2006 MERCEDES-BENZ SPRINTER light

(25) Unscrew Torx socket bolts (4) (Fig. 46) and
remove oil pump (6). Screw two opposed bolts into
the oil pump housing and press the oil pump out of
the converter housing by applying light blows with a
plastic hammer.
(26) Remove and discard the torque converter hub
seal and the oil pump outer o-ring seal from the oil
pump.
(27) Unscrew Torx socket bolts (1) (Fig. 46) and
remove multiple-disc holding clutch B1 (5) from con-
verter housing. Screw two opposed bolts into the
multiple-disc holding clutch B1 (5) and separate from
the converter housing by applying light blows with a
plastic hammer.
(28) Detach intermediate plate (3) (Fig. 46) from
converter housing (2).
Fig. 46 Remove Holding Clutch B1 and Oil Pump
1 - BOLTS - M6X32 4 - BOLTS - M8X35
2 - CONVERTER HOUSING 5 - HOLDING CLUTCH B1
3 - INTERMEDIATE PLATE 6 - OIL PUMP
21 - 50 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

NOTE: During the measurement the snap ring (7)
(Fig. 49) must contact the upper bearing surface of
the groove in the outer multiple-disc carrier (8).
NOTE: Pay attention to sequence of discs. If the
original clutch discs are reused, be sure to return
the disc identified on disassembly as belonging on
top of the spring washer (4) to its original location.
Place new friction multiple-discs in ATF fluid for
one hour before installing.
(4) Insert and measure spring washer (4) (Fig. 49)
and multiple-disc pack B3 (2, 6).
(a) Put multiple-discs for multiple-disc holding
clutch B3 together in the sequence shown in the
illustration and insert individually.
(b)
CAUTION: Apply only light pressure (less than 10 N
(3 lbs.) of force) to the clutch pack when measuring
the clutch clearance with the feeler gauge. Applying
excessive force to the clutch will give an incorrect
reading and lead to a transmission failure.Using a
feeler gauge, determine the play ªLº at three points
between the snap ring (7) and outer multiple-disc
(1). B3 clutch clearance should be 1.0-1.4 mm
(0.039-0.055 in.). Adjust the clearance as necessary.
(c) Adjust with snap-ring (7), if necessary. Snap-
rings are available in thicknesses of 3.2 mm (0.126
in.), 3.5 mm (0.138 in.), 3.8 mm (0.150 in.), 4.1 mm
(0.162 in.), 4.4 mm (0.173 in.), and 4.7 mm (0.185
in.).
(5) Check that the K1 clutch feed hole (1) (Fig. 50)
in the inner hub of clutch B1 is free before installing
clutch B1.
Fig. 50 Check K1 Feed Hole
1 - K1 CLUTCH FEED HOLE
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 53

(0.114 in.), 3.2 mm (0.126 in.), and 3.5 mm (0.138
in.).
ELECTROHYDRAULIC UNIT
DESCRIPTION
The electrohydraulic control unit (Fig. 99) com-
prises the shift plate (13) made from light alloy for
the hydraulic control and an electrical control unit
(12). The electrical control unit (12) comprises of a
supporting body made of plastic, into which the elec-
trical components (1 - 11) are assembled. The sup-
porting body is mounted on the shift plate (13) 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.
ELECTRICAL CONTROL UNIT
The electric valve control unit (7) (Fig. 100) con-
sists of a plastic shell which houses the RPM sensors
(1,12), regulating solenoid valves (3, 4), solenoid
valves (5, 6, 10), the TCC solenoid valve (11), the
park/neutral contact (9), and the transmission oil
temperature sensor (8). Conductor tracks integrated
into the shell connect the electric components to a
plug connection (2). This 13-pin plug connection (2)
establishes the connection to the vehicle-side cable
harness and to the transmission control module
(TCM). With the exception of the solenoid valves, all
other electric components are fixed to the conductor
tracks.
HYDRAULIC CONTROL UNIT
Working Pressure (Line Pressure or Operating Pressure)
(p-A)
The working pressure provides the pressure supply
to the hydraulic control and the transmission shift
elements. It is the highest hydraulic pressure in the
entire hydraulic system. The working pressure is reg-
ulated at the working pressure regulating valve in
Fig. 99 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
Fig. 100 Electrical Control Unit
1 - N3 SPEED SENSOR
2 - PLUG CONNECTOR
3 - MODULATING PRESSURE REGULATING SOLENOID
4 - SHIFT PRESSURE REGULATING SOLENOID
5 - 1-2/4-5 SHIFT SOLENOID
6 - 3-4 SHIFT SOLENOID
7 - ELECTRICAL CONTROL UNIT
8 - TRANSMISSION TEMPERATURE SENSOR
9 - STARTER INTERLOCK CONTACT
10 - 2-3 SHIFT SOLENOID
11 - TORQUE CONVERTER LOCK-UP SOLENOID
12 - N2 SPEED SENSOR
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 105

(10) For transmissions using single sided friction
discs, use a feeler gauge to determine the play ªLº
(Fig. 173) at three points between the snap-ring (5)
and outer multiple-disc (3). During the measurement,
the snap-ring (5) must contact the upper bearing sur-
face of the groove in the outer multiple-disc carrier
(4). The correct clearance is 2.2-2.6 mm (0.087-0.102
in.) for four friction disc versions, 2.4-2.8 mm (0.095-
0.110 in.) for six disc versions, and 2.6-3.0 mm
(0.102-0.118 in.) for eight disc versions.
(11) Adjust with snap-ring (5), if necessary. Snap-
rings are available in thicknesses of 2.6 mm (0.102
in.), 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.).(12) Install the teflon rings (1) (Fig. 174) onto the
B1 plate carrier hub (2).
(13) Coat Teflon rings (1) lightly with grease and
insert in the groove so that the joint remains
together.
Fig. 173 B1 Clutch Stack-up - Single Sided Discs
1 - DISC SPRING
2 - OUTER MULTIPLE DISC
3 - OUTER MULTIPLE DISC - 4.0 mm (0.158 IN.)
4 - B1 OUTER CARRIER
5 - SNAP-RING
6 - INNER MULTIPLE DISCS
7 - PISTON
Fig. 174 Install the Teflon Rings
1 - TEFLON RINGS
2 - PLATE CARRIER HUB
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 147

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

TORQUE CONVERTER CLUTCH (TCC)
In a standard torque converter, the impeller (2)
and turbine (1) are rotating at about the same speed
and the stator (3) is freewheeling, providing no
torque multiplication. By applying the turbine's pis-
ton and friction material (9) (Fig. 250), 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 EMCC
NO EMCC
Under No EMCC conditions, the TCC Solenoid is
OFF. There are several conditions that can result inNO 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.
Fig. 250 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
11 - TURBINE DAMPER
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 183

aligned and sealed. If component alignment or seal-
ing is necessary, refer to the appropriate section of
this group for proper procedures.
WATER LEAK TESTS
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS
OR TOOLS IN WATER TEST AREA. PERSONAL
INJURY CAN RESULT.
When the conditions causing a water leak have
been determined, simulate the conditions as closely
as possible.
²If a leak occurs with the vehicle parked in a
steady light rain, flood the leak area with an open-
ended garden hose.
²If a leak occurs while driving at highway speeds
in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the
spray in a direction comparable to actual conditions.
²If a leak occurs when the vehicle is parked on an
incline, hoist the end or side of the vehicle to simu-
late this condition. This method can be used when
the leak occurs when the vehicle accelerates, stops or
turns. If the leak occurs on acceleration, hoist the
front of the vehicle. If the leak occurs when braking,
hoist the back of the vehicle. If the leak occurs on left
turns, hoist the left side of the vehicle. If the leak
occurs on right turns, hoist the right side of the vehi-
cle. For hoisting recommendations (Refer to LUBRI-
CATION & MAINTENANCE/HOISTING -
STANDARD PROCEDURE).
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water
test and watch for water tracks or droplets forming
on the inside of the vehicle. If necessary, remove inte-
rior trim covers or panels to gain visual access to the
leak area. If the hose cannot be positioned without
being held, have someone help do the water test.
Some water leaks must be tested for a considerable
length of time to become apparent. When a leak
appears, find the highest point of the water track or
drop. The highest point usually will show the point of
entry. After leak point has been found, repair the
leak and water test to verify that the leak has
stopped.
Locating the entry point of water that is leaking
into a cavity between panels can be difficult. The
trapped water may splash or run from the cavity,
often at a distance from the entry point. Most water
leaks of this type become apparent after accelerating,
stopping, turning, or when on an incline.
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use
a suitable mirror to gain visual access. A mirror canalso be used to deflect light to a limited-access area
to assist in locating a leak point.
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can
be detected without water testing. Position the vehi-
cle in a brightly lit area. From inside the darkened
luggage compartment inspect around seals and body
seams. If necessary, have a helper direct a drop light
over the suspected leak areas around the luggage
compartment. If light is visible through a normally
sealed location, water could enter through the open-
ing.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compart-
ment cannot be detected by water testing, pressurize
the passenger compartment and soap test exterior of
the vehicle. To pressurize the passenger compart-
ment, close all doors and windows, start engine, and
set heater control to high blower in HEAT position. If
engine can not be started, connect a charger to the
battery to ensure adequate voltage to the blower.
With interior pressurized, apply dish detergent solu-
tion to suspected leak area on the exterior of the
vehicle. Apply detergent solution with spray device or
soft bristle brush. If soap bubbles occur at a body
seam, joint, seal or gasket, the leak entry point could
be at that location.
DIAGNOSIS AND TESTING - WIND NOISE
Wind noise is the result of most air leaks. Air leaks
can be caused by poor sealing, improper body compo-
nent alignment, body seam porosity, or missing plugs
in the engine compartment or door hinge pillar areas.
All body sealing points should be airtight in normal
driving conditions. Moving sealing surfaces will not
always seal airtight under all conditions. At times,
side glass or door seals will allow wind noise to be
noticed in the passenger compartment during high
cross winds. Over compensating on door or glass
adjustments to stop wind noise that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After a repair pro-
cedure has been performed, test vehicle to verify
noise has stopped before returning vehicle to use.
VISUAL INSPECTION BEFORE TESTS
Verify that floor and body plugs are in place and
body components are aligned and sealed. If compo-
nent alignment or sealing is necessary, refer to the
appropriate section of this group for proper proce-
dures.
ROAD TESTING WIND NOISE
(1) Drive the vehicle to verify the general location
of the wind noise.
23 - 2 BODYVA

CODE FAMILY NAME COMMON TRADE NAME TYPICAL APPLICATION
ABS/PVC ABS/PV ALLOY PROLOY, PULSE, LUSTRAN,
CYCLOVINDOOR PANELS, GRILLES,
TRIM
BMC BULK MOLDING COM-
POUNDBMC FENDER EXTENSIONS
EMA EHTYLENE METHYL ACRY-
LATE/IONOMERSURLYN, EMA, IONOMER BUMPER GUARDS, PADS
METTON METTON METTON GRILLES, KICK PANELS,
RUNNING BOARDS
MPPO MODIFIED POLYPHE-
NYLENE OXIDEMPPO SPOILER ASSEMBLY
PA POLYAMID ZYTEL, VYDYNE, PA, MIN-
LONFENDERS, QUARTER PAN-
ELS
PET THERMOPLASTIC POLYES-
TERRYNITE TRIM
PBT/PPO PBT/PPO ALLOY GERMAX CLADDINGS
PBTP POLYBUTYLENE
THEREPTHALATEPBT, PBTP, POCAN, VALOX WHEEL COVERS, FENDERS,
GRILLES
PBTP/EEBC POLYBUTYLENE
THEREPTHALATE/EEBC
ALLOYBEXLOY, ªMº, PBTP/EEBC FASCIAS, ROCKER PANEL,
MOLDINGS
PC POLYCARBONATE LEXAN, MERLON, CALIBRE,
MAKROLON PCTAIL LIGHT LENSES, IP
TRIM, VALANCE PANELS
PC/ABS PC/ABS ALLOY GERMAX, BAY BLENDS,
PULSEDOORS, INSTRUMENT PAN-
ELS
PPO POLYPHENYLENE OXIDE AZDEL, HOSTALEN, MAR-
LEX, PRFAX, NORYL, GTX,
PPOINTERIOR TRIM, DOOR PAN-
ELS, SPLASH SHIELDS,
STEERING COLUMN
SHROUD
PPO/PA POLYPHENYLENE/POLYA-
MIDPPO/PA, GTX 910 FENDERS, QUARTER PAN-
ELS
PR/FV FIBERGLASS REINFORCED
PLASTICFIBERGLASS, FV, PR/FV BODY PANELS
PS POLYSTYRENE LUSTREX, STYRON, PS DOOR PANELS, DASH PAN-
ELS
RTM RESIN TRANSFER MOLD-
ING COMPOUNDRTM BODY PANELS
SMC SHEET MOLDED COM-
POUNDSMC BODY PANELS
TMC TRANSFER MOLDING
COMPOUNDTMC GRILLES
UP UNSATURATED POLYES-
TER (THERMOSETTING)SMC, BMC, TMC, ZMC, IMC,
XSMC, UPGRILLE OPENING PANEL,
LIFTGATES, FLARESIDE
FENDERS, FENDER EXTEN-
SIONS
EEBC ETHER/ESTER BLOCKED
CO-POLYMEREEBC BUMPERS
EEBC/PBTP EEBC/POLYBUTYLENE
TEREPTHALATEEEBC, PBTP, BEXLOY BUMPER, ROCKER PANELS
23 - 4 BODYVA