lock MERCEDES-BENZ SPRINTER 2006 Service Manual

(10) Disconnect the transmission electrical connec-
tor (2) (Fig. 32) from transmission and hang to the
side. Turn sealing ring (3) counterclockwise and dis-
connect plug connection (2).
(11) Detach shift cable at transmission.
(a) Unlatch ball socket latch (Fig. 33) of cable.
(b) Unclip shift cable retainer from retainer
bracket. When pulling out cable, press together
hooks of shift cable retainer at the points shown
(arrows).
(c) Pull shift cable out of ball socket. Ball socket
can remain on transmission lever.
Fig. 29 Cooler Line Supports
1 - COOLER LINES
Fig. 30 Cable Support
1 - CABLE
2 - BOLT
Fig. 31 Driver's Side Cooler Line
1 - COOLER LINE
Fig. 32 Transmission Electrical Connector and
Cooler Line
1 - COOLER LINE
2 - TRANSMISSION ELECTRICAL CONNECTOR
3 - SEALING RING
21 - 44 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

(12) Remove the torque converter bolts.
(a) Remove the steering gear (1) (Fig. 34) from
the chassis crossmember.
(b) Lower the steering gear (1) (Fig. 34) down-
wards.
(c) Remove the plastic torque converter access
cover (1) (Fig. 35) at back of engine flange.
(d) Rotate engine by hand until bolts (2) (Fig.
35) are in front of opening. Rotate engine forwards
at crankshaft.
(e) To remove bolts, position a ratchet with long
extension and joint nut as shown (Fig. 36).
(f) Remove the two bolts (2) (Fig. 35) at each of
the three locations at circumference of driving
plate.
(13) Remove torque converter drain plug and drain
automatic transmission oil into a clean container. Re-
install the drain plug and torque the plug to 14 N´m
(130 in.lbs.).
(14) Support engine. Insert wooden block between
oil pan and front chassis crossmember beam.
(15) Remove vent hose bracket and tie back to one
side.
Fig. 33 Shift Cable at Transmission
1 - SHIFT CABLE
2 - TRANSMISSION SHIFT LEVER
Fig. 34 Steering Gear
1 - STEERING GEAR
2 - BRACKET
Fig. 35 Torque Converter Access Cover
1 - TORQUE CONVERTER ACCESS COVER
2 - BOLT
Fig. 36 Torque Converter Bolts Access
1 - BOLT
2 - STABILIZER BAR
3 - REINFORCEMENT PLATE
4 - OPENING
5 - CHASSIS CROSSMEMBER
6 - STEERING GEAR
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 45

(29) Remove multiple-disc pack B3 (2) (Fig. 47)
and spring washer (3) by removing snap-ring (1) in
transmission housing. To facilitate removal of the
snap-ring (1), compress the multiple-disc pack B3 (2).
Note which clutch disc is removed just prior to the
spring washer (3) for re-assembly. If the clutch discs
are re-used, this disc must be returned to its original
position on top of the spring washer.
(30) Unscrew Torx socket bolts (7) (Fig. 47).
(31) Remove multiple-disc holding clutch B2 (4)
(Fig. 47) from transmission housing. The externally
toothed disc carrier for multiple-disc holding clutch
B2 is also the piston for multiple-disc holding clutch
B3.
(32) Remove parking lock gear (5) (Fig. 47).
Fig. 47 Remove B2, B3, and Parking Gear
1 - SNAP-RING 5 - PARK GEAR
2 - HOLDING CLUTCH B3 DISCS 6 - TRANSMISSION HOUSING
3 - SPRING WASHER 7 - BOLTS - M8X60
4 - HOLDING CLUTCH B2
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 51

ASSEMBLY
(1) Insert parking lock gear (5) (Fig. 48).
(2) Install multiple-disc holding clutch B2 (4) in
transmission housing (6) (Fig. 48).
(3) Screw in both Torx socket bolts (7). Tighten the
bolts to 16 N´m (141 in.lbs.).
Fig. 48 Install B2, B3, and Parking Gear
1 - SNAP-RING 5 - PARK GEAR
2 - HOLDING CLUTCH B3 DISCS 6 - TRANSMISSION HOUSING
3 - SPRING WASHER 7 - BOLTS - M8X60
4 - HOLDING CLUTCH B2
Fig. 49 Measure B3 Clutch Clearance
1 - OUTER DISC - 6.5 MM
(0.256 IN.)5 - PISTON
2 - OUTER DISCS - 1.8 MM
(0.071 IN.)6 - FRICTION DISCS
3 - OUTER DISCS - 1.8 MM
(0.071 IN.)7 - SNAP-RING
4 - SPRING WASHER 8 - B3 DISC CARRIER
21 - 52 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

(18) Using grease, install both Teflon rings in the
groove at the rear of the output shaft so that the
joint stays together.
(19) Mount transmission housing on converter
housing.
(20) Screw in Torx socket bolts through the trans-
mission housing into the converter housing. Tighten
the bolts to 20 N´m (177 in.lbs.).
(21) Measure end-play between park pawl gear
and grooved ball bearing in order to select the proper
geartrain end-play shim.
(22) Place Gauge Bar 6311 (1) on transmission
housing. Using a depth gauge, measure from the
gauge bar (1) to the parking lock gear (2) (Fig. 54).
(23) Using a depth gauge, measure from the
Gauge Bar 6311 (1) to the contact surface of the out-
put shaft bearing (2) in the transmission housing.
(Fig. 55)
(24) Subtract the first figure from the second fig-
ure to determine the current end-play of the trans-
mission. Select a shim such that the end-play will be
0.3-0.5 mm (0.012-0.020 in.). Shims are available in
thicknesses of 0.2 mm (0.008 in.), 0.3 mm (0.012 in.),
0.4 mm (0.016 in.), and 0.5 mm (0.020 in.).
(25) Install the selected end-play shim.(26) Screw in Torx socket bolts through the con-
verter housing into the transmission housing.
Tighten the bolts to 20 N´m (177 in.lbs.).
(27) Install output shaft bearing (2) in rear trans-
mission housing. Using Bearing Installer 9287 (1)
(Fig. 56), install the output shaft bearing (2) into the
transmission housing.The closed side of the plas-
tic cage must point towards the parking lock
gear.
(28) Install the retaining ring (1) (Fig. 57). Ensure
that the retaining ring is seated correctly in the
groove.
(29) Check that there is no play between the bear-
ing and the retaining ring using feeler gauge.
(30) There must be no play between the retaining
ring and the bearing. If the ring cannot be installed,
a thinner ring must be used. If there is play between
the ring and the bearing, a thicker ring must be
Fig. 55 Measure From Transmission Housing To
Rear Bearing Contact Surface
1 - GAUGE BAR 6311
2 - OUTPUT SHAFT BEARING CONTACT SURFACE
Fig. 56 Install Output Shaft Bearing
1 - BEARING INSTALLER 9287
2 - BEARING
3 - TRANSMISSION CASE
Fig. 57 Install Rear Output Shaft Retaining Ring
1 - RETAINING RING
2 - OUTPUT SHAFT BEARING
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 57

(10) Install bolts (A) (Fig. 67) on underside of
transmission. Torque the bolts to 38 N´m (28 ft.lbs.).
(11) Install rear engine cross member (4) (Fig. 67).
First install the nuts (5) at the outside ends of the
engine crossmember. Then install the bolts (1) of the
transmission mount. Torque the bolts and nuts to 45
N´m (33 ft.lbs.).
(12) Remove the wooden block supporting the
engine and remove the hydraulic jack.
(13) Install the torque converter bolts.
(a) Install the first pair bolts (2) (Fig. 68) at cir-
cumference of driving plate snug only.
(b) To install bolts, position a ratchet with long
extension and joint nut as shown.
(c) Rotate engine by hand until the next pair of
bolts (2) are in front of opening. Rotate engine for-
wards at crankshaft. Install the next pair of bolts
snug only.
(d) Rotate engine by hand until the final pair of
bolts (2) are in front of opening. Rotate engine for-
wards at crankshaft. Install and torque the bolts to
50 N´m (37 ft.lbs.).
(e) Rotate engine by hand and tighten the first
two bolt pairs to 50 N´m (37 ft.lbs.).
(f) Install the plastic torque converter access
cover (1) (Fig. 69) to the back of the engine flange.
(g) Install the steering gear (1) (Fig. 70) onto the
chassis crossmember. Tighten both steering gear
bolts first to 25 N´m (18.5 ft.lbs.). Tighten bothsteering gear bolts next to 45 N´m (33 ft.lbs.).
Tighten both steering gear bolts next an additional
90É.
Fig. 67 Support Transmission and Install Bolts
1 - BOLT, TRANSMISSION MOUNT
2 - UPPER SHELL FOR TRANSMISSION MOUNT
3 - TRANSMISSION MOUNT
4 - CROSSMEMBER
5 - NUT, ENGINE CROSSMEMBER
6 - NUT, TRANSMISSION SUPPORT
Fig. 68 Torque Converter Bolts
1 - BOLT
2 - STABILIZER BAR
3 - REINFORCEMENT PLATE
4 - OPENING
5 - CHASSIS CROSSMEMBER
6 - STEERING GEAR
Fig. 69 Torque Converter Access Cover
1 - TORQUE CONVERTER ACCESS COVER
2 - BOLT
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 61

(14) Install the transmission electrical connector
(2) (Fig. 71) from transmission and hang to the side.
Turn sealing ring (3) clockwise and connect plug con-
nection (2).
(15) Install the shift cable (Fig. 72) to the trans-
mission.
(a) Push shift cable onto the transmission shift
lever ball socket.
(b) Latch ball socket latch of cable.
(c) Clip shift cable retainer into retainer
bracket.(16) Install the cooler lines to the transmission.
(a) Install the brackets for the oil cooler feed and
return lines (1) (Fig. 73) onto the engine oil pan
flange. Detail shows right side of motor. Position is
mirrored for the left side of engine.
(b) Attach the bracket for the cable retainer (4)
(Fig. 74) to the threaded shank of a engine oil pan
bolt (5).
(c) Install the bolts to hold the oil cooler lines (6)
to the left (Fig. 75) and right sides of transmission.
Torque the bolts to 34 N´m (25 ft.lbs.).
Fig. 70 Install Steering Gear
1 - STEERING GEAR
2 - BRACKET
Fig. 71 Transmission Electrical Connector and
Cooler Line
1 - COOLER LINE
2 - TRANSMISSION ELECTRICAL CONNECTOR
3 - SEALING RING
Fig. 72 Shift Cable at Transmission
1 - SHIFT CABLE
2 - TRANSMISSION SHIFT LEVER
Fig. 73 Cooler Line Supports
1 - COOLER LINES
21 - 62 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA

OPERATION
The input clutches (Fig. 80) produce a non-positive
locking connection between two elements of a plane-
tary gear set or between one element from each of
two planetary gear sets in order to transmit the drive
torque.
If the piston (20) on multi-plate clutch K1 (1) is
subjected to oil pressure, it presses the internal and
external discs of the disc set together. The sun gear
(17) is locked with the planetary carrier (15) via the
externally toothed disc carrier (19) and the internally
toothed disc carrier (18). The front planetary gear set
is thus locked and turns as a closed unit.
If the multi-plate clutch K2 (2) is actuated via the
piston (14), the piston compresses the disc set. The
annulus gear (16) of the front planetary gear set is
locked with the annulus gear (11) of the center plan-
etary gear set via the externally toothed disc carrier(13) and the center planetary carrier (10) on which
the internally toothed discs are seated. Annulus gear
(16) and annulus gear (11) turn at the same speed as
the input shaft (21)
If the multi-plate clutch K3 (5) is actuated via the
piston (7), the piston compresses the disc set. The
sun gear (12) of the center planetary gear set is
locked with the sun gear (9) of the rear planetary
gear set via the externally toothed disc carrier (6)
and the internally toothed disc carrier (8). Sun gear
(12) and sun gear (9) turn at the same speed.
Fig. 80 Input Clutches
1 - K1 CLUTCH 12 - CENTER PLANETARY GEARSET SUN GEAR
2 - K2 CLUTCH 13 - K2 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
3 - EXTERNALLY TOOTHED DISC 14 - K2 CLUTCH PISTON
4 - INTERNALLY TOOTHED DISC 15 - FRONT PLANETARY GEARSET PLANETARY CARRIER
5 - K3 CLUTCH 16 - FRONT PLANETARY GEARSET ANNULUS GEAR
6 - K3 CLUTCH EXTERNALLY TOOTHED DISC CARRIER 17 - FRONT PLANETARY GEARSET SUN GEAR
7 - K3 CLUTCH PISTON 18 - K1 CLUTCH INTERNALLY TOOTHED DISC CARRIER
8 - K3 CLUTCH INTERNALLY TOOTHED DISC CARRIER 19 - K1 CLUTCH EXTERNALLY TOOTHED DISC CARRIER
9 - REAR PLANETARY GEARSET SUN GEAR 20 - K1 CLUTCH PISTON
10 - CENTER PLANETARY GEARSET PLANETARY CARRIER 21 - DRIVE SHAFT
11 - CENTER PLANETARY GEARSET ANNULUS GEAR
VAAUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATION 21 - 91

(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

relation to the load and gear. All other pressures
required for the transmission control are derived
from the working pressure.
Lubrication Pressure (p - Sm)
At the working pressure regulating valve surplus
oil is diverted to the lubrication pressure regulating
valve, from where it is used in regulated amounts to
lubricate and cool the mechanical transmission com-
ponents and the torque converter. Furthermore, the
lubrication pressure (p-Sm) is also used to limit the
pressure in the torque converter.
Shift Pressure (p - S)
The shift pressure is determined by the shift pres-
sure regulating solenoid valve and the shift pressure
regulating valve. The shift pressure:
²Regulates the pressure in the activating shift
element during the shift phase.
²Determines together with the modulating pres-
sure the pressure reduction at the deactivating shift
element as regulated by the overlap regulating valve.
²Initializes 2nd gear in limp-home mode.
Modulating Pressure (p - Mod)
The modulating pressure influences the size of the
working pressure and determines together with the
shift pressure the pressure regulated at the overlap
regulating valve. The modulating pressure is regu-
lated at the modulating pressure regulating solenoid
valve, which is under regulating valve pressure. The
modulating pressure is variable and relative to the
engine load.
Regulating Valve / Control Valve Pressure (p - RV)
The regulating valve pressure is regulated at the
regulating valve pressure regulating valve in relation
to the working pressure (p-A) up to a maximum pres-
sure of 8 bar (116 psi). It supplies the modulating
pressure regulating solenoid valve, the shift pressure
regulating solenoid valve and the shift valve pressure
regulating valve.
Shift Valve Pressure (p - SV)
The shift valve pressure (p-SV) is derived from the
regulating valve pressure (p-RV), is regulated at the
shift valve pressure regulating valve and is then
present at the:
²1-2 and 4-5 shift solenoid valve.
²3-4 shift solenoid valve.
²2-3 shift solenoid valve.
²Torque converter lockup solenoid valve.
²3-4 and 2-3 shift pressure shift valve.
The shift valve pressure (p-SV) controls the com-
mand valves via the upshift/downshift solenoid
valves.Overlap Pressure (p - š)
The overlap pressure controls the shift component
pressure reduction during a shift phase. The pres-
sure in a shift element as it disengages is controlled
during the shift phase depending on engine load
(modulating pressure) and the pressure in the shift
element as it engages. The adjusted pressure is
inversely proportional to the transmission capability
of the shift element being engaged (controlled over-
lap).
Working Pressure Regulating Valve (Operating Pressure)
The working pressure regulating valve (4) (Fig.
101) is located in the valve housing of the shift plate.
It regulates the primary pressure of the hydraulic
system.
Fig. 101 Working Pressure Regulating Valve
1 - PRESSURE FROM K1/K2
2 - END FACE
3 - TO TORQUE CONVERTER REGULATING VALVE
4 - WORKING PRESSURE REGULATING VALVE
21 - 106 AUTOMATIC TRANSMISSION NAG1 - SERVICE INFORMATIONVA