2006 MERCEDES-BENZ SPRINTER automatic transmission

DISASSEMBLY
(1) Remove upper two visible Teflon rings (1) (Fig.
219) from output shaft.
(2) Remove retaining ring (11), shim (10), thrust
needle bearing (9) and thrust washer (8) from output
shaft.
(3) Remove clutch K3 (7).
(4) Remove rear tubular shaft/freewheeling clutch
F2 (6) (Fig. 219) from output shaft.
(5) Remove rear gear set (5) with integrated tubu-
lar shaft of center gear set from output shaft.
(6) Remove thrust washer (4).
Fig. 219 Output Shaft with Center and Rear Planetary Geartrain
1 - TEFLON RINGS 7 - DRIVING CLUTCH K3
2 - OUTPUT SHAFT WITH CENTER PLANETARY CARRIER 8 - THRUST WASHER
3 - NEEDLE BEARING 9 - AXIAL NEEDLE BEARING
4 - THRUST WASHER 10 - SHIM
5 - REAR PLANETARY GEAR SET 11 - RETAINING RING
6 - REAR HOLLOW SHAFT/FREEWHEELING CLUTCH F2
21 - 166 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

ASSEMBLY
(1) Mount thrust washer (4) (Fig. 220) with the
collar pointing towards the planet carrier.
(2) Mount the rear gear set (5) on the rear hollow
shaft (6).
(3) Using grease, install lower three Teflon rings
(1) (Fig. 220) in the groove so that the joint stays
together
(4) Put rear hollow shaft/freewheeling clutch F2
(6) with rear gear set (5) onto output shaft.
(5) Install clutch K3 (7).
(6) Mount retaining ring, shim, thrust needle bear-
ing and thrust washer (8 - 11) (Fig. 220).
(7) Using grease, insert the upper two Teflon rings
(1) in the groove so that the joint remains together.
Fig. 220 Output Shaft with Center and Rear Planetary Geartrain
1 - TEFLON RINGS 7 - DRIVING CLUTCH K3
2 - OUTPUT SHAFT WITH CENTER PLANETARY CARRIER 8 - THRUST WASHER
3 - NEEDLE BEARING 9 - AXIAL NEEDLE BEARING
4 - THRUST WASHER 10 - SHIM
5 - REAR PLANETARY GEAR SET 11 - RETAINING RING
6 - REAR HOLLOW SHAFT/FREEWHEELING CLUTCH F2
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 167

NOTE: During the test, apply a contact force by
hand to K3 in the direction of the arrow.
(8) Inspect axial play (Fig. 221) between shim (10)
and retaining ring (11). Check axial play ªSº between
shim (10) and retaining ring (1) using a feeler gauge.
Clearance should be 0.15-0.6 mm (0.006-0.024 in.).
Shims are available in thicknesses of 3.0 mm (0.118
in.), 3.4 mm (0.134 in.), and 3.7 mm (0.146 in.).
Adjust as necessary
SHIFT MECHANISM
DESCRIPTION
The automatic transmission is operated with the
help of a shift lever assembly (SLA) located in the
center console. There are four positions to which the
selection lever can be shifted: P, R, N, D. In addition,
the selector lever can be moved sideways (+/-) in posi-
tion ªDº to adjust the shift range.
All selector lever positions, as well as selected shift
ranges in position ªDº, are identified by the SLA. The
information is then sent to the transmission control
module (TCM) via a hardwire connection. At the
same time, the selector lever positions ªPº, ªRº, ªNº
and ªDº are transmitted by a shift cable to the selec-
tor shaft in the transmission.
The SLA is comprised of the following functions:²Key lock:Depending on the selector lever posi-
tion, the ignition lock is locked/unlocked, i.e., the
ignition key can be removed only if the selector lever
is in position ªPº. A park lock cable is used to per-
form this function.
²Park lock:The selector lever is not released
from postion ªPº until the brake pedal has been
applied and the ignition key is in driving position.
Shift lock is controlled by the brake light switch in
conjunction with a locking solenoid in the SLA. As
soon as the brake pedal is applied firmly, the locking
solenoid is retracted to unlock the selector lever. If
the selector lever cannot be moved out of position ªPº
due to a malfunction, the shift lock function can be
overriden (see operator's manual).
²Reverse inhibitor:As soon as the vehicle
speed exceeds approx. 4 mph, it is no longer possible
to move the selector lever from position ªNº to posi-
tion ªRº.
OPERATION
With the selector lever in position ªDº, the trans-
mission control module (TCM) automatically shifts
the gears that are best-suited to the current operat-
ing situation. This means that shifting of gears is
continuously adjusted to current driving and operat-
ing conditions in line with the selected shift range
and the accelerator pedal position. Starting off is
always performed in 1st gear.
The selector lever positions are determined by the
slider position of a potentiometer in the shift lever
assembly (SLA). The shift pattern diagram (position
display) and the program selector are illuminated by
the LEDs.
The current selector lever position or, if the shift
range has been limited, the current shift range is
indicated in the LCD display in the instrument clus-
ter.
The permissible shifter positions and transmission
operating ranges are:
²P = Parking lock and engine starting.
²R = Reverse.
²N = Neutral and engine starting (no power is
transmitted to the axles).
²D = The shift range includes all forward gears.
²4= Shift range is limited to gears 1 to 4.
²3= Shift range is limited to gears 1 to 3.
²2= Shift range is limited to gears 1 to 2.
²1= Shift range is limited to the 1st gear.
The shift range can be adjusted to the current
operating conditions by tipping the selector lever to
the left-hand side (ª-º) or the right-hand side (ª+º)
when in position ªDº. If the shift range is limited, the
display in the instrument cluster indicates the
selected shift range and not the currently engaged
gear.
Tipping the shift lever will have the following
results:Fig. 221 Check Center and Rear Planetary End-Play
1 - DRIVING CLUTCH K3
2 - THRUST WASHER
3 - SHIM
4 - AXIAL NEEDLE BEARING
5 - RETAINING RING
6 - OUTPUT SHAFT WITH CENTER PLANETARY CARRIER
21 - 168 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

²Tipping the selector lever toward ª-º one
time after another:The shift range is reduced in
descending sequence by one gear each time, i.e., from
D-4-3-2-1.Iftheselected limitation of the shift
range would result in a downshift causing excessive
engine speed, the shifting is not executed and the
engaged gear as well as the shift range remain
unchanged. This is to prevent the engine from over-
speeding. Engine retardation is low with the selector
lever in position ªDº. To make use of the full braking
power of the engine, ªmanualº downshifting by tip-
ping the lever towards the left-hand side is recom-
mended. If this has been done, subsequent upshifting
must be carried out manually as well.
²Tipping the selector lever toward ª-º and
holding it in this position:The currently engaged
gear in range ªDº is indicated in the instrument clus-
ter display and the shift range is limited to this gear.
²Tipping the selector lever toward ª+º one
time after another:The shift range is increased by
one gear each time and the increased shift range is
displayed in the instrument cluster; possibly, the
transmission upshifts to a faster gear.
²Tipping the selector lever toward ª+º sev-
eral times:The shift range is increased by one gear
each time the lever is tipped until the shift range
ends up in ªDº.
²Tipping the selector lever toward ª+º and
holding it in this position:The shift range is
extended immediately to ªDº, shift ranges are indi-
cated in ascending sequence; possibly, the transmis-
sion upshifts to a faster gear due to the extension of
the shift range.
REMOVAL
(1) Move selector lever to position ªDº.
(2) Remove top section (3) (Fig. 222) of the center
section of instrument panel.
(3) Remove bottom section (2) (Fig. 223) of the cen-
ter section of instrument panel.
Fig. 222 Remove Top Section Of Center Instrument
Panel
1 - SHIFT LEVER ASSEMBLY FRAME TRIM
2 - STORAGE COMPARTMENT
3 - TOP CENTER PART OF INSTRUMENT PANEL
4 - SCREW
5 - PLUG CONNECTIONS
6 - ASHTRAY
Fig. 223 Remove Bottom Section Of Center
Instrument Panel
1 - SCREW
2 - BOTTOM CENTER PART OF INSTRUMENT PANEL
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 169

(4) Disconnect the park lock cable coupling (1)
(Fig. 224) from the shift lever assembly (SLA). Press
locking tab (2) together and push coupling (1) against
the spring force into the SLA, twist through 90É
(right or left) and pull off.
(5) Disconnect connector plug (5) from SLA. When
disconnecting plug, press together at points shown
(arrows).
(6) Pry ball socket (4) of transmission shift cable
off ball knob at the SLA. Use a suitable slotted
screwdriver.
(7) Unscrew bolts (1) (Fig. 225).
(8) Move selector lever to position ªPº.
(9) Remove the SLA (2) from the vehicle.
INSTALLATION
(1) Position the shift lever assembly (SLA) onto
the vehicle.
(2) Install the bolts to hold the SLA to the vehicle.
Tighten the bolts to 6 N´m (53 in.lbs.).
(3) Connect the park lock cable coupling (1) (Fig.
226) to the SLA. Press locking tab (2) together and
push coupling (1) against the spring force into the
SLA, twist through 90É (right or left) until locked.
(4) Connect the connector plug (5) to the SLA.
Fig. 224 Disengage Park Lock Cable From SLA
1 - PARK LOCK CABLE COUPLING
2 - LOCK TAB
3 - BOLT
4 - SHIFT LEVER ASSEMBLY (SLA)
5 - CONNECTOR
Fig. 225 Remove SLA
1 - BOLT
2 - SLA
3 - SHIFT CABLE
Fig. 226 Engage Park Lock Cable to SLA
1 - PARK LOCK CABLE COUPLING
2 - LOCK TAB
3 - BOLT
4 - SHIFT LEVER ASSEMBLY (SLA)
5 - CONNECTOR
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(5) Turn on ignition and apply brakes. Move selec-
tor lever back to position ªDº.
(6) Install the transmission shift cable onto the
ball knob at the SLA.
(7) Install the bottom (2) (Fig. 227) of the center
section of instrument panel.
(8) Install the top (3) (Fig. 228) of the center sec-
tion of instrument panel.
(9) Verify repair.
SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive
applications is a linear actuator. It is a device that
produces motion in a straight line. This straight line
motion can be either forward or backward in direc-
tion, and short or long distance.
A solenoid is an electromechanical device that uses
a magnetic force to perform work. It consists of a coil
of wire, wrapped around a magnetic core made from
steel or iron, and a spring loaded, movable plunger,
which performs the work, or straight line motion.
The solenoids used in transmission applications
are attached to valves which can be classified asnor-
mally openornormally closed. Thenormally
opensolenoid valve is defined as a valve which
allows hydraulic flow when no current or voltage is
applied to the solenoid. Thenormally closedsole-
noid valve is defined as a valve which does not allow
hydraulic flow when no current or voltage is applied
to the solenoid. These valves perform hydraulic con-
trol functions for the transmission and must there-
fore be durable and tolerant of dirt particles. For
these reasons, the valves have hardened steel pop-
pets and ball valves. The solenoids operate the valves
Fig. 227 Install Bottom Section Of Center
Instrument Panel
1 - SCREW
2 - BOTTOM CENTER PART OF INSTRUMENT PANEL
Fig. 228 Install Top Section Of Center Instrument
Panel
1 - SHIFT LEVER ASSEMBLY FRAME TRIM
2 - STORAGE COMPARTMENT
3 - TOP CENTER PART OF INSTRUMENT PANEL
4 - SCREW
5 - PLUG CONNECTIONS
6 - ASHTRAY
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 171

directly, which means that the solenoids must have
very high outputs to close the valves against the siz-
able flow areas and line pressures found in current
transmissions. Fast response time is also necessary
to ensure accurate control of the transmission.
The strength of the magnetic field is the primary
force that determines the speed of operation in a par-
ticular solenoid design. A stronger magnetic field will
cause the plunger to move at a greater speed than a
weaker one. There are basically two ways to increase
the force of the magnetic field:
1. Increase the amount of current applied to the
coil or
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the num-
ber of turns by using thin wire that can completely
fill the available space within the solenoid housing.
The strength of the spring and the length of the
plunger also contribute to the response speed possi-
ble by a particular solenoid design.
A solenoid can also be described by the method by
which it is controlled. Some of the possibilities
include variable force, pulse-width modulated, con-
stant ON, or duty cycle. The variable force and pulse-
width modulated versions utilize similar methods to
control the current flow through the solenoid to posi-
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid's valve.UPSHIFT / DOWNSHIFT SOLENOID VALVES
The solenoid valves (1) for upshifts and downshifts
(Fig. 229) are located in the shell of the electric con-
trol unit and pressed against the shift plate with a
spring.
The solenoid valves (1) initiate the upshift and
downshift procedures in the shift plate.
The solenoid valves (1) are sealed off from the
valve housing of the shift plate (5) by two O-rings (4,
6). The contact springs (8) at the solenoid valve
engage in a slot in the conductor tracks (7). The force
of the contact spring (8) ensures safe contacts.
Fig. 229 Upshift/Downshift Solenoid Valves
1 - UPSHIFT/DOWNSHIFT SOLENOID VALVE
2 - CONTACT SPRING
3 - CONDUCTOR TRACK
4 - O-RING
5 - VALVE HOUSING OF SHIFT PLATE
6 - O-RING
7 - CONDUCTOR TRACK
8 - CONTACT SPRING
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MODULATING PRESSURE CONTROL SOLENOID
VALVE
The modulating pressure control solenoid valve (1)
(Fig. 230) is located in the shell of the electric valve
control unit and pressed against the shift plate by a
spring.
Its purpose is control the modulating pressure
depending on the continuously changing operating
conditions, such as load and gear change.
The modulating pressure regulating solenoid valve
(1) has an interference fit and is sealed off to the
valve body of the shift plate (4) by a seal (arrow). The
contact springs (2) at the solenoid valve engage in a
slot in the conductor tracks (3). The force of the con-
tact springs (2) ensures secure contacts.
TORQUE CONVERTER LOCKUP CLUTCH PWM
SOLENOID VALVE
The torque converter lockup clutch PWM solenoid
valve (1) (Fig. 231) is located in the shell of the elec-
tric valve control unit and pressed against the shift
plate by a spring.
The PWM solenoid valve (1) for the torque con-
verter lockup controls the pressure for the torque
converter lockup clutch.
The torque converter lockup PWM solenoid valve
(1) is sealed off to the valve body of the shift plate (4)
by an O-ring (5) and a seal (arrow). The contact
springs (2) at the solenoid valve engage in a slot in
the conductor tracks (3). The force of the contact
springs (2) ensures secure contacts.
Fig. 230 Modulating Pressure Control Solenoid
Valve
1 - MODULATING PRESSURE CONTROL SOLENOID VALVE
2 - CONTACT SPRING
3 - CONDUCTOR TRACK
4 - VALVE HOUSING SHIFT PLATE
5 - CONDUCTOR TRACK
6 - CONTACT SPRING
Fig. 231 Torque Converter Lockup Clutch PWM
Solenoid Valve
1 - TORQUE CONVERTER LOCKUP CLUTCH PWM SOLENOID
VA LV E
2 - CONTACT SPRING
3 - CONDUCTOR TRACK
4 - VALVE HOUSING OF SHIFT PLATE
5 - O-RING
6 - CONDUCTOR TRACK
7 - CONTACT SPRING
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 173