Technical Bulletin # 1259

Transmission: 722.6
Subject: Introduction
Application: Mercedes, Chrysler
Issue Date: June, 2009

722.6
Introduction
288 MERCEDES

722.6/NAG 1
In 1997, Mercedes installed in the E-class its electronically-controlled model 722.6 5-speed auto-
matic transmission that first saw duty in 1996 in the V8-powered W140 S-class models. The 722.6
transmission is now used in a number of Daimler-Chrysler vehicles.

Vehicle Identification

Copyright © 2009 ATRA. All Rights Reserved. JR> Page 1 of 11

Transmission Ranges and Operation
Technical Bulletin # 1259

“Touch” Shifter Transmission Ranges

Shift Gear Description

Lever Selection
Position
P Parking and starting position
R Reverse Reverse gear, Standard mode, Winter mode, and
default reverse
N Neutral and starting position. No transmission of
power. The vehicle can be moved freely. Allows
starting engine with the vehicle in motion.
D D Shifts 1,2,3,4,5. TCC is available in 3 rd, 4th, and 5 th
gear.
D – (1 time) 4 Shifts 1,2,3,4, engine braking available
D – (2 times) 3 Shifts 1,2,3, engine braking available
D – (3 times) 2 Shifts 1,2, engine braking available
D – (4 times) 1 First gear only, maximum engine braking
© 2006 ATRA, All Rights Reserved

JR> Page 2 of 11 Copyright © 2009 ATRA. All Rights Reserved.

Transmission Ranges and Operation
Technical Bulletin # 1259
(continued)
Daimler-Chrysler has many different shifter part numbers but there are only two
basic types that a driver would notice. One is a common shifter like all other cars
and the second one is the “Touch” shifter as shown. When the shifter is in the D
range the shifter will also move side to side. If you push the shifter handle side-
ways toward the driver, or to the Minus sign, ( - ) for a moment the transmission
will down shift to the next lowest range. If you push the shifter side ways away
from the driver, or to the Plus sign, ( + ) it will up shift to the next highest gear.
The shifter can be used this way for sporty manual shifting. If you want it to go
back to full automatic shifting, push the shifter sideways away from the driver and
hold it for at least one second.

On most Daimler-Chrysler vehicles the Transmission Control Module will not let
the engine RPM exceed a safe operating speed so it may up shift to a higher gear
than the driver has selected. Also it may prevent or delay a down shift that has
been requested by the driver if a safe engine RPM will be exceeded.

The shifter shown on the opposite page has a Standard Mode/Winter Mode switch.
(Not all shifters will have a mode switch). In the Standard Mode all shifts will be
normal. The Winter Mode is for better traction on slippery roads in both forward
and reverse, it will take off in second gear and will shift earlier. It will also take off
in a higher ratio reverse than in the Standard Mode.
Ratio
W5A580 Ratio
Gear Range
W5J400 W5A330
W5A380
First 3.59 3.95
Second 2.19 2.423
Third 1.41 1.486
Fourth 1 1
Fifth 0.83 0.833
Reverse 3.16 3.147
Reverse 1.93 1.93
4X4 low or Winter
mode

© 2006 ATRA, All Rights Reserved

JR > Page 3 of 11 Copyright © 2009 ATRA. All Rights Reserved.

Component A pplication Chart
Technical
Power FlowBulletin # 1259
Component Application
The Mercedes 722.6 uses six multi-plate clutches and two sprags (freewheels) to
achieve its five forward and two reverse ranges (standard and winter modes). The
following chart shows which elements are used for each gear.

Gear B1 F1 K1 K2 F2 B3 K3 B2
1 X(1) X X X(1) X
2(2) X X X(1) X
3 X X X
4 X X X
5 X X(1) X X
N X X
R X(1) X X X
R(2) X X X
(1) For engine braking
(2) When in 4X4 low (if equipped) or Winter mode (if
equipped)
© 2006 ATRA, All Rights Reserved

JR > Page 4 of 11 Copyright © 2009 ATRA. All Rights Reserved.

Solenoid Operation
Technical Bulletin # 1259
Solenoid Overview
The Mercedes 722.6 transmission uses six solenoids on the valve body to control
transmission operation; three shift solenoids, a converter clutch solenoid, a pres-
sure control solenoid, and a shift pressure control solenoid. Mercedes uses terms
for their solenoids that may not relate to an obvious function. The three shift
solenoids: the 1-2/4-5 shift, 2-3 shift, and 3-4 shift solenoids are obvious. How-
ever, the lock up solenoid is referred to as a PWM solenoid, the pressure control
solenoid is referred to as the modulating pressure regulator solenoid. The shift
pressure control solenoid is somewhat unique and we’ll cover its function later.

Solenoid Operation
The modulating pressure regulating solenoid controls line rise by raising pres-
sure to the spring side of the pressure regulator. This is a standard function like
most all computer-controlled transmissions. It also controls oil to three other
valves.

The PWM solenoid is also a fairly standard solenoid in that it controls converter
clutch operation.

Where the Mercedes transmission is radically different in solenoid operation is

with the shift solenoids. Because each shift releases one clutch while applying
another, timing is very important so you don’t get a flare or bind-up during the
shift “transition”. Each shift solenoid uses a bank of four valves to control the shift
transitions. These valves are called:

1. Command Valve
2. Holding Pressure Shift Valve
3. Shift Pressure Shift Valve
4. Pressure Overlap Control Valve

© 2006 ATRA, All Rights Reserved

Copyright © 2009 ATRA. All Rights Reserved. JR > Page 5 of 11

 Solenoid Operation (continued)
Technical Bulletin # 1259

Keep in mind that each shift solenoid uses four of these valves, so in total there
are 12 valves that control all of the shift transitions.

The basic operation of these four valves is the same for each shift. To initiate a
shift transition the computer turns on one of the shift solenoids. For example, for
a 1-2 shift the computer turns on the 1-2/4-5 shift solenoid. This strokes the
command valve and initiates a shift “transition”. The other three valve control the
release rate of the B1 brake and the apply rate of the K1 clutch. Once the transi-
tion is complete, the 1-2/4-5 shift solenoid is turned off. To make a 2-1 down shift
the computer again turns on the 1-2/4-5 shift solenoid to initiate a transition. In
this case, since the transmission is in second gear the transmission transitions
back to first gear.
For a shift from second to third the 2-3 shift solenoid is energized to initiate the
transition. And just like to 1-2 shift, once the transition is complete the solenoid
is turned off. For a 3-2 downshift, the 2-3 shift solenoid goes through this cycle
again. Each shift works in this fashion.
During each transition apply pressure is controlled by the shifting pressure con-
trol solenoid. The release rate is controlled, in part, by the modulating pressure
regulator solenoid. These two solenoids work together to control the overlap for
each shift transition.

© 2006 ATRA, All Rights Reserved

Copyright © 2009 ATRA. All Rights Reserved. JR> Page 6 of 11

 MERCEDES 301

722.6/NAG 1 Technical Bulletin # 1259

Solenoid Application Chart

Gear 1-2 /4-5 2-3 3-4 Modulating Shift TCC
Shift Shift Shift Pressure Pressure Pressure
Solenoid Solenoid Solenoid Control Control Control
Solenoid Solenoid Solenoid
Park Modulate Regulate Regulate
P-to-R Modulate Modulate Modulate
Reverse Regulate On
R-to-N Modulate Regulate Modulate
Neutral Modulate Regulate Regulate
st Modulate Regulate Modulate
N-to-D (1 )
1st Modulate On

1st to 2nd Modulate Modulate Modulate

nd Modulate On
2
2nd to 3rd Modulate Modulate Modulate

3rd Modulate On Modulate

rd th Modulate Modulate Modulate Modulate
3 to 4
4th Modulate On Modulate

4th to 5th Modulate Modulate Modulate Modulate

5th Modulate On Modulate

5th to 4th Modulate Modulate Modulate

4th Modulate On

4th to 3rd Modulate Modulate Modulate

rd Modulate On
3
3rd to 2nd Modulate Modulate Modulate

2nd Modulate On

2nd to 1st Modulate Modulate Modulate

1st Modulate On
st Modulate Regulate Regulate
1 to N
Neutral Modulate Regulate Regulate

N to R Modulate Regulate Modulate

Reverse Modulate On
R to P Modulate Regulate Regulate
Park Modulate Regulate Regulate
The shift solenoids are off electrically when the transmission is in any gear.
The shift solenoid is on for 1.5 seconds when shifting.
ON =Regulated line pressure
Regulate = Constant Pressure
Modulate = Pulse Width Modulated (PWM)
© 2006 ATRA, All Rights Reserved

Copyright © 2009 ATRA. All Rights Reserved. JR> Page 7 of 11

 722.6/NAG 1
Technical Bulletin # 1259
Torque Converter Operation
The Torque Converter Clutch (TCC) is hydraulically operated and electronically
controlled. The TCC consists of a piston and friction discs that provide a mechani-
cal link between the impeller and turbine. When pressure is applied to the rear of
the TCC piston, TCC engagement is obtained. The torque converter clutch is never
fully engaged. The TCC when engaged, is always slipping at a rate of somewhere
between 5% and 95%. This reduces excess heat build-up, engine vibration and
pulse transmission through the torque converter and improves fuel economy.

TCC operation can be activated in 3rd, 4th or 5th gear ranges, depending on
transmission model, application, shift lever position, transmission temperature
and other factors.

The hub of the torque converter housing drives the transmission oil pump at
engine speed.

NOTE: Don’t be fooled by the dis-coloration of the torque

converter, a blueish tint color is normal. When the factory
furnace brazes the fins in the torque converter, the color of the
metal takes on the look of a failed or burnt converter. Do NOT
replace the converter on its look alone without a proper test to
verify a failure.

© 2006 ATRA, All Rights Reserved

Copyright © 2009 ATRA. All Rights Reserved. JR > Page 8 of 11

 Transmission Fluid Technical Bulletin # 1259

Transmission fluid serves a number of purposes including application of hydrau-

lics, lubrication, cooling, cleaning and seal conditioning. Transmission shift qual-
ity, heat dissipation and Transmission Control Module (TCM) calibration all dictate
the type of transmission fluid that is used. Transmission fluids are similar but
have different characteristics such as viscosity and the additives in the fluid,
which is why there will be different fluids used in Crossfire, Sprinter and 300C.
Drain and refill the transmission fluid at the recommended service interval of
80,000 miles. Most other models are life time fill.

The transmission has varying capacities depending on vehicle application. Trans-

mission fluid capacity includes the transmission, the torque converter and the
transmission fluid cooler.

The fill tube in Sprinter, Crossfire, Jaguar, and Mercedes vehicles is sealed from
the factory and requires a special service dipstick tool (#8863A) to check the fluid
level. A special cap is used for sealing the transmission dipstick tube. When the
locking pin is removed it will break off. The locking pin part number is A 140 991
00 55 when ordered from a Mercedes dealer. The 300C (LX) requires a special
service dipstick tool (9336). Grand Cherokee (WJ) comes equipped with a dipstick.

Dipstick tools are availible from miller tools for Chrysler vehicles.

Dipsticks are also availible

from Mercedes under part
number 140 589 15 21 00

1. Locking Pin
2. Fill Tube Cap
3. Fill Tube

© 2006 ATRA, All Rights Reserved

Copyright © 2009 ATRA. All Rights Reserved. JR > Page 9 of 11

 Transmission FluidTechnical Bulletin # 1259

When checking the fluid level, always check it in the Park position.

Full
77°F (25°C)

Full
176°F (80°C)

© 2006 ATRA, All Rights Reserved

Copyright © 2009 ATRA. All Rights Reserved. JR > Page 10 of 11

 Transmission Fluid
Technical Bulletin # 1259

For ALL Mercedes and For ALL Jeep and other

Chrysler Sprinter and Crysler applications
Crossfire applications (EXCEPT Sprinter and
Crossfire)

Part# Chrysler Part#

A 001 989 07 03 05013457AA
Meets Spec 236.10 (Type 9602)

© 2006 ATRA, All Rights Reserved

Copyright © 2009 ATRA. All Rights Reserved. JR > Page 11 of 11