With oil changes every 40-50.000 km you have nothing to worry about with this gearbox . You people only change the oil only when start to notice bangs and hard shifts and is too late . i have almost 300.000 km on mine , without rebuild and it works really well , i am really happy with it . Not my first benz , it won't be the last i love this things .
@@askbascombe Wouldnt You Want To Replace ALL Of The Clutch And Steels, If Ya Got It Opened Up? How About Installation Of New Pump, Being That Ya Got it Open? One Again , Thank You For Your Time, YOUR MOST VALUABLE ASSET!
It’s situation dependent and my approach can be unorthodox at times. On these computer controlled Mercedes 5 and 7 speeds it’s not uncommon to open to all the baskets and find VERY minimal wear to the clutches and steels. Additionally if the pump measures to spec, it’s getting a new seal and I’m reusing it. Pump, clutches, and steels, can last 200k+ miles without issue. Seals, bonded pistons, balance piston, valve body and tcm are a different ball game. Those are problematic and get replaced where applicable on my vehicles. Customer vehicles are a different story and I’ll always advocate for replacing all wear items while I’m in there.
@@askbascombe Roger That. I Got An 09 ML350 That I Will Have To Drop The Pan, Valve Body, To Remove/Send Off The Conductor Plate, A Failed Out Put Sensor. When I Have To Pull The Power Pack To Do Timing Chains, Ill Have The Clutches Done When Everything Is Out. Pump Then Too(Unless Transmission Failure Requires Sooner) Thank You...
Scan your codes, you will need a scanner that can do mercedes like icarsoft or an euro shop It can be low transmission fluid, and various component failures like the electronic conductor board, which can be replaced. A code scan will pin point your issue, go from there
My R500 trans is banging into second gear when slowing to a stop. The b1 clutch adaptation is maxed out. I flushed the fluid and reset adaptation, now it's much worse. You didn't mention the b1 clutch in your video. It's it the one on the back of the bellhousing?
B1 is your stator support. The B1 is bolted directly to the bellhousing. It has a large molded piston and that piston as well as the set of clutches in that basket might be damaged.
Great video...for an 04 s430 w220 rwd 7G..im having a really hard time getting one..which benz carry the 7G rwd transmission...if not I can rebuilt but cant find any kits..any advice
Nice video - thank you for making it. I have a 722.9 in a R171. I've been tossing around the idea of rebuilding it. Generally, I find a service fixes most issues but it had the conductor plate issue and a few times (before it was replaced) there was burning clutch smell. It's functionally good other than some gear noise and an annoying clunk when downshifting into second. That appeared after the conductor plate was replaced and no amount of DAS adaptation fixes it. In my mind, ideally, new frictions, steels and pistons would be ideal. But I don't know what causes the clunk into second when coasting up to a light. My concern is being able to measure all the clearances. Any idea on what would/could cause the 2 gear clunk and also the gear noise? It would suck to rebuld it and have the same two issues.
I also have an R171 SLK55 AMG, and it also has had these exact issues as well for some time. Recently it got worse though, not long after changing the fluid and filter. The filter was clogged with friction material, and there were some quite large metal shavings/debris in the pan. Time for a rebuild! (141k miles)
2016 s550 coupe kick in downshift from 5th to 4th did fluid change got a little better was told by Mercedes my shift point between there is maxed out at 20 they want to tear down transmission any thoughts?
That means they reviewed the adaptations and because it’s maxed out it points to mechanical damage. Unfortunately, a trans teardown is the correct next step in that instance. The 5-4 shift requires application of the B2, something might be damaged in that B2 clutch drum. The B2 and K3 likely have issues
I know what I would do, but everyone’s situation is unique. I think coupes were only offered with 4Matic so all the AWD bullshit that fails should be checked at the same time. Front driveshaft, front differential, engine mounts etc. It’s going to be a healthy bill so consider working with an independent in your area that specializes in Mercedes vs the dealer.
Independent wants to change valve body for 3100 saying it help the issues DCMotorwerks if your familiar but if it’s clutches that won’t fix sht everything you named has been serviced and looked at I’ve only had it a month not sure to keep or sell 59,000 mls
very good video, hey kyle i have a e350 722.9 im working on the transmission but having a real hard time pulling the torque converter out any tips how to get it out .thank you in advance.
@@askbascombe morning kyle yes pull the converter out and the pom was destroyed what do you think repair the pom and bell housing or get an entire donor good used one??
I'm not certain of all of the differences. However using your example of W211 RWD M272/M113, bellhousing and torque converter will be different, the case and internal hard parts **should** be the same as will the output flange. Valvebody will be different as is the TCM programming. There were also running changes to various components over the years to improve the design.
@@askbascombe thanks for replying, actually my car is CLS w219, I swapped my engine from m272 to m113, I've changed the torque converter and the deferential, conductor plate reprogrammed to fit the new engine, I'm wondering, should I change the transmission 722.9 from CLS 350 to the CLS 500?
@user-kg5jx4ny7d as long as the differential ratio is the same, or the plate is programmed for the engine and differential combination, I see no need to change the transmission.
@@AhmedtmNajah 901 is used for all M113, 906 is used for M272. So the first major difference you'll notice is the torque converter. The pads for a 272/273 converter have a noticeable difference compared to 113. I forget if we discussed this already but use the bellhousing and torque converter that is intended for the engine you are installing. Case, output shaft and internal rotating parts should be identical in 901 and 906
Guys That Do Transmissions Are The Surgeons Of The Mechanic/Technician World.. Trust Me On This.. I, A Master Mechanic Of 4 Classes Of Caterpillar Engines ...... I Know I Am A Very Talented Iron Hanging Monkey.... Compared To This Fine Gentleman...
With oil changes every 40-50.000 km you have nothing to worry about with this gearbox . You people only change the oil only when start to notice bangs and hard shifts and is too late . i have almost 300.000 km on mine , without rebuild and it works really well , i am really happy with it . Not my first benz , it won't be the last i love this things .
Incredible work, very nice
Which are the most common fault issues with these gearboxes?
Honor And Respect Sir... Did I Blink And Miss The Installation Of Clutches... TIA
Ha! I should do a video on clutch installation. If I remember correctly, all of the K2 clutches got replaced.
@@askbascombe Wouldnt You Want To Replace ALL Of The Clutch And Steels, If Ya Got It Opened Up? How About Installation Of New Pump, Being That Ya Got it Open? One Again , Thank You For Your Time, YOUR MOST VALUABLE ASSET!
It’s situation dependent and my approach can be unorthodox at times. On these computer controlled Mercedes 5 and 7 speeds it’s not uncommon to open to all the baskets and find VERY minimal wear to the clutches and steels. Additionally if the pump measures to spec, it’s getting a new seal and I’m reusing it. Pump, clutches, and steels, can last 200k+ miles without issue. Seals, bonded pistons, balance piston, valve body and tcm are a different ball game. Those are problematic and get replaced where applicable on my vehicles. Customer vehicles are a different story and I’ll always advocate for replacing all wear items while I’m in there.
@@askbascombe Roger That. I Got An 09 ML350 That I Will Have To Drop The Pan, Valve Body, To Remove/Send Off The Conductor Plate, A Failed Out Put Sensor. When I Have To Pull The Power Pack To Do Timing Chains, Ill Have The Clutches Done When Everything Is Out. Pump Then Too(Unless Transmission Failure Requires Sooner) Thank You...
@escott3829 W164s are fantastic vehicles and I thoroughly miss mine. Glad to hear you are keeping yours going!
Wow nice job 👍 I have a CLK 500 and I won’t shift at all is there anything you can tell me ??
Scan your codes, you will need a scanner that can do mercedes like icarsoft or an euro shop
It can be low transmission fluid, and various component failures like the electronic conductor board, which can be replaced. A code scan will pin point your issue, go from there
My R500 trans is banging into second gear when slowing to a stop. The b1 clutch adaptation is maxed out. I flushed the fluid and reset adaptation, now it's much worse. You didn't mention the b1 clutch in your video. It's it the one on the back of the bellhousing?
B1 is your stator support. The B1 is bolted directly to the bellhousing. It has a large molded piston and that piston as well as the set of clutches in that basket might be damaged.
Great video...for an 04 s430 w220 rwd 7G..im having a really hard time getting one..which benz carry the 7G rwd transmission...if not I can rebuilt but cant find any kits..any advice
Anything with a 722.901 variant. At minimum, RWD S430, S500, CL500, SL500.
which may be the cause of jerking when downshifting from 3rd to 2nd gear while going uphill (722.9 )
Before troubleshooting the transmission for that symptom, considering replacing your engine and transmission mounts if you haven’t already.
Nice video - thank you for making it. I have a 722.9 in a R171. I've been tossing around the idea of rebuilding it. Generally, I find a service fixes most issues but it had the conductor plate issue and a few times (before it was replaced) there was burning clutch smell. It's functionally good other than some gear noise and an annoying clunk when downshifting into second. That appeared after the conductor plate was replaced and no amount of DAS adaptation fixes it. In my mind, ideally, new frictions, steels and pistons would be ideal. But I don't know what causes the clunk into second when coasting up to a light. My concern is being able to measure all the clearances. Any idea on what would/could cause the 2 gear clunk and also the gear noise? It would suck to rebuld it and have the same two issues.
I also have an R171 SLK55 AMG, and it also has had these exact issues as well for some time. Recently it got worse though, not long after changing the fluid and filter. The filter was clogged with friction material, and there were some quite large metal shavings/debris in the pan. Time for a rebuild! (141k miles)
Did u find out something?
@@saadkamran7 Are you asking me? Yes, i found out that my transmission was TOAST lol
@@Johnathan_Waters”quite large metal shavings/debris in the pan” why did you hold out hope 😭😭😭
are the parts compatible with G550 2014?
mine isn't shifting to 5th. (and barely goes into 4th)
Parts are the same on a G550. Some parts had minor differences and updates
2016 s550 coupe kick in downshift from 5th to 4th did fluid change got a little better was told by Mercedes my shift point between there is maxed out at 20 they want to tear down transmission any thoughts?
That means they reviewed the adaptations and because it’s maxed out it points to mechanical damage. Unfortunately, a trans teardown is the correct next step in that instance. The 5-4 shift requires application of the B2, something might be damaged in that B2 clutch drum. The B2 and K3 likely have issues
Thank you I appreciate you do I sell or fix what would you do?
I know what I would do, but everyone’s situation is unique. I think coupes were only offered with 4Matic so all the AWD bullshit that fails should be checked at the same time. Front driveshaft, front differential, engine mounts etc. It’s going to be a healthy bill so consider working with an independent in your area that specializes in Mercedes vs the dealer.
Independent wants to change valve body for 3100 saying it help the issues DCMotorwerks if your familiar but if it’s clutches that won’t fix sht everything you named has been serviced and looked at I’ve only had it a month not sure to keep or sell 59,000 mls
very good video, hey kyle i have a e350 722.9 im working on the transmission but having a real hard time pulling the torque converter out any tips how to get it out .thank you in advance.
I’ve never personally had that issue but when it comes out, inspect the front pump and stator support closely as one or both might be damaged.
@@askbascombe morning kyle yes pull the converter out and the pom was destroyed what do you think repair the pom and bell housing or get an entire donor good used one??
May I ask you, what is the difference between 722.9 of m113 and 722.9 of m272?
Can I use the 722.9 of m272 for w211 with m113 engine?
I'm not certain of all of the differences. However using your example of W211 RWD M272/M113, bellhousing and torque converter will be different, the case and internal hard parts **should** be the same as will the output flange. Valvebody will be different as is the TCM programming. There were also running changes to various components over the years to improve the design.
@@askbascombe thanks for replying, actually my car is CLS w219, I swapped my engine from m272 to m113, I've changed the torque converter and the deferential, conductor plate reprogrammed to fit the new engine, I'm wondering, should I change the transmission 722.9 from CLS 350 to the CLS 500?
@user-kg5jx4ny7d as long as the differential ratio is the same, or the plate is programmed for the engine and differential combination, I see no need to change the transmission.
A last question if you don't mind, what is the difference between 722.906 transmission and 722.901 structurally?
@@AhmedtmNajah 901 is used for all M113, 906 is used for M272. So the first major difference you'll notice is the torque converter. The pads for a 272/273 converter have a noticeable difference compared to 113. I forget if we discussed this already but use the bellhousing and torque converter that is intended for the engine you are installing. Case, output shaft and internal rotating parts should be identical in 901 and 906
Guys That Do Transmissions Are The Surgeons Of The Mechanic/Technician World..
Trust Me On This..
I, A Master Mechanic Of 4 Classes Of Caterpillar Engines ......
I Know I Am A Very Talented Iron Hanging Monkey....
Compared To This Fine Gentleman...
Professor
Mahanje ruku