft (26) connected to the planetary
carrier (14) turns at a reduced speed in the running
direction of the engine.
Fig. 3 First Gear Powerflow
1 - TORQUE CONVERTER LOCK-UP CLUTCH 14 - CENTER PLANETARY CARRIER
2 - TORQUE CONVERTER TURBINE 15 - REAR PLANETARY CARRIER
3 - TORQUE CONVERTER IMPELLER 16 - TORQUE CONVERTER STATOR
4 - HOLDING CLUTCH B1 17 - FRONT PLANETARY PINION GEARS
5 - HOLDING CLUTCH B3 18 - CENTER PLANETARY PINION GEARS
6 - HOLDING CLUTCH B2 19 - REAR PLANETARY PINION GEARS
7 - DRIVING CLUTCH K1 20 - FREEWHEELING CLUTCH F1
8 - FRONT PLANETARY ANNULUS GEAR 21 - FRONT PLANETARY SUN GEAR
9 - DRIVING CLUTCH K2 22 - CENTER PLANETARY SUN GEAR
10 - CENTER PLANETARY ANNULUS GEAR 23 - REAR PLANETARY SUN GEAR
11 - REAR PLANETARY ANNULUS GEAR 24 - FREEWHEELING CLUTCH F2
12 - DRIVING CLUTCH K3 25 - DRIVE SHAFT
13 - FRONT PLANETARY CARRIER 26 - OUTPUT SHAFT
A - ENGINE SPEED D - SECOND GEAR RATIO
B - TRANSMISSION INPUT SPEED E - THIRD GEAR RATIO
C - FIRST GEAR RATIO F - FIXED PARTS
21 - 6 AUTOMATIC TRANSMISSION - NAG1VA
AUTOMATIC TRANSMISSION - NAG1 (Continued)

SECOND GEAR POWERFLOW
Torque from the torque converter is increased via
the drive shaft (25) and the center and rear plane-
tary gearset and transferred to the output shaft (26)
(Fig. 4) and (Fig. 5).Front Planetary Gear Set
The planetary carrier (13) and sun gear (21) are
connected via the engaged multiple-disc clutch K1
(7). The planetary gearset is therefore blocked and
turns as a closed unit at the input speed due to the
mechanical connection of the annulus gear (8) and
drive shaft.
Fig. 4 Second Gear Powerflow
1 - TORQUE CONVERTER LOCK-UP CLUTCH 14 - CENTER PLANETARY CARRIER
2 - TORQUE CONVERTER TURBINE 15 - REAR PLANETARY CARRIER
3 - TORQUE CONVERTER IMPELLER 16 - TORQUE CONVERTER STATOR
4 - HOLDING CLUTCH B1 17 - FRONT PLANETARY PINION GEARS
5 - HOLDING CLUTCH B3 18 - CENTER PLANETARY PINION GEARS
6 - HOLDING CLUTCH B2 19 - REAR PLANETARY PINION GEARS
7 - DRIVING CLUTCH K1 20 - FREEWHEELING CLUTCH F1
8 - FRONT PLANETARY ANNULUS GEAR 21 - FRONT PLANETARY SUN GEAR
9 - DRIVING CLUTCH K2 22 - CENTER PLANETARY SUN GEAR
10 - CENTER PLANETARY ANNULUS GEAR 23 - REAR PLANETARY SUN GEAR
11 - REAR PLANETARY ANNULUS GEAR 24 - FREEWHEELING CLUTCH F2
12 - DRIVING CLUTCH K3 25 - DRIVE SHAFT
13 - FRONT PLANETARY CARRIER 26 - OUTPUT SHAFT
A - ENGINE SPEED D - SECOND GEAR RATIO
B - TRANSMISSION INPUT SPEED E - FIXED PARTS
C - FIRST GEAR RATIO
VAAUTOMATIC TRANSMISSION - NAG1 21 - 7
AUTOMATIC TRANSMISSION - NAG1 (Continued)

Rear Planetary Gear Set
The annulus gear (11) turns at the input speed as
a result of the mechanical connection to the front
planetary carrier (13). The sun gear (23) is held
against the housing by the engaged multiple-disc
holding clutch B2 (6), by the locked freewheel F2 (24)
during acceleration and by the engaged multiple-disc
clutch K3 (12) during deceleration. The planetary
pinion gears (19) turn on the fixed sun gear (23) and
increase the torque from the annulus gear (11) to the
planetary carrier (15). The planetary carrier (15)
moves at a reduced speed in the running direction of
the engine.Center Planetary Gear Set
The annulus gear (10) is driven at the same speed
as the rear planetary carrier (15) as a result of a
mechanical connection. The sun gear (22) is held
against the housing by the multiple-disc holding
clutch B2 (6). The planetary pinion gears (18) turn
on the fixed sun gear (22) and increase the torque
from the annulus gear (10) to the planetary carrier
(14). The output shaft (5) connected to the planetary
carrier (14) turns at a reduced speed in the running
direction of the engine.
Fig. 5 Second Gear Powerflow
1 - TORQUE CONVERTER LOCK-UP CLUTCH 14 - CENTER PLANETARY CARRIER
2 - TORQUE CONVERTER TURBINE 15 - REAR PLANETARY CARRIER
3 - TORQUE CONVERTER IMPELLER 16 - TORQUE CONVERTER STATOR
4 - HOLDING CLUTCH B1 17 - FRONT PLANETARY PINION GEARS
5 - HOLDING CLUTCH B3 18 - CENTER PLANETARY PINION GEARS
6 - HOLDING CLUTCH B2 19 - REAR PLANETARY PINION GEARS
7 - DRIVING CLUTCH K1 20 - FREEWHEELING CLUTCH F1
8 - FRONT PLANETARY ANNULUS GEAR 21 - FRONT PLANETARY SUN GEAR
9 - DRIVING CLUTCH K2 22 - CENTER PLANETARY SUN GEAR
10 - CENTER PLANETARY ANNULUS GEAR 23 - REAR PLANETARY SUN GEAR
11 - REAR PLANETARY ANNULUS GEAR 24 - FREEWHEELING CLUTCH F2
12 - DRIVING CLUTCH K3 25 - DRIVE SHAFT
13 - FRONT PLANETARY CARRIER 26 - OUTPUT SHAFT
A - ENGINE SPEED D - SECOND GEAR RATIO
B - TRANSMISSION INPUT SPEED E - FIXED PARTS
C - FIRST GEAR RATIO
21 - 8 AUTOMATIC TRANSMISSION - NAG1VA
AUTOMATIC TRANSMISSION - NAG1 (Continued)