Mercedes-Benz Sprinter / Dodge Sprinter. Manual — part 472
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:
• No EMCC
• Partial EMCC
• Full EMCC
• Gradual-to-no EMCC
NO EMCC
Under No EMCC conditions, the TCC Solenoid is
OFF. There are several conditions that can result in
NO 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
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AUTOMATIC 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 INFORMATION
VA
TIRES / WHEELS
TABLE OF CONTENTS
page
page
TIRES/WHEELS
DIAGNOSIS AND TESTING - TIRE AND
. . . . . . . . . . . . . . . . . . . . . . 1
MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
WHEEL BALANCE . . . . . . . . . . . . . . . . . . . . . . 4
STANDARD PROCEDURE - TIRE ROTATION
. . . . . . . . . . . . . . . . . . . . . . 7
TIRES
. . . . . . . . . . . . . . . . . . 7
DESCRIPTION - RADIAL – PLY TIRES
DESCRIPTION - TIRE PRESSURE FOR
HIGH SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . 8
DESCRIPTION - REPLACEMENT TIRES
PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - PRESSURE
GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - TIRE NOISE
OR VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - TREAD WEAR
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - TIRE WEAR
PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING - TIRE/VEHICLE
LEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
STANDARD PROCEDURE - REPAIRING
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SPARE TIRE CARRIER
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
. . . . . . . . . . . . . . . . . . . . . . . . . 12
WHEELS
. . . . . . . . . . . . . . . . . . . . . . . . . 13
. . . . . . . . . . . . . . . . . . . . . . . . . . . 13
. . . . . . . . . . . . . . . . . . 13
REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . 13
STANDARD PROCEDURE - DUAL REAR
WHEEL INSTALLATION . . . . . . . . . . . . . . . . . 13
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
. . . . . . . . . . . . . . . . . . . . . . . . . 15
TIRES / WHEELS
DIAGNOSIS AND TESTING - TIRE AND WHEEL
RUNOUT
Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 1).
Lateral runout is the wobble of the tire or
wheel.
Fig. 1 Checking Tire/Wheel/Hub Runout
1 - RADIAL RUNOUT
2 - LATERAL RUNOUT
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TIRES/WHEELS
22 - 1
Radial runout of more than 1.5 mm (.060 inch)
measured at the center line of the tread may cause
the vehicle to shake.
Lateral runout of more than 2.0 mm (.080 inch)
measured near the shoulder of the tire may cause the
vehicle to shake.
Sometimes radial runout can be reduced. Relocate
the wheel and tire assembly on the mounting studs
(See Method 1). If this does not reduce runout to an
acceptable level, the tire can be rotated on the wheel.
(See Method 2).
METHOD 1 (RELOCATE WHEEL ON HUB)
(1) Drive vehicle a short distance to eliminate tire
flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
or replace if necessary.
(3) Check the wheel mounting surface.
(4) Relocate wheel on the mounting, two studs
over from the original position.
(5) Tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
(6) Check radial runout. If still excessive, mark
tire sidewall, wheel, and stud at point of maximum
runout and proceed to Method 2.
METHOD 2 (RELOCATE TIRE ON WHEEL)
NOTE: Rotating the tire on wheel is particularly
effective when there is runout in both tire and
wheel.
(1) Remove tire from wheel and mount wheel on
service dynamic balance machine.
(2) Check wheel radial runout (Fig. 2) and lateral
runout (Fig. 3).
• STEEL WHEELS: Radial runout 0.031 in., Lat-
eral runout 0.031 in. (maximum)
• ALUMINUM WHEELS: Radial runout 0.020 in.,
Lateral runout 0.025 in. (maximum)
(3) If point of greatest wheel lateral runout is near
original chalk mark, remount tire 180 degrees.
Recheck runout, Refer to match mounting proce-
dure.
STANDARD PROCEDURE
STANDARD PROCEDURE - MATCH MOUNTING
Wheels and tires are match mounted at the factory.
This means that the high spot of the tire is matched
to the low spot on the wheel rim. Each are marked
with a bright colored temporary label on the out-
board surface for alignment. The wheel is also
Fig. 2 Radial Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
Fig. 3 Lateral Runout
1 - MOUNTING CONE
2 - SPINDLE SHAFT
3 - WING NUT
4 - PLASTIC CUP
5 - DIAL INDICATOR
6 - WHEEL
7 - DIAL INDICATOR
22 - 2
TIRES/WHEELS
VA
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