2005 MERCEDES-BENZ SPRINTER check oil

(7) Position the sealing plate (3) onto the valve
body (4) (Fig. 127).
(8) Install the valve housing (2) onto the valve
body (4) and sealing plate (3).
(9) Install the shift plate Torx bolts (1) (Fig. 127).
Tighten the bolts to 8 N´m (71 in.lbs.).
(10) Install leaf spring (5) (Fig. 127).
(11) Install the strainers for the modulating pres-
sure and shift pressure control solenoid valves (Fig.
128) into the valve housing.(12) Install the electrohydraulic control module
(12) onto the shift plate (13) (Fig. 129).
(13) Bend the retaining lug on stiffening rib on
transmission oil temperature sensor to retain the
electrohydraulic control module.
(14) Install the solenoid valves (6 - 11) into shift
plate (13).
NOTE: Check O-rings on solenoid valves for dam-
age and replace if necessary.
(15) Install the leaf springs (5).
(16) Install the Torx socket bolts (3, 4) (Fig. 129).
Tighten the bolts to 8 N´m (71 in.lbs.).
NOTE: Pay attention to the different lengths of the
Torx socket bolts.
(17) Install the solenoid caps (1, 2).
(18) Install the electrohydraulic unit into the vehi-
cle.
Fig. 127 Shift Plate Components
1-BOLTS-29
2 - VALVE HOUSING
3 - SEALING PLATE
4 - VALVE BODY
5 - LEAF SPRING
Fig. 128 Solenoid Valve Strainer Locations
1 - SOLENOID VALVE STRAINERS
Fig. 129 Electrical Unit Components
1 - SOLENOID CAP
2 - SOLENOID CAP
3 - BOLT - M6X32
4 - BOLT - M6X30
5 - LEAF SPRING
6 - MODULATING PRESSURE REGULATING SOLENOID VALVE
7 - SHIFT PRESSURE REGULATING SOLENOID
8 - 3-4 SHIFT SOLENOID
9 - TORQUE CONVERTER LOCK-UP SOLENOID
10 - 1-2/4-5 SHIFT SOLENOID
11 - 2-3 SHIFT SOLENOID
12 - ELECTRICHYDRAULIC CONTROL MODULE
13 - SHIFT PLATE
VAAUTOMATIC TRANSMISSION - NAG1 21 - 99
ELECTROHYDRAULIC UNIT (Continued)

INSTALLATION
(1) Position the electrohydraulic unit in the trans-
mission housing.
(2) Insert selector valve (1) (Fig. 130) in driver of
detent plate (2). When installing the electrohydraulic
control module in the transmission housing, the plas-
tic part of the selector valve (1) must engage in the
driver of the detent plate (2).
(3) Install the Torx socket bolts (3) (Fig. 131) and
torque to 8 N´m (71 in.lbs.).
(4) Install a new oil filter (4) (Fig. 131).
(5) Install oil pan (5) (Fig. 131) and torque the oil
pan bolts to 8 N´m (71 in.lbs.).
(6) Install the oil drain plug (8) (Fig. 131) with a
new drain plug gasket (9). Torque the drain plug to
20 N´m (177 in.lbs.).
(7) Install the guide bushing (2) (Fig. 131) into the
transmission housing and install the bolt to hold the
guide bushing in place.
(8) Check O-ring on plug connector (1) (Fig. 132),
and replace if necessary.
(9) Install the plug connector (1) into the guide
bushing (2). Turn bayonet lock of guide bushing (2)
clockwise to connect plug connector (1).
(10) Position the heat shield (2) (Fig. 133) onto the
transmission housing and install the screw (1) and
bolt (3) to hold the shield in place.
(11) Check oil level in automatic transmission, or
add oil.
Fig. 130 Connect The Selector Valve To The Detent
Plate
1 - SELECTOR VALVE
2 - DETENT PLATE
Fig. 131 Remove Electrohydraulic Unit
1 - HEAT SHIELD
2 - ELECTROHYDRAULIC UNIT
3 - BOLT
4 - OIL FILTER
5 - OIL PAN
6 - CLAMPING ELEMENT
7 - BOLT
8 - DRAIN PLUG
9 - DRAIN PLUG GASKET
10 - 13-PIN PLUG CONNECTOR
11 - BOLT
12 - GUIDE BUSHING
Fig. 132 Install Wiring Connector Plug
1 - PLUG CONNECTOR
2 - GUIDE BUSHING
21 - 100 AUTOMATIC TRANSMISSION - NAG1VA
ELECTROHYDRAULIC UNIT (Continued)

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - EFFECTS OF
INCORRECT FLUID LEVEL
A low fluid level allows the pump to take in air
along with the fluid. Air in the fluid will cause fluid
pressures to be low and develop slower than normal.
If the transmission is overfilled, the gears churn the
fluid into foam. This aerates the fluid and causing
the same conditions occurring with a low level. In
either case, air bubbles cause fluid overheating, oxi-
dation and varnish buildup which interferes with
valve and clutch operation. Foaming also causes fluid
expansion which can result in fluid overflow from the
transmission vent or fill tube. Fluid overflow can eas-
ily be mistaken for a leak if inspection is not careful.
DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Burnt, discolored fluid is a result of overheating
which has three primary causes.
(1) Internal clutch slippage, usually caused by low
line pressure, inadequate clutch apply pressure, or
clutch seal failure.
(2) A result of restricted fluid flow through the
main and/or auxiliary cooler. This condition is usu-
ally the result of a faulty or improperly installed
drainback valve, a damaged main cooler, or severe
restrictions in the coolers and lines caused by debris
or kinked lines.
(3) Heavy duty operation with a vehicle not prop-
erly equipped for this type of operation. Trailer tow-
ing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
DIAGNOSIS AND TESTING - FLUID
CONTAMINATION
Transmission fluid contamination is generally a
result of:
²adding incorrect fluid
²failure to clean dipstick and fill tube when
checking level
²engine coolant entering the fluid
²internal failure that generates debris
²overheat that generates sludge (fluid break-
down)
²failure to replace contaminated converter after
repair
The use of non-recommended fluids can result in
transmission failure. The usual results are erratic
shifts, slippage, abnormal wear and eventual failuredue to fluid breakdown and sludge formation. Avoid
this condition by using recommended fluids only.
The dipstick cap and fill tube should be wiped
clean before checking fluid level. Dirt, grease and
other foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
time to wipe the cap and tube clean before withdraw-
ing the dipstick.
Engine coolant in the transmission fluid is gener-
ally caused by a cooler malfunction. The only remedy
is to replace the radiator as the cooler in the radiator
is not a serviceable part. If coolant has circulated
through the transmission, an overhaul is necessary.
The torque converter should be replaced whenever
a failure generates sludge and debris. This is neces-
sary because normal converter flushing procedures
will not remove all contaminants.
STANDARD PROCEDURE
STANDARD PROCEDURE - CHECK OIL LEVEL
(1) Verify that the vehicle is parked on a level sur-
face.
(2) Remove locking pin (1) (Fig. 136). Remove the
plate of the locking pin with a suitable tool and press
out the pin remaining in the cap downwards.
(3) Remove cap (2).
WARNING: Risk of accident from vehicle starting off
by itself when engine running. Risk of injury from
contusions and burns if you insert your hands into
the engine when it is started or when it is running.
Secure vehicle to prevent it from moving off by
itself. Wear properly fastened and close-fitting work
clothes. Do not touch hot or rotating parts.
Fig. 136 Remove Dipstick Tube Cap Lock
1 - LOCKING PIN
2 - TUBE CAP
3 - DIPSTICK TUBE
21 - 102 AUTOMATIC TRANSMISSION - NAG1VA
FLUID AND FILTER (Continued)

(4) Actuate the service brake. Start engine and let
it run at idle speed in selector lever position9P9.
(5) Shift through the transmission modes several
times with the vehicle stationary and the engine
idling
(6) Warm up the transmission, wait at least 2 min-
utes and check the oil level with the engine running.
Push the Oil Dipstick 8863A in up to the stop on the
electrohydraulic unit and pull out again, read off oil
level, repeat if necessary.
NOTE: The dipstick will protrude from the fill tube
approximately 75mm (3 inches) when installed.
(7) Check transmission oil temperature.
NOTE: The true transmission oil temperature can
only be read by a scan tool in REVERSE or any for-
ward gear position. (Refer to 21 - AUTOMATIC
TRANSMISSION- NAG1/TRANSMISSION TEMPERA-
TURE SENSOR/PARK-NEUTRAL SWITCH - OPERA-
TION)(8) The transmission Oil Dipstick 8863A has indi-
cator marks every 10mm. Determine the height of
the oil level on the dipstick and using the height, the
transmission temperature, and the Transmission
Fluid Graph (Fig. 137), determine if the transmission
oil level is correct.
(9) Add or remove oil as necessary and recheck the
oil level.
(10) Once the oil level is correct, install a new dip-
stick tube cap (2) (Fig. 138) and lock pin (1).
STANDARD PROCEDURE - TRANSMISSION
FILL
To avoid overfilling transmission after a fluid
change or overhaul, perform the following procedure:
(1) Verify that the vehicle is parked on a level sur-
face.
(2) Remove locking pin (1) (Fig. 139). Remove the
plate of the locking pin with a suitable tool and press
out the pin remaining in the cap downwards.
(3) Remove cap (2).
(4) Add following initial quantity of Shellt3403 to
transmission:
Fig. 137 NAG1 Transmission Fill Graph
VAAUTOMATIC TRANSMISSION - NAG1 21 - 103
FLUID AND FILTER (Continued)

(a) If only fluid and filter were changed, add5.0
L (10.6 pts.)of transmission fluid to transmission.
(b) If transmission was completely overhauled,
torque converter was replaced or drained, and
cooler was flushed, add7.7 L (16.3 pts.)of trans-
mission fluid to transmission.
(5) Check the transmission fluid (Refer to 21 -
TRANSMISSION/AUTOMATIC - NAG1/FLUID -
STANDARD PROCEDURE) and adjust as required.
STANDARD PROCEDURE - FLUID/FILTER
SERVICE
(1) Run the engine until the transmission oil
reaches operating temperature.
(2) Raise and support vehicle.(3) Remove the torque converter drain plug access
plug from the bottom of the torque converter hous-
ing.
(4) Rotate the engine clockwise until the torque
converter drain plug (Fig. 140) is aligned with the
access hole.
NOTE: Clean the area around the drain plug to pre-
vent dirt from entering the torque converter.
(5) Using a suitable drain pan to catch the fluid,
remove the torque converter drain plug and allow the
torque converter to drain completely.
(6) Inspect the torque converter drain plug seal
(Fig. 140). Replace the seal if necessary.
(7) Install the torque converter drain plug. Tighten
the drain plug to 14 N´m (10 ft.lbs.).
(8) Install the torque converter drain plug access
plug into the bottom of the torque converter housing.
(9) Using a suitable drain pan to catch the fluid,
remove the transmission oil pan drain plug (Fig. 140)
and allow the oil pan to drain completely.
(10) Inspect the transmission oil pan drain plug
seal. Replace the seal if necessary.
(11) Install the transmission oil pan drain plug.
Tighten the drain plug to 20 N´m (15 ft.lbs.).
(12) Remove the bolts and retainers (Fig. 140)
holding the oil pan to the transmission.
(13) Remove the transmission oil pan and gasket
from the transmission.
Fig. 138 Dipstick Tube Cap Components
1 - LOCKING PIN
2 - TUBE CAP
3 - DIPSTICK TUBE
Fig. 139 Remove Dipstick Tube Cap Lock
1 - LOCKING PIN
2 - TUBE CAP
3 - DIPSTICK TUBE
Fig. 140 Fluid/Filter Service Points
1 - OIL FILTER
2 - OIL PAN GASKET
3 - OIL PAN
4 - RETAINER
5 - BOLT
6 - OIL PAN DRAIN PLUG
7 - SEAL
8 - TORQUE CONVERTER DRAIN PLUG
9 - SEAL
21 - 104 AUTOMATIC TRANSMISSION - NAG1VA
FLUID AND FILTER (Continued)

(14) Remove the transmission oil filter and o-ring
from the electrohydraulic control unit.
(15) Clean the inside of the oil pan of any debris.
Inspect the oil pan gasket and replace if necessary.
(16) Install a new oil filter and o-ring into the elec-
trohydraulic control unit.
(17) Install the oil pan and gasket onto the trans-
mission.
(18) Install the oil pan bolts and retainers. Torque
the bolts to 8 N´m (70 in.lbs.).
(19) Lower the vehicle and add 7.0 L (7.4 qts.) of
transmission fluid to the transmission.
(20) Check the oil level (Refer to 21 - TRANSMIS-
SION/AUTOMATIC - NAG1/FLUID AND FILTER -
STANDARD PROCEDURE).
FREEWHEELING CLUTCH
DESCRIPTION
Freewheeling clutches (Fig. 141) are installed in
the front planetary gear set between the sun gear
and the stator shaft, and in the rear planetary gear
set between the sun gear and the intermediate shaft.The freewheel consists of an outer race (4), an
inner race (7), a number of locking elements (3) and
a cage (6) for these locking elements.
OPERATION
The freewheeling clutch (Fig. 142) optimizes indi-
vidual gearshifts. They lock individual elements of a
planetary gear set together or against the transmis-
sion housing in one direction of rotation to allow the
torque to be transmitted.
If the inner race (7) of the freewheeling clutch is
locked and the outer race (4) turns in direction9A9
(1), the locking elements (3) adopt a diagonal position
on account of their special contours, allowing the
freewheel function. The outer race (4) slides over the
locking elements (3) with negligible friction. If the
rotation of the outer race (4) changes to direction9B9
(2), the locking elements (3) stand up and lock the
outer and inner races (4, 7) together.
Fig. 141 Freewheeling Clutch
1 - ROTATION DIRECTION9A9
2 - ROTATION DIRECTION9B9
3 - LOCKING ELEMENTS
4 - OUTER RACE
5 - FRONT OR REAR SUN GEAR
6 - LOCKING ELEMENT CAGE
7 - INNER RACE
Fig. 142 Freewheeling Clutch
1 - ROTATION DIRECTION9A9
2 - ROTATION DIRECTION9B9
3 - LOCKING ELEMENTS
4 - OUTER RACE
5 - FRONT OR REAR SUN GEAR
6 - LOCKING ELEMENT CAGE
7 - INNER RACE
VAAUTOMATIC TRANSMISSION - NAG1 21 - 105
FLUID AND FILTER (Continued)

(8) Separate piston guide (4) from the B3 piston
(8) by blowing compressed air into the bore (A) (Fig.
159).
ASSEMBLY
(1) Assemble piston guide (4) (Fig. 160) and B3
piston (8) in the correct position.
(2) Check all sealing rings (Fig. 161), replace if
necessary. The rounded off edges on the sealing rings
(6), (3), and (2) must point outwards. The rounded off
edges on the sealing ring (4) must point inwards.
(3) Insert B2 piston (10) (Fig. 160) in B3 piston (8).
(4) Insert piston guide ring (2) (Fig. 162). The
valve (1) in the piston guide ring must be on top.
(5) Insert disc spring (14) (Fig. 160) and spring
plate (15). Insert disc spring with the curvature
towards the spring plate(6) Place Multi-use Spring Compressor 8900 on the
disc spring (14) and compress the spring until the
groove for the snap-ring is exposed.
(7) Insert snap-ring (16).
NOTE: Pay attention to sequence of discs. Place
new friction multiple-discs in ATF fluid for one hour
before installing.
(8) Insert disc spring (3) and multiple-disc pack (2)
in the B2 outer multiple-disc carrier.
(9) Insert snap-ring (1).
NOTE: During the measurement the snap-ring (8)
must contact the upper bearing surface of the
groove in the outer multiple-disc carrier.
(10) Measure the B2 clutch pack clearance.
(a) Mount Pressing Tool 8901 (1) (Fig. 163) on
outer multiple disc.
(b) Using a lever press, compress the pressing
tool as far as the stop (then the marking ring is
still visible, see small arrow).
(c) Using a feeler gauge, determine the play9L9
(Fig. 164) at three points between the snap-ring (8)
and outer multiple-disc (7).
(d) The correct clutch clearance is 1.9-2.3 mm
(0.075-0.091 in.) for the four friction disc versions
and 2.0-2.4 mm (0.079-0.095 in.) for the five disc
versions.
(e) Adjust with snap-ring (8), if necessary. Snap-
rings are available in thicknesses of 2.9 mm (0.114
in.), 3.2 mm (0.126 in.), 3.5 mm (0.138 in.), 3.8 mm
(0.150 in.), and 4.1 mm (0.162 in.).
Fig. 159 B2 Clutch Oil Supply Locations
A - B3 PISTON
B - B2 PISTON GUIDE RING SIDE
C - K3 CLUTCH FEED
D - B2 PISTON SHIFT SIDE
21 - 116 AUTOMATIC TRANSMISSION - NAG1VA
HOLDING CLUTCH B2 (Continued)

TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller and
turbine are rotating at about the same speed and the
stator is freewheeling, providing no torque multipli-
cation. By applying the turbine's piston and friction
material (Fig. 231) to the front cover, a total con-
verter engagement can be obtained. The result of this
engagement is a direct 1:1 mechanical link between
the engine and the transmission.
The clutch can be engaged in second, third, fourth,
and fifth gear ranges.
The TCM controls the torque converter by way of
internal logic software. The programming of the soft-
ware provides the TCM with control over the torque
converter solenoid. There are four output logic states
that can be applied as follows:
²No EMCC
²Partial EMCC
²Full EMCC
²Gradual-to-no EMCCNO EMCC
Under No EMCC conditions, the TCC Solenoid is
OFF. There are several conditions that can result in
NO EMCC operations. No EMCC can be initiated
due to a fault in the transmission or because the
TCM does not see the need for EMCC under current
driving conditions.
PARTIAL EMCC
Partial EMCC operation modulates the TCC Sole-
noid (duty cycle) to obtain partial torque converter
clutch application. Partial EMCC operation is main-
tained until Full EMCC is called for and actuated.
During Partial EMCC some slip does occur. Partial
EMCC will usually occur at low speeds, low load and
light throttle situations.
FULL EMCC
During Full EMCC operation, the TCM increases
the TCC Solenoid duty cycle to full ON after Partial
EMCC control brings the engine speed within the
desired slip range of transmission input speed rela-
tive to engine rpm.
GRADUAL-TO-NO EMCC
This operation is to soften the change from Full or
Partial EMCC to No EMCC. This is done at mid-
throttle by decreasing the TCC Solenoid duty cycle.
REMOVAL
(1) Remove transmission and torque converter
from vehicle.
(2) Place a suitable drain pan under the converter
housing end of the transmission.
CAUTION: Verify that transmission is secure on the
lifting device or work surface, the center of gravity
of the transmission will shift when the torque con-
verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-
ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive flats for sharp
edges, burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper or crocus cloth if neces-
sary. The hub must be smooth to avoid damaging the
pump seal at installation.
(1) Lubricate oil pump seal lip with transmission
fluid.
Fig. 231 Torque Converter Lock-up Clutch
1 - TURBINE
2 - IMPELLER
3-STATOR
4 - INPUT SHAFT
5 - STATOR SHAFT
6 - PISTON
7 - COVER SHELL
8 - INTERNALLY TOOTHED DISC CARRIER
9 - CLUTCH PLATE SET
10 - EXTERNALLY TOOTHED DISC CARRIER
21 - 146 AUTOMATIC TRANSMISSION - NAG1VA
TORQUE CONVERTER (Continued)