ESP MERCEDES-BENZ SPRINTER 2006 Service Manual

(4) Fill fuel tank with fresh diesel fuel.
(5) Drain and remove the fuel filter. (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY/FUEL FILTER /
WATER SEPARATOR - REMOVAL)
(6) Install a new fuel filter. (Refer to 14 - FUEL
SYSTEM/FUEL DELIVERY/FUEL FILTER / WATER
SEPARATOR - INSTALLATION)
(7) Check the engine control module for any diag-
nostic trouble codes (DTCs). Record and clear any
DTCs that are present.
(8) Start and run the engine. Run the engine for
up to 15 minutes to allow time for any DTCs to reset
and shut off the engine.
(9) Check the engine control module for any diag-
nostic trouble codes (DTCs). Record any DTCs that
are present. Refer to the appropriate engine electrical
diagnostics to diagnose any DTCs that were set.
CAUTION: With the high pressure fuel system in
this vehicle, any residual contaminated fuel will be
removed very quickly. Shut off the engine immedi-
ately if signs of engine damage are noted.The engine should then be evaluated to determine
if the contaminated fuel has caused any damage to
the fuel system and/or engine. Indicators that the
fuel system has been damaged include the following:
²Unstable fuel rail pressure. This can manifest
itself as instability of idle speeds, excessive under-
shoot/overshoot at engine start-up, or excessive
undershoot/overshoot when the engine operating con-
ditions change. A typical engine response to a large
rail pressure undershoot would be a decrease in
engine speed or engine stall.
²Excessive noise from the engine. This could indi-
cate poor rail pressure control or the inability of the
injection system to inject the proper amount of fuel.
²Excessive smoke (black or white). This could
indicate the inability of the fuel system to inject the
proper amount of fuel.
NOTE: If any of these conditions are exhibited after
cleaning the fuel system, proceed to the appropri-
ate engine electrical diagnostic information. Repair
the fuel system and/or engine as necessary.
SPECIFICATIONS
TORQUE
DESCRIPTION N´m Ft. Lbs. In. Lbs.
FUEL TANK MOUNTING NUTS 15 - 17 11 - 13 -
FUEL TANK MODULE LOCKRING (LOCK-
NUT)60 44 -
PRESSURE CONTROL VALVE NUT TO
FUEL RAIL (2 STAGES)60, loosen 90É, re-
tighten to 8044, loosen 90É, re-
tighten to 59-
SPECIAL TOOLS
FUEL SYSTEM
SPECIAL TOOL CROSS REFERENCE CHART
MB
TOOL #MILLER
TOOL #DESCRIPTION
N/A 5069-2 FUEL GAUGE
N/A 6856 SPANNER WRENCH
N/A 9068 FUEL GAUGE ADAPTER
N/A 9285 FUEL LINE WRENCH
SPANNER WRENCH-6856
VAFUEL DELIVERY 14 - 9

is synchronized by means of the camshaft signal and
the crankshaft signal.
OPERATION
On the camshaft sensor's signal line, a high signal
correspons to a voltage of 0-5V. If the segment
machined into the exhaust camshaft sprocket is posi-
tioned opposite the camshaft sensor, the camshaft
signal is low, approximately 0V. This signal is used
by the engine control module (ECM) for detecting
ignition TDC of cylinder 1 as the engine rotates. If no
signal is supplied by the camshaft position sensor,
the vehicle will not start because cylinder order can
not be detected.
REMOVAL
(1) Disconnect negative battery cable.
(2) Remove engine cover
(3) Disconnect camshaft position sensor electrical
connector (Fig. 7).
(4) Remove retaining bolt and remove sensor (Fig.
7).
INSTALLATION
(1) Install camshaft position sensor and tighten
bolt (Fig. 8).
(2) Reconnect electrical connector (Fig. 8).
Fig. 6 CAMSHAFT POSITION SENSOR
Fig. 7 CAM POSITION SENSOR
1 - WIRING HARNESS CONNECTOR
2 - CAM POSITION SENSOR
3 - O-RING
4 - CYLINDER HEAD COVER
Fig. 8 CAM POSITION SENSOR
1 - WIRING HARNESS CONNECTOR
2 - CAM POSITION SENSOR
3 - O-RING
4 - CYLINDER HEAD COVER
14 - 34 FUEL INJECTIONVA

position against the opening forces applied to its
pressure stage (Fig. 11).
Injector opens (start of injection)
The solenoid valve is energized with the pickup
current which serves to ensure that it open quickly.
The force exerted by the triggered solenoid now
exceeds that of the valve spring and the armature
opens the bleed orifice. Almost immediately, the high-
level pick-up current is reduced to the lower holding
current required for the electromagnet. This is possi-
ble due to the magnetic circuit's air gap now being
smaller. When the bleed orifice opens, fuel can flow
from the valve control chamber into the cavity situ-
ated above it, and from there via the fuel return to
the tank. The bleed orifice prevents complete pres-
sure balance, and the pressure in the valve control
chamber sinks as a result. This leads to the pressure
in the valve-control chamber being lower than that in
the nozzle's chamber volume which is still at the
same pressure level as the rail. The reduced pressure
in the valve-control chamber causes a reduction in
the force exerted on the control plunger, the nozzle
needle open as a result, and injection starts (Fig. 11).
Injector opens fully
The control plunger reaches its upper stop where it
remains supported by a cushion of fuel which is gen-
erated by the flow of fuel between the bleed and feed
orifices. The injector nozzle has now opened fully,
and the fuel is injected into the combustion chamber
at a pressure almost equal to that in the fuel rail
(Fig. 11).
Injector closes (end of injection)
As soon as the solenoid valve is no longer trig-
gered, the valve spring forces the armature down-
wards and the ball closes the bleed orifice. The
armature is a 2±piece design. Here, although the
armature plate is guided by a driver shoulder in its
downward movement, it can ªoverspringº with the
return spring so that it exerts no downwards-acting
forces on the armature and the ball. The closing of
the bleed orifice lead to pressure build up in the con-
trol chamber via the input from the feed orifice. This
pressure is the same as that in the rail and exerts an
increased force on the control plunger through its
end face. This force, together with that of the spring,
now exceeds the force exerted by the chamber volume
and the nozzle needle closes. Injection ceases as soon
as the nozzle needle comes up against its bottom stop
again (Fig. 11).
STANDARD PROCEDURE
STANDARD PROCEDURE - INJECTOR CLASSI-
FICATION
NOTE: Fuel Injectors have different flow rates.
When ALL injectors are removed, re-enter all injec-
tor six digit codes.
The classification of injectors into 3 classes
describes the quantity characteristic of the injector.
This will make it possible in the future to match the
engine software to the tolerances of the injector
within a more narrowly graduated range. Classifica-
tion can be clearly recognized, and assigned only by
means of a DRBIIIt.
Classified injectors can be recognized by the six-
digit alphanumeric code or part number and identifi-
cation on the magnetic head (circle with a number
between 1 and 3 inside) (Fig. 12). The number corre-
sponds to the classification stage.
These general conditions equally apply if, as a
result of replacing an engine, carrying out repairs to
the cylinder head etc., the cylinder selective assign-
ment of the injectors or the engine control module
assignment may have changed. If proper attention is
not paid to the classification on these vehicles drive-
ability and smoking concerns could result.
If an injector is replaced, it is then necessary to
assign the classification number to the corresponding
cylinder with theDRBIIItin the control module.
Fig. 12 INJECTOR CLASSIFICATION MARKINGS
1 - ELECTRICAL CONNECTOR
2 - SIX-DIGIT ALPHANUMERIC CODE
VAFUEL INJECTION 14 - 37

INSTALLATION
(1) (Refer to 14 - FUEL SYSTEM/FUEL INJEC-
TION - WARNING) Install the sealing ring on to the
sensor (Fig. 14).
(2) Screw the sensor in to the fuel rail. Counter-
hold the threaded connection and tighten the sensor
to 18 lbs. ft. (25 N´m.) (Fig. 14).
(3) Connect the wiring harness to the sensor.
(4) Install the mixing housing.
CAUTION: Care must be taken when installing the
engine cover. Assure the proper routing of the fuel
injector return fuel hose to the banjo bolt fitting in
the left rear corner of the cover. Failure to do so
may pinch or damage the hose causing fuel leakage
or a driveability concern.
(5) Connect negative battery cable.
FUEL PRESSURE SOLENOID
DESCRIPTION
The fuel pressure solenoid is attached to the rear
of the fuel rail. A sealing metal disc seals the valve to
the rail. The seal is not serviceable and looses it's
sealing properties upon removal of the solenoid.
Therefore, the solenoid must be replaced when ever
it is removed from the rail. The solenoid controls and
maintains the rail pressure constant along with a
control current transmitted by the engine control
module (ECM) (Fig. 15).
OPERATION
High pressure which is present in the fuel rail
flows to the ball seat of the pressure solenoid (Fig.
16). The specified pressure required by the system is
built up in the rail by the fuel pressure solenoid
building up a magnetic force which corresponds to
this specific pressure by means of a control current
from the electronic control module (ECM) (Fig. 16).
This magnetic force equals a certain outlet cross sec-
tion at the ball seat of the valve. The rail pressure is
altered as a result of the quantity of fuel which flows
off (Fig. 16). The current fuel pressure is signaled by
the fuel rail pressure sensor to the engine control
module (ECM). The controlled fuel flows back along
the return fuel line, into the tank.
In a de-energized state, the fuel pressure solenoid
is closed as the spring force presses the ball into the
ball seat (Fig. 16). When driving, the fuel pressure
solenoid is constantly open (Fig. 16). When engine is
started, the fuel pressure solenoid is held closed by
magnetic force (Fig. 16). When driving, the pressure
of the fluid counteracts the magnetic force of the coil
and the slight spring force (Fig. 16).
Fig. 15 FUEL PRESSURE SOLENOID
1 - FUEL PRESSURE SENSOR
2 - FUEL RAIL
3 - FUEL PRESSURE SOLENOID
Fig. 16 FUEL PRESSURE SOLENOID OPERATION
1 - BALL SEAT
2 - SPRING FORCE
3 - MAGNETIC FORCE
4 - COIL
5 - FUEL PRESSURE SOLENOID
6 - HIGH PRESSURE SUPPLY
14 - 40 FUEL INJECTIONVA

INSTALLATION
(1) Positon the pressure sensor in the air cleaner
cover and install the fasteners (Fig. 22).
(2) Connect the electrical connector (Fig. 22).
(3) Connect the negative battery cable.
MANIFOLD AIR FLOW (MAF)
SENSOR
DESCRIPTION
The Mass Air Flow (MAF) Sensor is located in the
air intake port between the air filter and the turbo-
charger (Fig. 23). The MAF sensor uses semiconduc-
tor technology throughout, and is used to calculate
the air mass flowing past it per time unit. This mass
is important for determining the exhaust gas recircu-
lation rate. The MAF sensor sends a corresponding
signal to the ECM, which evaluates the signal to
adjust the exhaust gas recirculation valve.
OPERATION
The ECM uses the mass air flow (MAF) sensor to
measure air density. The temperature resistor located
at the front of the MAF sensor measures the temper-
ature of the inlet air. By varying the voltage, the
electronic circuit regulates the temperature of the
heating resistor in the rear so that it is 320É F
(160ÉC) higher than the temperature of the intake
air. The temperature at the heating resistor is mea-
sured by a sensor resistor in-between.
Because the incoming air has a cooling effect, the
greater the amount of air that flows in, then the
higher the voltage of the heating resistor. The heat-
ing resistor is therefore a measure of mass of air
flowing past. If a temperature change occurs as a
result of a increase or reduction of air flow, the ECM
corrects the voltage at the heating resistor until the
temperature difference is again achieved. This con-
trol voltage is use by the ECM as a unit measure for
metered air mass.
REMOVAL
(1) Disconnect the negative battery cable.
(2) Detach the air hose at the Manifold Air Flow
(MAF) sensor
(3) Unplug the MAF wiring harness connector.
(4) Remove the screws retaining the MAF sensor
to the air cleaner housing, and remove MAF sen-
sor.
Fig. 22 AIR CLEANER HOUSING
1 - AIR FLOW SENSOR
2 - GASKET
3 - AIR INTAKE HOSE
4 - AIR CLEANER HOUSING
5 - AIR CLEANER ELEMENT
6 - AIR INTAKE PRESSURE SENSOR
7 - AIR CLEANER HOUSING COVER
Fig. 23 MASS AIR FLOW (MAF) SENSOR
14 - 44 FUEL INJECTIONVA

INSTALLATION
(1) Position the MAF sensor to air cleaner housing
and install the retaining screws (Fig. 24).
(2) Connect the air intake hose to the MAF sensor
and tighten clamp.
(3) connect the MAF wiring harness connector.
(4) Connect negative battery cable.
O2 SENSOR
DESCRIPTION
The wide band oxygen sensor measures the oxygen
content in the exhaust gas to monitor EGR. The sen-
sor is mounted in the exhaust pipe at a 30 degree
angle to prevent the collection of moisture between
the sensor housing and element. The sensor is
located close to the turbocharger for a quicker
response time.
The oxygen sensor has five wires (heater power
and ground, reference voltage, and 2 wires for a
pump cell). The oxygen sensor connects to a six wire
harness connector. A non serviceable trimming resis-
tor is built into the sensor connector. The resistance
is dependent on the over all length and type of sen-
sor.
OPERATION
The O2 sensor is a planar zirconium dioxide (ZrO2)
dual cell limiting current probe with a integralheater. The term wide ban, refers to the ability of the
O2 sensor to generate a clear signal over a wide air-
fuel ratio measuring range. As a dual sensor, it incor-
porates a second O2 chamber (oxygen pump cell),
which requires a separate voltage supply.
The sensor element combines a sensor cell (8) and
an oxygen pump cell (9). Both cells are made of zir-
conium-dioxide (ZrO2) and are coated with porous
platinum electrodes. The sensor cell operates just
like a typical O2 sensor. The oxygen pump cell trans-
port oxygen ions when voltage is applied.
A gas sample chamber (5) is sandwiched between
the oxygen pump cell and the sensor cell. A pump
electrode and sensor cell electrode are located in the
sample chamber. A sample passage (10) connects the
sample chamber to the surrounding exhaust gas. A
sensor cell electrode is located in the reference air
channel (6), which connects to the outside air (Fig.
25).
Fig. 24 MANIFOLD AIR FLOW SENSOR
1 - WIRING HARNESS
2 - AIR INTAKE HOSE
3 - CLAMP
4 - MAF SENSOR
5 - AIR CLEANER HOUSING
VAFUEL INJECTION 14 - 45

The sensor cell measures the difference between
the oxygen concentration in the gas sample chamber
and the oxygen concentration in the outside air from
the reference air channel. A small voltage is gener-
ated across the sensor, which is proportional to the
air-fuel ratio in the sample chamber. At stoichiomet-
ric ratio (14.7 lbs. of dry air to 1 part fuel), the cor-
responding open circuit voltage at the sensor cell is
450 mV. If the stoichiometric ratio in the sampler
chamber is higher than 1 (excess air) a lower voltage
is produced. If the stoichometric ratio is lower than 1
(insufficient air) a higher voltage is produced (Fig.
26).
The ECM uses this voltage signal to determine
how and when to run the oxygen pump cell. The goal
of the ECM is to modulate the pumping current
through the pump cell to always maintain stoichio-
metric air-fuel ratio (14.7 to 1) in the gas sample
chamber. When stoichiometry is reached, there is no
current flowing to the oxygen pump.
High Excess Air Mode When the exhaust gas is too
lean, the oxygen concentration in the gas sample
chamber is high. The sensor cell measures the differ-ence between the oxygen concentrations in the sam-
pler chamber and the reference air channel. A voltage
lower than 450mV is generated across the sensor
cell, which is proportional to the air-fuel ratio in the
sample chamber. The ECM compares the sensor cell
voltage with the reference voltage (V Ref), which cor-
responds to the stoichiometric point voltage. Since
sensor cell voltage is lower than V Ref, the ECM
determines a lean condition exists. Am amplifier
applies an appropriate voltage to the pump cell to
transfer oxygen from the gas sample chamber
Low Excess Air Mode With low excess air mode,
the oxygen concentration in the gas sample chamber
is low. The sensor cell measures the difference
between oxygen concentrations in the gas sample
chamber and the reference air channel. A voltage
higher than 450 mV is generated across the sensor
cell, which is proportional to the air-fuel ratio in the
sample chamber. The ECM determines a low excess
air condition exists. The polarity of the pump cell is
reversed and so is the direction of the current flow.
Fig. 26 WIDE BAND OPERATION
1 - OXYGEN PUMP CELL CIRCUIT2 - SENSOR CELL CIRCUIT
VAFUEL INJECTION 14 - 47

AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION
DESCRIPTION
The NAG1 automatic transmission (Fig. 1) is an
electronically controlled 5-speed transmission with a
lock-up clutch in the torque converter. The ratios for
the gear stages are obtained by 3 planetary gear sets.
Fifth gear is designed as an overdrive with a high-
speed ratio.
NAG1 identifies a family of transmissions and
means ªNºew ªAºutomatic ªGºearbox, generation 1.
Various marketing names are associated with the
NAG1 family of transmissions, depending on the
transmisson variation being used in a specific vehi-
cle. Some examples of the marketing names are:
W5A300, W5A380, and W5A580. The marketing
name can be interpreted as follows:
²W = A transmission using a hydraulic torque
converter.
²5 = 5 forward gears.
²A = Automatic Transmission.²580 = Maximum input torque capacity in New-
ton meters.
The gears are actuated electronically/hydraulically.
The gears are shifted by means of an appropriate
combination of three multi-disc holding clutches,
three multi-disc driving clutches, and two freewheel-
ing clutches.
Electronic transmission control enables precise
adaptation of pressures to the respective operating
conditions and to the engine output during the shift
phase which results in a significant improvement in
shift quality.
Furthermore, it offers the advantage of a flexible
adaptation to various vehicle and engines.
Basically, the automatic transmission with elec-
tronic control offers the following advantages:
²Reduces fuel consumption.
²Improved shift comfort.
²More favourable step-up through the five gears.
Fig. 1 NAG1 Automatic Transmission
1 - TORQUE CONVERTER 11 - PARKING LOCK GEAR
2 - OIL PUMP 12 - INTERMEDIATE SHAFT
3 - DRIVESHAFT 13 - FREEWHEEL F2
4 - MULTI-DISC HOLDING CLUTCH B1 14 - REAR PLANETARY GEAR SET
5 - DRIVING CLUTCH K1 15 - CENTER PLANETARY GEAR SET
6 - DRIVING CLUTCH K2 16 - ELECTROHYDRAULIC CONTROL UNIT
7 - MULTI-DISC HOLDING CLUTCH B3 17 - FRONT PLANETARY GEAR SET
8 - DRIVING CLUTCH K3 18 - FREEWHEEL F1
9 - MULTI-DISC HOLDING CLUTCH B2 19 - STATOR SHAFT
10 - OUTPUT SHAFT 20 - TORQUE CONVERTER LOCK-UP CLUTCH
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 3

²Increased service life and reliability.
²Lower maintenance costs.
TRANSMISSION IDENTIFICATION
The transmission can be generically identified
visually by the presence of a round 13-way connector
located near the front corner of the transmission oil
pan, on the right side. Specific transmission informa-
tion can be found stamped into a pad on the left side
of the transmission, above the oil pan rail.
TRANSMISSION GEAR RATIOS
The gear ratios for the NAG1 automatic transmis-
sion are as follows:
1st Gear............................3.59:1
2nd Gear............................2.19:1
3rd Gear............................1.41:1
4th Gear............................1.00:1
5th Gear............................0.83:1
Reverse.............................3.16:1
TRANSMISSION HOUSING
The converter housing and transmission are made
from a light alloy. These are bolted together and cen-
tered via the outer multi-disc carrier of multi-disc
holding clutch, B1. A coated intermediate plate pro-
vides the sealing. The oil pump and the outer multi-
disc carrier of the multi-disc holding clutch, B1, are
bolted to the converter housing. The stator shaft is
pressed into it and prevented from rotating by
splines. The electrohydraulic unit is bolted to the
transmission housing from underneath. A sheet
metal steel oil pan forms the closure.
MECHANICAL SECTION
The mechanical section consists of a input shaft,
output shaft, a sun gear shaft, and three planetary
gear sets which are coupled to each other. The plan-
etary gear sets each have four planetary pinion
gears. The oil pressure for the torque converter
lock-up clutch and clutch K2 is supplied through
bores in the input shaft. The oil pressure to clutch
K3 is transmitted through the output shaft. The
lubricating oil is distributed through additional bores
in both shafts. All the bearing points of the gear sets,
as well as the freewheeling clutches and actuators,
are supplied with lubricating oil. The parking lock
gear is connected to the output shaft via splines.
Freewheeling clutches F1 and F2 are used to opti-
mize the shifts. The front freewheel, F1, is supported
on the extension of the stator shaft on the transmis-
sion side and, in the locking direction, connects the
sun gear of the front planetary gear set to the trans-
mission housing. In the locking direction, the rear
freewheeling clutch, F2, connects the sun gear of the
center planetary gear set to the sun gear of the rear
planetary gear set.
ELECTROHYDRAULIC CONTROL UNIT
The electrohydraulic control unit comprises the
shift plate made from light alloy for the hydraulic
control and an electrical control unit. The electrical
control unit comprises of a supporting body made of
plastic, into which the electrical components are
assembled. The supporting body is mounted on the
shift plate 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.
SHIFT GROUPS
The hydraulic control components (including actua-
tors) which are responsible for the pressure distribu-
tion before, during, and after a gear change are
described as a shift group. Each shift group contains
a command valve, a holding pressure shift valve, a
shift pressure shift valve, overlap regulating valve,
and a solenoid.
The hydraulic system contains three shift groups:
1-2/4-5, 2-3, and 3-4. Each shift group can also be
described as being in one of two possible states. The
active shift group is described as being in the shift
phase when it is actively engaging/disengaging a
clutch combination. The 1-2/4-5 shift group control
the B1 and K1 clutches. The 2-3 shift group controls
the K2 and K3 clutches. The 3-4 shift group controls
the K3 and B2 clutches.
OPERATION
The transmission control is divided into the elec-
tronic and hydraulic transmission control functions.
While the electronic transmission control is responsi-
ble for gear selection and for matching the pressures
to the torque to be transmitted, the transmission's
power supply control occurs via hydraulic elements
in the electrohydraulic control module. The oil supply
to the hydraulic elements, such as the hydrodynamic
torque converter, the shift elements and the hydrau-
lic transmission control, is provided by way of an oil
pump connected with the torque converter.
The Transmission Control Module (TCM) allows for
the precise adaptation of pressures to the correspond-
ing operating conditions and to the engine output
during the gearshift phase, resulting in a noticeable
improvement in shift quality. The engine speed limit
can be reached in the individual gears at full throttle
and kickdown. The shift range can be changed in the
forward gears while driving, but the TCM employs a
downshift safeguard to prevent over-revving the
engine. The system offers the additional advantage of
21 - 4 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

directed via the command valve (5) onto clutch K1
(6).
Simultaneously the clutch B1 (7) is subjected to
overlap pressure by the overlap regulating valve (2).
The pressure in the clutch B1 (7) as it disengages is
controlled during the shift phase depending on
engine load by the modulating pressure and the
applying clutch pressure (the shift pressure in clutch
K1). The controlled pressure in clutch B1 (7) is
inversely proportional to the capacity of the clutch
being engaged. The rising shift pressure (p-S) at
clutch K1 (6) acts on the annular face of the overlap
regulating valve (2) and reduces the overlap pressure
regulated by the overlap regulating valve (2). When a
corresponding pressure level is reached at the hold-
ing pressure shift valve (4), this valve switches over.
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 27