2005 MERCEDES-BENZ SPRINTER wheel size

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 tighten-
ing the clamping nut.
(7) Retighten the locking screw and recheck the
wheel bearing play.
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 bear-
ing from the stub axle assembly (Fig. 4).
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)
Fig. 3 MEASURING & ADJUSTING WHEEL BEARING
1 - WHEEL HUB
2 - LOCKING SCREW
3 - DIAL INDICATOR
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
2 - 4 FRONTVA
BUSHINGS (Continued)

NOTE: In order to remove tension from the strut,
Raise the lower control arm approximately 10 mm
with a jack.
(2) Install the lower ball joint into the steering
knuckle. Tighten to 280 N´m (206 ft. lbs.).
(3) Install the strut bolts to the steering knuckle
(Fig. 8). Tighten to 185 N´m (136 ft. lbs.).
(4) Install the stop plate (Refer to 2 - SUSPEN-
SION/FRONT/SPRING STOP PLATES - INSTALLA-
TION).
(5) Lower the lower control arm.
(6) Attach the tie rod to the steering knuckle (Fig.
8). Tighten the nut to 130 N´m (96 ft. lbs.)
(7) Install the disc brake caliper adapter (Refer to
5 - BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - INSTALLATION)
(Fig. 8).
(8) Install the front tire & wheel assembly (Refer
to 22 - TIRES/WHEELS/WHEELS - INSTALLA-
TION).
(9) Lower the vehicle.
(10) Remove the spring blocks between the spring
and the spring clamp plates, While the vehicles
wheels are on the ground.
(11) Roll the vehicle approximately 1 mm forwards
and the backwards, and rock firmly.(12) Tighten the lower control arm nuts and bolts
to the frame to 150 N´m (110 ft. lbs.) (Fig. 8).
(13) Apply brake to actuate brake pressure.
SPRING
REMOVAL
(1)To do this next step the vehicle must be
on the ground.Remove the front and rear bolts on
the left and right spring clamp plates (Fig. 9).
(2) Raise and support the vehicle.
(3) Remove the front wheels.
(4) Remove the brake caliper adapter (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPER ADAPTER - REMOVAL).Do not
allow the caliper to hang by the hose, support
the caliper accordingly.
(5) Remove the ABS sensor from the mounting
bore in the steering knuckle (Fig. 9).
(6) Remove the outer tie rod retaining nut and
separate the tie rod from the knuckle (Fig. 9) using
special tool C-3894±A.
NOTE: In order to remove tension from the strut,
Raise the lower control arm approximately 10 mm
with a jack.
(7) Remove the strut bolts from the steering
knuckle.
(8) Remove both stop plate bolts and rotate the
plates upwards with the stabilizer link attached.
(9) Lower the lower control arm.
(10) Remove the lower ball joint nut from the
steering knuckle.
(11) Separate the lower ball joint from the knuckle
using special tool 9282.
(12) Remove the lower control arm nuts and bolts
from the frame.
(13) Remove the lower control arm from the frame
(Fig. 9).
NOTE: To avoid damaging the transverse leaf
spring, cushion the pad on the jack accordingly.
(14) Support the transverse leaf spring in the cen-
ter with a jack.
(15) Remove the left and right spring clamp plates
(Refer to 2 - SUSPENSION/FRONT/SPRING CLAMP
PLATES - REMOVAL) (Fig. 9).
NOTE: The upper spring blocks between the engine
cradle and the spring are color coded, Make sure
not to mix the blocks per sides. The blocks are dif-
ferent in sizes to accommodate the weight of the
vehicle and driver in order for the vehicle to sit
level.
Fig. 8 LOWER CONTROL ARM
1 - STRUT
2 - LOWER CONTROL ARM BOLT
3 - STOP PLATE BOLT
4 - STOP PLATE
5 - CALIPER ADPTER BOLT
6 - DISC BRAKE CALIPER
7 - LOCKING BOLT
8 - DISC BRAKE ROTOR
9 - OUTER TIE ROD END RETAINING NUT
10 - OUTER TIE ROD END
11 - LOWER BALL JOINT NUT
12 - LOWER BALL JOINT
13 - LOWER CONTROL ARM NUTS
14 - STRUT BOLT
VAFRONT 2 - 7
LOWER CONTROL ARM (Continued)

(16) Lower the jack and remove the transverse leaf
spring towards the side.
INSTALLATION
NOTE: To avoid damaging the transverse leaf
spring, cushion the pad on the jack accordingly.
NOTE: Hand tighten all bolts until vehicle is on the
ground, unless the bushings may become distorted.
NOTE: The height blocks between the engine cradle
and the spring are color coded, Make sure not to
mix the blocks per sides. The blocks are different in
sizes to accommodate the weight of the vehicle and
driver in order for the vehicle to sit level.
(1) Install the transverse leaf spring in the center
with a jack with all the rubber mounts attached.
(2) Install the lower control arm to the frame (Fig.
9).
(3) Install the knuckle on the lower ball joint.(4) Raise the lower control arm approximately 10
mm with a jack.
(5) Install both stop plate bolts to the lower control
arm
(6) Install the strut bolts to the steering knuckle.
(7) Reinstall the tie rod to the steering knuckle
(Fig. 9). Tighten to 150 N´m (110 ft. lbs.).
(8) Install the ABS sensor all the way into the
steering knuckle, the sensor will adjust automatically
when the vehicle is moved (Fig. 9).
(9) Install the disc brake caliper adapter (Fig. 9).
Tighten to 170 N´m (125 ft. lbs.).
(10) Install the front wheels.
(11) Lower the vehicle.
(12) Install the spring clamp plates (Fig. 9).
Tighten (M-10 bolts) to 65 N´m (48 ft. lbs.) (M-12
bolts) to 130 N´m (96 ft. lbs.).
(13) Roll the vehicle approximately 1 mm forwards
and the backwards, and rock firmly.
(14) Tighten the nuts on the lower control arm to
the frame to 150 N´m (110 ft. lbs.).
(15) Apply brake to actuate brake pressure.
SPRING CLAMP PLATES
REMOVAL
(1) Raise and support the vehicle.
(2) Install a jack under the lower ball joint and
lower the weight of the vehicle enough to allow a
wrench between the lower control arm and the
bracket tighten the nut.
(3) Remove the front and rear bolts to the spring
clamp plates.
(4) Remove the four inner retaining bolts and
nuts.
(5) Remove the spring clamp plate and rubber
block.
(6) Remove the shear bushings from the front and
rear bolts.
INSTALLATION
(1) Install a jack under the lower ball joint and
lower the weight of the vehicle enough to allow a
wrench between the lower control arm and the
bracket tighten the nut.
(2) Fit one spring clamp plate together with the
lower spring rubber block.
(3) Install the bolt with the shear bushing on the
rear mounting,Do not tighten yet.
(4) Install the four retaining bolts for the spring
clamp plate. Tighten to 65 N´m (48 ft.lbs.).
(5) Align the holes for the front clamp plate joint
using a suitable drift (shear bushing not installed).
(6) Remove the alignment drift.
Fig. 9 FRONT SPRING
1 - NUT
2 - STRUT
3 - STOP PLATE
4 - STOP PLATE BOLT
5 - CALIPER ADAPTER BOLT
6 - DISC BRAKE CALIPER
7 - OUTER TIE ROD END NUT
8 - ABS SENSOR
9 - SPEED SENSOR
10 - LOWER CONTROL ARM RETAINING NUTS
11 - OUTER TIE ROD END
12 - RUBBER SPRING MOUNT
13 - SHEAR BUSHING
14 - SPRING CLAMP PLATE BOLT
15 - SPRING CLAMP PLATE
16 - LOWER RUBBER SPRING MOUNT
17 - SPRING
18 - STRUT BOLTS
19 - LOWER CONTROL ARM BOLTS
2 - 8 FRONTVA
SPRING (Continued)

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

DIAGNOSIS AND TESTING - POWER STEERING SYSTEM
There is some noise in all power steering systems. One of the most common is a hissing sound evident at a
standstill parking. Or when the steering wheel is at the end of it's travel. Hiss is a high frequency noise similar
to that of a water tap being closed slowly. The noise is present in all valves that have a high velocity fluid passing
through an orifice. There is no relationship between this noise and steering performance.
STEERING NOISE
CONDITION POSSIBLE CAUSES CORRECTION
OBJECTIONAL HISS OR
WHISTLE1. Steering intermediate shaft to dash panel
seal.1. Check and repair seal at dash
panel.
2. Noisy valve in power steering gear. 2. Replace steering gear.
RATTLE OR CLUNK 1. Gear mounting bolts loose. 1. Tighten bolts to specification.
2. Loose or damaged suspension
components.2. Inspect and repair suspension.
3. Internal gear noise. 3. Replace steering gear.
4. Pressure hose in contact with other
components.4. Reposition hose.
5. Loose or damaged intermediate shaft or
column.5. Inspect and repair or replace.
CHIRP OR SQUEAL 1. Loose belt. 1. Adjust or replace.
WHINE OR GROWL 1. Low fluid level. 1. Fill to proper level.
2. Pressure hose in contact with other
components.2. Reposition hose.
3. Internal pump noise. 3. Replace pump.
4. Air in fluid 4. Check for lekas, Evacuate air
from P/S system.
SUCKING AIR SOUND 1. Loose return line clamp. 1. Replace clamp.
2. O-ring missing or damaged on hose
fitting.2. Replace o-ring.
3. Low fluid level. 3. Fill to proper level.
4. Air leak between pump and reservoir. 4. Repair as necessary.
5. Reservoir cap not installed correctly. 5. Install reservoir cap correctly.
SCRUBBING OR
KNOCKING1. Wrong tire size. 1. Verify tire size.
19 - 2 STEERINGVA
STEERING (Continued)

CONDITION POSSIBLE CAUSES CORRECTION
HARD 3-2 DOWNSHIFT
WHEN DECELERATION
EVEN AFTER
READAPTION1. K3 Idles. 1. Install TCM And/Or
Electrohydraulic Control Unit.
NO RESP. DELAYED
UPSHIFT, NO DTC1. Different Tire Sizes Are Mounted
On The Front Axle.1. Mount Uniform Tire Sizes On
The Front Axle.
NO UPSHIFT 3-4, 4-5
AFTER FAST OFF
(ACCELERATOR)1. Upshift Prevention To Realize
Dynamical Drivestyle.1. Instruct Customer.
NO UPSHIFT OF 1ST
GEAR BELOW 5000 RPM1. Gear Recognition Switch. 1. Replace Gear Recognition
Switch.
NO UPSHIFT INTO 5TH
GEAR WHEN FULL
THROTTLE OR KICK
DOWN ACTIVATION1. The Upshift 4-5 At Full Throttle or
Kick Down Never Occurs Until
Reaching Cut Off Speed. Under
These Conditions, The High
Powered Vehicle Will Never Shift
Into 5th Gear Below 250 km/h.1. Instruct Customer.
NO KICK DOWN
SHIFTING1. Accelerator Pedal Value < 95%. 1. Check Engine Control. Adjust
As Necessary.
Engine Turns Up While 2-3
Upshift and/or Hard 3-2
Downshift1. Oil Level Too Low. 1. Check Oil Level. Add if
Necessary.
2. Oil Filter Not Installed. 2. Install Oil Filter.
3. Free Wheeling Clutch F2
Defective.3. Replace Free Wheeling
Clutch F2, Hollow Shaft, and
Rear Sun Gear/Inner Disc
Carrier K3.
GRABBING 2-3 COASTING
UPSHIFT AND/OR BRAKE
DOWNSHIFT1. Oil Level Too Low. 1. Check Oil Level. Add if
Necessary.
2. Oil Filter Not Installed. 2. Install Oil Filter.
3. Control shift or Command Valve
Blocked.3. Check Each Slide Valve For
Base Position and Ease Of
Movement, Remove Particle.
4. K3 Disc Burnt, Hot Spots or
Rubbed Down.4. Replace Inner and Outer
Disc Carrier K3 And Control
Valve.
VAAUTOMATIC TRANSMISSION - NAG1 21 - 25
AUTOMATIC TRANSMISSION - NAG1 (Continued)

TIRES
DESCRIPTION
DESCRIPTION - TIRES
Tires are designed and engineered for each specific
vehicle. They provide the best overall performance
for normal operation. The ride and handling charac-
teristics match the vehicle's requirements. With
proper care they will give excellent reliability, trac-
tion, skid resistance, and tread life.
Driving habits have more effect on tire life than
any other factor. Careful drivers will obtain in most
cases, much greater mileage than severe use or care-
less drivers. A few of the driving habits which will
shorten the life of any tire are:
²Rapid acceleration
²Severe brake applications
²High speed driving
²Excessive speeds on turns
²Striking curbs and other obstacles
Radial-ply tires are more prone to irregular tread
wear. It is important to follow the tire rotation inter-
val shown in the section on Tire Rotation, (Refer to
22 - TIRES/WHEELS - STANDARD PROCEDURE).
This will help to achieve a greater tread life.
TIRE IDENTIFICATION
Tire type, size, aspect ratio and speed rating are
encoded in the letters and numbers imprinted on the
side wall of the tire. Refer to the chart to decipher
the tire identification code (Fig. 11).
Performance tires have a speed rating letter after
the aspect ratio number. The speed rating is not
always printed on the tire sidewall. These ratings
are:
²Qup to 100 mph
²Rup to 106 mph
²Sup to 112 mph
²Tup to 118 mph
²Uup to 124 mph
²Hup to 130 mph
²Vup to 149 mph
²Zmore than 149 mph (consult the tire manu-
facturer for the specific speed rating)
An All Season type tire will have eitherM+S,M
&SorM±S(indicating mud and snow traction)
imprinted on the side wall.
TIRE CHAINS
Tire snow chains may be used oncertainmodels.
Refer to the Owner's Manual for more information.
DESCRIPTION - RADIAL ± PLY TIRES
Radial-ply tires improve handling, tread life and
ride quality, and decrease rolling resistance.
Radial-ply tires must always be used in sets of
four. Under no circumstances should they be used on
the front only. They may be mixed with temporary
spare tires when necessary. A maximum speed of 50
MPH is recommended while a temporary spare is in
use.
Radial-ply tires have the same load-carrying capac-
ity as other types of tires of the same size. They also
use the same recommended inflation pressures.
The use of oversized tires, either in the front or
rear of the vehicle, can cause vehicle drive train fail-
ure. This could also cause inaccurate wheel speed
signals when the vehicle is equipped with Anti-Lock
Brakes.
The use of tires from different manufactures on the
same vehicle is NOT recommended. The proper tire
pressure should be maintained on all four tires.
DESCRIPTION - TIRE PRESSURE FOR HIGH
SPEEDS
Where speed limits allow the vehicle to be driven
at high speeds, correct tire inflation pressure is very
important. For speeds up to and including 120 km/h
(75 mph), tires must be inflated to the pressures
Fig. 11 Tire Identification
22 - 6 TIRES/WHEELSVA

shown on the tire placard. For continuous speeds in
excess of 120 km/h (75 mph), tires must be inflated
to the maximum pressure specified on the tire side-
wall.
Vehicles loaded to the maximum capacity should
not be driven at continuous speeds above 75 mph
(120 km/h).
For emergency vehicles that are driven at speeds
over 90 mph (144 km/h), special high speed tires
must be used. Consult tire manufacturer for correct
inflation pressure recommendations.
DESCRIPTION - REPLACEMENT TIRES
The original equipment tires provide a proper bal-
ance of many characteristics such as:
²Ride
²Noise
²Handling
²Durability
²Tread life
²Traction
²Rolling resistance
²Speed capability
It is recommended that tires equivalent to the orig-
inal equipment tires be used when replacement is
needed.
Failure to use equivalent replacement tires may
adversely affect the safety and handling of the vehi-
cle.
The use of oversize tires may cause interference
with vehicle components. Under extremes of suspen-
sion and steering travel, interference with vehicle
components may cause tire damage.
WARNING: FAILURE TO EQUIP THE VEHICLE WITH
TIRES HAVING ADEQUATE SPEED CAPABILITY
CAN RESULT IN SUDDEN TIRE FAILURE.
DESCRIPTION - TIRE INFLATION PRESSURES
Under inflation will cause rapid shoulder wear, tire
flexing, and possible tire failure (Fig. 12).
Over inflation will cause rapid center wear and
loss of the tire's ability to cushion shocks (Fig. 13).
Improper inflation can cause:
²Uneven wear patterns
²Reduced tread life
²Reduced fuel economy
²Unsatisfactory ride
²Vehicle drift
For proper tire pressure specification refer to the
Tire Inflation Pressure Chart provided with the vehi-
cles Owners Manual. A Certification Label on the
drivers side door pillar provides the minimum tire
and rim size for the vehicle. The label also list the
cold inflation pressure for these tires at full load
operationTire pressures have been chosen to provide safe
operation, vehicle stability, and a smooth ride. Tire
pressure should be checked cold once a month. Tire
pressure decreases as the ambient temperature
drops. Check tire pressure frequently when ambient
temperature varies widely.
Tire inflation pressures are cold inflation pressure.
The vehicle must sit for at least 3 hours to obtain the
correct cold inflation pressure reading. Or be driven
less than one mile after sitting for 3 hours. Tire
inflation pressures may increase from 2 to 6 pounds
per square inch (psi) during operation. Do not reduce
this normal pressure build-up.
WARNING: OVER OR UNDER INFLATED TIRES CAN
AFFECT VEHICLE HANDLING AND TREAD WEAR.
THIS MAY CAUSE THE TIRE TO FAIL SUDDENLY,
RESULTING IN LOSS OF VEHICLE CONTROL.
Fig. 12 Under Inflation Wear
1 - THIN TIRE THREAD AREAS
Fig. 13 Over Inflation Wear
1 - THIN TIRE THREAD AREA
VATIRES/WHEELS 22 - 7
TIRES (Continued)