MERCEDES-BENZ SPRINTER 2006 Service Manual

(4) Slowly turn the steering wheel lock-to-lock 20
times with the engine off while checking the fluid
level.
NOTE: For vehicles with long return lines or oil
coolers turn wheel 40 times.
(5) Start the engine. With the engine idling main-
tain the fluid level.
(6) Lower the front wheels and let the engine idle
for two minutes.
(7) Turn the steering wheel in both direction and
verify power assist and quiet operation of the pump.
If the fluid is extremely foamy or milky looking,
allow the vehicle to stand a few minutes and repeat
the procedure.
CAUTION: Do not run a vehicle with foamy fluid for
an extended period. This may cause pump damage.
STANDARD PROCEDURE - FLUSHING POWER
STEERING SYSTEM
Flushing is required when the power steering/hy-
draulic booster system fluid has become contami-
nated. Contaminated fluid in the steering/booster
system can cause seal deterioration and affect steer-
ing gear/booster spool valve operation.
(1) Raise the front end of the vehicle off the
ground until the wheels are free to turn.
(2) Remove the return line from the pump.
NOTE: If vehicle is equipped with a hydraulic
booster remove both return lines from the pump.
(3) Plug the return line port/ports at the pump.
(4) Position the return line/lines into a large con-
tainer to catch the fluid.
(5) While an assistant is filling the pump reservoir
start the engine.
(6) With the engine running at idle turn the wheel
back and forth.
NOTE: Do not contact or hold the wheel against the
steering stops.
(7) Run a quart of fluid through the system then
stop the engine and install the return line/lines.
(8) Fill the system with fluid and perform Steering
Pump Initial Operation, (Refer to 19 - STEERING/
PUMP - STANDARD PROCEDURE).
(9) Start the engine and run it for fifteen minutes
then stop the engine.
(10) Remove the return line/lines from the pump
and plug the pump port/ports.
(11) Pour fresh fluid into the reservoir and check
the draining fluid for contamination. If the fluid is
still contaminated, then flush the system again.(12) Install the return line/lines and perform
Steering Pump Initial Operation, (Refer to 19 -
STEERING/PUMP - STANDARD PROCEDURE).
REMOVAL
(1) Remove the belt from the power steering pump.
(2) Siphon as much power steering fluid as possi-
ble out of the reservoir.
(3) Remove the high pressure power steering hose
at the pump (Fig. 1).
(4) Remove the return hose from the pump (Fig.
1).
(5) Remove the bolts securing the power steering
pump to the engine (Fig. 1).
INSTALLATION
(1) Install the power steering pump to the engine
and tighten the bolts (Fig. 1). Tighten to 21 N´m (15
ft. lbs.).
(2) Replace all o-rings and hose clamps (Fig. 1).
(3) Install the return hose to the pump and tighten
the clamp (Fig. 1).
(4) Install the high pressure hose to the pump
(Fig. 1). Tighten to 38 N´m (28 ft. lbs.).
(5) Fill the power steering fluid (Refer to 19 -
STEERING/PUMP/FLUID - STANDARD PROCE-
DURE).
Fig. 1 POWER STEERING PUMP
1 - PUMP MOUNTING BOLT
2 - CLAMP
3 - RETURN HOSE
4 - HIGH PRESSURE HOSE
5 - O-RING
6 - PUMP RESERVOIR
7 - PUMP
8 - PULLEY
9 - PULLEY BOLT
19 - 12 PUMPVA

SPECIFICATIONS - TORQUE CHART
TORQUE SPECIFICATIONS
DESCRIPTION N´m Ft. Lbs. In. Lbs.
Power Steering Pump To
Timing Case Cover/Sup-
port21 15 185
High Pressure Flexible
Hose To Power Steering
Pump38 28 336
Power Steering Pulley To
Pump30 22 265
FLUID
STANDARD PROCEDURE
POWER STEERING PUMP FILL AND BLEED
PROCEDURE
(1) Remove the cap from the fluid reservoir.
Check cap seal for damage and replace if
needed.
(2) Fill the power steering pump with approved
fluid (Refer to LUBRICATION & MAINTENANCE/
FLUID TYPES - DESCRIPTION).Do not fill fluid
beyond the MAX mark.
(3) Raise the vehicles front wheels off the ground.
(4) With the engine off turn the steering wheel
from right to left.Perform this step until all the
bubble formations can no longer be seen in the
power steering reservoir.
(5) Start the engine and turn the steering wheel
with the engine at idle speed then shut the engine off
and check for correct oil level and no bubble in the
system.
(6) Reinstall power steering cap tightly.
(7) Test the system for leaks and proper operation.
FLUID COOLER TUBE
REMOVAL
(1) Siphon as much power steering fluid as possi-
ble out of the reservoir.
(2) Remove the grille (Refer to 23 - BODY/EXTE-
RIOR/GRILLE - REMOVAL).
(3) Remove the left headlight assembly.
(4) Disconnect the return lines from the cooler
tube.
(5) Remove the radiator clips (2).
(6) Remove the heat shield bolt for the turbo at
the core support.
(7) Remove the right headlight assembly.(8) Remove the core support bolts (4) and discon-
nect the hood latch cable.
(9) Remove the fan bracket bolts (4) to the radiator
(Fig. 2).
(10) Remove the two upper screws for the con-
denser (Fig. 2).
(11) Remove the condenser air dam shield.
(12) Remove the mounting screws for the cooler
tube (Fig. 2).
(13) Remove the cooler tube from the vehicle.INSTALLATION
(1) Install the cooler tube to the vehicle.
(2) Install the cooler tube mounting screws (Fig.
2).
(3) Install the condenser air dam shield.
(4) Install the condenser upper mounting screws
(Fig. 2).
(5) Install the fan bracket bolts to the radiator
(Fig. 2).
Fig. 2 FLUID COOLER TUBE
1 - MOUNTING SCREWS (4)
2 - FLUID COOLER
3 - ELECTRIC COOLING FAN
4 - A/C CONDENSOR
VAPUMP 19 - 13

(6) Install the core support bolts and reconnect the
hood latch cable.
(7) Install the right headlight assembly.
(8) Install the bolt for the turbo shield at the core
support.
(9) Install the radiator clips.
(10) Install the return lines to the cooler tube.
(11) Install the left headlight assembly.
(12) Install the grille assembly (Refer to 23 -
BODY/EXTERIOR/GRILLE - INSTALLATION).
(13) Fill the power steering fluid (Refer to 19 -
STEERING/PUMP/FLUID - STANDARD PROCE-
DURE).
HOSES
REMOVAL
REMOVAL - PRESSURE HOSE
(1) Siphon as much power steering fluid as possi-
ble out of the reservoir.
(2) Disconnect the pressure hose at the pump.
(3) Disconnect the pressure hose at the steering
gear.
(4) Remove the pressure hose mounting bracket
from the gear.
(5) Remove the pressure hose from the vehicle.
REMOVAL - RETURN LINE FROM PUMP TO
COOLER TUBE
(1) Siphon as much power steering fluid as possi-
ble out of the reservoir.
(2) Disconnect the return line at the pump.
(3) Remove the grille (Refer to 23 - BODY/EXTE-
RIOR/GRILLE - REMOVAL).
(4) Remove the left headlight assembly.
(5) Disconnect the return line at the cooler tube.
(6) Remove the return line from the vehicle.
REMOVAL - RETURN HOSE FROM GEAR TO
COOLER TUBE
(1) Siphon as much power steering fluid as possi-
ble out of the reservoir.
(2) Disconnect the return hose from the gear.
(3) Remove the grille (Refer to 23 - BODY/EXTE-
RIOR/GRILLE - REMOVAL).
(4) Remove the left headlight assembly.
(5) Disconnect the return line at the cooler tube.
(6) Remove the return line from the vehicle.
INSTALLATION
INSTALLATION - PRESSURE HOSE
(1) Install the pressure hose to the vehicle.(2) Reconnect the pressure hose at the steering
gear. Tighten to 37 N´m (27 ft.lbs.).
(3) Install the pressure hose mounting bracket to
the steering gear.
(4) Reconnect the pressure hose at the power
steering pump. Tighten to 38 N´m (28 ft.lbs.).
(5) Fill the power steering fluid (Refer to 19 -
STEERING/PUMP/FLUID - STANDARD PROCE-
DURE).
INSTALLATION - RETURN LINE FROM PUMP
TO COOLER TUBE
(1) Install the return line to the vehicle.
(2) Reconnect the return line at the cooler tube.
(3) Install the left headlight assembly.
(4) Install the grille assembly (Refer to 23 - BODY/
EXTERIOR/GRILLE - INSTALLATION).
(5) Reconnect the return line at the power steering
pump.
(6) Fill the power steering fluid (Refer to 19 -
STEERING/PUMP/FLUID - STANDARD PROCE-
DURE).
INSTALLATION - RETURN HOSE FROM GEAR
TO COOLER TUBE
(1) Install the return line to the vehicle.
(2) Reconnect the return line at the cooler tube.
(3) Install the left headlight assembly.
(4) Install the grille assembly (Refer to 23 - BODY/
EXTERIOR/GRILLE - INSTALLATION).
(5) Reconnect the return line at the power steering
gear.
(6) Fill the power steering fluid (Refer to 19 -
STEERING/PUMP/FLUID - STANDARD
PROCEDURE).
19 - 14 PUMPVA

TRANSMISSION
TABLE OF CONTENTS
page
AUTOMATIC TRANSMISSION NAG1 - SERVICE
INFORMATION............................1
AUTOMATIC TRANSMISSION NAG1 - SERVICE
INFORMATION
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION NAG1 - SERVICE
INFORMATION
DESCRIPTION..........................3
OPERATION............................4
DIAGNOSIS AND TESTING
AUTOMATIC TRANSMISSION............39
PRELIMINARY........................39
ROAD TESTING......................39
AUTOMATIC TRANSMISSION............40
STANDARD PROCEDURE - ALUMINUM
THREAD REPAIR......................42
REMOVAL.............................42
DISASSEMBLY.........................46
ASSEMBLY............................52
INSTALLATION.........................60
SCHEMATICS AND DIAGRAMS............65
SPECIFICATIONS - NAG1 AUTOMATIC
TRANSMISSION......................86
SPECIAL TOOLS - AUTOMATIC
TRANSMISSION - NAG1................87
INPUT CLUTCHES
DESCRIPTION.........................90
OPERATION...........................91
INPUT CLUTCH K1
DISASSEMBLY.........................92
ASSEMBLY............................94
INPUT CLUTCH K2
DISASSEMBLY.........................97
ASSEMBLY............................99
INPUT CLUTCH K3
DISASSEMBLY........................102
ASSEMBLY...........................103
ELECTROHYDRAULIC UNIT
DESCRIPTION........................105
OPERATION..........................112
REMOVAL............................120
DISASSEMBLY........................121
ASSEMBLY...........................125INSTALLATION........................129
FLUID AND FILTER
DESCRIPTION........................131
OPERATION..........................131
DIAGNOSIS AND TESTING
EFFECTS OF INCORRECT FLUID LEVEL . . 131
CAUSES OF BURNT FLUID.............132
FLUID CONTAMINATION...............132
STANDARD PROCEDURE
CHECK OIL LEVEL...................132
TRANSMISSION FILL.................133
FLUID/FILTER SERVICE...............134
FREEWHEELING CLUTCH
DESCRIPTION........................135
OPERATION..........................135
DISASSEMBLY........................136
ASSEMBLY...........................138
GEARSHIFT CABLE
DIAGNOSIS AND TESTING
GEARSHIFT CABLE..................138
REMOVAL............................139
INSTALLATION........................140
HOLDING CLUTCHES
DESCRIPTION........................141
OPERATION..........................142
HOLDING CLUTCH B1
DISASSEMBLY........................143
ASSEMBLY...........................145
HOLDING CLUTCH B2
DISASSEMBLY........................148
ASSEMBLY...........................150
INPUT SPEED SENSORS
DESCRIPTION........................153
OPERATION..........................154
OIL PUMP
DESCRIPTION........................154
OPERATION..........................154
DISASSEMBLY........................155
VATRANSMISSION 21 - 1

INSPECTION.........................155
ASSEMBLY...........................156
OUTPUT SHAFT BEARING
REMOVAL............................156
INSTALLATION........................158
OUTPUT SHAFT SEAL
REMOVAL............................159
INSTALLATION........................159
PARK LOCK CABLE
REMOVAL............................160
INSTALLATION........................161
PISTONS
DESCRIPTION........................163
OPERATION..........................163
PLANETARY GEARTRAIN
DESCRIPTION........................164
OPERATION..........................165
DISASSEMBLY........................166
ASSEMBLY...........................167
SHIFT MECHANISM
DESCRIPTION........................168
OPERATION..........................168REMOVAL............................169
INSTALLATION........................170
SOLENOID
DESCRIPTION........................171
OPERATION..........................174
TEMPERATURE SENSOR/PARK-NEUTRAL
CONTACT
DESCRIPTION
PARK/NEUTRAL CONTACT.............176
TRANSMISSION TEMPERATURE SENSOR . 176
OPERATION
PARK/NEUTRAL CONTACT.............177
TRANSMISSION TEMPERATURE SENSOR . 177
TORQUE CONVERTER
DESCRIPTION........................178
OPERATION..........................182
REMOVAL............................183
INSTALLATION........................184
TORQUE CONVERTER HUB SEAL
REMOVAL............................184
INSTALLATION........................184
21 - 2 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

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

flexible adaptation to different vehicle and engine
variants.
EMERGENCY RUNNING FUNCTION
In order to ensure a safe driving state and to pre-
vent damage to the automatic transmission, the TCM
control module switches to limp-home mode in the
event of critical faults. A diagnostic trouble code
(DTC) assigned to the fault is stored in memory. All
solenoid and regulating valves are thus de-energized.
The net effect is:
²The last engaged gear remains engaged.
²The modulating pressure and shift pressures
rise to the maximum levels.
²The torque converter lockup clutch is deacti-
vated.
In order to preserve the operability of the vehicle
to some extent, the hydraulic control can be used to
engage 2nd gear or reverse using the following pro-
cedure:²Stop the vehicle.
²Move selector lever to ªPº.
²Switch off engine.
²Wait at least 10 seconds.
²Start engine.
²Move selector lever to D: 2nd gear.
²Move selector lever to R: Reverse gear.
The limp-home function remains active until the
DTC is rectified or the stored DTC is erased with the
appropriate scan tool. Sporadic faults can be reset
via ignition OFF/ON.
CLUTCH APPLICATION
Refer to CLUTCH APPLICATION for which shift
elements are applied in each gear position.
CLUTCH APPLICATION
GEAR RATIO B1 B2 B3 K1 K2 K3 F1 F2
1 3.59 X* X X* X X
2 2.19 X X X* X
3 1.41 X X X
4 1.00 X X X
5 0.83 X X X X*
N N/A X X
R 3.16 X* X X X
R - Limp
In1.93 X X X
* = The shift components required during coast.
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 5

FIRST GEAR POWERFLOW
Fig. 2 First Gear Powerflow
1 - TORQUE CONVERTER LOCK-UP CLUTCH 14 - CENTER PLANETARY CARRIER
2 - TORQUE CONVERTER TURBINE 15 - REAR PLANETARY CARRIER
3 - TORQUE CONVERTER IMPELLER 16 - TORQUE CONVERTER STATOR
4 - HOLDING CLUTCH B1 17 - FRONT PLANETARY PINION GEARS
5 - HOLDING CLUTCH B3 18 - CENTER PLANETARY PINION GEARS
6 - HOLDING CLUTCH B2 19 - REAR PLANETARY PINION GEARS
7 - DRIVING CLUTCH K1 20 - FREEWHEELING CLUTCH F1
8 - FRONT PLANETARY ANNULUS GEAR 21 - FRONT PLANETARY SUN GEAR
9 - DRIVING CLUTCH K2 22 - CENTER PLANETARY SUN GEAR
10 - CENTER PLANETARY ANNULUS GEAR 23 - REAR PLANETARY SUN GEAR
11 - REAR PLANETARY ANNULUS GEAR 24 - FREEWHEELING CLUTCH F2
12 - DRIVING CLUTCH K3 25 - INPUT SHAFT
13 - FRONT PLANETARY CARRIER 26 - OUTPUT SHAFT
A - ENGINE SPEED D - SECOND GEAR RATIO
B - TRANSMISSION INPUT SPEED E - THIRD GEAR RATIO
C - FIRST GEAR RATIO F - FIXED PARTS
21 - 6 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

Torque from the torque converter is increased via
the input shaft (25) and all three planetary gearsets
and transferred to the output shaft (26). (Fig. 2) (Fig.
3)
Front Planetary Gear Set
The annulus gear (8) is driven by the input shaft
(25). The sun gear (21) is held against the housing by
the locked freewheel F1 (20) during acceleration and
via the engaged multiple-disc holding clutch B1 (4)
during deceleration. The planetary pinion gears (17)
turn on the fixed sun gear (21) and increase the
torque from the annulus gear (8) to the planetary
carrier (13). The planetary carrier (13) moves at a
reduced speed in the running direction of the engine.Rear Planetary Gear Set
The annulus gear (11) turns at a reduced speed
due to the mechanical connection to the front plane-
tary carrier (15). The sun gear (23) is held against
the housing by the engaged multiple-disc holding
clutch B2 (6), by the locked freewheel F2 (24) during
acceleration and by the engaged multiple-disc clutch
K3 (12) during deceleration. The planetary gears (19)
turn on the fixed sun gear (23) and increase the
torque from the annulus gear (11) to the planetary
carrier (15). The planetary carrier (15) moves at a
reduced speed in the running direction of the engine.
Center Planetary Gear Set
The annulus gear (10) is driven at the same speed
as the rear planetary carrier (15) as a result of a
Fig. 3 First Gear Powerflow
1 - TORQUE CONVERTER LOCK-UP CLUTCH 14 - CENTER PLANETARY CARRIER
2 - TORQUE CONVERTER TURBINE 15 - REAR PLANETARY CARRIER
3 - TORQUE CONVERTER IMPELLER 16 - TORQUE CONVERTER STATOR
4 - HOLDING CLUTCH B1 17 - FRONT PLANETARY PINION GEARS
5 - HOLDING CLUTCH B3 18 - CENTER PLANETARY PINION GEARS
6 - HOLDING CLUTCH B2 19 - REAR PLANETARY PINION GEARS
7 - DRIVING CLUTCH K1 20 - FREEWHEELING CLUTCH F1
8 - FRONT PLANETARY ANNULUS GEAR 21 - FRONT PLANETARY SUN GEAR
9 - DRIVING CLUTCH K2 22 - CENTER PLANETARY SUN GEAR
10 - CENTER PLANETARY ANNULUS GEAR 23 - REAR PLANETARY SUN GEAR
11 - REAR PLANETARY ANNULUS GEAR 24 - FREEWHEELING CLUTCH F2
12 - DRIVING CLUTCH K3 25 - INPUT SHAFT
13 - FRONT PLANETARY CARRIER 26 - OUTPUT SHAFT
A - ENGINE SPEED D - SECOND GEAR RATIO
B - TRANSMISSION INPUT SPEED E - THIRD GEAR RATIO
C - FIRST GEAR RATIO F - FIXED PARTS
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 7