Showed his new mighty sports model E63, amazing car, which among others high tech, differs from the rest of the Mercedes-Benz lineup with its unusual AMG SpeedShift MCT sports transmission. If you're curious about what is behind the Performance Division MB brand, then you've come to the right place. Now we will tell you about the technology used in the new gearbox, please sit back.
To begin with, it is worth noting that "SpeedShift" is a registered trademark of the German automaker from Stuttgart, in this regard, it becomes obvious that there is no other gearbox of the "SpeedShift" type from another manufacturer in the world. What leaves its weighty imprint on the originality of this advanced technology combining two types of shift systems - a conventional automatic gearbox and a manual gearbox.
Do not be embarrassed by the comparison with manual box, the nine-speed AMG gearbox is a purebred automatic transmission, just when creating it, the engineers decided not to resort to the use of a torque converter. Also, the SpeedShift MCT has no dual clutch feature. So what element inside is responsible for the operation of this system? How does she set the car in motion? Jeremy Clarkson would say that black magic is not without, but we prefer to call it engineering.
The Mercedes-AMG SpeedShift MCT is an automatic transmission with a multi-plate clutch. Instead of the torque converter used in a traditional automatic transmission, the new transmission uses a clutch pack in which multiple clutch discs are assembled to work together as needed and independently of each other. This system is easy to distinguish from automatic transmissions with double clutch due to the fact that it has one input shaft.
On this moment the system is available in seven and nine speed versions, the latter was confirmed last December and presented on a new one.
How is this type of transmission used in vehicles?
This type of transmission is usually used on cars by the nature of their work operating in difficult conditions, in which optimal output is needed while simultaneously being able to "digest" the maximum torque.
It is important to distinguish multi-plate gearboxes from multi-plate clutches. The latter term refers to the clutch itself, which can be part of mechanical box gear shifting.
Multi-clutch transmissions are used in various kinds racing cars or in heavy engineering. The advantage of the technical solution is that the system has a more compact size, despite the fact that the torque that it can handle is much greater than that of conventional types of automatic transmissions. In such a box, slippage is almost excluded and the reaction time to pressing the gas pedal is significantly improved. All these positive aspects does not have a torque converter box.
It is not surprising that they switched to the use of multi-plate clutches a long time ago. With its extremely small dimensions, a motorcycle gearbox faces high demands on torque and power that cannot be “recycled” by a conventional clutch at this size.
Most motorcycles use wet clutch, the discs of which are placed in an oil bath for cooling. Other technologies make it possible to make motorcycles with dry clutch gearboxes, the most famous of which is Ducati. This bike gained fame due to the peculiar sound that the motorcycle emits when idling.
On the contrary, among cars, dry couplings are more common; a smaller part of car manufacturers use “wet” technology. And here you can understand them, the technology is not cheap.
The developed technology is used not only on gearboxes, it is also found on modern multi-disc couplings on differentials. The principle of operation is the same as described above. The limited-slip differential has several clutch plates inside, which in turn connect and disconnect the axles depending on the load.
Technology just recently meant mechanical work and management. But lately, electronically controlled ones are starting to be found more and more often.
Mercedes-AMG SpeedShift MCT 7 Transmission
The seven-speed MCT from Mercedes-AMG is the first of its kind to appear in production. automotive production... The box went into series in 2008, appearing on the 63 AMG model. Automatic transmission type received good mark due to its characteristics due to its ability to transmit a large amount of torque and power and due to its short response time. Initially, the box came with four modes, the Race Start function and automatic function double clutch.
As we found out earlier, the MCT has replaced the torque converter-based transmission. The idea was to provide the fastest response time with the ability to transfer to the high torque wheels. And for modern AMG versions, this factor was one of the most important.
A conventional dual-clutch transmission is unable to cope with the increased torque of the Mercedes-AMG V8. With each update to the AMG sports range, the moment and power of these cars is constantly increasing, which predetermined the appearance of this type of gearbox.
An innovative feature featured on the Mercedes-AMG SpeedShift MCT-7 is the 'wet clutch start' feature, which extends the life of the gearbox by helping it cool more efficiently and reducing wear. It is important that this type of gearbox has a lower inertia of rotation, this just allows to reduce the response time of the gearbox, SpeedShift does not have that thoughtfulness that is often found on standard transmissions with torque converters.
You must have been reading the article more than once wondering what is "MCT" in the name of the AMG transmission, an abbreviation? That's right, this abbreviation, it stands for easily - Multi-Clutch Technology. The name contains main essence operation of the transmission, its main element by which the gearbox operates, numerous clutches clutch discs. In manual mode, the box made it possible to make gear changes in 100 milliseconds. It's very fast. But the advantages of the box for AMG do not end there, the same box behaved perfectly in everyday urban use in traffic jams and at low speeds, shifting gears without jerks and delays, and it could be easily and quickly transferred to two sport modes.
The first was 20% faster than the Comfort mode, and the second Sport mode was 20% faster than the previous one. In the same time, Manual mode was 10% faster than S + mode. This box could be adjusted for each mode of operation and for each driver.
And finally, another advantage is weight. AMG Speedshift MCT 7 unit was lighter AMG boxes Speedshift 7G-Tronic, which was used in other products of the Mercedes sports department. The MCT weighs 80 kilograms and can operate at engine speeds up to 7,200 rpm. The transmission was installed only on high-performance cars of the AMG line.
AMG SpeedShift MCT 9
The Mercedes-AMG E63 comes with nine steps. In addition to all the previously described advantages of this system of transferring power from the engine to the gearbox, the nine-speed version that appeared had another "highlight", it became the world's first and only nine-speed automatic transmission with a multi-plate clutch.
The changes to the new powertrain were more than just adding two gears to the AMG SpeedShift MCT-7, engineers had to modify many hardware components to add two additional transfers... In addition, changes have been made software and re-calibrated the system for optimal performance.
The result of these refinements is a powertrain that can provide "extremely short gear change times", making it the most dynamic variation of the Mercedes-AMG E63. The model is not yet presented on the market, but preliminary its indicators are of great interest.
Just like the seven-speed unit, the AMG SpeedShift MCT 9 can quickly descend several steps down with the "quick operation" mod.
A significant addition is the introduction of the "Coasting" function, which releases the clutch when the car is traveling at speeds between 60 and 160 km / h, but the pilot does not press the accelerator pedal, which saves fuel.
Repair of automatic transmission Mercedes 722.6, 722.9 in the technical center "Riotechservice" is high quality and acceptable prices in Moscow and the Moscow region. In work on repair Mercedes automatic transmission-Benz always comply with the standards of the manufacturer. For the repair of the Mercedes automatic transmission we use only original spare parts, the original auto parts for the repair of the Mercedes transmission are always available. We give a guarantee for all repairs and diagnostics of an automatic Mercedes transmission!
Cost of work
from 20 000 rubles
The indicated cost is not a public offer and may differ depending on the year of manufacture of the car, its model and equipment.
Automatic transmission Mercedes is the most important and one of the most difficult automotive units... Its repair is impossible without certain knowledge, experience, special tool and equipment. We have been repairing Mercedes automatic transmissions for more than 10 years, you can safely entrust your car to Riotechservice.
Service and repair of automatic transmission Mercedes 722.6, 722.9
- Forgot to change the oil in the Mercedes automatic box, change every 50,000 km, or every three years;
- The oil level in the box is gone (mainly - leaking oil seals and connector);
- Dirty radiators, automatic transmission oil do not cool down.
If during the operation of the box there are unpleasant sensations (the transmission does not turn on for a long time, noises, bumps, slipping), do not waste time - come to the service station and check the state of its operation, sometimes a liter of oil or a clean radiator will save you from 70,000 to 200,000 rubles for repairs Automatic transmission Mercedes 722.6, 722.9.
At the end of the automatic transmission repair, Mercedes car services issue a guarantee for smooth operation the restored unit within six months or 20,000 km (valid with clean radiators).
Prices for automatic transmission repair Mercedes
Additional maintenance work for vehicles with 4-MATIC transmission
Equipment | Control points. note | Vehicle mileage (thousand km) | |||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 15 | 30 | 45 | 60 | 75 | 90 | 105 | 120 | 135 | 150 | 165 | 180 | 195 | 210 | ||
| Front propeller shaft | D | D | D | D | D | D | D | D | D | D | D | D | D | D | |
| Front gear | leakage and level of fluids | D | D | D | Z | D | D | D | Z | D | D | D | Z | D | D |
| Front drive shafts | splines, joints, anthers of CV joints | D | D | D | D | D | D | D | D | D | D | D | D | D | D |
Designation: D - diagnostics, Z - replacement
Mercedes-Benz automatic transmission service
How to extend the life of a Mercedes automatic transmission
- You can start driving (take your foot off the brake pedal and press the gas) only after full inclusion transfers;
- For short stops (for example, a traffic light), it makes no sense to move the selector lever to neutral position or parking, since excessive switching reduces the resource of the Mercedes-Benz automatic transmission, which sooner or later will lead to its repair or replacement;
- A neutral position when driving on slopes, the so-called “coasting”, is highly discouraged. As with towing a car, use the neutral position of the automatic transmission only in exceptional situations, for short distances at a minimum speed. It is quite easy to remember the formula: 50x50 (no more than 50 km at a speed of no more than 50 km / h);
- Special attention should be paid to situations with slipping of the driving wheels of the car. It is absolutely useless to press hard on the accelerator pedal, increasing the engine speed and increasing the load on the gearbox and transmission. In such situations, it is recommended to ensure smooth movement by using low gears, winter mode of automatic transmission and traction control (if any) and, of course, the brake pedal, like a clutch.
Before repairing an automatic transmission, diagnostics must be performed using a special dealer Star Diagnosis scanner, visual inspection for leaks and checking the level and condition of the transmission fluid.
It is impossible to tell about the device and features of all automatic transmissions in one article, even if it concerns only one automaker. However, there are some identical nuances in the operation of certain types of automatic transmissions, which include the 722 series installed on Mercedes cars... We will talk about the differences and features of the modifications of this series.
Until 1996 for all cars by Mercedes-Benz with automatic transmission, four-speed automatic gearboxes 722 series, modifications 722.1 - 722.5 with hydraulic control. The most reliable and problem-free automatic transmissions of the type 722.3 and 722.4 proved to be, for which there was only one requirement - to change every 60 thousand kilometers ATF oil Dextron-III with filter. Their main difference from the 5th and 6th generations is the absence of an electronic control unit. The resource of the automatic transmission 722.3 reaches 500 thousand km of run, after which the clutch plates and front linings usually spill out brake band... Sometimes, before the resource run, the gears begin to be hard-engaged, as a rule, the vacuum system of the car is to blame for this. When the vacuum valve on the injection pump fails, insufficient pressure working fluid in the automatic transmission, which leads to a slight slip of the box when switching from 1st to 2nd and from 2nd to 3rd gear. The box of the 5th generation 722.5 already has a small ECU, but unlike previous modifications, there is a danger of leakage of the box cooling lines or any imbalance in the temperature regime.
The sixth generation of automatic transmissions Mercedes-Benz 722.6 called Steptronic already has a full the electronic unit control and differs from the previous series in a more complex design. The most interesting thing is that there is no oil dipstick on it, which, however, is available at service stations. This is apparently done so that non-professionals do not try to change the oil on their own. Moreover, this box is not filled with Dextron-III, but a special original oil Mercedes with the factory designation A001 989 68 03. If you are changing the oil for the first time, then at the same time check the presence of automatic transmission repair by the color of the plug on the dipstick oil tube. The factory cover should be black, but if it is brown, then the box has already been repaired. The oil changes along with the pan gasket, filter and copper ring on the pan plug. If there is a plug on the torque converter, then its aluminum ring also changes.
The main faults of the automatic transmission 722.6 include fluid leakage along the contact group seal and blocking of the GMF torque converter. The liquid enters the ECU through the braiding of the wiring harness from the valve body installed in the box itself, after which the ECU becomes in emergency mode and does not shift higher than second gear. This can be eliminated by drying the ECU with the replacement and installation of a new contact group. Sometimes you have to completely change the control unit. Torque converter lockup usually occurs on vehicles with high mileage, as a result of which it turns the torque converter reactor or its clutch freewheel... On automatic transmissions until 1999, the sliding bearing of the turbine shaft did not differ in durability, and in the period from 1998 to 1999 inclusive, the speed sensor often failed. The problem was that the sensor sensor was mounted in contact group and is not subject to static evaluation, that is, it cannot be called on standing car, so the entire contact group had to be changed.
There are several types of automatic transmissions of the 722.6 series, depending on the engine installed on the car. Automatic transmissions of the W5A 580 type were docked with V8 and V12 engines, sometimes a W5A 400 automatic transmission was installed on cars with a V8 engine. The W5A 330 automatic transmission worked with inline engines R4, R5 and R6, and W5A 300 only with V6. Although they had some design features and differences between themselves, but the principles and conditions of their operation are no different from the use of the entire 722.6 series. Good luck on the roads of the country.
V winter mode, vehicle starts from 2nd gear and uses a less aggressive mode.
The transmission received an update in 2001. Bushing bug was fixed, valves, bearings, software, internal materials, oil seals were improved, and the ability to manual switching gears (ala TipTronic).
| Automatic transmission | 1st gear | 2nd gear | 3rd gear | 4th gear | 5th gear | Rear 1st | Rear 2nd |
|---|---|---|---|---|---|---|---|
| W5A330 | 3.93:1 | 2.41:1 | 1.49:1 | 1.00:1 | 0.83:1 | 3.10:1 | 1.82:1 |
| W5A580 | 3.59:1 | 2.19:1 | 1.41:1 | 1.00:1 | 0.83:1 | 3.16:1 | 1.82:1 |
Transmission identification
W5A 580 = Passenger Cars with 8 and 12 cylinder engines
W5A 400 = AAV (SUV) vehicles with 8 cylinder engines
W5A 330 = Passenger cars with 4, 5 and 6 cylinder engines
W5A 300 = AAV (SUV) vehicles with 6 cylinder engines
W5A 280 = MB Vans - Vito, Sprinter and Vario
The number is stamped on the left side of the gearbox.
Description
1996 was a turning point for Mercedes in terms of equipment with automatic transmissions. Instead of obsolete hydraulic automatic transmissions 722.3 - 722.5, the first electronic automatic transmission with a torque converter lock was delivered to the conveyor. This box was installed on many Mercedes from W163 to W463 and W639 Viano.
Due to a completely banal design flaw - a weak sliding sleeve was used in the interface between the input and output shafts - these boxes “flew” one after another. And this plug gave money to the craftsmen until 1999. This is, unfortunately, for Mercedes owners. Almost all cars of those years of production passed through the hands of masters, with rare exceptions. Especially quickly they began to repair Mercedes with a large engine. After the bushing collapsed, the shafts shattered the insides due to strong backlash.
The worst part is, as noted earlier, we don't know what's going on inside the box. And if there are practically no external manifestations or they are invisible, then the owner of such a car will drive to the bitter end. So it is with the sleeve. At the initial stage, it was not noticeable. Only after some time the box went into defense and switched to driving only in second gear. Further, the transmission began to make a lot of noise. And only at that moment the car was delivered to the service. But it was too late to drink Borjomi. That is why I keep paying attention all the time: when they felt that something was wrong, I ran to the master for a consultation. This is the only way to save a lot of money. The task of our masters is not to knock out more money and have permanent job in the form of preventive measures. It is much cheaper and easier mentally for you.
In 1999 by technical replacement the unreliable bushing was replaced with a Teflon ring needle bearing and the problem went away. Indeed, sometimes it is costly for ordinary consumers to operate an initially defective unit. In the same year, for a technical replacement, a bearing was installed instead of the sliding sleeve in the MPLS / HPLS sun gear.
Until 2001, the 722.6 transmission suffered from the destruction of the freewheel clutch housing K1 (external manifestation in the form of blows when shifting 1 - 2), as well as the MPLS / HPLS clutch (blows when switching on 3 - 4). Moreover, these couplings were included in the design of the box solely to create comfort mode gear shifting.
The next modernization 722.6 was subjected to the same 2001. By this time, all the leading developers of automatic transmissions set the possibility of fuel saving as one of the tasks. To solve this problem, the 722.6 began to reduce the gear change time. For this, special friction discs were used in some packages. The specialty was to reduce their thickness and one-sidedness. Weakening of the structure was immediately reflected in "breakability". Especially slipping or sharp acceleration (why I keep talking about the sensible use of the kickdown!) Were a direct road to the repairman.
Not very well-made spool for shifting 1-2 gears in the valve body, especially when aggregated with diesel engine was also out of order. Outwardly, this defect manifested itself as slipping when switching 1–2. Another weak point is the electronic board with input and output shaft sensors. This defect makes the box go into defense and move only in second gear. If the diagnostics give a malfunction code for these sensors, then the defect is eliminated without removing the automatic transmission.
Device
multi-disc brake BЗ
multi-disc brake B2
output shaft
parking wheel
freewheel F2
rear planetary gear set
middle planetary gear set
electro-hydraulic control unit
front planetary gear set
freewheel F1
armature shaft
torque converter lock-up clutch
torque converter
oil pump
input shaft
multi-disc brake B1
Service
Very often, when diagnosing in services, because of little things, people are bred to repair automatic transmissions. Ask for a printout of errors, check with the ones indicated above, or check with verified service stations.
Repair or replace?
Let's start with the fact that most types of 722.6 are no longer supplied with new parts. Rebilt is in progress, i.e. factory remanufactured boxes. For example, automatic transmission for type 210.065 has catalog number 210 270 77 00 80, where 80 or 87 means that it is restored. At the same time, for the return old box Mercedes returns your money. Using the example of the same box - its price is 3344 euros, for returning the old one you will receive 1150 euros. Now let's calculate what the repair will take. Here's a simple calculation:
remove / put automatic transmission. According to ASRA standards, an average of 6 standard hours, i.e. about $ 270;
disassemble / assemble the automatic transmission, repair 6-8 standard hours, we take $ 300 for simplicity;
8 liters of oil at $ 14 per liter, for a total of $ 112;
spacer set 140 270 65 00 - $ 105;
filter 140 277 00 95 - $ 15;
flex board 140 270 08 61 - $ 200;
primary shaft 140 270 12 25 - 393 dollars;
secondary shaft 220 270 00 26 - 668 dollars;
pieces of twenty friction discs (for example, discs of package B1 140 272 00 25) 20 at $ 10.63;
pieces of five metal discs (for example 140 272 03 26) 5 for 15 dollars;
freewheel 220 270 01 31 - $ 36;
planetary gear 140 270 17 43 - $ 273;
sun wheel 140 270 15 44 - $ 245;
other little things (clamps, seals, bolts, nuts) - well, let another 10 bucks;
A total of $ 2,915 for the example of repairing an automatic transmission from the 500th hundredsoroket. I'm not trying to convince you that this is a universal repair kit 722.6 old version... Usually there is less, but there are also more. I would like to add that the motors are smaller and the cost of the shafts is significantly lower.
What are the benefits and risks of buying a new or remanufactured automatic transmission from the factory? Of the fifty cases I know of replacing boxes with new or restored ones, five nodes were not even cared for warranty period... Fortunately, people acted competently and the replacement was carried out by the officials, since the guarantee for the unit can be obtained from Mercedes only when it is replaced by an authorized dealer.
Repair
So, the decision has been made - the box has to be repaired. Take your time deciding where to make these repairs. Criterias of choice:
1. Timing. If the repairers keep spare parts in stock, they are doing fine. They know what breaks in the boxes and what needs to be kept in the warehouse. With a well-oiled process, the time from putting the car in for repair to receiving it takes two to three working days, unless, of course, there is no queue. Ordering spare parts to Germany after troubleshooting is an option that casts doubt on the preparedness of the service.
2. Price. Fear sky-high prices as well as low prices... The normal price of repairing the box is 722.6, if you do not need to replace the transformer or the EGS unit - from 2000 bucks per box new version up to 3000 per box of the old version. What this price is composed of.
If you are offered to do the same thing much cheaper - refuse. Savings in this situation is possible due to the fact that you will not be supplied with new shafts, but re-sharpened from old-style shafts that worked with a bushing. The fact is that surface hardening is also removed with the metal layer - carburizing and the bearing seat will of course not be of raw metal, but not of the same hardness. Not to mention the fact that the landing input shaft under the outer bearing race, they will most certainly not be performed on a grinding machine, but on a lathe - in ten cases out of ten, the hole turned out to be tapered. I have seen such shafts - it will work, but not for long. In principle, this option is acceptable if the car goes for sale and you agree with the saying of Louis XV: "After us, at least the grass does not grow!" It is clear that all of the above applies to boxes of older versions operating on an inter-shaft bushing.
3. Warranty. One year is the normal warranty. The mileage is usually not specified, because a properly repaired unit is in fact more perfect than your box at the moment when the car left the assembly line. The reason is that the design thought does not stop for a minute. If you look at the EPC spare parts catalog, you can see that only oil filter for the entire time of release 722.6 has not changed. All the rest of the details have undergone replacement numbers some ten times. Those. Mercedes releases the next version of some part, time passes and reports come from the services - shit, it still works badly! They change it again - and again something is wrong. And so on, until the reliability of the site begins to suit. Along the way, they are trying to modernize something, make it easier, make it cheaper, make it easier - and again, instead of a reliable one, they get weakness... Everything is repeated over and over again. Ideally reliable and perfect box 722.6 was never created. At first, the inter-shaft bushing pestered - they coped (put the bearing), problems began with the planetary gears. They were solved - torque converters rained down (to reduce fuel consumption, new logic and blocking activation algorithm were introduced into the EGS units). And so eternal hemorrhoids! Therefore, a freshly repaired box is essentially the most perfect unit, because it is packed with the latest parts.
And the last thing. To be honest, I do not believe in automatic transmission repair as a correct operation. More precisely, if everything is done according to the rules, then the repair will come out in an amount comparable to the cost new box or more (it is no secret that the cost of a part separately from the assembly is 200-250% of its own cost as part of the assembly). With a mileage of 200 thousand km, the automatic transmission valve body, torque converter, EGS unit with latest version software, and it goes without saying that most of the rotating and rubbing parts. But only the first three positions are already worth three thousand bucks. But this is just my opinion. It is based on the fact that I compared the operation of the automatic transmission after the bulkhead with the old valve body and EGS unit and with the new ones. As they say in Odessa, these are two big differences. And I will not accept the sarcasm on the topic that we do not know how to properly do the valve body prophylaxis: the increased clearances in the plunger pairs and "tired" springs will never give perfect switching, no matter how licked the valve body is.
If you have a pre-styling box: the geometry of the parts is such that it is possible to bore the landing gear in the input shaft and grind the journal of the output shaft so as to remake the old shafts for installing the bearing. But on a lathe, it is difficult to ensure a perfect fit, especially when it comes to the hole in the input shaft: the surface is cemented, the cutter "floats" and often the hole turns out to be tapered. It is difficult to talk about reliability and guarantees in such a situation. In 9 cases out of 10, such an operation is doomed to failure, this is a way out only if the car goes on sale.
As a rule, the repairmen do not stipulate any restrictions during the post-repair period. Without running-in - sat down and went, as always went. Take it easy if you are offered to change the oil in a thousand or two in order to comply with the guarantee. So you will be calmer.
If it is impossible to start the car, towing in neutral at a speed of up to 50 km / h for a distance of no more than 50 km is allowed.
Spare parts
| Name of spare parts for automatic transmission 722.6 | Slauson Catalog Numbers |
|---|---|
| Oil Pump, automatic transmission 722.6 | 26 |
| Oil pump hub, automatic transmission 722.6 | 43 |
| Drum automatic transmission 722.6 | 97, 61 , 22 , 7201 |
| Planet Planetary row automatic transmission 722.6 | 225, 40 , 15, |
| Gear wheel automatic transmission 722.6 | 30, 74,38 , 709 |
| Overrunning Overrunning clutch automatic transmission 722.6 | 370, 928 |
| Piston automatic transmission 722.6 | 816 , 740 , 267, 753, 8498, 346, |
| Retainer automatic transmission 722.6 | 4534, 747, 1165 |
| Support plate Support disk automatic transmission 722.6 | 968, 7684, 652, 894, 636, 281, 383, 657, 396, 182, 4234, |
| Return spring, automatic transmission 722.6 | 7611, 1706, 6742, 3665, 3495, |
| Bearing automatic transmission 722.6 | 6918, 1328, 7466, 1445, 465, 2379, 5914, 1268 |
| Parking gear, automatic transmission 722.6 | 873 |
| Valve body automatic transmission 722.6 | 51 |
| Pump Oil Seal oil automatic transmission 722.6 | |
| pallet automatic transmission 722.6 | 24 |
| Automatic transmission housing 722.6 | 13 |
| Bell automatic transmission 722.6 | 19 |
| Spacer set Seal kit, automatic transmission 722.6 | |
| Automatic transmission filter 722.6 | |
| Set of steel set, automatic transmission 722.6 | |
| Friction clutch kit, automatic transmission 722.6 | |
| Electronic module Electronic board of automatic transmission 722.6 | A 140 270 08 61 |
| Connector electric automatic transmission 722.6 | |
| Pressure solenoid | A 203 270 00 89 |
A typical set of consumables for overhaul of an automatic transmission 722.6 includes: an Overhaul Kit (that is, a repair kit with gaskets and oil seals), a set of clutches (in particular clutches of the K2 package), steel wheels(mainly K2, of different thickness for different modifications of 722.6 depending on the engine torque, see above), sump gasket, filter.
Where was installed
| Automatic transmission type | Model | Chassis |
|---|---|---|
| 722.600 | C230, E300, E320 | 202.023, 083, 210.020, 210.037, 237 |
| 722.601 | E250 DIESEL | 210.010, 210.610 |
| 722.602 | SLK200, C200, E200, CLK200 | 170.435, 202.020, 080, 210.035, 235, 208.335, 435 |
| 722.603 | C180, C220, E220, C200, E200 | 202.018, 078, 202.121, 182, 210.004, 202.122, 0180, 210.003 |
| 722.604 | SL280, S280, C280 | 129.058, 140.028, 202.028 |
| 722.605 | SLK230K, SL320, S320, C230K, E320, C200K, CLK200K, CLK230K, E200 | 170.447, 129.063, 140.032, 033, 202.024, 210.055, 202.025, 082, 208.345, 445, 208.347, 447 , 210.045, 245 |
| 722.606 | C280, E280, SL280, E280T | 202.028, 089, 210.063, 129.059, 210.663 |
| 722.607 | E320, CLK320, SL320 | 210.065, 265, 208.365 , 129.064 |
| 722.608 | S300 TURBO, E300 TURBO | 140.135, 210.025, 225 |
| 722.612 | C250 TURBO | 202.128, 188 |
| 722.613 | E290 TURBO | 210.017, 217, 617 |
| 722.614 | C220CDI, E220CDI | 202.133, 193, 210.006, 206, 606 |
| 722.615 | C200, E200, CLK200 | 202.081, 210.035, 235, 208.335, 435 |
| 722.616 | SLK200K, SLK230K, C200K, CLK200K, E200K | 170.444, 170.449, 202.087, 208.344, 444 , 210.048, 248 |
| 722.617 | S280 | 220.063 |
| 722.618 | S320 | 220.065, 165 |
| 722.620 | S500, SL500 | 140.050, 051, 070, 129.067 |
| 722.621 | S600, SL600 | 140.056, 057, 076, 129.076 |
| 722.622 | S420 | 140.042, 043, 063 |
| 722.623 | E430, CLK430 | 210.070, 270, 208.370 |
| 722.624 | SL500 | 129.068, 210.074, 274 |
| 722.65 | E420 | 210.072, 272 |
| 722.626 | E320CDI, S320CDI | 210.026, 226, 220.026 |
| 722.627 | E50 AMG | 210.072 |
| 722.628 | CL580 | 215.378 |
| 722.629 | C36 | 202.028 |
| 722.631 | E43 AMG | 202.033, 093 |
| 722.632 | S430 | 220.070, 170 |
| 722.633 | S500 | 220.070, 170 |
| 722.634 | E270 CDI | 210.016, 216, 616 |
| 722.635 | S500 | 220.075, 175 |
| 722.636 | E55 AMG, CLK55 | 210.074, 274, 208.374 |
| 722.661 | ML270 CDI | 163.113 |
| 722.662 | ML320 | 163.154 |
| 722.663 | ML430 | 163.172 |
| 722.664 | E320 4MATIC | 210.082, 282 |
| 722.665 | E280 4MATIC | 210.081, 281 |
| 722.666 | ML55 AMG | 163.174 |
| 722.669 | E430 4MATIC | 210.083, 283 |
| 722.697 | C250 TD | 202.128, 1883 |
| 722.698 | C240, E240, | 202, 202.026, 086, 210.061, 261 |
| 722.699 | C220CDI, E220CDI, E200CDI | 202.193, 210.006, 206, 210.007 |
Just like the car itself, its gearbox is just as sophisticated, delicate and modern. For in order to to repair a Mercedes automatic transmission, you must have knowledge in the field of electronics, thus, an ordinary, even the most experienced car enthusiast is simply powerless here. Everyone knows what comfort driving a car with an automatic transmission gives, which is due to the complexity of the mechanism, which is why we can say that expensive and long-term repairs automatic transmission Mercedes is the price to pay for comfort on the road.
Since it became fashionable to talk about intelligent control, we can say that the repair of a Mercedes automatic transmission is an intervention in the holy of holies - the very electronic brain of the car, which forms the basis of its work. Not every specialist with many years of experience will undertake the repair of a Mercedes automatic transmission, because there are so many features that you always need to remember. Some "craftsmen" do not try to understand the intricacies of working with the gearbox, but simply strive to replace some elements (oil and filter), which allows to postpone the solution of the problem for a short time, and also aggravate the situation. That is why, if an automatic transmission is needed, repairs Mercedes need take them to a high-quality service, where only specialists who really love their work work.
When do you need to rush to the service and carry out the automatic transmission repair of a Mercedes? Only a specialist can answer this question, however, in order to reduce the frequency of the need for such a complex procedure as a Mercedes automatic transmission repair, you need to protect from the following situations, which become the reasons for box wear ahead of time:
1. Insufficient amount of oil, due to which the gearbox parts are worn out.
2. Inattention to general condition engine.
3. Incorrect use of modes when moving on various surfaces.
As a rule, Mercedes automatic transmission repair is a kind of whims of this luxury car... In order to repair the gearbox, you need to find a specialist in diagnostics, as well as repair in a really reliable service, in which the car will be provided with real assistance, and not just create the appearance of stable operation. Before you perform automatic transmission repairs to your favorite Mercedes, you need to find a place where they will offer high-quality performance of this work. This car needs to be loved and appreciated for what it is, our specialists are always ready to diagnose and repair a Mercedes automatic transmission repair - this is our job.
Information about automatic transmission Mercedes
Mercedes automatic gearbox (automatic transmission)
Our site provides information on automatic transmissions (automatic transmissions) of Mercedes cars. All information is divided by Mercedes automatic transmission models and has the following directions:
- Mercedes automatic transmission device
- Principles of automatic transmission Mercedes
- Diagnostics of automatic transmission Mercedes
- Mercedes automatic transmission repair
The first box we reviewed is model 722.7
The automatic transmission 722.7 is designed for vehicles with front-wheel drive.
Automatic transmission 722.7 is an electronically controlled 5-speed with a clutch lock in the torque converter. Gear ratios for gears are realized using face gears. 4th and 5th gears are made with gear ratio for acceleration as gentle gears. The gears are switched on by the electronics, while the gears are switched on using the corresponding disc hydraulic clutches... We would like to present a service that performs quality work with automatic transmissions Mercedes automatic transmission repair Mercedes
Automatic transmission with electronic control has the following advantages:
- reduced fuel consumption
- improved switching quality
- Better gear breakdown thanks to 5th gear
- extended service life and reliability
- reduced maintenance costs
Torque converter and automatic transmission housings are made of light alloy. They are bolted to each other. There is a sealing gasket between them. Oil pump connected to the converter housing.
The mechanical part of the automatic transmission Mercedes 722.7 consists of an input shaft with gears for 3rd and 4th gears, an intermediate shaft with gears for 1st, 2nd and reverse gears, as well as a secondary shaft with gears of 5th gear. Each gear corresponds to a hydraulic disc clutch located in the automatic transmission case. In addition, a differential is located in the automatic transmission.
An electro-hydraulic block is screwed to the bottom of the automatic transmission housing. The bottom of the automatic transmission forms a steel oil pan. Through the holes in the input shaft, oil pressure is supplied to the torque converter lock-up clutch, as well as clutches K3 and K ;. Oil pressure for clutches K2 and KR ( reverse gear) is fed through the intermediate shaft. K5 clutch is provided with oil through a hole in secondary shaft... Through the remaining holes in the shafts, lubricating oil is supplied and distributed. Everything seats as well as clutches K1, K2, K3, K4 and K5 are provided lubricating oil... The parking gear and reverse gear are made in one block as a forged part. This part is located on the reverse gear axle.
Information about the automatic transmission for the driver
The gear indicator (A1p12) in the instrument panel (A1) shows the driver the gear that is currently selected “1”, “2”, “3”, “4” or the position of the automatic transmission lever “D”, “R”, “N” (neutral), “P” (parking).
Error indicator: Continuous monitoring of the automatic transmission using the automatic transmission control unit (Y3 / 7n2) recognizes any errors that occur. If one of the errors that appear leads to emergency mode automatic transmission work, then the symbol “F” is displayed in the instrument panel.
Automatic transmission and its repair
Mercedes
Car Mercedes ML 320 2000 mileage about 290tk mileage.
About 5 days ago, I suddenly began to switch from 1 to 2 with a "re-gas", that is, as if they turned off from the 1st, accelerated the engine (revolutions by 500 extra), and then abruptly turned on the second. In addition, in the morning on cold car at the very beginning of the movement (the first 50-100 meters), the impression is that the engine speed is 1.5 - 2 times higher than necessary (that is, more precisely, the speed is less than expected at such speeds).
Today, having already warmed up (having driven 10 kilometers with traffic lights and small traffic jams), the car lost the connection between the engine and the wheels. If you turn off the engine and turn it on after a minute, then the car drives about 20 meters, and then again does not go. If you do not turn off the engine, then the connection of the engine with the wheels is not restored at all. Sinned on low level oil (pipes running on the radiator are snotting).
I bought 2 liters of Mersovian ATF and filled it in (through the channel of the level dipstick). I drove briskly and without jerking, but after 100 meters I again lost contact with the wheels. What, approximately, could be the reason? Thanks!
My problem is this: 1995 MMC Galant car, automatic transmission F4A232UPQ4. The gears shift smoothly, but there is a moment, sometimes 50/50, there are slippages when switching from 2nd to 3rd gear, the revolutions above 2200 rpm do not increase.
Even when switching from about 2 to 3, it happens that it switches to 3 and immediately switches to 2, i.e. false switches. at good overclocking everything is clear, there are no comments. Immediately upon buying a car, I changed all consumables and oils. Filled in SPIII, before that it was: (dextron, mileage 2000 miles on it, driving another 2000 miles, went to the service station again to change ATF, for a hundred they said that there was no pressure in the system and changing the oil was not an option, i.e. they sentenced the box One master, saying that he was only in the Merc, still rode and said not to bother and go, such as a box, ideally.
Ideally, there should be no slippage. There is a note: in the morning, on cold weather, everything is very good, there is no slippage. I changed the filter itself, everything was sealed, there was a SKT filter, I put my own. There were no chips or sawdust in the pallet. There was a black suspension and: (a little copper suspension.
ATP smell and color like new. When the dextron was drained, I sniffed, looked like new oil. What thoughts and what to prepare for? Thank you for mastering so many letters, I just wanted to describe everything in more detail.
1. "I went to the service station to change the ATF again, for a hundred they said that there is no pressure in the system and changing the oil is not an option, that is, they sentenced the box." - laughed. As it is, there is no pressure. where did it go then? You came by car.
2. "Ideally, there should be no slippage. There is a remark: in the morning, on cold weather, everything is very good, there is no slippage." - Yes. when the automatic transmission is completely serviceable. then the gears should not slip. You have a year 95. Of course, wear is already there. therefore, the transmission begins to slip;
3. "I changed the filter itself, everything was sealed, there was a SKT filter, put my own." - The automatic transmission was being repaired;
4. "What thoughts and what to prepare for?" - to ride. if on hot automatic transmission the problem will progress. the transmission will become stronger and slip more often. it is getting ready for renovation. but the year is weak. 95. probably for second-hand then on the auto market. everybody does it. we have such people. And it will be headache the next owner of the car.
Currently I am considering the question of a possible purchase of a Mercedes ML320 dorestyle (until 09.2000) or semi-restyle (09.2000-09.2001) with automatic transmission.
I understand that buying a used car is a big lottery, so the question is: how repairable are the boxes of these years. is it possible to count on the fact that with a competent overhaul and subsequent competent operation in the city, the box will be enough for at least 40t.km. What is approximate cost overhaul of these boxes, taking into account spare parts and work.
Thank you in advance. .
Automatic transmission W5A580 (722.6)
1. Repair is quite expensive. quite serviceable. but the price tag bites if you get to replace the hydraulic unit. pay solenoid valves... ECU + flashing. There are many kink options. how they hit.
2. "Is it possible to count on the fact that with competent overhaul and subsequent competent operation in the city, the box will be enough for at least 40t.km?" - if it is repaired efficiently and competently, it will run more;
spare parts-ak.rf / 1 / zapchasti / mercedes / 722.6.html
P.S. Why buy a car. what to then repair the automatic transmission on it?
I have an automatic transmission 722.6 with selector AR27.60-P-0901B model 1.7.99 Mercedes E200 CDI 2002. I switched to drive mode. Carried out diagnostics - the selector is faulty. Disassembled - outwardly everything is normal. Probably the double board A10051Zg is out of order. Where to find its circuit or buy a new one - the selector is sold assembled only .
You won't find it anywhere.
Changing assembly.
sahka Hello Vitaly! I have a san'eng muso merso automatic transmission. A problem has arisen when the speed decreases, a rustling grinding sound appears when the speed is increased or stops when it stops. After stopping, I switch the lever from the parking mode to reverse gear, the same sound and the car does not go back, I put the connection button on the net. front wheel drive everything starts working .
1. Remove the automatic transmission pan. if there are metal shavings in the pallet and on magnets. fragments. small rollers - automatic transmission repair.
The malfunction is not good. it seems. what crumbled thrust bearing... The main thing. that would not rub "pieces of iron". otherwise you will have to change them.
Sergey D. Is it possible to somehow flush the GT without removing the box from the car? For example: through a tube that goes to the radiator, pressurized flushing fluid or something else (for example, a solarium). The clutch block and plate are removed. There is no way to remove the box itself. .
1. No. there was a traffic jam in the GT on the old Mercedes automatic transmissions.
2. By method partial replacement ATF with the engine running. transmission is on. first of all ATF is updated in GT.
I haven't been here for a long time, (I had problems with Mitsubishi Galant, I still called you) and I see you are still helping people, thanks!
So I decided to buy myself a Mercedes w220, what can you say BAD about its automatic transmission. Thanks! .
REPAIR IS VERY EXPENSIVE, well, very much.
Please tell me I have ML 320 2000. How many liters of ATF are in the automatic transmission.
August 19, 2012, 11:55 am
turns on one speed so it goes 40 km, in the service the diagnostics showed an error on the compressor, it seemed like everything was erased exactly, I traveled for about a week, the check caught fire again and the automatic transmission went into emergency mode
August 19, 2012, 12:41 pm
tell me, the Mercedes w203 / 230k turns on one speed so it goes 40 km, in the service the diagnostics showed an error on the compressor, it seemed like everything was erased exactly, I traveled for about a week, the check came on again and the automatic transmission went into emergency mode, is it very scary? We ask questions about the malfunctions of your automatic transmission
We ask questions about the malfunctions of your automatic transmission
Repair of automatic transmission Mercedes, Mercedes-Benz
Mercedes automatic transmission are developed and manufactured directly by the manufacturer, which is a rather rare occurrence in modern market passenger cars... On the one hand, this is good - Mercedes boxes are as reliable as the cars themselves. On the other hand, they require careful and timely service, a Mercedes automatic transmission repair is very expensive.
Some features of the behavior of automatic transmissions Mercedes
When operating Mercedes cars, you need to take into account their main features, otherwise there will be unreasonable claims to the gearbox. For example, one of the complaints from our customers is the presence of a pronounced jerk when shifting from 2nd to 3rd gear. Such a jerk is not considered a breakdown of the automatic transmission, but only occurs during aggressive acceleration, for which Mercedes cars are simply not designed.
If you neglect the recommendations of manufacturers, preferring a sporty driving style, you can very quickly face a common disease of Mercedes automatic transmissions, namely slippage in 2nd and 3rd gears. Repair for such a breakdown is simple, but necessary. If you do not diagnose and repair the valve box and modulator in time, the gearbox can simply collapse.
Another problem that Mercedes car owners often face is the leakage of oil from the automatic transmission through the oil seals. As a rule, this is due to improper operation. For example, prolonged slipping in mud or snow, towing a heavy trailer, or improper use of the selector position can cause a leak.
It should be noted that according to the operating instructions, changing the oil in the automatic transmission modern models Mercedes is not provided for the entire period of operation. However, in practice, oil leaks are common. If a leak from the automatic transmission is detected at an early stage, the repair will consist only in replacing the oil seals. In more advanced cases, it may be necessary to completely disassemble the gearbox in order to identify elements damaged due to an inadequate oil level.
