ECU MERCEDES-BENZ SPRINTER 2006 Service Manual

(45) Install the torque converter (Fig. 63).
INSTALLATION
(1) Coat outside of the torque converter hub with
long-term grease, install the torque converter into
the transmission.
(2) Measure distance ªAº (Fig. 64) from torque con-
verter to transmission housing. If the torque con-
verter is properly installed, distance ªAº will be 55
mm (2.17 in.).
(3) Move the torque converter (1) (Fig. 65) to
shown position. Check position of torque converter
through housing opening (2) when installing trans-
mission.(4) Move driving plate (1) (Fig. 66) to shown posi-
tion.
(5) Ensure the dowel pins are installed in their
correct position at the transmission housing flange.
(6) Place transmission onto a hydraulic transmis-
sion jack and raise the transmission into position.
Secure transmission on hydraulic jack with a strap
or ask an assistant to hold it.
(7) Move the transmission into position on the
dowel pins and install two bolts (A, B) (Fig. 67) on
the top of the transmission. Torque the bolts to 38
N´m (28 ft.lbs.).
(8) Install the bolt to hose the vent hose bracket to
the transmission. Torque the bolt to 38 N´m (28
ft.lbs.).
(9) Install the bolt to hold the ground strap to the
transmission. Torque the bolt to 38 N´m (28 ft.lbs.).
Fig. 63 Install Torque Converter
1 - TORQUE CONVERTER
2 - CONVERTER HOUSING
Fig. 64 Torque Converter Installation Depth
A - TORQUE CONVERTER INSTALLED DISTANCE
Fig. 65 Position Torque Converter as Shown
1 - TORQUE CONVERTER
2 - INSPECTION OPENING
Fig. 66 Position Driveplate as Shown
1 - DRIVEPLATE
21 - 60 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

CAUSES OF BURNT FLUID
Burnt, discolored fluid is a result of overheating
which has three primary causes.
1. Internal clutch slippage, usually caused by low
line pressure, inadequate clutch apply pressure, or
clutch seal failure.
2. A result of restricted fluid flow through the
main and/or auxiliary cooler. This condition is usu-
ally the result of a faulty or improperly installed
drainback valve, a damaged oil cooler, or severe
restrictions in the coolers and lines caused by debris
or kinked lines.
3. Heavy duty operation with a vehicle not prop-
erly equipped for this type of operation. Trailer tow-
ing or similar high load operation will overheat the
transmission fluid if the vehicle is improperly
equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
FLUID CONTAMINATION
Transmission fluid contamination is generally a
result of:
²adding incorrect fluid
²failure to clean dipstick and fill tube when
checking level
²engine coolant entering the fluid
²internal failure that generates debris
²overheat that generates sludge (fluid break-
down)
²failure to replace contaminated converter after
repair
The use of non-recommended fluids can result in
transmission failure. The usual results are erratic
shifts, slippage, abnormal wear and eventual failure
due to fluid breakdown and sludge formation. Avoid
this condition by using recommended fluids only.
The dipstick cap and fill tube should be wiped
clean before checking fluid level. Dirt, grease and
other foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
time to wipe the cap and tube clean before withdraw-
ing the dipstick.
Engine coolant in the transmission fluid is gener-
ally caused by a cooler malfunction. The only remedy
is to replace the radiator as the cooler in the radiator
is not a serviceable part. If coolant has circulated
through the transmission, an overhaul is necessary.
The torque converter should be replaced whenever
a failure generates sludge and debris. This is neces-
sary because normal converter flushing procedures
will not remove all contaminants.
STANDARD PROCEDURE
CHECK OIL LEVEL
(1) Verify that the vehicle is parked on a level sur-
face.
(2) Remove locking pin (1) (Fig. 149). Remove the
plate of the locking pin with a suitable tool and press
out the pin remaining in the cap downwards.
(3) Remove cap (2).
WARNING: Risk of accident from vehicle starting off
by itself when engine running. Risk of injury from
contusions and burns if you insert your hands into
the engine when it is started or when it is running.
Secure vehicle to prevent it from moving off by
itself. Wear properly fastened and close-fitting work
clothes. Do not touch hot or rotating parts.
(4) Actuate the service brake. Start engine and let
it run at idle speed in selector lever position ªPº.
(5) Shift through the transmission modes several
times with the vehicle stationary and the engine
idling
(6) Warm up the transmission, wait at least 2 min-
utes and check the oil level with the engine running.
Push the Oil Dipstick 8863A in up to the stop on the
electrohydraulic unit and pull out again, read off oil
level, repeat if necessary.
NOTE: The dipstick will protrude from the fill tube
approximately 75mm (3 inches) when installed.
Fig. 149 Remove Dipstick Tube Cap Lock
1 - LOCKING PIN
2 - TUBE CAP
3 - DIPSTICK TUBE
21 - 132 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

(9) Stake the output shaft nut to the output shaft
as follows.Place the Staking Tool 9078 (2) and Driver
Handle C-4171 onto the output shaft.
(10) Rotate the Staking Tool 9078 (2) until the
alignment pin (3) engages the output shaft notch (4)
(Fig. 198).
(11) Press downward on the staking tool (1) until
the staking pin (3) contacts the output shaft nut
flange (2) (Fig. 199).
(12) Strike the Driver handle C-4171 with a suit-
able hammer until the output shaft nut is securely
staked to the output shaft.
(13) Install the propeller shaft (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - INSTALLATION).
OUTPUT SHAFT SEAL
REMOVAL
(1) Remove the propeller shaft (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - REMOVAL). Move propeller
shaft to the right and tie up.
(2) Verify that the transmission is in PARK in
order to prepare for the removal of the output shaft
nut.
(3) Remove the nut holding the propeller shaft
flange to the output shaft and remove the flange.
(4) Remove the output shaft seal with suitable
screw and slide hammer.
INSTALLATION
(1) Position the new output shaft seal over the out-
put shaft and against the transmission case.
(2) Use Seal Installer 8902A (1) (Fig. 200) to
install the seal.
(3) Verify that the transmission is in PARK in
order to prepare for the installation of the output
shaft nut.
(4) Install the propeller shaft flange onto the out-
put shaft and install an new flange nut. Tighten the
flange nut to 200 N´m (147.5 ft.lbs.).
(5) Stake the output shaft nut to the output shaft
as follows.Place the Staking Tool 9078 (2) and Driver
Handle C-4171 onto the output shaft.
(6) Rotate the Staking Tool 9078 (2) until the
alignment pin (3) engages the output shaft notch (4)
(Fig. 201).
Fig. 199 Stake Output Shaft Nut
1 - STAKING TOOL 9078
2 - PROPELLER FLANGE
3 - STAKING PIN
Fig. 200 Install the Output Shaft Seal
1 - SEAL INSTALLER 8902A
2 - TRANSMISSION CASE
Fig. 201 Align Staking Tool 9078
1 - PROPELLER SHAFT FLANGE
2 - STAKING TOOL 9078
3 - ALIGNMENT PIN
4 - OUTPUT SHAFT NOTCH
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 159

(7) Press downward on the staking tool until the
staking pin (3) contacts the output shaft nut flange
(2) (Fig. 202).
(8) Strike the Driver handle C-4171 with a suit-
able hammer until the output shaft nut is securely
staked to the output shaft.
(9) Install the propeller shaft (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - INSTALLATION).
PARK LOCK CABLE
REMOVAL
(1) Disconnect battery.
(2) Move selector lever to position ªDº.
(3) Remove top section (3) (Fig. 203) of the center
section of instrument panel.
(4) Remove bottom section (2) (Fig. 204) of the cen-
ter section of instrument panel.
Fig. 202 Stake Output Shaft Nut
1 - STAKING TOOL 9078
2 - PROPELLER FLANGE
3 - STAKING PIN
Fig. 203 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. 204 Remove Bottom Section Of Center
Instrument Panel
1 - SCREW
2 - BOTTOM CENTER PART OF INSTRUMENT PANEL
21 - 160 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

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

SHIFT PRESSURE CONTROL SOLENOID VALVE
The shift pressure control solenoid valve (1) (Fig.
232) is located in the shell of the electric valve con-
trol unit and pressed against the shift plate by a
spring.
Its purpose is to control the shift pressure depend-
ing on the continuously changing operating condi-
tions, such as load and gear change.
The shift 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 contact
springs (2) ensures secure contacts.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path forthe magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized.
UPSHIFT / DOWNSHIFT SOLENOID VALVES
If a solenoid valve (1) (Fig. 233) is actuated by the
TCM, it opens and guides the control pressure (p-SV)
to the assigned command valve. The solenoid valve
remains actuated and therefore open until the shift-
ing process is complete. The shift pressure (p-SV) to
the command valve is reduced to zero as soon as the
power supply to the solenoid valve is interrupted.
Fig. 232 Shift Pressure Control Solenoid Valve
1 - SHIFT PRESSURE CONTROL SOLENOID VALVE
2 - CONTACT SPRING
3 - CONDUCTOR TRACK
4 - VALVE HOUSING SHIFT PLATE
5 - CONDUCTOR TRACK
6 - CONTACT SPRING
Fig. 233 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
21 - 174 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

INSTALLATION
Check converter hub and drive flats for sharp
edges, burrs, scratches, or nicks. Polish the hub and
flats with 320/400 grit paper or crocus cloth if neces-
sary. The hub must be smooth to avoid damaging the
pump seal at installation.
(1) Lubricate oil pump seal lip with transmission
fluid.
(2)
Place torque converter in position on transmission.
CAUTION: Do not damage oil pump seal or con-
verter hub while inserting torque converter into the
front of the transmission.
(3) Align torque converter to oil pump seal open-
ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 251). Surface of converter lugs
should be at least 19 mm (3/4 in.) to rear of straight-
edge when converter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
(9) Fill the transmission with the recommended
fluid.
TORQUE CONVERTER HUB
SEAL
REMOVAL
(1) Remove the torque converter (Refer to 21 -
TRANSMISSION/AUTOMATIC - NAG1/TORQUE
CONVERTER - REMOVAL).(2) Remove the torque converter hub seal with
suitable screw and slide hammer.
INSTALLATION
(1) Position the torque converter hub seal (1) (Fig.
252) over the input shaft and against the transmis-
sion oil pump.
(2) Using Seal Installer 8902A (2) (Fig. 253),
install a new torque converter hub seal.
(3) Install the torque converter (Refer to 21 -
TRANSMISSION/AUTOMATIC - NAG1/TORQUE
CONVERTER - INSTALLATION).
Fig. 251 Torque Converter Installation Depth
1 - TORQUE CONVERTER
2 - TRANSMISSION HOUSING
Fig. 252 Position Torque Converter Hub Seal
1 - TORQUE CONVERTER HUB SEAL
2 - INPUT SHAFT
Fig. 253 Install Torque Converter Hub Seal
1 - OIL PUMP
2 - SEAL INSTALLER 8902A
21 - 184 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

STANDARD PROCEDURE - REPAIRING LEAKS
For proper repairing, a radial tire must be removed
from the wheel. Repairs should only be made if the
defect, or puncture, is in the tread area (Fig. 17). The
tire should be replaced if the puncture is located in
the sidewall.
Deflate tire completely before removing the tire
from the wheel. Use lubrication such as a mild soap
solution when dismounting or mounting tire. Use
tools free of burrs or sharp edges which could dam-
age the tire or wheel rim.
Before mounting tire on wheel, make sure all rust
is removed from the rim bead and repaint if neces-
sary.
Install wheel on vehicle, and tighten to proper
torque specification, (Refer to 22 - TIRES/WHEELS/
WHEELS - SPECIFICATIONS).
CLEANING
Remove the protective coating on the tires before
delivery of a vehicle. This coating may cause deteri-
oration of the tires.
To remove the protective coating, apply warm
water and let it soak for a few minutes. Afterwards,
scrub the coating away with a soft bristle brush.
Steam cleaning may also be used to remove the coat-
ing.
NOTE: DO NOT use gasoline, mineral oil, oil-based
solvent or a wire brush for cleaning.
SPECIFICATIONS
TIRES
SPECIFICATIONS
DESCRIPTION SPECIFICATION
TIRE P225/70R15C
LR D
TIRE LT225/75R16
LR E
TIRE P
SPARE TIRE CARRIER
REMOVAL
(1) Open the back doors.
(2) Loosen the bolts for the spare tire hold down
(Fig. 18).
(3) Push up on the spare tire carrier and push the
hold downs to the side and lower (Fig. 18).
(4) Remove the spare tire.
INSTALLATION
(1) Install the spare tire to the spare tire carrier
(Fig. 18).
(2) Raise the tire and wheel assmbly and hook on
the hold downs (Fig. 18).
(3) Then tighten the hold downs to secure the
spare tire in place and then close the doors.
Fig. 17 TIRE REPAIR AREA
1 - TIRE REPAIR AREA
Fig. 18 SPARE TIRE
1 - HOLD DOWNS
2 - SPARE TIRE
3 - SPARE TIRE CARRIER
22 - 12 TIRES/WHEELSVA