2005 MERCEDES-BENZ SPRINTER length

Full synthetic oils, such as Mobilt1 0W-40, is
required if the ASSYST Oil Service Reminder is fol-
lowed. Use of a lower quality oil on this service
schedule may cause severe engine damage.
DESCRIPTION - AUTOMATIC TRANSMISSION
FLUID - NAG1
NOTE: Refer to Service Procedures in this group for
fluid level checking procedures.
Shellt3403 Automatic Transmission Fluid is the
recommended fluid for the NAG1 DaimlerChrysler
automatic transmission.
Dexron II fluid IS NOT recommended. Clutch
chatter can result from the use of improper
fluid.
MopartATF+4, Automatic Transmission Fluid, or
other fluids meeting MS-9602, may be used if Shellt
3403 Automatic Transmission Fluid is not available.
Shellt3403 Automatic Transmission Fluid when
new is red in color. 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 per-
manent 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.
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 ªspecialº 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 sup-
ported to the satisfaction of DaimlerChrysler and
these additivesmust not be used.The use of trans-
mission ªsealersº should also be avoided, since they
may adversely affect the integrity of transmission
seals.
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 con-
stant through the temperature range of operation,transmission operation and shift feel will remain con-
sistent. Transmission fluid must also be a good con-
ductor 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 with Filter
Replacement9.5 Quarts with 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/
AUTOMATIC/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
manufacturing tolerance and refill procedure
POWER STEERING SYSTEM
Power steering fluid capacities are dependent on
engine/chassis options as well as steering gear/cooler
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
procedures.
FLUID FILL/CHECK
LOCATIONS
INSPECTION - FLUID FILL/CHECK LOCATIONS
The fluid fill/check locations and lubrication points
are located in each applicable group.
0 - 4 LUBRICATION & MAINTENANCEVA
FLUID TYPES (Continued)

SPRING
DESCRIPTION
The rear suspension system uses a multi-leaf
springs and a solid drive axle. The forward end of the
springs are mounted to the body rail hangers
through rubber bushings. The rearward end of the
springs are attached to the body by the use of shack-
les. The spring and shackles use rubber bushings.
OPERATION
The springs control ride quality and maintain vehi-
cle ride height. The shackles allow the springs to
change their length as the vehicle moves over various
road conditions.
REMOVAL
REMOVAL - (SRW)
(1) Raise and support the vehicle.
(2) Support the rear axle.
(3) Remove the U-bolt and spring plate (Fig. 2).
(4) Remove the spring from the front spring
bracket (Fig. 2).
(5) Remove the rear spring with the spring shackle
from the spring bracket (Fig. 2).
(6) Lower the rear axle and remove the rear
spring.
(7) Remove the spring shackle from the spring (if
needed) (Fig. 2).
REMOVAL - (DRW)
(1) Raise and support the vehicle.
(2) Support the rear axle.
(3) Remove the U-bolt and spring plate (Fig. 3).
(4) Remove the spring from the front spring
bracket (Fig. 3).
(5) Remove the rear spring with the spring shackle
from the spring bracket (Fig. 3).
(6) Lower the rear axle and remove the rear
spring.
(7) Remove the spring shackle from the spring (if
needed) (Fig. 3).
INSTALLATION
INSTALLATION - (SRW)
NOTE: Larger spring bushing goes toward the front.
(1) Install the spring shackle to the spring (if
removed) (Fig. 2). Tighten to 90 N´m (66 ft. lbs.).
(2) Install the spring to the front spring bracket
(Fig. 2). Tighten to 95 N´m (70 ft. lbs.).
(3) Install the spring to the rear spring bracket
(Fig. 2). Tighten to 85 N´m (63 ft. lbs.).
(4) Raise the rear axle and attach the spring plate
and U-bolts (Fig. 2). Tighten to 170 N´m (125 ft. lbs.).
(5) Lower the vehicle.
Fig. 2 REAR LEAF SPRING WITH SINGLE REAR
WHEELS
1 - NUT
2 - LEAF SPRING
3 - U-BOLTS
4 - PLATE
5 - SPRING BOLT
6 - SHACKLE BOLT
7 - SPRING SHACKLE
8 - U-BOLT NUTS
Fig. 3 REAR LEAF SPRING WITH DUAL REAR
WHEELS
1 - U-BOLTS
2 - NUT
3 - BOLT
4 - SPRING SHACKLE
5 - U-BOLT MOUNTING NUT
6 - U-BOLT BRACKET ALIGNING PLATE
7 - LEAF SPRING
2 - 14 REARVA

(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 perpendic-
ular 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 180É. 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 specifica-
tions, 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.
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.
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.
Fig. 1 Clamp Screw At Position 1
1 - CLAMP
2 - SCREWDRIVER
Fig. 2 Two Clamp Screws At The Same Position
Fig. 3 Clamp Screws Separated
1-1¤2INCH
VAPROPELLER SHAFT 3 - 3
PROPELLER SHAFT (Continued)

POWER BOOSTER VACUUM TEST
(1) Connect vacuum gauge to booster check valve
with short length of hose and T-fitting (Fig. 17).
(2) Start and run engine at curb idle speed for one
minute.
(3) Observe the vacuum supply. If vacuum supply
is not adequate, repair vacuum supply.
(4) Clamp hose shut between vacuum source and
check valve.
(5) Stop engine and observe vacuum gauge.
(6) If vacuum drops more than one inch HG (33
millibars) within 15 seconds, booster diaphragm or
check valve is faulty.
POWER BOOSTER CHECK VALVE TEST
(1) Disconnect vacuum hose from check valve.
(2) Remove check valve and valve seal from
booster.
(3) Use a hand operated vacuum pump for test.
(4) Apply 15-20 inches vacuum at large end of
check valve (Fig. 18).
(5) Vacuum should hold steady. If gauge on pump
indicates vacuum loss, check valve is faulty and
should be replaced.
STANDARD PROCEDURE - MASTER CYLINDER
BLEEDING
A new master cylinder should be bled before instal-
lation on the vehicle. Required bleeding tools include
bleed tubes and a wood dowel to stroke the pistons.
Bleed tubes can be fabricated from brake line.
(1) Mount master cylinder in vise.
(2) Attach bleed tubes to cylinder outlet ports.
Then position each tube end into reservoir (Fig. 19).
(3) Fill reservoir with fresh brake fluid.
(4) Press cylinder pistons inward with wood dowel.
Then release pistons and allow them to return under
spring pressure. Continue bleeding operations until
air bubbles are no longer visible in fluid.
REMOVAL
(1) Using a suction gun remove as much brake
fluid from the reservoir as possible (Fig. 20).
Fig. 17 Typical Booster Vacuum Test Connections
1 - TEE FITTING
2 - SHORT CONNECTING HOSE
3 - CHECK VALVE
4 - CHECK VALVE HOSE
5 - CLAMP TOOL
6 - INTAKE MANIFOLD
7 - VACUUM GAUGE
Fig. 18 Vacuum Check Valve And Seal
1 - BOOSTER CHECK VALVE
2 - APPLY TEST VACUUM HERE
3 - VALVE SEAL
Fig. 19 Master Cylinder Bleeding±Typical
1 - BLEEDING TUBES
2 - RESERVOIR
VABRAKES - BASE 5 - 17
MASTER CYLINDER (Continued)

ACCESSORY DRIVE
TABLE OF CONTENTS
page page
BELT TENSIONERS
DESCRIPTION..........................5
OPERATION............................5
DRIVE BELTS
DIAGNOSIS AND TESTING - ACCESSORY
DRIVE BELT..........................5REMOVAL.............................8
INSTALLATION..........................8
BELT TENSIONERS
DESCRIPTION
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 ten-
sioner maintains constant belt tension at all times
and requires no maintenance or adjustment.
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
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:
²The wrong belt being installed (incorrect length/
width)
²Worn bearings on an engine accessory (A/C com-
pressor, power steering pump, water pump, idler pul-
ley or generator)
²A pulley on an engine accessory being loose
²Misalignment of an engine accessory
²Belt incorrectly routed.
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. 1), are considered normal.
These are not a reason to replace the belt. However,
cracks running along a rib (not across) arenotnor-
mal. Any belt with cracks running along a rib must
be replaced (Fig. 1). Also replace the belt if it has
excessive wear, frayed cords or severe glazing.
Fig. 1 Belt Wear Patterns
1 - NORMAL CRACKS BELT OK
2 - NOT NORMAL CRACKS REPLACE BELT
VAACCESSORY DRIVE 7 - 5

REMOVAL
CAUTION: Do not attempt to check belt tension with
a belt tension gauge on vehicles equipped with an
automatic belt tensioner.
NOTE: The belt routing schematics are published
from the latest information available at the time of
publication. If anything differs between these sche-
matics and the Belt Routing Label, use the sche-
matics on Belt Routing Label.This label is located in
the engine compartment.
(1) A 3/8 inch square hole is provided in the auto-
matic belt tensioner. Attach a 3/8 inch drive-long
handle ratchet to this hole (Fig. 2).
(2) Rotate ratchet and tensioner assembly counter-
clockwise (as viewed from front) until tension has
been relieved from belt (Fig. 2).
(3) Remove belt from water pump pulley first.
(4) Remove belt from vehicle.
INSTALLATION
CAUTION: When installing the accessory drive belt,
the belt must be the correct length and routed cor-
rectly. If not, engine may overheat due to water
pump rotating in wrong direction.
(1) Position drive belt over all pulleysexcept
water pump pulley (Fig. 3).
(2) Attach a 3/8 inch ratchet to tensioner.
(3) Rotate ratchet and belt tensioner counterclock-
wise. Place belt over water pump pulley. Let ten-
sioner rotate back into place. Remove ratchet. Be
sure belt is properly seated on all pulleys.
Fig. 2 DRIVE BELT TENSIONER
1 - ACCESSORY DRIVE BELT TENSIONER
2 - RATCHET WRENCH
Fig. 3 ACCESSORY DRIVE BELT ROUTING
1 - A/C COMPRESSOR
2 - POWER STEERING
3 - DRIVE BELT TENSIONER
4 - CRANKSHAFT PULLEY
5 - WATER PUMP PULLEY
6 - GENERATOR
7 - IDLER PULLEY
7 - 8 ACCESSORY DRIVEVA
DRIVE BELTS (Continued)

features to each wiper arm. The hoses for the washer
nozzles are concealed beneath a molded plastic guide
on the underside of each wiper arm and routed to the
engine compartment through unique molded plastic
elbow fittings located near each wiper pivot at the
base of the windshield.
²Washer Pump/Motor- Two different washer
pump/motor units are available for this model. One
version has an integral washer fluid level switch that
provides a hard wired input to the instrument cluster
for control of the optional washer fluid indicator. The
washer pump/motor unit is located in a dedicated
hole on the top of the sump area near the back of the
windshield washer reservoir on the right front fender
wheel house in the engine compartment.²Washer Reservoir- The washer reservoir is
located on the right front fender wheel house in the
engine compartment. The washer reservoir filler is
accessed from the right front corner of the engine
compartment.
²Wiper Arm- The two unequal length wiper
arms are secured to the two wiper pivots, which
extend through the cowl panel near the base of the
windshield. The longer arm is installed on the left
(driver) side of the windshield.
²Wiper Blade- The two unequal length wiper
blades are secured to the two wiper arms, and are
parked on the glass near the bottom of the wind-
shield when the wiper system is not in operation.
Fig. 1 Wiper & Washer System
1 - WASHER RESERVOIR, PUMP/MOTOR, FLUID LEVEL SWITCH 3 - WIPER RELAY
2 - WIPER MOTOR, LINKAGE & PIVOTS MODULE 4 - MULTI-FUNCTION (WIPER, WASHER, & LIGHTING) SWITCH
8R - 2 WIPERS/WASHERSVA
WIPERS/WASHERS (Continued)

CHECK VALVE
DESCRIPTION
A single washer system check valve is standard
equipment on this model, and is installed in the
washer system plumbing (Fig. 4). The check valve is
integral to the washer plumbing fitting located on
the underside of the cowl top panel behind the rear
of the hood panel opening in the engine compart-
ment. The check valve consists of a molded plastic
body with three barbed hose nipples, one at the inlet
side of the valve body and two at the outlet side. The
check valve cannot be adjusted or repaired and, if
faulty or damaged, it must be replaced.
OPERATION
The check valve provides more than one function
in this application. It serves as a plumbing connector
fitting between the engine compartment and washer
nozzle sections of the washer supply hose. It prevents
washer fluid from draining out of the washer supply
hoses back to the washer reservoir. This drain-back
would result in a lengthy delay from when the
washer switch is actuated until washer fluid was dis-
pensed through the washer nozzles, because the
washer pump would have to refill the washer plumb-
ing from the reservoir to the nozzles. Such a drain-
back condition could also result in water, dirt, or
other outside contaminants being siphoned into the
washer system through the washer nozzle orifice.
This water could subsequently freeze and plug the
nozzle, while other contaminants could interfere with
proper nozzle operation and cause improper nozzle
spray patterns. In addition, the check valve prevents
washer fluid from siphoning through the washer noz-
zles after the washer system is turned Off.
When the washer pump pressurizes and pumps
washer fluid from the reservoir through the washer
plumbing, the fluid pressure unseats a diaphragmfrom over a sump well within the valve by overriding
the spring pressure applied to it by a piston. With
the diaphragm unseated, washer fluid is allowed to
flow toward the two washer nozzles. When the
washer pump stops operating, the spring pressure on
the piston seats the diaphragm over the sump well in
the valve and fluid flow in either direction within the
washer plumbing is prevented. The check valve can-
not be adjusted or repaired and, if faulty or damaged,
it must be replaced.
REMOVAL
(1) Unlatch and open the hood panel.
(2) Disconnect the washer hoses from the three
barbed nipples of the check valve unit (Fig. 5).
(3) Remove the check valve unit from the under-
side of the cowl top panel.
INSTALLATION
(1) Position the check valve unit to the underside
of the cowl top panel (Fig. 5).
(2) Reconnect the three washer hoses to the
barbed nipples of the check valve unit.
(3) Close and latch the hood.
WASHER FLUID LEVEL
SWITCH
DESCRIPTION
The optional washer fluid level switch is a single
pole, single throw switch that is integral to a unique
version of the washer pump/motor unit, located rear-
ward facing side of the washer reservoir, which is
located in a dedicated hole on the top of the sump
area near the back of the windshield washer reser-
Fig. 4 Check Valve
1 - INLET NIPPLE
2 - CHECK VALVE
3 - OUTLET NIPPLE (2)
Fig. 5 Check Valve Remove/Install
1 - COWL HOOD SEAL
2 - CHECK VALVE
3 - HOSE TO WASHER NOZZLE (2)
4 - HOSE FROM WASHER PUMP
VAWIPERS/WASHERS 8R - 7