Apliasion Mercedes

AUTO TRANS DIAGNOSIS - 722 SERIES
Article Text
1996 Mercedes-Benz C220
Copyright 1998 Mitchell Repair Information Company, LLC

Wednesday, January 26, 2000 12:03PM
ARTICLE BEGINNING
AUTOMATIC TRANSMISSIONS
Mercedes-Benz 722 Series - Electronic Diagnosis
C220, C280, C36, E300D, E320 E420, S320, S350D, S500, S600
SL320, SL500, SL600
APPLICATION & LABOR TIMES
APPLICATION & LABOR TIMES
Year/Vehicle Labor Times Transmission

Application R & I (1) Overhaul (2) Series/Model
1995
C220 ........ 7.1 ......... 12.3 .... 722.423/W4A020
C280 ........ 7.1 ......... 12.3 .... 722.424/W4A020
C36 ......... 7.1 ......... 12.3 .... 722.424/W4A020
E300D ....... 6.3 ......... 12.3 .... 722.435/W4A020
E320 ........ 6.9 ......... 12.3 .... 722.369/W4A040
E420 ........ 6.9 ......... 12.3 .... 722.366/W4A040
S320 ........ 6.9 ......... 14.8 .... 722.508/W5A030
S350D ....... 6.9 ......... 12.3 .... 722.367/W4A040
S500 ........ 8.7 ......... 12.3 .... 722.370/W4A040
S600 ........ 8.7 ......... 12.3 .... 722.362/W4A040
SL320 ....... 7.2 ......... 14.8 .... 722.507/W5A030
SL500 ....... 8.7 ......... 12.3 .... 722.364/W4A040
SL600 ....... 8.7 ......... 12.3 .... 722.362/W4A040
1996
C220 ........ 7.1 ......... 12.3 .... 722.423/W4A020
C280 ........ 7.1 ......... 12.3 .... 722.424/W4A020
C36 ......... 7.1 ......... 12.3 .... 722.424/W4A020
E320 ........ 6.3 ......... 12.3 .... 722.369/W4A040
E300D ....... 6.3 ......... 12.3 .... 722.438/W4A020
S320 ........ 6.9 ......... 14.8 .... 722.508/W5A030
SL320 ....... 7.2 ......... 14.8 .... 722.507/W5A030
(1) - Removal and installation of transmission from vehicle

chassis.
(2) - Bench overhaul time for transmission. DOES NOT include
removal and installation.
IDENTIFICATION
Identification code is stamped on identification plate on

transmission housing. Use identification code when ordering parts.
DESCRIPTION
Classic Cycles & Cars www.ClassicCycles.org

Article Text (p. 2)

TRANSMISSION
Transmissions are fully automatic 4 or 5-speed consisting of

a 3-element welded torque converter, 2 or 3 compound planetary gear
sets, 2 or 3 multiple-disc clutches, one overrunning clutch and 3
brake bands. See Figs. 1 and 2. Brake bands control function of
planetary gear sets. A hydraulic system, pressurized by a primary gear
type pump and a secondary piston type pump provide working pressure
required to operate friction elements and automatic controls.
1st Gear
In 1st gear, brake band B-2 is applied and one-way converter
clutch is locked. In selector lever position "2", clutch K-2 is also
engaged. Both planetary gear sets are involved in gear reduction.
2nd Gear
In 2nd gear, brake band B-1 and brake band B-2 are applied.
Both planetary gear sets are involved in gear reduction.
3rd Gear
In 3rd gear, brake band B-2 is applied and clutch K-1 is
engaged. Only rear planetary gear set is involved in gear reduction.
4th Gear
In 4th gear, clutch K-1 and clutch K-2 are applied. Both
planetary gear sets rotate as a locked unit.
5th Gear
On 722.5 Series models, clutch K-1, clutch K-2 and overdrive
brake are applied in 5th gear. Overdrive clutch and 2nd one-way clutch
are also applied in all forward gears.
Reverse Gear
In reverse, brake B-3 is applied, one-way converter clutch is
locked, and clutch K-2 is engaged. Both planetary gear sets are
involved in gear reduction.

Article Text (p. 3)

Fig. 1: Transmission Component ID (722.3 & 722.4 Series

Transmissions)
Courtesy of Mercedes-Benz of North America.

Article Text (p. 4)

Fig. 2: Transmission Component ID (722.5 Series Transmission)

VALVE BODY
Valve body receives inputs from selector lever position, mode

selector switch, accelerator pedal position (control pressure), intake
manifold vacuum, kickdown function (if activated) and vehicle speed.
Depending on operating conditions, oil flow is controlled to various
points in transmission and pressure is adapted to requirements.
PRIMARY & SECONDARY PUMP
Primary Pump
Primary pump is housed in front transmission cover and is
driven by engine through torque converter. Primary pump operates as
long as engine is turning, and supplies pressurized oil to entire
hydraulic system. Drive of secondary pump is switched off by cut-off
piston, by means of primary pump pressure.
Secondary Pump
Secondary pump is required only for towing and tow-starting
vehicle. It is designed as an external gear pump and is positioned in
Article Text (p. 5)

rear section of the transmission. If needed, secondary pump is driven

by centrifugal governor shaft. Secondary pump operates only if engine
is not running and vehicle is rolling (tow-starting procedure), while
brake band B-2 slowly engages. Pump stops operating when vehicle comes
to a stop or if transmission has shifted into 4th or 5th gear (engine
running).
OPERATING PRESSURES
Working pressure circuit consists of working pressure control

valve, basic pressure control valve, 2 two-way check balls, a
modulating pressure relief valve, a one-way valve and restrictor.
Working pressure circuit is controlled by position of accelerator
pedal, vehicle speed, selector lever position, and gear engaged.
Working pressure, governed by working pressure circuit,
operates brake B-3, brake bands and clutches. Pressure level is
adapted to particular operating condition, regardless of quantity of
oil supplied from primary pump or secondary pump. This enables primary
pump capacity to be kept as low as possible and the transmission to
achieve high efficiency.
Working pressure is always the highest pressure in hydraulic
system. All other operating pressures are derived from this pressure
and reduced by control valves to a lower pressure level. The following
governed pressures control hydraulic system and operate shift element.
* Reduced Operating Pressure

* Governor Pressure
* Lubricating Pressure
* Modulating Pressure (Vacuum Controlled)
* Modulating Pressure (Governor Controlled)
* Full Throttle Pressure
* Load Dependent Control Pressure
* Kickdown Control Pressure
* Boosted Governor Pressure
* Shift Pressure
DAMPER SYSTEM
Principal task of hydraulic circuits is to control working

pressure during gear shifts. During each gear shift transition, engine
speed increases (during a downshift) or decreases (during an upshift).
In order to provide a smooth transition between gear shifts, 4
independent damper circuits are used.
Clutch K-1 damper circuit controls clutch K-1 during 2nd to
3rd gear downshifts or upshifts. Clutch K-2 damper circuit controls
clutch K-2 during 3rd to 4th gear downshifts or upshifts. Brake band
B-1 damper circuit controls brake band B-1 during 1st to 2nd gear
downshifts or upshifts.
The "engaging" damper circuit controls engagement of clutches
or brake bands, depending on selector lever position. When selector
lever is moved from "N" position to "D" position or "3" position,
brake bands B-1 and B-2 are controlled. When selector lever is moved

Article Text (p. 6)

from "N" position to "2" position, clutch K-2 and brake band B-2 are
controlled. When selector lever is moved from "N" position to "R"
position, clutch K-2 and disc brake B-3 are controlled. The "engaging"
damper controls working pressure pattern after drive positions "R",
"D", "3" and "2" are engaged.
TRANSMISSION SHIFT POINT DELAY
The 2nd to 3rd gear upshift on some models is delayed 60-80

seconds to enable catalytic converter to reach its operating
temperature quicker. Shift point retard solenoid is energized by CIS-E
control unit or air mass sensor control unit through transmission
shift point (upshift) retard relay.
Governor pressure is lowered through hydraulic line which is
bolted to governor pressure test port. See Fig. 3. Under certain
operating conditions (coolant temperature, vehicle speed and time),
solenoid valve is de-energized and governor pressure is dumped. The 2-
3 upshift is delayed only when coolant temperature is 0-140F (0-
60C). Operating time is dependent on coolant temperature when engine
is started, and is longest when coolant temperature is 68-86F (20-
30C).
Fig. 3: Identifying Transmission Shift Point Delay Components

LUBRICATION & ADJUSTMENTS
NOTE: See appropriate TRANSMISSION SERVICING - A/T article in

TRANSMISSION SERVICING section.

Article Text (p. 7)

TROUBLE SHOOTING
TRANSMISSION SLIPS IN ALL GEARS
Incorrect modulating pressure. Modulating pressure control

valve or pressure relief valve is dirty or sticking. Vacuum line to
transmission vacuum capsule clogged or leaking. Working pressure
control valve dirty or sticking. Low working pressure. Defective
primary pump.
Transmission Slips When Starting Off In 1st Or 2nd (Reverse

Is Okay)
Band B-2 shift valve sticking. Band B-2 piston worn or
damaged. Band B-2 adjusted incorrectly or worn or damaged. Adjust
brake band B-2 by installing a longer thrust pin (if necessary). If
transmission operates properly with selector lever in "2", but not in
"3" or "D" position, one-way clutch may be slipping.
Transmission Slips In 2nd Gear Or Shifts From 1st To 3rd Gear

Check control valve B-1 for ease of operation. Replace valve
body (if necessary). Remove and install brake band piston B-1, check
sealing ring and replace (if necessary). Replace brake band B-1 and
thrust body for B-1. Command valve binding.
Transmission Slips During 2-3 Upshift Or Slips Initially,

Then Grabs Hold
Check modulating pressure and adjust (if necessary). Check
for temperature throttle installation (if equipped). Valve body worn
or damaged. Replace valve body (if necessary). Replace inner plates of
clutch K-1 or recondition clutch (if necessary). Check front cover
Teflon ring.
TRANSMISSION SLIPS DURING 3-4 UPSHIFT
Check and adjust modulating pressure. Governor damaged or

working pressure incorrect. Valve body worn or damaged. Replace valve
body (if necessary). Check Teflon rings supporting clutch K-2. Replace
inner plates of clutch K-2 or recondition clutch (if necessary).
INTERMITTENT NO 5TH GEAR
Check loose connections at throttle valve switch. Check for

poor or loose wiring connections between TCM and transmission. See
WIRING DIAGRAMS. Ensure proper TCM is installed.
NO 5TH GEAR OR TRANSMISSION SHIFTS TO 5TH UNDER LOAD
Check and repair vacuum line between intake manifold and

ignition control unit.
NO POSITIVE ENGAGEMENT IN REVERSE

Article Text (p. 8)

Check plates and sealing rings on brake B-3 piston. Replace

if necessary.
HARSH ENGAGEMENT WHEN SHIFTING GEARS
Incorrect working pressure. Check and adjust modulating

pressure. Check vacuum line and connections for leaks. On vehicles
equipped with diesel engines, check vacuum control valve. Coolant
entering transmission oil cooler and contaminating transmission fluid.
Replace radiator. If necessary, replace all friction linings and/or
replace transmission.
HARSH ENGAGEMENT WHEN SELECTING "D" OR "R"
Idle speed too high. Check pressure receiving (pick-up)

piston in valve body for ease of operation and correct installation.
Replace valve body (if necessary).
NOTE: Pressure pick-up requires a running period of approximately

2 seconds. Harsh engagement may occur during repeated shifts
between "N" and "D". If harshness takes place within 2
seconds, condition is considered normal.
HARSHNESS ON 4-3 DOWNSHIFT
Sealing ring on release end of band B-2 worn or damaged. Band

B-2 piston worn or damaged. Band B-2 thrust body damaged.
CHATTER DURING UPSHIFT
Valve body malfunction. Check and repair or replace valve

body.
WILL NOT UPSHIFT
Incorrect governor pressure. Defective governor assembly.

Check for stuck kickdown solenoid or for constant voltage to solenoid
caused by a defective fuel pump relay or sticking kickdown switch.
Valve body dirty or valves sticking. Repair or replace valve body.
UPSHIFTS AT HIGHER SPEEDS THAN SPECIFIED
Check pressure control cable engagement, condition and

adjustment. Check for stuck kickdown solenoid or for constant voltage
to solenoid caused by a defective fuel pump relay or sticking kickdown
switch. Check governor pressure. If regulator pressure is too low,
replace centrifugal governor. Ensure control pressure regulating valve
is operable.
UPSHIFTS AT LOWER SPEEDS THAN SPECIFIED
Check pressure control cable engagement, condition and

Article Text (p. 9)

adjustment. Check full throttle stop by accelerating engine and

ensuring throttle valve rests against full throttle stop. Readjust
throttle stop (if necessary). Check governor pressure. If governor
pressure is too high, replace centrifugal governor. Repair or replace
valve body.
NO KICKDOWN
Check throttle control and pressure control cable engagement,

condition and adjustment. Connect kickdown solenoid to battery and
check for proper operation. Replace solenoid (if necessary). Check
kickdown valve in valve body. Replace valve body (if necessary).
NO 4-3 OR 3-2 DOWNSHIFT
Control pressure cable out of adjustment. Leaking vacuum

hoses and/or connections. Ensure brake shaft piston is operable.
Replace valve body (if necessary).
UNCONTROLLED DOWNSHIFTS OUTSIDE RANGE OF KICKDOWN SWITCH
Remove kickdown solenoid. Check "O" ring on kickdown solenoid

for damage. Check kickdown switch for sticking in pushed-in position.
Replace switch (if necessary). Check for kickdown solenoid stuck in
opened position. Replace kickdown solenoid (if necessary).
POOR ACCELERATION FROM STOPPED POSITION
Check stall speed. If stall speed is 400-700 RPM less than

specified value, one-way clutch in torque converter is slipping.
Replace torque converter (if necessary).
PARKING PAWL WILL NOT ENGAGE
Check rear engine mount. Replace engine mount (if necessary).

Check adjustment of selector rod. Adjust selector rod (if necessary).
SELECTOR LEVER DOES NOT ENGAGE IN "R" OR "P"
With engine running, clean centrifugal governor and ensure

correct operation. With engine not running, check operation of detent
piston in lower cover.
ENGINE WILL NOT START IN "P" OR "N" POSITION
Adjust shift rod and starter lock-out switch. Replace starter

lock-out switch (if necessary).
SMOKE IN EXHAUST (FLUID LOSS)
Diaphragm in vacuum control unit defective. Transmission oil

is being drawn from engine through vacuum line. Replace vacuum control

Article Text (p. 10)

unit (if necessary).
FLUID LOSS BETWEEN TORQUE CONVERTER & PRIMARY PUMP
Seal torque converter oil drain plug. If leak continues,

replace radial sealing ring and "O" ring on primary pump. Check
primary pump "O" ring groove for porosity. Replace primary pump (if
necessary).
HOWLING NOISE WHEN CHANGING GEARS (UNDER FULL LOAD)
Replace transmission oil filter.
HOWLING NOISE WHICH INCREASES AS ENGINE RPM INCREASES
Check primary pump and replace if necessary.
1ST GEAR & REVERSE TOO LOUD
Replace front planetary gear set. Reverse and 1st gear are
louder than forward (driving) gears due to gear reduction. If noise
seems too loud, or if in doubt, a similar vehicle should be used for
comparison.
3RD GEAR TOO LOUD
Replace rear planetary gear set.
RATTLING NOISE AT 1500 RPM IN ALL POSITIONS EXCEPT "R"
Brake B-3 plates are vibrating in transmission housing.

Replace brake B-3 plates, install damper spring and set release
clearance to minimum value.
LIGHT GRINDING NOISE IN "P" & "N" POSITIONS
This condition is normal if a "rolling" noise of front

planetary gear set is heard. If noise seems too loud, or if in doubt,
a similar vehicle should be used for comparison.
"ROLLING" NOISES WHEN DRIVING IN REVERSE
Disc brake B-3 release clearance too great. Adjust release

clearance to .06-.08" (1.5-2.0 mm) or replace disc brake plates.
Outside plate carrier of clutch K-1 contacts piston.
Primary Pump Bushing Loosens After A Short Operating Period -
Dowel pins for centering transmission to engine are not in place.
TESTING
VACUUM CONTROL CIRCUIT


Vacuum Control Valve (E300D & S350D)

1) Ensure engine is at normal operating temperature and
throttle linkage is adjusted properly. Disconnect Black/White vacuum
hose and connect vacuum/pressure tester.
2) Start engine and check vacuum at idle. Vacuum should be
11.6-13.2 in. Hg (395-445 mbar) with Red or Blue colored cap; 10.6-12.
1 in. Hg (360-410 mbar) with Black colored cap. Stop engine and place
throttle linkage at full throttle stop. Vacuum reading should be zero.
3) If vacuum readings are correct, vacuum control valve is
okay. If readings are not correct, check vacuum hose routing. See
Fig. 4. If routing is correct, check vacuum pump. If pump is okay,
adjust vacuum control valve and replace (if necessary).
Vacuum Amplifier (E300D & S350D)

1) Disconnect vacuum hose and damper at vacuum control valve.
Plug vacuum control valve opening. Disconnect pressure hose running
from aneroid compensator (ALDA) to vacuum amplifier, and connect
tester to overpressure side of detached hose.
2) If vehicle has only one hose at aneroid compensator,
connect test hose directly to vacuum amplifier PRE (boost pressure)
connection. Simulate boost pressure of 21.9 in. Hg (740 mbar). Replace
vacuum transducer if leak is present.
3) Using a "T" fitting, connect tester at vacuum end of
vacuum transducer connection TRA (transmission). Start engine and
check vacuum at idle. Vacuum should be .59-1.8 in. Hg (20-60 mbar). If
vacuum readings are correct, vacuum amplifier is okay. If readings are
not correct, check vacuum hose routing. If routing is correct, replace
vacuum amplifier.


Fig. 4: Vacuum Control Circuit Diagram (S350D Shown; E300D Is

Similar)
ROAD TEST
NOTE: Before road testing, check transmission fluid level, idle

speed and control pressure cable adjustment. See appropriate
appropriate TRANSMISSION SERVICING - A/T article in
TRANSMISSION SERVICING section.
1) During road test, transmission should upshift and

downshift at approximate speeds shown in appropriate SHIFT SPEEDS
table. All shifts may vary somewhat due to production tolerances or
tire size. The important factor is quality of shifts. All shifts
should be smooth, responsive and with no engine speed flare-up.
NOTE: If transmission shift point delay feature is used (see

Fig. 3), the 2-3 upshift under light throttle (partially
depressed accelerator pedal) will be higher with engine cold.
2) Slipping or engine RPM flare-up usually indicates clutch


or band problems. Slipping clutch or band in particular gear can

usually be identified by noting transmission operation in all gear
positions and comparing which internal units are applied in those
positions. See CLUTCH & BAND APPLICATION CHART.
3) This process of elimination can be used to detect any unit
which slips and to test proper operation of good units. Cause of
malfunction usually cannot be decided. Most conditions may be caused
by leaking hydraulic circuits or sticking valves. Unless an obvious
condition exists, transmission should never be disassembled until
hydraulic pressure tests have been performed.
CLUTCH & BAND APPLICATION CHART
Selector Lever Position Elements In Use (1)
"D"
1st Gear .................... B-2 Brake & One-Way Clutch
2nd Gear ......................... B-1 Brake & B-2 Brake
3rd Gear ........................ B-2 Brake & K-1 Clutch
4th Gear ....................... K-1 Clutch & K-2 Clutch
5th Gear ...... K-1 Clutch, K-2 Clutch & Overdrive Brake
"3"
1st Gear .................... B-2 Brake & One-Way Clutch
3rd Gear ........................ B-2 Brake & K-1 Clutch
"2"
1st Gear ... B-2 Brake, (2) K-2 Clutch & One-Way Clutch,
"R" ........... B-3 Brake, (2) K-2 Clutch & One-Way Clutch
"N" & "P" .................. All Clutches & Bands Released
(1) - Overdrive clutch and 2nd one-way clutch are also in

effect on 722.5 series transmissions.
(2) - Applied but not effective. K-2 clutch provides engine
braking in Reverse and manual low.
C220 SHIFT SPEEDS - SHIFT LEVER IN "D"
Application MPH
Full Throttle
1-2 Upshift ......................................... 27
2-3 Upshift ......................................... 48
3-4 Upshift ......................................... 80
4-3 Downshift ....................................... 67
3-2 Downshift ....................................... 29
2-1 Downshift ....................................... 10
Kickdown
1-2 Upshift ......................................... 30
2-3 Upshift ......................................... 53
3-4 Upshift ......................................... 83


4-3 Downshift ....................................... 75

3-2 Downshift ....................................... 45
2-1 Downshift ....................................... 17
C280 SHIFT SPEEDS - SHIFT LEVER IN "D"
Application MPH
Full Throttle
1-2 Upshift ......................................... 29
2-3 Upshift ......................................... 58
3-4 Upshift ......................................... 99
4-3 Downshift ....................................... 70
3-2 Downshift ....................................... 28
2-1 Downshift ....................................... 11
Kickdown
1-2 Upshift ......................................... 37
2-3 Upshift ......................................... 64
3-4 Upshift ........................................ 103
4-3 Downshift ....................................... 92
3-2 Downshift ....................................... 54
2-1 Downshift ....................................... 23
E300D SHIFT SPEEDS - SHIFT LEVER IN "D"
Application MPH
Full Throttle
1-2 Upshift ......................................... 26
2-3 Upshift ......................................... 48
3-4 Upshift ......................................... 81
4-3 Downshift ....................................... 50
3-2 Downshift ....................................... 26
2-1 Downshift ....................................... 15
Kickdown
1-2 Upshift ......................................... 29
2-3 Upshift ......................................... 51
3-4 Upshift ......................................... 82
4-3 Downshift ....................................... 72
3-2 Downshift ....................................... 41
2-1 Downshift ....................................... 23
E320 SHIFT SPEEDS - SHIFT LEVER IN "D"
Application MPH
Full Throttle
1-2 Upshift ......................................... 36
2-3 Upshift ......................................... 68


3-4 Upshift ........................................ 110

4-3 Downshift ....................................... 77
3-2 Downshift ....................................... 35
2-1 Downshift ....................................... 14
Kickdown
1-2 Upshift ......................................... 44
2-3 Upshift ......................................... 74
3-4 Upshift ........................................ 115
4-3 Downshift ...................................... 102
3-2 Downshift ....................................... 63
2-1 Downshift ....................................... 26
E420 SHIFT SPEEDS - SHIFT LEVER IN "D"
Application MPH
Full Throttle
1-2 Upshift ......................................... 42
2-3 Upshift ......................................... 78
3-4 Upshift ........................................ 125
4-3 Downshift ....................................... 91
3-2 Downshift ....................................... 35
2-1 Downshift ....................................... 19
Kickdown
1-2 Upshift ......................................... 49
2-3 Upshift ......................................... 85
3-4 Upshift ........................................ 131
4-3 Downshift ...................................... 118
3-2 Downshift ....................................... 69
2-1 Downshift ....................................... 35
S320 SHIFT SPEEDS - SHIFT LEVER IN "D"
Application (1) MPH
Full Throttle
1-2 Upshift ......................................... 30
2-3 Upshift ......................................... 56
3-4 Upshift ......................................... 89
4-5 Upshift ........................................ 136
Kickdown
1-2 Upshift ......................................... 35
2-3 Upshift ......................................... 61
3-4 Upshift ......................................... 94
4-5 Upshift ........................................ 136
(1) - Downshift speed specification for 722.5 series are not

available.


Application MPH
Full Throttle
1-2 Upshift ......................................... 23
2-3 Upshift ......................................... 47
3-4 Upshift ......................................... 75
4-3 Downshift ....................................... 53
3-2 Downshift ....................................... 29
2-1 Downshift ....................................... 13
Kickdown
1-2 Upshift ......................................... 30
2-3 Upshift ......................................... 52
3-4 Upshift ......................................... 80
4-3 Downshift ....................................... 72
3-2 Downshift ....................................... 45
2-1 Downshift ....................................... 19
Application MPH
Full Throttle
1-2 Upshift ......................................... 30
2-3 Upshift ......................................... 67
3-4 Upshift ........................................ 107
4-3 Downshift ....................................... 75
3-2 Downshift ....................................... 26
2-1 Downshift ....................................... 15
Kickdown
1-2 Upshift ......................................... 44
2-3 Upshift ......................................... 73
3-4 Upshift ........................................ 111
4-3 Downshift ...................................... 100
3-2 Downshift ....................................... 60
2-1 Downshift ....................................... 25
S500 & SL500 SHIFT SPEEDS - SHIFT LEVER IN "D"
Application MPH
Full Throttle
1-2 Upshift ......................................... 32
2-3 Upshift ......................................... 72
3-4 Upshift ........................................ 113
4-3 Downshift ....................................... 80
3-2 Downshift ....................................... 27
2-1 Downshift ....................................... 17
Kickdown


1-2 Upshift ......................................... 46

2-3 Upshift ......................................... 78
3-4 Upshift ........................................ 117
4-3 Downshift ...................................... 106
3-2 Downshift ....................................... 63
2-1 Downshift ....................................... 27
SL320 SHIFT SPEEDS - SHIFT LEVER IN "D"
Application (1) MPH
Full Throttle
1-2 Upshift ......................................... 27
2-3 Upshift ......................................... 51
3-4 Upshift ......................................... 81
4-5 Upshift ........................................ 123
Kickdown
1-2 Upshift ......................................... 32
2-3 Upshift ......................................... 55
3-4 Upshift ......................................... 86
4-5 Upshift ........................................ 123
(1) - Downshift speed specification for 722.5 series are not

available.
HYDRAULIC PRESSURE TEST
NOTE: Working pressure specification for 722.5 series transmission

is not available.
Preliminary Test
1) Before performing tests, check fluid level and condition,
throttle linkage, EGR system and neutral safety switch. Correct as
necessary. Connect pressure gauge to appropriate pressure port on
transmission. See Fig. 5.
2) Attach pressure gauge to inside mirror in such a manner
that it can be easily read from drivers seat. Run pressure hoses
through passenger window.
3) Ensure pressure hoses do not drag on pavement or contact
exhaust system. After test, run engine and check pressure ports for
leaks.
Modulating Pressure Test

1) Remove vacuum line and holder from vacuum control unit
(modulator). Place transmission in "D" position and drive vehicle on
road or on dynamometer at 31 MPH. Apply full throttle and maintain
speed at 31 MPH by lightly applying brakes.
2) Read resulting pressure on gauge attached to modulating
pressure port on transmission. Pressure should be as shown in
MODULATING PRESSURE table.


3) If necessary, adjust modulating pressure. Modulator

pressure port is next to vacuum control unit at 4 oclock position.
Disconnect vacuum hose and remove rubber cap from vacuum control unit.
Pull "T" handle out of locking slots to permit rotation. Turning "T"
handle one rotation in vacuum control unit results in pressure change
of about 6 psi (.422 kg/cm). Adjust to correct value. See MODULATING
PRESSURE table.
4) After adjusting pressure, push "T" handle back into
locking slots. Put rubber cap back on vacuum control unit. Connect
vacuum hose, and check modulating pressure.
Fig. 5: Locating Pressure Test Ports

MODULATING PRESSURE
Model (1) psi (kPa)
C220 .......................................... 53.7 (370)

C280 .......................................... 56.6 (390)
E300D ......................................... 47.1 (325)
E320 .......................................... 60.9 (420)
S350D ......................................... 44.9 (310)
E420 .......................................... 55.1 (380)
S320 .......................................... 58.0 (400)
S420 .......................................... 55.1 (380)
S500 .......................................... 58.0 (400)
SL320 ......................................... 58.0 (400)
(1) - Measure pressure in "D" position at 31 MPH.
NOTE: Modulating pressure must be measured and adjusted before


performing working pressure and governor pressure tests.
Working Pressure Test

1) Disconnect vacuum line from vacuum control unit
(modulator). Start and run engine at 1000 RPM while reading pressure.
Pressure should be as shown in WORKING PRESSURE table.
2) Working pressure is not adjustable. Measurement simply
provides information concerning operation of working pressure
regulator valve in valve housing.
WORKING PRESSURE
Model (1) psi (kPa)
C220, C280 & C36 ..................................... (2)

E300D ................................ 212-239 (1460-1660)
E320 ................................. 174-203 (1200-1400)
S350D ................................ 213-242 (1470-1670)
E420 & S420 .......................... 160-174 (1100-1200)
S320 & SL320 ......................................... (2)
S500 & SL500 ......................... 186-215 (1280-1480)
(1) - Measure pressure in "D" position with vehicle stationary.

(2) - Information not available.
Governor Pressure
Drive vehicle on road or on dynamometer at speeds indicated
in GOVERNOR PRESSURE table. Compare pressures noted on gauge with
pressures given in table.
NOTE: Governor pressure is a part of working pressure and is

controlled by governor assembly on output shaft. If values
are not within specifications, disassemble and clean
governor assembly.
GOVERNOR PRESSURE
psi (kPa) psi (kPa)

Model @ 19 MPH @ 56 MPH
C220, C280 & C36 ......... (1) ..................... (1)

E300D & S350D ......... 11.6 (80) ........... 37.7 (260)
E320 .................. 11.6 (80) ........... 37.7 (260)
E420 & S420 ........... 10.2 (70) ........... 30.5 (210)
S320 & SL320 ............. (1) ..................... (1)
S500 & SL500 .......... 8.7 (60) ............ 29.0 (200)
(1) - Information not available.
STALL TEST


Information not available.
ON-VEHICLE SERVICE
The following components may be removed from transmission

without removing transmission from vehicle: oil pan and gasket, valve
body, vacuum control unit, speedometer driven gear assembly, secondary
pump assembly, extension housing, pressure receiving piston,
modulating pressure housing and bimetallic spring, speedometer drive
gear, secondary pump eccentric, governor assembly, parking pawl and
parking linkage. For removal and installation procedures for these
components, see TRANSMISSION DISASSEMBLY and TRANSMISSION REASSEMBLY.
REMOVAL & INSTALLATION
See appropriate TRANSMISSION REMOVAL & INSTALLATION - A/T

article in TRANSMISSION SERVICING section.
TORQUE CONVERTER
NOTE: Torque converter is a sealed unit and cannot be disassembled

for service. If hub of converter is scored or if metallic
particles are found in transmission fluid, replace torque
converter.
TRANSMISSION DISASSEMBLY
722.3 & 722.4 SERIES
1) Remove control pressure cable sleeve by pressing tab

inward, turning cable counterclockwise 90 degrees, and pulling sleeve
upward. Detach selector lever cable by releasing locking device with a
screwdriver. Position transmission in holding fixture and mounting
plate with oil pan facing upward.
2) Remove oil pan and gasket. Remove oil filter and valve
body, noting length and location of valve body bolts. Remove leaf
spring and bracket. See Fig. 6. Remove lower cover, intermediate plate
and oil pipe assembly.
3) Remove one-way check valve, brake band B-3 guide, locating
pin, oil deflector, temperature (throttle) restrictor, and filler
piece (if equipped). Remove snap ring and brake band B-2 piston cover.
Remove brake band B-2 piston and thrust pin.
4) Attach assembly fixture to transmission housing. Compress
brake band B-1 piston cover and remove snap ring. Loosen assembly
fixture and remove brake band B-1 piston cover. Remove brake band B-1
piston, thrust pin and return springs. Remove brake band B-1 guide.


Fig. 6: Exploded View Of Transmission Case External Components

(722.3 & 722.4 Series)
5) Remove transmission overload protection switch or screw-on

plug for brake band B-1 thrust element and thrust pin. Remove gear
selector lever and starter lock-out switch. Remove vacuum control unit
(modulator) and retaining plate. Remove modulating pressure control
valve and heat expansion pin.
6) Remove kickdown solenoid. Remove output shaft nut. Remove

3-arm output flange and washer. See Fig. 7. Remove shift point retard
switchover valve and oil sump drain tube (if equipped). Remove
transmission rear cover.
7) Remove mechanical speedometer drive oil pipe (if
equipped). Remove parking lock gear, parking lock pawl, spring and
shim(s) from output shaft. Pull out plastic guide, roller, bolt and
oil pipe (if equipped).
8) Remove shaft (or bolt), linkage and detent plate assembly.
Remove snap ring and governor cover. Remove nut for axial retainer (if
equipped). See Fig. 42. Pivot axial retainer rearward and remove
governor assembly. Remove axial retainer, helical gear and snap ring.
Remove secondary pump, "O" ring and intermediate plate.
Fig. 7: Exploded View Of Transmission Rear Cover, Governor &

Secondary Pump Assemblies (722.3 & 722.4 Series)
9) Install 2 long bolts into threaded holes in front cover.

Tighten bolts to pull out cover. Remove bolts and front cover

assembly, noting location of Teflon rings. See Fig. 8. Hold planetary

gear set on input shaft and carefully remove assembly. Remove brake
band B-1 and clutch K-1. Remove compensating (spring) washer and brake
B-3 inner and outer plates.
10) Remove brake band B-2 damping spring, thrust pin, and
clutch K-2. See Fig. 8. Remove thrust washer from support flange.
Remove support flange, "O" ring and Teflon rings.
11) Compress brake band B-2 as much as possible and remove
snap ring. Remove brake band piston. Remove brake band B-2 thrust
element. Remove "O" rings, sealing rings, and aluminum sealing rings
from transmission housing.
Fig. 8: Exploded View Of Front Cover, Planetary Gear Set, Clutch

& Brake Band Assemblies (722.3 & 722.4 Series)
722.5 SERIES
1) Remove control pressure cable sleeve by pressing tab

inward, turning cable counterclockwise 90 degrees, and pulling sleeve
upward. Detach selector lever cable by releasing locking device with a
screwdriver. Remove shift point retard switchover valve from

transmission.
2) Position transmission in holding fixture and mounting
plate with oil pan facing upward. Remove oil pan and gasket. Remove
oil filter and valve body, noting length and location of valve body
bolts. Remove leaf spring and bracket. See Fig. 9. Remove lower cover,
intermediate plate and oil pipe assembly.
3) Remove vacuum modulator valve securing bracket bolts and
vacuum modulator valve. See Fig. 10. Remove starter lock-out switch.
Remove secondary pump and transmission vent. Install 2 long bolts into
threaded holes in front cover. Tighten bolts to pull out cover. Remove
bolts and front cover assembly.
4) Engage parking lock mechanism and remove output shaft nut.
Remove 3-arm flange from output shaft. Remove locking ring, governor
cover, and governor assembly. Attach assembly fixture to transmission
housing. Remove rear cover.
Fig. 9: Exploded View Of Transmission Case External Components

(722.5 Series)


Fig. 10: Exploded View Of Transmission Rear Cover, Governor &

Secondary Pump Assemblies (722.5 Series)
CAUTION: Do not face torque converter housing downwards while

removing overdrive brake and overdrive clutch. Components
will fall out causing damage to components.
5) Remove spring and parking lock pawl. See Fig. 11. Remove
plastic parking lock pawl guide and detent assembly. Remove electrical
connector for kick-down solenoid valve. Remove snap ring and output
shaft with planetary gear set. Remove 2nd one-way clutch and overdrive
clutch assemblies.
6) Remove snap ring securing overdrive brake assembly. Remove
friction and steel plates. Remove overdrive brake piston and damper
spring. Remove overload switch (or bolt if not equipped with overload
switch) and remove brake band thrust pin.
7) Compress brake band B-1 piston cover and remove snap ring.
See Fig. 12. Loosen assembly fixture and remove brake band B-1 piston
cover. Remove brake band B-1 piston and return springs. Remove brake
band B-1 guide. Remove input shaft with brake band B-1, clutch K-1 and
brake B-1 assembly attached.
8) Remove damper spring. Compress brake band B-2 as much as
possible and remove snap ring. Remove brake band piston. Remove brake
band B-2 thrust element. Remove "O" rings, sealing rings, and aluminum
sealing rings from transmission housing.
9) Remove clutch K-2 and brake band B-2 from transmission
housing. Remove plastic ring guide and seal. Remove thrust washers
from support flange. Remove securing bolts and support flange.

Fig. 11: Exploded View Of Overdrive Clutch & Brake Band

Assemblies (722.5 Series)
Fig. 12: Exploded View Of Overdrive Brake & 2nd One-Way Clutch
(722.5 Series)

COMPONENT DISASSEMBLY & REASSEMBLY
VALVE BODY
Disassembly
1) Remove 2 screws at arrows, plate check valve and strainer.
See Fig. 13. Hold damper housing and valve body together and turn
over. Carefully remove damper housing and intermediate plate from
valve body. Note direction and location of retainers, springs and
check valves.
2) Remove check balls from valve body, noting number (18 or
19), type, size and location for reassembly reference. See Fig. 14.
Remove side covers, control valves, pistons and springs. See Figs. 15
and 16.
Fig. 13: Assembled View Of Valve Body & Damper Housing



Fig. 14: Exploded View Of Valve Body (Check Ball & Check Valve
Locations)
Inspection
1) Wash all parts in clean solvent and blow dry with
compressed air. Closely inspect valve body and pick-up housing
passages for obstructions or defects.
2) Inspect intermediate plate for damage. Inspect check balls
for damage. If internal valve body problems are found or suspected,
valve body must be replaced as an assembly.
Reassembly
To reassemble valve body, reverse order of disassembly. Check
ball rests on a conical spring. See Fig. 14. Tighten valve body screws
at arrows so damper housing and valve body may be shifted in relation
to each other. Rotating full throttle pressure adjustment screw
clockwise produces earlier full throttle or kickdown upshifts;
counterclockwise rotation of screw delays upshifts. See Fig. 14.


Fig. 15: Exploded View Of Valve Body

Fig. 16: Exploded View Of Damper Housing



LOWER COVER
NOTE: If installed, note location of temperature restrictor,

deflector piece, and locating pin after removing lower cover
and intermediate plate. An auxiliary restrictor may also be
installed.
Disassembly
1) Remove valve body and oil filter (if installed). Remove
leaf spring and bracket. See Figs. 17 and 18. Remove lower cover,
intermediate plate and oil pipe as an assembly.
2) Press injector tabs inward and remove injector. Pull out
oil tube. Remove cover plate and intermediate plate. Remove gasket
from intermediate plate. Remove "E" ring, plug, spring and secondary
pump shift valve. Remove "E" clip, bushing, spring, pin and shutoff
valve.
Inspection
Ensure cover and intermediate plates are not plugged or
distorted. Inspect secondary pump shift valve, shutoff valve and
springs for damage.
Reassembly
To reassemble lower cover, reverse order of disassembly.
Ensure locating pin for detent spring bracket is correctly inserted.
Ensure temperature restrictor, deflector piece, locating pin and
auxiliary restrictor are properly installed.
Fig. 17: Exploded View Of Lower Cover (722.3 & 722.4 Series)


Fig. 18: Exploded View Of Lower Cover (722.5 Series)

REAR COVER
Disassembly & Reassembly

1) Pry out rear cover seal. Remove snap ring and press out
bearing. Using drift pin, drive speedometer gear and shaft from rear
cover. Screw 12-mm bolt into radial seal ring. Using a plastic hammer,
apply light blows to bolt to remove radial seal ring. Remove oil
accumulator from rear cover.
2) To reassemble, reverse disassembly procedure. Using a .
004" (.10 mm) feeler gauge, measure clearance between snap ring and
bearing. There should be no play between snap ring and bearing.
3) Snap ring is available in thicknesses of .079-.090" (2.00-
2.30 mm) in increments of .004" (.10 mm). When inserting replacement
snap ring, ensure it is correctly seated in groove. If snap ring
cannot be inserted, use a thinner snap ring.
SECONDARY PUMP
Disassembly
Remove gears from pump housing. See Fig. 19. Remove shutoff
piston cover retaining ring and cover. Remove shutoff piston,
compression spring and spring retainer from pump housing.
Inspection
Check gears and pump housing for damage or unusual wear.
Check compression spring for distortion. Check shutoff piston and
Teflon ring for damage, and replace as necessary.
Reassembly
Install "O" ring in pump housing. Install Teflon ring on
shutoff piston. Install shutoff piston into pump housing. Install
compression spring and spring retainer into shutoff piston. Install
piston cover and piston cover retaining ring. Lubricate gears and
place in pump housing.


Fig. 19: Exploded View Of Secondary Pump

PRIMARY PUMP
Disassembly
1) Remove 2 Teflon seals from stator shaft. Using appropriate
spring compressor, compress spring retainer and remove snap ring.
Remove spring retainer and springs for brake B-3 piston.
2) Remove brake B-3 piston. Remove pump housing bolts and
lift primary pump from transmission front cover. Remove gears from
pump housing. See Fig. 20.
Inspection
Check bearing for scoring or damage. Check seal for damage.
Check "O" ring for correct installation in groove. Check pump gears
for scoring or damage.
Reassembly
1) Lubricate and install gears into pump housing. Ensure
chamfered edge of driven gear faces down in pump housing. See Fig. 21.
2) Install intermediate plate on primary pump assembly.
Install primary pump housing onto pump cover, being careful not to
damage bearing on stator shaft. Install primary pump bolts.
3) Install sealing rings on brake B-3 piston, with lip of
sealing rings facing downward. Place Insertion Sleeve (126589041400)
on pump cover. Lubricate sealing rings. Install piston over insertion
sleeve with pin on piston lining up with bore in pump cover. Carefully
install brake B-3 piston. See Fig. 20.
4) Install springs and spring retainer. Slide snap ring over


insertion sleeve. Hold snap ring at bottom of sleeve and remove

sleeve. Using appropriate spring compressor, compress spring retainer
and install snap ring. Ensure snap ring seats in groove. Install
Teflon seals on stator shaft.
Fig. 20: Exploded View Of Primary Pump

Fig. 21: Installing Primary Pump Driven Gear

PLANETARY GEAR SET
Disassembly
1) Position assembly fixture with plate facing upward. Place
planetary gear set on assembly fixture with input shaft pointing
upward. Remove lubrication thrust ring(s). See Fig. 22. Remove snap
ring retaining front planetary gear set. Lift front planetary gear set
off input shaft.
2) Remove axial bearing and input shaft. Remove radial
bearing and axial bearing. Remove output shaft. Remove axial bearing
and sun gear. See Fig. 22. Remove snap ring retaining clutch K-2 in
plate carrier.
3) Remove inner plate carrier with one-way clutch from

connecting carrier. Remove support disc, compensating ring and "O"

ring from one-way clutch. Rotate inner race of one-way clutch in
counterclockwise direction and pull out inner race. Remove one-way
clutch and rollers.
Inspection
Check bearing surfaces and bearing races for scoring or
damage. Check one-way clutch roller bearings for scoring, roundness
and wear. If one-way clutch rollers are damaged, replace one-way
clutch as an assembly. Lubricate bearings with ATF during assembly.
Fig. 22: Exploded View Of Planetary Gear Set

Reassembly
1) To reassemble planetary gear set, reverse order of
disassembly. Install one-way clutch outer race on inner plate carrier
and insert roller cage. Press rollers against compression springs and
insert retainer plates with rounded edge pointing outward. See
Fig. 23.
2) Install one-way clutch inner race while rotating
counterclockwise. Pull out retainer plates. Install compensating ring.
Install support disc so pin enters bore of one-way clutch outer race.
See Fig. 24.
3) Install compensating ring into connecting carrier. Hold
one-way clutch together and place assembly into connecting carrier.
Install snap ring and push into groove with screwdriver.
4) With one-way clutch "O" ring removed, check clearance
between one-way clutch and connecting carrier. See Fig. 25. Clearance
should be .002-.008" (.05-.20 mm). If clearance is incorrect, add or
remove compensating shim(s) until clearance is within specifications.
If clearance is correct, install one-way clutch "O" ring.

5) Insert sun gear into one-way clutch assembly. One-way

clutch should lock when sun gear is rotated in clockwise direction.
Install axial bearing on sun gear. Place one-way clutch on assembly
fixture and install output shaft. Install axial and radial bearings on
output shaft.
6) Install input shaft and axial bearing. Install front
planetary gear set and secure by pushing snap ring into groove.
Install lubrication thrust ring(s) into groove. Remove planetary gear
set from assembly fixture.
Fig. 23: Installing One-Way Clutch Rollers

Fig. 24: Installing One-Way Clutch Support Disc



Fig. 25: Measuring One-Way Clutch Clearance

CLUTCH K-1
Disassembly
1) Remove snap ring retaining clutch pack in plate carrier.
Remove clutch pack and spring washer. Install appropriate spring
compressor on spring retainer and compress until snap ring is exposed.
Remove snap ring.
2) Release pressure from spring compressor and remove. Remove
spring retainer and compression springs. Remove piston from plate
carrier. See Fig. 26. Remove snap ring, piston guide and "O" ring (if
equipped).
Reassembly
1) Install NEW sealing rings on piston with lip of sealing
rings pointing toward flat surface of piston. Place Installation
Sleeves (126589021400 and 126589031400) on plate carrier.
2) Lubricate installation sleeves and sealing rings with ATF.
Install piston into plate carrier. Ensure piston is centered in
carrier. Remove installation sleeves.
3) Install compression springs into piston. Install spring
retainer. Ensure each compression spring is centered by a guide pin.
Install spring compressor and compress springs. Install snap ring and
release compressor. Ensure snap ring is properly seated in groove.
Remove spring compressor.
4) Soak inner clutch plates in ATF for at least one hour.
Install clutch plates in plate carrier. See Fig. 28. Install snap
ring. Ensure snap ring is fully seated in groove.
5) With a screwdriver on top outer plate, force snap ring
upward along entire circumference of plate carrier. Check clutch pack
end play between top outer plate and snap ring.
6) End play should be .028-.051" (.70-1.30 mm). If necessary,
adjust end play by changing snap ring. If correct clearance cannot be


obtained by changing snap ring, change thickness of outer

clutchplate(s).
Fig. 26: Exploded View Of K-1 Clutch

Fig. 27: Installing K-1 Clutch Pack



CLUTCH K-2
Disassembly
1) Remove snap ring retaining clutch pack in plate carrier.
Tilt plate carrier and remove clutch pack. Install appropriate spring
compressor on spring retainer and compress until snap ring is exposed.
2) Remove snap ring. Release pressure from spring compressor
and remove. Remove spring retainer and compression springs. Remove
piston from plate carrier. See Fig. 28.
Reassembly
1) Install NEW sealing rings on piston with lip of sealing
rings pointing downward (away from piston flange). On 722.3 Series
transmissions, place Installation Sleeve (126589021400) on center hub
of plate carrier. On 722.4 and 722.5 Series transmissions, place
Installation Sleeve (140589001400) on center hub of plate carrier.
2) On all models, lubricate installation sleeve (if used) and
clutch piston sealing rings with ATF. Carefully place clutch piston
over installation sleeve and slide piston onto plate carrier. Ensure
piston is centered in carrier. Remove installation sleeve.
3) Install compression springs on clutch piston. Install
spring retainer with spring centered by guide pin. Install spring
compressor on spring retainer. Compress spring retainer and install
snap ring. Ensure snap ring is fully seated in groove.
4) Remove compressor. Soak inner clutch plates in ATF for at
least one hour. Install clutch plates in plate carrier. See Fig. 29.
Install snap ring. Ensure snap ring is fully seated in groove.
5) With a screwdriver against top outer plate, force snap
ring upward along entire circumference of plate carrier. Using a
feeler gauge, check clutch pack end play between top outer plate and
snap ring.
6) End play should be .028-.051" (.70-1.30 mm). If necessary,
adjust end play by changing snap ring. If correct clearance cannot be
obtained by changing snap ring, change thickness of outer
clutchplate(s).
Fig. 28: Exploded View Of K-2 Clutch



Fig. 29: Installing K-2 Clutch Pack

2ND ONE-WAY CLUTCH
Disassembly
Remove snap ring and one-way clutch from clutch hub. See
Fig. 30. Remove inner snap ring, support disc and "O" ring. Separate
inner race from roller cage and remove roller cage.
Inspection
Check all components for wear or damage and replace as
necessary.
Reassembly
To reassemble, reverse disassembly procedure. Ensure rollers
do not fall out of cage assembly during reassembly. Install inner race
into roller cage. Using a plate approximately 2 3/16" (55 mm) square,
turn roller cage while pressing down on outer race assembly. An
additional person may be required to assemble. Ensure "O" ring seats
correctly in groove.


Fig. 30: Exploded View Of 2nd One-Way Clutch

OVERDRIVE CLUTCH
Disassembly
1) Remove snap ring and clutch plates from plate carrier. See
Fig. 31. Remove spring washer and install spring compressor. Compress
spring plate enough to remove snap ring.
2) Remove spring compressor and spring plate. Remove pressure
springs, sealing rings and piston.
Inspection
Check sealing rings for wear and replace if necessary.
Lubricate sealing rings with ATF before reassembly.
Reassembly
1) Place Installation Sleeve (129589001400) on plate carrier
and install inner sealing ring ensuring outer lip points downward.
Install piston and remove installation sleeve. Install pressure
springs.

2) Place installation sleeve on plate carrier and install

outer seal ring on to spring plate. Install spring plate and place
snap ring on spring plate. Remove installation sleeve. Install spring
compressor and compress spring plate. Insert snap ring into groove
securing spring plate.
3) Remove spring compressor and install clutch plates. See
Fig. 32. Install snap ring. Using a feeler gauge, check clutch pack
end play between top outer plate and snap ring. End play should be .
059-.083" (1.5-2.1 mm). If necessary, adjust end play by changing snap
ring. Snap ring thicknesses are available from .079-.138" (2.0-3.5 mm)
in .020" (.5 mm) increments. If correct clearance cannot be obtained
by changing snap ring, change thickness of outer clutch plate.
Fig. 31: Exploded View Of Overdrive Clutch Assembly



Fig. 32: Installing Overdrive Clutch Plates

TRANSMISSION REASSEMBLY
NOTE: During reassembly, lubricate bearing and valve body sliding

surfaces with ATF. Soak new brake bands and clutch inner
plates in ATF for at least one hour prior to installation.
1) Place transmission case in holding fixture. Install guide

ring and sealing ring in transmission housing. Sealing lip should face
direction of brake band piston cover. Install "O" ring and radial
sealing ring into selector lever shaft bores.
2) Install screw-on plug and aluminum sealing ring. Install
"O" ring in support flange bore of transmission case. Install Teflon
rings on clutch K-2 support flange. Install support flange and tighten
bolts to specifications. See TORQUE SPECIFICATIONS.
NOTE: With brake band B-2 thrust element removed, the bore and tab
on thrust element must align. With thrust element installed,
one spring winding must be visible through the bore for
lower cover oil pipe.
3) Install brake band B-2 thrust element with tab in upward

direction. Install thrust washer on support flange so that tab engages
housing. Ensure Teflon rings on support flange are still in their
grooves.
4) Compress brake band B-2 by support tabs as much as
possible and install. Brake band may be held in place with a snap
ring. Install clutch K-2 on planetary gear set. While rotating input
shaft, install planetary gear set assembly into case.
5) Place transmission in a vertical position with input shaft

pointing upward. Ensure planetary gear set is properly installed.

Planetary gear set is properly installed when upper edge of connecting
carrier is lower than supporting surface of brake B-3 outside plate.
Install damping spring.
6) Install brake B-3 clutch plates and compensating (spring)
washer. See Fig. 33. Place Parallel Bar (126589043100) on machined
surface of transmission case. Place top of depth gauge on bar and tip
of depth gauge on compensating (spring) washer. See Fig. 34. Measure
and record distance.
7) Install gasket on front cover. Place parallel bar on top
of brakeB-3 piston. Place top of depth gauge on parallel bar and tip
of depth gauge on gasket. See Fig. 35. Measure and record distance.
8) Difference between clutch pack depth measurement and
piston height measurement is brake B-3 release clearance. Clearance
should be .059-.079" (1.50-2.00 mm). Adjust clearance by changing
thickness of brake B-3 outside plate(s).
Fig. 33: Installing Brake B-3 Clutch Pack

Fig. 34: Measuring Brake B-3 Clutch Pack Depth


Fig. 35: Measuring Brake B-3 Piston Height

9) Coat groove(s) in input shaft with grease and install

lubrication thrust ring(s). Diagonal cut on ring(s) must be held
closed by grease. Install clutch K-1 while rotating it, so that
splines engage. Engage lock assembly on brake band B-1. Install brake
band B-1 with pin of lock assembly facing toward brake band B-1 thrust
element.
10) Install thrust pin and "O" rings into B-1 thrust element.
Install thrust element and plug or overload protection switch into
transmission case. Install brake band B-1 guide into transmission case
bore. Ensure locating lugs engage in housing.
11) On 722.3 and 722.4 Series transmissions, install gasket
on front cover. Place parallel bar on clutch K-1 support flange. Place
top of depth gauge on bar and tip of depth gauge on front cover
gasket. Measure and record distance.
12) Place parallel bar on machined surface of transmission
case. Place top of depth gauge on bar and tip of depth gauge on clutch
K-1 surface. See Fig. 36. Measure and record distance.
13) Hold shim, thrust washer, and bearing together. Using a
vernier caliper, measure and record thickness of bearing assembly. See
Fig. 36. Clutch K-1 depth and thickness of bearing assembly subtracted
from clutch K-1 support flange height equals clutch K-1 axial play.
See CLUTCH K-1 AXIAL PLAY table. Adjust axial play by replacing shim.
Shims are available in thicknesses of .004", .008" and .020" (0.1 mm,
0.2 mm and 0.5 mm).
CLUTCH K-1 AXIAL PLAY
Application Inches (mm)
722.3 Series
Rear Cover Removed ................ .031-.047 (.80-1.20)


Rear Cover Installed ............... .016-.024 (.40-.60)

722.4 Series
Rear Cover Removed ................ .024-.039 (.60-1.00)
Rear Cover Installed ............... .012-.020 (.30-.50)
Fig. 36: Measuring Clutch K-1 Axial Play (722.3 & 722.4 Series)
14) On 722.3 or 722.4 Series transmissions, go to step 22).

On 722.5 Series transmissions, ensure lubricating nozzle is installed
and install thrust bearing. Lubricate overdrive brake piston "O" rings
with ATF and press piston into transmission case. Install Teflon rings
until seated into grooves. Install wave spring and overdrive brake
piston snap ring.
15) Install overdrive brake clutch plates and snap ring.
Using feeler gauge, measure overdrive brake clutch plate clearance
between top plate and snap ring. See Fig. 37. Clearance should be .

020-.043" (0.5-1.1 mm). Replace snap ring to obtain proper clearance.

16) Place overdrive clutch assembly inside overdrive brake
clutch plates. Install overdrive brake hub and sun gear. Install
planet carrier gear with thrust bearing in place. Ensure thrust
bearing does not move. Install original shims onto thrust bearing.
17) Using depth gauge, measure distance between output shaft
thrust bearing race and inner thrust bearing race. See Fig. 38.
Measure depth between shims and thrust bearing. See Fig. 39. Using
following formula determine shim thickness for correct axial play:
Shim Thickness = "A" - "B" .004" (.100 mm)
"A" = Ouput shaft depth measurement.

"B" = Thrust bearing to shim measurement.
.004" (.100 mm) = Standard axial play.
Fig. 37: Measuring Overdrive Brake Clutch Clearance



Fig. 38: Measuring Output Shaft Inner Thrust Bearing Race Depth
Fig. 39: Measuring Intermediate Shaft Thrust Bearing Height

18) Remove original shims and install shim(s) required to

obtain standard axial play. Install output shaft and secure with snap


ring. Install measuring disc and using depth gauge, measure between
thrust bearing race inside rear cover and measuring disc. See Fig. 40.
19) Mount measuring disc and 3-arm flange onto intermediate
shaft. Install plastic guide, parking lock pawl and spring. Engage
parking lock pawl. Install flange nut and torque to 74 ft. lbs. (100
N.m). Install rear cover gasket onto transmission case. Using depth
gauge, measure between gasket surface and measuring disc. See Fig. 41.
20) Use following formula to determine shim thickness for
correct axial play between rear cover and output shaft:
Shim Thickness = "A" - "B" .016" (.400 mm)
"A" = Rear cover thrust bearing depth measurement.

"B" = Output shaft height measurement.
.016" (.400 mm) = Standard axial play.
Fig. 40: Measuring Rear Cover Inner Thrust Bearing Race Depth


Fig. 41: Measuring Output Shaft Height

21) Remove flange nut, 3-arm flange and measuring disc.

Replace shim with shim(s) required to obtain standard axial play.
Install electrical plug for solenoid valves. Install rear cover, 3-arm
flange and torque all bolts to specifications. See TORQUE
SPECIFICATIONS.
22) On all transmissions, coat Teflon rings on front cover
with grease. Diagonal cut on rings must be held closed by grease. If
necessary, remove rings and shape to a smaller diameter. Install front
cover and gasket. Coat front cover bolt with non-hardening sealant and
install.
23) Rotate transmission so output shaft is pointing upward.
Install snap ring on groove of output shaft. Install helical gear on
output shaft (722.3 Series transmissions only). Install governor axial
retainer. Install "O" ring and governor. Swivel axial retainer (if
equipped) toward governor so it will enter groove of governor shaft.
Install governor cover and snap ring. Pull cover out so it rests on
snap ring.
24) Install intermediate plate, "O" ring, and secondary pump.
See Fig. 7. Ensure governor axial retainer is properly seated and
install nut. See Fig. 42. Install oil pipe and bolt (if equipped).
25) Install detent plate, linkage and shaft (or bolt). Mount
roller on linkage and install plastic guide over roller. On 722.3 and
722.4 Series transmissions, install shim(s) on helical gear. Mount
parking lock pawl, insert spring, and attach spring to pawl. Install
parking lock gear.


Fig. 42: Installing Axial Retainer Nut

NOTE: On 722.3 Series transmissions, use steps 26) through 28) to

adjust output shaft end play. On 722.4 Series transmissions,
use steps 29) and 30) to adjust output shaft end play.
26) On 722.3 Series transmissions, install Measuring Sleeve

(126589061400) over output shaft. Tighten output shaft nut to 74 ft.
lbs. (100 N.m), engaging parking lock pawl to keep assembly from
turning. Install rear cover gasket.
27) Place parallel bar across rear cover gasket surface.
Measure from top of parallel bar to flange of measuring sleeve. See
Fig. 43. Add .59" (15.0 mm) to measurement to compensate for parallel
bar height and lip of measuring sleeve. Record measurement.
28) Assemble rear cover. Measure distance from rear cover
sealing surface to inner race of radial bearing. Subtract this
measurement from measurement made in step 27) to obtain output shaft
end play. End play should be .011-.020" (.30-.50 mm). Adjust end play
by adding or removing shims under parking lock pawl.


Fig. 43: Measuring Output Shaft End Play (722.3 Series)

29) On 722.4 Series transmissions, place Measuring Disc

(129589062300) on rear cover surface. See Fig. 44. Measure and record
distance between measuring disc and ball bearing inner race. Install
measuring disc and output shaft flange over output shaft. Tighten
output shaft nut to 74 ft. lbs. (100 N.m), engaging parking lock pawl

to keep assembly from turning.

30) Install rear cover gasket. Measure and record distance
between measuring disc and rear cover gasket. Difference between
measurements is equal to output shaft end play. End play should be .
008-.016" (.20-.40 mm). Adjust end play by adding or removing shims
under parking lock pawl. Install helical gear on output shaft.
31) On all transmissions, install mechanical speedometer oil
pipe (if equipped). Install rear cover and washer on output shaft.
Install "O" ring in output flange. Install output flange and tighten
output shaft nut to specification. See TORQUE SPECIFICATIONS. Using a
drift, stake collar of output shaft nut into groove of output shaft.
32) Install kickdown solenoid. Install modulating pressure
control valve and thrust pin. Install vacuum control unit (modulator)
and retaining plate. Install starter lock-out switch, but DO NOT
tighten screws at this time.
NOTE: Some models may have a modified vacuum modulator (identified

by its plastic cover). If a customer complains of harsh
upshifts, it is possible to reduce modulator pressure by 2.9
psi (.2 bar) by turning modulator cover counterclockwise all
the way to end stop.
Fig. 44: Measuring Output Shaft End Play (722.4 Series)



33) On 722.3 Series transmissions, install sealing ring on

brake band B-1 piston, with lip pointing away from pin. Using assembly
fixture, compress brake band B-1 piston, outer return spring and
measuring plate. Install snap ring and remove assembly fixture. Turn
measuring plate bolt by hand until resistance is felt.
34) Turn measuring plate bolt with INCH-lb. torque wrench,
and count number of turns required to tighten bolt to 9 INCH lbs. (1
N.m). With 9 INCH lbs. (1 N.m) torque, brake band travel should be .
07-.08" (1.8-2.0 mm). Adjust brake band clearance by adding or
removing shim(s) underneath thrust pin.
NOTE: Measuring plate and screw have a 1-mm thread pitch, one turn
on screw equals 1 mm of travel. For brake band pistons with
removable thrust pin, use a bolt without measuring tip.
35) On 722.4 Series transmissions, install sealing ring on

brake band B-1 piston, with lip pointing away from pin. Using assembly
fixture, compress brake band B-1 piston, both inner and outer return
springs and measuring plate. Install snap ring and remove assembly
fixture. Turn measuring plate bolt by hand until resistance is felt.
36) Turn measuring plate bolt with INCH-lb. torque wrench,
and count number of turns required to tighten bolt to 9 INCH lbs. (1
N.m). With 9 INCH lbs. (1 N.m) torque, brake band travel should be .
07-.09" (1.8-2.4 mm) Adjust brake band clearance by adding or removing
shim(s) underneath thrust pin, or install a brake band piston having a
longer or shorter thrust pin.
37) Install assembly fixture and remove brake band B-1 piston
and measuring plate. Install brake band B-1 piston, return springs,
shim(s), thrust pin and piston cover. Install snap ring and remove
assembly fixture.
38) Install thrust pin thrust element into brake band B-2
piston with large diameter toward brake band B-2. Install sealing ring
and thrust pin on piston. Install piston in transmission, ensuring
thrust pin engages brake band.
39) Install brake band B-2 piston cover and snap ring. Push
brake band support lug in direction of brake band piston until piston
rests against piston cover. See Fig. 45. Using vernier caliper,
measure and record distance between support lug and brake band end.


Fig. 45: Measuring Brake Band B-2 Free Play

40) On 722.3 and 722.4 Series transmissions, push brake band

support lug toward thrust element. Measure and record distance between
support lug and brake band end. Brake band B-2 clearance should be .
216-.220" (5.5-5.6 mm). Adjust clearance by changing thrust pin.
Thrust pin is available in lengths of 1.85-1.95" (47.2-49.6 mm) in
increments of .030" (.8 mm).
41) On all transmissions, insert brake band B-2 guide, one-
way check valve, locating pin, temperature (throttle) restrictor, oil
deflector, and filler piece (if equipped). Assemble lower cover and
intermediate plate.
42) Install lower cover and intermediate plate, ensuring oil
pipe is positioned in bore. Center intermediate plate by means of 2
corner screws. Install and tighten remaining screws. Install leaf
spring with bracket and tighten bolt.


43) Install range selector lever, bolt and nut. Move range
selector lever into Neutral and insert a .160" (4.0 mm) adjustment pin
through range selector lever and into bore of starter lock-out switch.
Tighten starter lock-out switch screws. Remove adjustment pin.
44) Install valve body, ensuring range selector valve engages
detent plate. Install and tighten valve body bolts. Install oil filter
and attaching bolts. Install oil pan with NEW gasket.
45) With selector lever in "N" position, check clearance
between detent piston and stop on shift linkage. Adjust clearance to .
016-.039" (.40-1.0 mm) by means of plastic clip. Plastic clip is
available in 2 thicknesses.
46) Check "O" ring on control pressure cable and replace (if
necessary). Engage control pressure cable in connecting rod. Insert
limiting rod into transmission housing and insert control pressure
cable. Turn cable clockwise until it locks into place. Press sleeve of
control pressure cable into housing. Turn sleeve clockwise until tab
engages housing.
TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Brake Band B-1 Thrust Element Plug ............... 52 (70)

Converter Drain Plug ............................. 10 (13)
Converter-To-Drive Plate Bolt .................... 31 (42)
Drive Shaft Clamping Nut ......................... 22 (30)
Front Cover-To-Case Bolts ........................ 10 (13)
Kickdown Solenoid ................................ 15 (20)
Oil Drain Plug ................................... 10 (13)
Pressure Test Port Plug .......................... 10 (13)
Primary Pump-To-Front Cover Bolts ................ 15 (20)
Rear Cover Bolts ................................. 10 (13)
Transmission-To-Engine
M10 Bolts ...................................... 41 (55)
M12 Bolts ...................................... 48 (65)
3-Arm Output Flange Nut ......................... 89 (120)
INCH Lbs. (N.m)
Axial Retainer Nut ................................ 71 (8)

Clutch K-2 Support Flange Bolts .................. 97 (11)
Detent Plate Bolt ................................. 71 (8)
Intermediate Plate Bolts .......................... 71 (8)
Leaf Spring Bracket Bolt .......................... 71 (8)
Lower Cover-To-Case Bolts ......................... 71 (8)
Oil Filter-To-Valve Body Bolts .................... 35 (4)
Oil Pan Bolts ..................................... 71 (8)
Oil Pipe Bolt ..................................... 71 (8)
Range Selector Lever Nut .......................... 71 (8)
Secondary Pump Bolts .............................. 71 (8)

Starter Lock-Out Switch Screw ..................... 71 (8)

Vacuum Unit (Modulator) Bolts ..................... 71 (8)
Valve Body-To-Case Bolts .......................... 71 (8)
WIRING DIAGRAMS
Fig. 46: Transmission Wiring Diagram (1995-96 S320)


Fig. 47: Transmission Wiring Diagram (1995-96 SL320)


Fig. 48: Transmission Wiring Diagram (1995 S350D)
Fig. 49: Transmission Wiring Diagram (1995 SL500 & SL600)


END OF ARTICLE
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AUTO TRANS DIAGNOSIS - 722 SERIES

Copyright 1998 Mitchell Repair Information Company, LLC

APPLICATION & LABOR TIMES

APPLICATION & LABOR TIMES

Year/Vehicle Labor Times Transmission

(1) - Removal and installation of transmission from vehicle

Identification code is stamped on identification plate on

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Transmissions are fully automatic 4 or 5-speed consisting of

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Fig. 1: Transmission Component ID (722.3 & 722.4 Series

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Copyright 1998 Mitchell Repair Information Company, LLC

Fig. 2: Transmission Component ID (722.5 Series Transmission)

Valve body receives inputs from selector lever position, mode

PRIMARY & SECONDARY PUMP

Copyright 1998 Mitchell Repair Information Company, LLC

rear section of the transmission. If needed, secondary pump is driven

Working pressure circuit consists of working pressure control

* Reduced Operating Pressure

Principal task of hydraulic circuits is to control working

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Copyright 1998 Mitchell Repair Information Company, LLC

TRANSMISSION SHIFT POINT DELAY

The 2nd to 3rd gear upshift on some models is delayed 60-80

Fig. 3: Identifying Transmission Shift Point Delay Components

LUBRICATION & ADJUSTMENTS

NOTE: See appropriate TRANSMISSION SERVICING - A/T article in

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Copyright 1998 Mitchell Repair Information Company, LLC

TRANSMISSION SLIPS IN ALL GEARS

Incorrect modulating pressure. Modulating pressure control

Transmission Slips When Starting Off In 1st Or 2nd (Reverse

Transmission Slips In 2nd Gear Or Shifts From 1st To 3rd Gear

Transmission Slips During 2-3 Upshift Or Slips Initially,

TRANSMISSION SLIPS DURING 3-4 UPSHIFT

Check and adjust modulating pressure. Governor damaged or

INTERMITTENT NO 5TH GEAR

Check loose connections at throttle valve switch. Check for

NO 5TH GEAR OR TRANSMISSION SHIFTS TO 5TH UNDER LOAD

Check and repair vacuum line between intake manifold and

NO POSITIVE ENGAGEMENT IN REVERSE

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Copyright 1998 Mitchell Repair Information Company, LLC

Check plates and sealing rings on brake B-3 piston. Replace

HARSH ENGAGEMENT WHEN SHIFTING GEARS

Incorrect working pressure. Check and adjust modulating

HARSH ENGAGEMENT WHEN SELECTING "D" OR "R"

Idle speed too high. Check pressure receiving (pick-up)

NOTE: Pressure pick-up requires a running period of approximately

HARSHNESS ON 4-3 DOWNSHIFT

Sealing ring on release end of band B-2 worn or damaged. Band

CHATTER DURING UPSHIFT

Valve body malfunction. Check and repair or replace valve

WILL NOT UPSHIFT

Incorrect governor pressure. Defective governor assembly.

UPSHIFTS AT HIGHER SPEEDS THAN SPECIFIED

Check pressure control cable engagement, condition and