• Rail Pressure (PSI)
• Boost Pressure (PSI)
• Exhaust Back Pressure (PSI)
• Diesel Particulate Filter Delta Pressure (PSI)
• Boost Air Temperature (Degrees Fahrenheit)
• Exhaust Gas Temperature Sensor Upstream of Turbocharger (Degrees Fahrenheit)
• Exhaust Temperature Upstream of Diesel Oxidation Catalytic Converter (Degrees Fahrenheit)
• Exhaust Temperature Upstream of Diesel Particulate Filter (Degrees Fahrenheit)
• Fuel Temperature (Degrees Fahrenheit)
• Engine Oil Temperature (Degrees Fahrenheit)
• Fuel Tank Level (Gallons)
• EGR Valve (%)
• EGR Rate (%)
• Transmission Torque Input (Nm)
• Ratio of Current / Maximum Torque (%)
• Engine Torque (Nm)
• Diesel Particulate Filter Load (%)
• Distance since last successful DPF Regen
• Regen Status (On/Off)
• Transmission Input Speed (RPM)
• Transmission Output Speed (RPM)
• Actual Gear (#)
• Transmission Oil Temperature (Degrees Fahrenheit)

Don,

Can you provide the X-Gauge info to get transmission temp from a 05 Sprinter?
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Paul and Christine
06 View 23H in NW FL

Bob,

We've owned a Scan Gauge II for years on two RVs... I have yet to find a way to monitor transmission temp with it on an I5 Sprinter.   If anyone listening here has done so, please speak up.
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Paul and Christine
06 View 23H in NW FL

RE: Transmission temperatures:   (Speed readers please read no further if you are not interested in transmission temperature - FAIR WARNING)

I once posted a query on Sprinter-Source to the T1N group (aka I5 engine model group) "what are you doing to do with transmission temperature once you find it" and I got zero responses.   I know some here don't like me guessing (LOL) but my guess is the number one reason people want temperature reading off the transmission from an I5 is because "they can't have it".   I've also asked what people who are using home made kits providing a reading obtained from the Mercedes inside transmission sensor are doing with that temperature reading and I've also gotten another zero.  

Back in late 1980's I came up with an idea I shared with some social circles regarding using a bulb temperature sensor physically wrapped with wire around the output oil cooling line of the GM turbo hydramatic transmission to provide an instantaneous "load reading" to determine when the old 3 speed automatics were being stressed too hard dragging our old coaches up the mountainside.  Some were excited to discover such an inexpensive solution to monitor the stress of their transmissions.  Of course that's not like today when we have tools like facebook and Groups IO to where we can properly ignore or ridicule such ideas if the right one in the group didn't think of it.   Many times though this social faux pas can be averted when a good standing member of the group presents the same idea with a slightly different spin (like a different brand or style read-out) and at that point the idea becomes adoptable by the masses.   So at least in the latter case some who have expressed interest in the "approved invention" can capitalize on it and this approach will solve the need for transmission temperature feedback (not to mention presenting an interesting study in today's social trends.)

In fact it was back in 2015 that I first suggested here installing an external electronic temp gauge on the oil output line to measure temperature.  At that time what most seemed to be focused on what an "engineer" had designed - an electronic circuit that could be bread-boarded and thus started selling kits that would allow T1N owners to obtain the "official Mercedes temperature" from inside the transmission.  (Note that many temperatures actually exist throughout the transmission, some changing rapidly with load and others changing slowly over time.  For example the extremely hot oil pouring out the oil cooling line into the lower radiator is the rapidly changing output oil from the heaviest work elements, while the temperature from that same oil passing through the radiator and perhaps even through an accessory oil cooler on the return line will be much, much cooler.   The pool of oil in the pan would then read more of an average temperature between the two, and with that due to it's bulk, the variance in that oil pan temp would be less over time than the oil output line which more closely mirrors the transmission stress "at the moment".    This variance would be logical to most and just like our own human bodies where different readings  can be produced according to where the reading is taken, the point of sampling will make a notable difference.   I discovered early-on the vast swings in temp that could be seen on the oil output line where they near instantaneously were based on load.   I also noted that 40 years after this discovery, that cheap digital equipment is now available to sample temperature here and to read out to a driver who might thus pro-actively take action to keep the transmission cooler based on a rapidly changing temp reading.

Still as been pointed out by many with lots of road miles behind them, without mountains or vehicles in tow, the transmission runs pretty well on auto-pilot and there's no real need to produce temperature readings other than the novelty and conquering the "wanting things we can't have" issue that seems so ingrained into our culture.  If you are a serious mountain traveler, however, I did post some oil line temperature readings on another thread that I was relatively satisfied with during a very strenuous towing trip through the mountains a couple of years ago.    Actually just now I went searching for any commercial offering that followed my idea of tapping temps off the oil output line and while I didn't find one using an exact duplicate, I did find this company who sells a $99 kit with a screw in probe in the kit that is inserted in place of a plug on the side of the transmission connecting to the oil pressure rail that I imagine would work fairly well. (And this suggestion is not based on knowing if such an access point is even available on our transmissions) .   They do offer another option of installing a probe into the oil pan but again, I find this of little value since oil pan temp is an average load temp and serves as info presented "well after the fact" of an interim of transmission stress.  Still this is not oil line output temp.

While reading up on Bowler's blinking LED warning approach to the temp variances sensed on the oil pressure rail, it was amazing to see that they list near some of the same temp readings as warning signs that I discovered only their readings appear to be 5-10 degrees less that what I noted as a warning when read off the transmission oil output line.   I would estimate this might be due to the metal shell of the transmission "heat sinking" down that temp read off the oil pressure rail, which they note as in general about 5-10 degrees less that what I discovered.   For example they list 220F as the point of first concern where off the oil output line I found 235F seemed the point that the transmission was pulling a toad up a severe mountain and this was a level quite often reached during "normal" (if there is such a thing) steep mountain climbs with the toad behind.   And where I found the thermal run-away most often beyond that was when our NAG1 (in the T1N model line) would refuse to seek 1st gear, seeming to always focus on 2nd on the steepest of inclines.   Here I was able to make the most difference in taking manual action to avert that thermal run-away.    In certain situations, the transmission would seek it's "happy place" in 2nd gear and the temp would be stable around 235F.   Then during even a slight increase as the top of the pass was reached (and where highway construction seems sometimes to quit on the last lap as far a grade minimization), at that last mile so-to-speak, I often found that the thermal run-away in 2nd gear would occur, where it would climb over a period of 2-3 minutes to 240F, 250F and whoops, one had better down-shift to 1st at this point or there would be significant damage because at this point the transmission would seem to be totally oblivious to what was happening and while an "automatic" 1st gear down-shift seemed out of reach for it to resolve the overheating situation that I was able to remedy with manual shift to 1st, where at that point during the climb the temp soon sank back to the 235F degree "stressed but not burning up" level it seem to enjoy maintaining at the pass peak.  YMMV

Here is the $99 kit if one feels more comfortable with only solutions that come in a shiny box:
https://shop.bowlertransmissions.com/products/transmission-guardian

Here is what that racing accessory company has to say about the situation of transmission heat and performance:
https://www.bowlertransmissions.com/automatic-transmissions-heat/

--
Don - 2006 Navion J