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Automatic Transmission
Technical Seminar
PRESENTED
BY
Mike Souza
ATRA Technical Advisor
FATE 2010
Automatic
Transmission
Technical Seminar
Mercedes 722.7 ......................................... Page 1
“Merc” 722.7
5 Speed
Front Wheel Drive
1
Mercedes 722.7
INDEX
Introduction ................................................................................................................... 2
TCM Inputs & Outputs ................................................................................................ 3
Shift & Lockup Adaptation .......................................................................................... 4
Limp Modes ................................................................................................................... 6
Diagnostic Trouble Code List ....................................................................................... 12
Data Link Pin ID & Locations ..................................................................................... 15
Kick Down Switch ......................................................................................................... 18
Shifter Assembly ............................................................................................................ 19
Updated Park Locking Assembly ................................................................................ 21
Internal Electronic Component ID .............................................................................. 22
Solenoid Function .......................................................................................................... 23
Solenoid Application Chart .......................................................................................... 24
Starter Lockout Contact (switch) Output Speed Sensor (OSS) ................................ 25
Internal Mechanical Components ............................................................................... 26
Clutch Apply Chart ....................................................................................................... 30
Shift Program Chart ..................................................................................................... 31
Transmission Power Flow ............................................................................................. 32
Torque Converter .......................................................................................................... 38
Shift Valve Housing (valve body) & Hydraulic Function .......................................... 40
Hydraulic Shift Operation ............................................................................................ 44
Hydraulic Gear Changes .............................................................................................. 49
Fluid Level Check & Fill Procedure ............................................................................ 58
Mercedes 722.7 2
Introduction
The 722.7 can be found in the Mercedes A class vehicles, such as the A140/L, A160/L/CDI (CDI
w/668.940/941 engine), A170L/CDI, A190/L, and A210/L Evolution vehicles.
The 722.7 automatic transmission is an electronically controlled 5 speed transaxle with a lockup
clutch in the torque converter. The gear ratios are provided by spur gears. The 4th and 5th gears provide
step up ratios as overdrive. The shift sequences are electronically controlled and gear changes are
provided by individual hydraulically applied multiplate clutch assemblies for each gear. The features
provided by the electronic controls are as follows:
?
Reduced fuel consumption
?
Greater control of shifting
?
Smoother graduation with 5 gears
?
Longer transmission life with improved reliability
?
Lower cost of maintenance
The torque converter and main case housings are made of a light alloy. The oil pump is located in
the torque converter housing.
The internal mechanical part of the gearbox consists of an input shaft which holds the 3rd and 4th
gears. 1st, 2nd and reverse gears are located on the counter shaft and 5th gear is located on the output
shaft along with the differential assembly also located in the main housing. Each gear is driven by an
individual hydraulic multiplate clutch assembly.
The electronic controlled hydraulic valve body is located on the bottom of the transaxle housing
inside of the main case oil sump. Lube holes located along the bores inside the input shaft supply oil
pressure for the torque converter lockup, K3 and K4 clutch. The counter shaft bores provide oil pressure
for the K2 and KR (reverse) clutches. The bore in the output shafts provides oil pressure for the K5
clutch.
Lubricating oil is also provided through orifices located in the shafts. Lubricating oil is provided
to all the bearings and to the K1, K2 K3, K4 and K5 clutches as balance feed oil. The park lock and
reverse gear are comprised of a single forged component, located on the reverse idler shaft.
Mercedes 722.7 3
TCM Inputs & Outputs
N3/5 N47
A1
CAN BUS
A1 Instrument Cluster
A61 A61 Range Recognition Module
N3/5 Engine Control Module (ECM)
N19 Air Conditioning Control Module
Y3/7n2 N47 Traction Control Module
N19 Y3/7n2 Front Wheel Drive Transmission Control
Module (FTC)
CAN BUS Data
X11/4 Y3/7y2
CAN
K1 87 (+)
K1 31 (-) Y3/7y5
Y3/7
Y3/7n1 X11/4 Data Link Connector
Y3/7 Electronic FTC Control Module
Y3/7n1 Output Shaft Speed Sensor
Y3/7n2 Y3/7y1 Y3/7n2 Front Wheel Drive Transmission
Control Module (FTC)
Y3/7S1 Y3/7s1 Starter Lockout Contact
Y3/7y3 Y3/7y1 1/4 PWM Solenoid Valve
Y3/7y2 3 PWM Solenoid Valve
Y3/7y3 2/5/R PWM Solenoid Valve
Y3/7y4 Y3/7y4 TCC PWM Solenoid Valve
Y3/7y5 Shift Pressure PWM Solenoid Valve
FTC Location
The front wheel drive transmission control module FTC (Y3/7n2) is integral to the electric control
module FTC (y3/7) located onto the control valve assembly (valve body)
FTC Operation
The transmission control module determines the operating conditions of the vehicles engine and controls
the transmission shifts for all driving conditions.
Input Data signals:
Transmission Output Shaft sensor (Y3/7n1)
Starter Lockout Contact switch (Y3/7s1)
Transmission Fluid Temperature sensor (integral to FTC module) (Y3/7n2)
Also linked from Engine Data Bus:
Instrument Cluster (A1)
Transmission Range Recognition Module (range sensor)
Engine Control Module (ECM) (N3/5)
Mercedes 722.7 4
TCM Inputs continued..........................
Traction Control Module (N47)
Air Conditioning Control Module (N19)
ECM Control Module (N3/5)
Engine Torque
Engine Speed
Accelerator Pedal Position
Shift Offset
Engine Status
Transmission Range Recognition Module (A61)
Kickdown Switch (S16/6)
Selector Lever Position
W/S Program Switch (Winter/Sport Mode)
Traction Control Module (N47)
Wheel Speed
Shift Offset
Traction Status
Air Conditioning Control Module (N19)
A/C Compressor Torque
TCM Outputs
Instrument Cluster (A1)
Faults Detected (MIL light)
Traction Control Module (N47)
Transmission Ratio
Wheel Speed
ECM Control Module (N3/5)
Kickdown Switch (S16/6)
Engaged Drive Module
Selector Lever Position P/N
PWM Solenoid Valves
1/4 (Y3/7y1), 3 (Y3/7y2), 2/5/R (Y3/7y3), TCC (Y3/7y4) and Shift Pressure Control (Y3/7y5)
Note: any faults detected can be obtained from FTC (Y3/7n2) and reset through the Data Link
connector (X11/4).
Transmission Shift Adapts
Automatic adaptation data is optimized to control the transaxle shifting, while compensating for wear
and tolerances to protect the internal components.
Clutch Apply Control
Shift Time
Filling Time
Filling Pressure
Torque Converter Lockup Apply timing and rate
Adaptation Information
Transmission adapts are performed during road test and can be monitored on a capable scan tool or
software program.
Note: Print or record all adaptation data displayed and results of the quick test procedure and keep on
file. (do not reset adaptation data)
Mercedes 722.7 5
Transmission Shift Adapts continued..........................
Procedure after transmission replacement, repair or problem with shift
Complete a thorough road test
Determine transmission shift feel
Readapt problem shift if necessary with scan tool or software
Note: when adaptation process is complete, leave engine running one minute longer. This will
ensure that all the adaptive settings will be copied to FTC memory. If only some of the adapts
are copied to memory, the transmission adapts must be reset with another road test.
Adaptation Procedure Requirements
Switch A/C off
Connect scan tool or Star Diagnostics
Retrieve and print or store all adaptive values before performing shift adaptation.
Monitor transmission oil temperature under “Actual Values” menu. Temperature should be
be a minimum of 60 degrees to a maximum of 100 degrees C (140-212 degrees F)
Adaptation Activation Process
Apply Parking Brake
Move shift selector from N to D establish transmission engagement
Move shift selector from N to D wait approx. 2 seconds
Move shift selector from N to R establish transmission engagement
Move shift selector to Neutral
Repeat procedure 5 times
Adaptation Engaging and Disengaging Drive Mode
Allow vehicle to coast to a stop (level surface)
Hold brakes for approx. 30 seconds
Release brakes allow vehicle to move at idle speed
Repeat procedure 5 times
Adaptation Clutch Fill Time and Fill Pressure procedure
No torque changes occur during shifting process (light throttle up-shifts)
No shift sequence interruptions during up-shifts and downshifts
No load changes during shifting process
Pause for 1 second between shift sequences
Note:
1-2 adapts the K2 Clutch
2-3 adapts the K3 Clutch
3-4 adapts the K4 Clutch
4-5 adapts the K5 Clutch
p-V25R 0% 0%
1: Selector Valve (manual valve) p-V25R: Valve Pressure RS 25R K5: K5 Clutch (multiplate)
RS 25R: Regulating Valve 25R p-A: Working Pressure (line) SS 25: Shift Valve 25
Y3/7y3: PWM Solenoid Valve 2/5/R Y3/7y5: PWM Solenoid Valve shift p-VD: Supply Pressure
p-SV: Valve Pressure p-K5: K5 Clutch Pressure D: Drive
a: Orifice
Mercedes 722.7 10
Indirect Limp Home Mode
When coming to a stop with the vehicle in Direct Limp Mode and the shifter lever is placed into
Park (P) position for a minimum of 10 seconds. The Working pressure p-A (line) via Selector Valve (1)
strokes the shift valve 25 (SS 25) to the pressure position (right). The PWM Solenoid Valve Shift
(Y3/7y5) “Falling Characteristics” (inversely proportional low voltage high pressure) is deactivated.
This Valve Pressure (p-SV) holds Shift Valve (SS 25) to the pressure position (right) no matter what
position the shifter Select Valve (1) is placed.
The Clutch Pressure (p-K2) from the Regulating Valve (RS 25R) is blocked at the Selector Valve
(1) and the 2nd Gear Clutch (K2) is exhausted to sump through the Selector Valve (1). The Check Ball
(b) is held to the right with high Working Pressure (p-A) to overcome Valve Pressure ) p-SV).
0%
1: Selector Valve (manual valve) K2: K2 Clutch (multiplate) RS 25R: Regulating Valve 25R
p-A: Working Pressure (line) SS 25: Shift Valve 25 p-VD: Supply Pressure
Y3/7y5: PWM Solenoid Valve shift p-SV: Valve Pressure p-K2: Clutch Pressure
P: Park a: Orifice b: Check Ball
Mercedes 722.7 11
Indirect Limp Home Mode continued..........................
The Regulating Valve (RS 25R) supplies maximum regulated Clutch Pressure (p-K2) due to no
pressure from PWM solenoid valve 2/5/R (Y3/7y3) “Rising Characteristics” (directly proportional low
voltage low pressure) (shown on page 9). When Selector Valve (1) is placed from Park into Drive (in
park a minimum of 10 seconds) the 2nd Gear Clutch (K2) is applied. Note: Reverse gear is engaged in
the same manor.
The PWM Solenoid Valve Shift (Y3/7y5) “Falling Characteristics” (inversely proportional low
voltage high pressure) is de-activated. Valve Pressure (p-SV) pressure strokes the Shift Valve (SS 25) to
the pressure position (right). The Check Ball (b) is now held to the left by Valve Pressure ) p-SV). This
allows Clutch Pressure (p-K2) derived from Working Pressure (p-A) from Regulator Valve (RS 25R) to
pass through the Selector Valve (1) to the 2nd Gear Clutch (K2).
0%
1: Selector Valve (manual valve) K2: K2 Clutch (multiplate) RS 25R: Regulating Valve 25R
p-A: Working Pressure (line) SS 25: Shift Valve 25 p-VD: Supply Pressure
Y3/7y5: PWM Solenoid Valve shift p-SV: Valve Pressure p-K2: Clutch Pressure
P: Park a: Orifice b: Check Ball
Mercedes 722.7 12
OBDII & Mercedes Transmission Code Identification
OBDII Code List
P1840 Valve Y3/7y1 PWM Solenoid Shift Valve 1/4 Faulty
P1841 Valve Y3/7y2 PWM Solenoid Shift Valve 3 Faulty
P1842 Valve Y3/7y3 PWM Solenoid Shift Valve 2/5/R Faulty
P1843 Valve Y3/7y4 PWM Solenoid TCC Valve Faulty
P1844 Valve Y3/7y5 PWM Solenoid Shift Pressure Valve Faulty (STIP AF27.19-P-6001A)
P1849 Supply Voltage of the RPM Sensor Outside of Tolerance Range
P1850 Component Y3/7n1 Output Speed Sensor (OSS) Defective
P1857 Transmission Oil Temperature Sensor Defective (integral to FTC)
P1858 Starter Lockout Contact Defective
P1859 Voltage Supply Circuit 87 has Over Voltage or Under Voltage
P1860 CAN Fault: Rear Right Wheel Speed of the Traction System is Implausible
P1861 CAN Fault: Rear Left Wheel Speed of the Traction System is Implausible
P1862 CAN Fault: Front Right Wheel Speed of the Traction System is Implausible
P1863 CAN Fault: Front Left Wheel Speed of the Traction System is Implausible
P1864 CAN Fault: Accelerator Pedal Value of the Engine System is Implausible
P1865 CAN Fault: Engine Torque Setting is Implausible
P1866 CAN Fault: Engine Speed of the Engine System is Implausible
P1867 CAN Fault: Engine Torque from the Engine Control Module is Implausible
P1868 CAN Fault: Altitude Factor of the Engine System is Implausible
P1869 CAN Fault: Maximum Indicated Torque Implausible
P1870 CAN Fault: Oil Temperature is Implausible (integral to FTC)
P1871 CAN Fault: Throttle Valve Value Implausible
P1872 CAN Fault: CAN Signal from Control Module GPM Faulty
P1873 CAN Fault: Fault in CAN Communication with Control Module ESP or Brake Pressure
is Implausible
P1874 CAN Fault: CAN Signal from Control Module CDI is Faulty / Engine Temperature is
from the Engine Control Module is Implausible
P1875 CAN Fault: CAN Communication is Faulty
P1876 CAN Fault: CAN Signal from Control Module ESP is Faulty
P1877 CAN Fault: CAN Signal form Control Module N3/18 (Engine Control Unit w/Throttle
Valve Actuator) is Faulty
P1878 CAN Fault: CAN Signal from Control Module HEAT/TAC is Faulty
P1883 Valve Characteristic Curves are not yet Programmed
P1886 Pressure Too Low at Regulating Valve or Solenoid Valve 1/4, 3 or 2/5/R or Too High at
Regulating Valve 2/5/R (STIP AF27.00-P6120A & AF27.50-P-3100A)
P1887 Shift Valve 1/4 or 2/5 Jammed in Push Position: Shift Valve Pressure Too High
P1888 Shift Valve 1/4 or 2/5 Jammed in Baxic Position: Shift Valve Pressure Too Low
P1889 Pressure Too Low at Regulating Valve 2/5/R or Too High at Solenoid Valve 2/5/R
P1890 Engaging of Torque Converter Lockup Clutch Not Permitted
P1891 Excessive Power Consumption of Torque Converter Lockup Clutch
P1892 Feedback Through the Transmission Protection is Not Maintained
P1893 Pressure Too High at Regulating Valve or Solenoid Valve 1/4 or 3
P1894 Control Unit FTC is Defective
P1895 Control Unit FTC is Defective
P1896 Control Unit FTC is Defective
P1897 Control Unit FTC is Defective
P1898 Control Unit FTC is Defective
Mercedes 722.7 13
OBDII & Mercedes Transmission Code Identification
OBDII Code List continued.......................
P1899 Control Unit FTC is Defective
P1900 Control Unit FTC is Defective
P1901 Control Unit FTC is Defective
P1902 Control Unit FTC is Defective
P1903 Control Unit FTC is Defective
Mercedes Code List
2000 Control Unit Y3/7n2 (FTC Control Module) is Defective
2001 Control Unit Y3/7n2 (FTC Control Module) is Defective
2002 Control Unit Y3/7n2 (FTC Control Module) is Defective
2003 Control Unit Y3/7n2 (FTC Control Module) is Defective
2004 Control Unit Y3/7n2 (FTC Control Module) is Defective
2005 Control Unit Y3/7n2 (FTC Control Module) is Defective
2006 Control Unit Y3/7n2 (FTC Control Module) is Defective
2007 Control Unit Y3/7n2 (FTC Control Module) is Defective
2008 Control Unit Y3/7n2 (FTC Control Module) is Defective
2009 Control Unit Y3/7n2 (FTC Control Module) is Defective
200A Internal Fault in Control Unit (fault can be ignored)
200B Control Unit Y3/7n2 (FTC Control Module) is Defective
200C Control Unit Y3/7n2 (FTC Control Module) is Defective
2010 Control Unit Y3/7n2 (FTC Control Module) is Not Coded/Control Module is Incorrectly
Coded
2011 Unknown Version of Control Module Y3/7n2 (FTC Control Module)
2012 Control Unit Y3/7n2 (FTC Control Module) is Defective
2013 Control Unit Y3/7n2 (FTC Control Module) is Defective
2106 Component Y3/7y4 (PWM Solenoid TCC Valve) is Defective
2120 Component Y3/7y1 (PWM Solenoid Valve 1/4 Shift) is Defective
2121 Component Y3/7y2 (PWM Solenoid Valve 3 Shift) is Defective
2122 Component Y3/7y3 (PWM Solenoid Valve 2/5/R Shift) is Defective
2123 Component Y3/7y5 (PWM Solenoid Valve Shift Pressure) is Defective (STIP AF27.19-P-60
01A)
2130 Valve Characteristic Curves are Not Yet Programmed
2204 Component Y3/7n1 (Transmission Output Speed Sensor) (OSS) is Faulty or Feed Line
Interruption
2227 Component Y3/7s1 (Starter Lockout Contact) is Defective
2228 Component Transmission Oil Temperature Sensor is Defective
2300 CAN Communication is Faulty
2301 CAN Communication is Faulty
2310 CAN Communication with the Traction System is Faulty
2311 CAN Communication with the Engine System is Faulty
2312 CAN Communication with the Engine System is Faulty
2313 Fault in CAN Communication with Component A61 (Electronic Selector Lever Module)
(Gear Recognition Module)
2315 Fault in CAN Communication with Component A1 (Instrument Cluster)
2316 Fault in CAN Communication with Component N19 (Air Conditioning Control Module)
2330 CAN Signals Sent from the Traction System are Implausible
2331 CAN Signals Sent from the Engine System are Implausible
Mercedes 722.7 14
OBDII & Mercedes Transmission Code Identification
Mercedes Code List continued.......................
2332 CAN Signals sent from the Engine System are Implausible
2333 CAN Signals sent from the Gear Recognition Module are Implausible
2335 CAN Signals sent from the Instrument Cluster are Implausible
2336 CAN Signals sent from the Air Conditioning System are Implausible
2400 Right Rear Wheel RPM Signal from the Traction System is Not Available on the CAN
Bus
2401 Left Rear Wheel RPM Signal from the Traction System is Not Available on the CAN Bus
2402 Right Front Wheel RPM Signal from the Traction System is Not Available on the CAN
Bus
2403 Left Front Wheel RPM Signal from the Traction System is Not Available on the CAN Bus
2404 Stop Lamp Switch Signal from Control Module N47 (Traction System Control Module) is
Not Available on the CAN Bus
2405 Accelerator Pedal Value from the Engine Control is Not Available on the CAN Bus
240A Engine Speed from the Engine Control is Not Available on the CAN Bus
240B Engine Temperature from the Engine Control is Not Available on the CAN Bus
240C Position of the Selector Lever of Component A61 (Electronic Selector Lever Module)
(Gear Recognition Module) is Not Available on the CAN Bus
240E Engine Torque from the Engine Control is Not Available on the CAN Bus
240F Engine Torque from the Engine Control is Not Available on the CAN Bus
2410 Engine Torque from the Engine Control is Not Available on the CAN Bus
2412 Brake Pressure from the Traction System is Not Available on the CAN Bus
2413 Alternator Torque from the Air Conditioning System is Not Available on the CAN Bus
2414 Compressor Torque from the Air Conditioning System is Not Available on the CAN Bus
2510 Torque Converter Lockup Clutch Causes Impermissible Closing
2511 Torque Converter Lockup Clutch has Excessive Power Consumption
2520 Feedback Through the Transmission Protection is Not Maintained
2530 Hydraulic Pressure in Component Y3/7y1 (PWM Solenoid Valve 1/4 Shift) and/or at
Regulating Valve 2/5/R is Too High or at Regulating Valve 2/5/R Too Low (STIP AF27.99-P
-6120A & AF27.50-P-3100A)
2531 Shift Valve 1/4 or 2/5 Jammed in Push Position: Shift Valve Pressure Too High
2532 Shift Valve 1/4 or 2/5 Jammed in Basic Position: Shift Valve Pressure Too Low
2533 Hydraulic Pressure at Regulating Valve 2/5/R Too Low and/or at Component Y3/7y3
(PWM Solenoid Valve 2/5/R Shift) Too High (transmission slipping)
2534 Hydraulic Pressure at Regulating Valve 1/4 or 3 is Too Low (wrong clutch engaged)
2535 Shift Valve 1/4 and/or Shift Valve 2/5 stuck in the Pressure Position and the Shift Valve
Pressure is Too Low
2600 Voltage Supply to Circuit 87 has Under Voltage
2601 Voltage Supply to Circuit 87 has Over Voltage
2603 Supply Voltage of the RPM Sensor is Outside of Tolerance Range
Mercedes 722.7 15
Data Link Connector Pin ID & Locations
OBDII
Diagnostic
Connector
9 ETS Electronic Traction System 9 ABS Anti Lock Brake System 9 ESP Electronic Stability
(model 163) (model168) Program
Note: Connector pin identification may vary per model year always refer to factory manuals
whenever possible.
Mercedes 722.7 16
Data Link Connector Pin ID & Locations continued................
Mercedes Diagnostic Connector
4 IFI In-line Fuel Injection 4 DFI Electronic Distributor Type Fuel Injection (Diesel)
4 HFM-SFI Sequential Multiport Fuel Injection System Engines 4 ME-SFI Motor Electronics w/Sequential Multiport Fuel
104 119 120 LHSFI right Injection/Ignition System (ME-SFI) engine 119 120 ME-SFI right
5 LH -SFILH Sequential Multiport Fuel Injection left engine 120 5 ME-SFI Motor Electronics w/Sequential Multiport Fuel
Injection/Ignition System (ME-SFI) left engine 120
9 ASD Automatic Locking Differential models 124 129 140 10 EATC Electronic Automatic Transmission Control (5 Spd AT)
(Transmission 722.6)
10 ETC Electronic Transmission Control (Trans 722.6) 11 ADS Adaptive Damping System
12 SPS Speed-sensitive Power Steering 13 TD Speed Signal (time division) (DI) (diesel) models 202 210
13 TNA Signal (gasoline) on LH-SFI 13 TN Speed Signal (DI-KSS) (gasoline) on HFM-SFI ESFI
14 Lambda on/off Ratio of LH-SFI engine 119 / 120 LH-SFI right 15 Lambda on/off of LH-SFI left engine 120
17 DI Distributor Ignition engines 104 119 / 120 right 17 TD Speed Signal (time division) DI (diesel) model 140
17 TN Speed Signal DI/KSS (gasoline) on LH-SFI model 202 18 DI Distributor Ignition engine 120 left
HFM-SFI
21 CF Convenience Feature model 140 21 RST Roadster Soft Top model 129
33 RD Radio Audio 10 30 Audio 30 APS & COMAND w/D2B 34 ICS Information & Communication System
Connector Locations
Mercedes 722.7 18
Data Link Connector Pin ID & Locations continued................
Star Diagnostic Procedure
DAS Innovations Division Selections
Model Series/Type
Individual Functions
l
Peda
Brake
Kickdown Switch
Accelerator Pedal
The Kickdown Switch (S16/6) is a spring loaded electronic contact switch located under the
accelerator pedal. When depressed by the accelerator pedal the switch signal is transmitted to the FTC
(transmission control module) (Y3/7n2). The control module program then signals the transmission (via
the solenoid valves) to upshift at a maximum calculated engine speed (late upshifts).
Mercedes 722.7 19
Shifter Assembly
Comfort / Sport Mode Six (6) Selector Lever Positions
Park: Locking park pawl & starting position
Reverse: Reverse gear
Neutral: Neutral gear & starting position (freewheel)
Drive: All five (5) forward gears
+ Touching (manual shifting) upshifts one gear
per shifter movement. (gear range displayed
in instrument cluster A1)
– Touching (manual shifting) down shifts one
gear per shifter movement. (gear range
displayed in instrument cluster A1)
C Comfort mode program (normal driving)
S Sport mode program (upshifts & downshifts
occur @ higher throttle openings, vehicle &
engine speeds than in Comfort position).
10
14
11 12
13
15 2
3
16 21 4
18 5
17
19 20
1 Ignition Lock 2 Roller 3 Brake Pedal
4 Locking Lever 5 Tension Spring 6 Reverse Idler Gear
7 Park Locking Gear 8 Revers Idler Shaft 9 Guide
10 Park Locking Pawl 11 Cone 12 Steering Lock Cable
13 Compression Spring 14 Connecting Shaft 15 Steering Lock Pawl
16 Torsion Spring 17 Connecting Shaft 18 Torsion Spring
19 Brake Pedal Locking Pawl 20 Detent Plate 21 Brake Pedal Cable
Dual Locking Cable Controls (Early) Single Locking Cable Control (Late)
2 1
1 Detent Plate 2 Leaf Spring 3 Transmission Housing 1 Updated Ignition Lock Cable 2 Shift Lock Cable
Mercedes 722.7 22
Internal Electronic Components
The plastic housing (conductor plate) is referred to as the Electric FTC Control Module. The
Output Shaft RPM sensor (OSS) (Y3/7n1), Starter Lockout Contact switch (3/7s1) and Front Wheel
Drive Transmission Module (FTC) (Y3/7n2) are all integral to the Electric FTC Control Module (ECM).
The transmission Oil Temperature sensor is internal to the Transmission Control Module (FTC).
The 5 PWM solenoids (Y3/7y1, Y3/7y2, Y3/7y3, Y3/7y4, Y3/7y5) are connected to the FTC via an
electrical conductor track and can be removed separately. A round 5 pin connector (1) with a bayonet
lock on the ECM allows the FTC to communicate with other vehicle control modules via the Control
Area Network (CAN). The entire assembly is located on the Shift Valve Housing (2) (valve body).
Y3/7s1: Starter Lockout Contact Switch Y3/7: Electronic Control Module (FTC)
Y3/7n1: Output Shaft RPM sensor (OSS) Y3/7n2: FWD Trans Control Module (FTC)
Y3/7y1: PWM Solenoid Valve 1/4 Y3/7y4: PWM Solenoid Valve KUB (lockup) (TCC)
Y3/7y2: PWM Solenoid Valve 3 Y3/7y5: PWM Solenoid Valve (shift)
Y3/7y3: PWM Solenoid Valve 2/5/R 1: Transmission Case Connector (5 pin round)
2: Shift Valve Housing (valve body)
Mercedes 722.7 23
Internal Electronic Components continued......................
Transmission Case Connector (1)
5 Pin Round Plug
5 3
8 7 6
3: Diagnosis (output)
5: CAN Data Line (high) Controller Area Network
6: Voltage Supply Circuit 87
7: Ground (power) Circuit 31
8: CAN Interrogation (low) Controller Area Network
PWM Solenoid Valves Y3/7y1 (1/4), Y3/7y2 (3) & Y3/7y3 (2/5/R)
The PWM Solenoid valves 1/4 (Y3/7y1), 3 ( Y3/7y2) and 2/5/R ( Y3/7y3) are all 3/2 valve type
solenoid with “rising characteristic”. These are directly proportional solenoids, higher amperage higher
solenoid pressure (p-V) supplied. The FTC module (Y3/7n2) controls the solenoids with a Pulsed Width
Modulated current.
Solenoid Y3/7y1 (1/4) controls Regulating Valve RS 14
Solenoid Y3/7y2 (3) controls Regulating Valve RS 3
Solenoid Y3/7y3 (2/5/R) controls Regulating Valve RS 25R
b
2
a
1: Electrical Contact
2: Shift Valve Housing (valve body)
0: Exhaust (sump)
a: O-ring
b: O-ring
p-V: Solenoid Valve Pressure
p-VD Supplied Pressure
RS-VD Regulating Valve Oil
Mercedes 722.7 24
Internal Electronic Components continued......................
PWM Solenoid Valve Y3/7y4 (KUB) (lockup) & Y3/7y5 (shift)
The PWM Solenoid valve Y3/7y4 KUB (lockup) (TCC) is also a 3/2 valve type solenoid with
“rising characteristic”. This is directly proportional, higher amperage higher solenoid pressure (p-
S/KUB) (lockup) supplied. The PWM Solenoid valve Y3/7y5 (shift) is also 3/2 valve type solenoid with
the exception that this solenoid has “falling characteristics”. This is inversely proportional, lower
amperage higher solenoid pressure (p-V) supplied to Shift Valves 14 and 25. The FTC module (Y3/7n2)
also controls the solenoids with a Pulsed Width Modulated current.
Solenoid Y3/7y4 (KUB) controls Regulating Valve RS KUB (TCC)
Solenoid Y3/7y5 (Shift) controls Shift Valve SS 14 & 25
1 1
b b
2 2
a a
Y3/7s1
1: 5th Gear
2: Transmission Housing (case)
3 3: Shift Valve Housing (valve body)
4: Output Shaft
1 2 Y3/7: Electronic FTC Control Module
Y3/7n1: Transmission Output Shaft RPM Sensor (OSS)
Mercedes 722.7 26
Internal Mechanical Components
10 6
7
8
16
18
3 17
5
4 12
13
9
14
11
15
1 Torque Converter Housing 7 Reverse Idler Gear 13 Brake Pedal Locking pawl
2 Oil Filter 8 Parking Lock Gear 14 Detent Plate
3 Counter Shaft 9 Differential 15 Oil Pan
4 Output Shaft 10 Breather 16 Parking Lock Pawl
5 Input Shaft 11 Electrohydraulic Control Unit 17 Cone
6 Reverse Idler Shaft 12 Steering Lock Pawl 18 Guide
9 12 13 23 10 7 11 8
17
16
18
22 19
14
15 3 4 21 20 5 6 1
1 Transmission Housing 9 Differential 17 3rd Gear
2 Torque Converter Housing 10 Differential Drive Gear 18 K4 Multiplate Clutch
3 Counter Shaft 11 Torque Converter Lockup Clutch 19 4th Gear
4 Output Shaft 12 K1 Multiplate Clutch 20 K5 Multiplate Clutch
5 Input Shaft 13 1st Gear 21 5th Gear
6 5th Gear (drive) 14 K2 Multiplate Clutch 22 KR Multiplate Clutch (reverse)
7 Oil Pump 15 2nd Gear 23 Reverse Gear
8 Torque Converter 16 K3 Multiplate Clutch
Mercedes 722.7 27
Internal Mechanical Components continued.................
Lube holes located along the bores inside the input shaft supply oil pressure for the torque
converter lockup, K3 and K4 clutch. The counter shaft bores provide oil pressure for the K2 and KR
(reverse) clutches.
The bore in the output shafts provides oil pressure for the K5 clutch. Lubricating oil is also
provided through orifices located in the shafts. Lubricating oil is provided to all the bearings and to the
K1, K2 K3, K4 and K5 clutches as balance feed oil. The park lock and reverse gear are comprised of a
single forged component, located on the reverse idler shaft.
Input Shaft
2 3 6 7 8 9 11
13
1
15
16
14
5 K3 K4 10 12 4
19
21 20
18 17 K1 16 10 KR 9 8 K2 7 4 1 2
B B
B B
8 7 6 5 4 K5
1 Output Shaft 5 5th Gear 9 Oil Pressure Supply K5 Clutch
2 Circlip 6 Radial Bearing 10 Spring Plate
3 Thrust Washer 7 Radial Bearing 11 Return Spring
4 Thrust Bearing 8 Thrust Bearing K5 5th Gear Clutch (multiplate)
K5 Clutch Endplay
Compress the Clutch Pressure Plate (2) towards the internal and external toothed clutch plates.
Measure the distance between the Clutch Pressure Plate (2) and the Selective Locking Ring (1) (points A
& B) with a feeler gauge or compatible tool.
The correct K5 clutch endplay is 0.1 - 1.4 mm (0.039 - 0.055”). The Locking Ring (1) is
available in sizes of 1.7 to 3.2 mm (0.067 - 0.126”) in increments of 0.3 mm (0.112”).
K5
2 Compress 1
A A
B B
Clutch Identification
K3 K4
K5
K1
KR K2
Clutch Application
Gear K1 K2 ` K3 K4 K5 KR
1 ST X
2 ND X
3 RD X
4 TH X
5 TH X
R X
Mercedes 722.7 31
Shift Program In Drive
Upshifts (approx.)
W Mode Full Throttle 1 - 2 Shift 24 - 32 km/h 15 - 20 mph
S Mode 36 - 48 km/h 22 - 30 mph
Kickdown 36 - 48 km/h 22 - 30 mph
W Mode Full Throttle 2 - 3 Shift 50 - 61 km/h 31 - 38 mph
S Mode 63 - 82 km/h 40 -51 mph
Kickdown 63 - 82 km/h 40 -51 mph
W Mode Full Throttle 3 - 4 Shift 84 - 102 km/h 52 - 63 mph
S Mode 100 - 130 km/h 62 - 80 mph
Kickdown 100 - 130 km/h 62 - 80 mph
W Mode Full Throttle 4 - 5 Shift 122 -151 km/h 76 -94 mph
S Mode 138 - 188 km/h 86 -117 mph
Kickdown 138 - 188 km/h 86 -117 mph
Downshifts (approx.)
W Mode Full Throttle 5 - 4 Shift 104 - 128 km/h 64 - 80 mph
S Mode 116 - 142 km/h 72 - 88 mph
Kickdown 134 - 174 km/h 83 - 108 mph
W Mode Full Throttle 4 - 3 Shift 71 - 95 km/h 44 - 60 mph
S Mode 81 - 105 km/h 50 -65 mph
Kickdown 93 - 120 km/h 58 -75 mph
W Mode Full Throttle 3 - 2 Shift 45 - 53 km/h 28 - 33 mph
S Mode 48 - 59 km/h 30 - 37 mph
Kickdown 54 - 72 km/h 34 - 45 mph
W Mode Full Throttle 2 - 1 Shift 17 - 25 km/h 10 - 15 mph
S Mode 20 - 24 km/h 12 -15 mph
Kickdown 25 - 31 km/h 15 -19 mph
Mercedes 722.7 32
Transmission Power Flow
Transmission Power Flow 1st Gear
The Input Shaft (2) drives the Counter Shaft (8) via 5th Gear (6). The Counter Shaft (8) is
connected to the hydraulically engaged K1 Clutch (multiplate) via 1st Gear (7). The rotating torque is
transferred to the Output Shaft (3) with a step down ratio (under-driven). The torque is then transmitted
through the Differential Drive Gear (pinion) (4) to the Differential Main Gear (ring) (5).
1 1st Gear
K3 K4
2
Input
3 4
K5
5
KR K2
K1 7 8
Output
1 Torque Converter 2 Input Shaft 3 Output Shaft
4 Differential Drive Gear (pinion) 5 Differential Main Gear (ring) 6 5th Gear
7 1st Gear 8 Counter Shaft K1 Clutch (Applied)
K2 Clutch K3 Clutch K4 Clutch
K5 Clutch KR Clutch
Mercedes 722.7 33
Transmission Power Flow continued....................
Transmission Power Flow 2nd Gear
The Input Shaft (2) drives the Counter Shaft (8) via 5th Gear (6). The Counter Shaft (8) is
connected to the hydraulically engaged K2 Clutch (multiplate) via 2nd Gear (7). The rotating torque is
transferred to the Output Shaft (3) with a step down ratio (under-driven). The torque is then transmitted
through the Differential Drive Gear (pinion) (4) to the Differential Main Gear (ring) (5).
1 2nd Gear
K3 K4
2
Input
4 3
K5
5
K2
KR
K1 8
Output
1 Torque Converter 2 Input Shaft 3 Output Shaft
4 Differential Drive Gear (pinion) 5 Differential Main Gear (ring) 6 5th Gear
7 2nd Gear 8 Counter Shaft K1 Clutch
K2 Clutch (Applied) K3 Clutch K4 Clutch
K5 Clutch KR Clutch
Mercedes 722.7 34
Transmission Power Flow continued....................
Transmission Power Flow 3rd Gear
The hydraulically engaged K3 Clutch (multiplate) connects the Input Shaft (2) to 3rd Gear (7).
The rotating torque is transferred to the Output Shaft (3) with a step down ratio (under-driven). The
torque is then transmitted through the Differential Drive Gear (pinion) (4) to the Differential Main Gear
(ring) (5).
1 3rd Gear
7 K3 K4
2
Input
4 3
K5
5
8
KR K2
K1
Output
1 Torque Converter 2 Input Shaft 3 Output Shaft
4 Differential Drive Gear (pinion) 5 Differential Main Gear (ring) 6 5th Gear
7 3rd Gear 8 Counter Shaft K1 Clutch
K2 Clutch K3 Clutch (Applied) K4 Clutch
K5 Clutch KR Clutch
Mercedes 722.7 35
Transmission Power Flow continued....................
Transmission Power Flow 4th Gear
The hydraulically engaged K4 Clutch (multiplate) connects the Input Shaft (2) to 4th Gear (7).
The rotating torque is transferred to the Output Shaft (3) with a step up ratio (over-driven). The torque is
then transmitted through the Differential Drive Gear (pinion) (4) to the Differential Main Gear (ring) (5).
1 4th Gear
7
K3 K4
2
Input
4 3
K5
5
8
KR K2
K1
Output
1 Torque Converter 2 Input Shaft 3 Output Shaft
4 Differential Drive Gear (pinion) 5 Differential Main Gear (ring) 6 5th Gear
7 4th Gear 8 Counter Shaft K1 Clutch
K2 Clutch K3 Clutch K4 Clutch (Applied)
K5 Clutch KR Clutch
Mercedes 722.7 36
Transmission Power Flow continued....................
Transmission Power Flow 5th Gear
The hydraulically engaged K5 Clutch (multiplate) connects the Input Shaft (2) to 5th Gear (6).
The rotating torque is transferred to the Output Shaft (3) with a step up ratio (over-driven). The torque is
then transmitted through the Differential Drive Gear (pinion) (4) to the Differential Main Gear (ring) (5).
1 5th Gear
K3 K4
2
Input
4
K5
7
KR 5 K2
K1
Output
1 Torque Converter 2 Input Shaft 3 Output Shaft
4 Differential Drive Gear (pinion) 5 Differential Main Gear (ring) 6 5th Gear
7 Counter Shaft K1 Clutch K2 Clutch
K3 Clutch K4 Clutch K5 Clutch (Applied)
KR Clutch
Mercedes 722.7 37
Transmission Power Flow continued....................
Transmission Power Flow Reverse Gear
The Input Shaft (2) drives the Counter Shaft (9) via 5th Gear (6). The hydraulically engaged KR
Clutch (multiplate) connects Reverse Gear (10) to the Reverse Idler Gear (7) on the Reverse Idler Shaft
(8). This creates a reversal of torque rotation. The rotating torque of the Reverse Idler Gear (7) is
transferred to the Output Shaft (3). The torque is then transmitted through the Differential Drive Gear
(pinion) (4) to the Differential Main Gear (ring) (5).
1 Reverse Gear
K3 K4
2
Input
6
4 3
K5
7
8 5
10 KR K2 9
K1
Output
1 Torque Converter 2 Input Shaft 3 Output Shaft
4 Differential Drive Gear (pinion) 5 Differential Main Gear (ring) 6 5th Gear
7 Reverse Idler Gear 8 Reverse Idler Shaft 9 Counter Shaft
10 Reverse Gear K1 Clutch K2 Clutch
K3 Clutch K4 Clutch K5 Clutch
KR Clutch (Applied)
Mercedes 722.7 38
Torque Converter
Torque Converter Components
1 8
2
3
4 9
5
6
10
11
7
1 Turbine 7 Piston
2 Clutch Disc External Tooth 8 Impeller
3 Clutch Plate Set (multiplate) 9 Stator Shaft
4 Clutch Disc Internal Tooth 10 Input Shaft
5 Torsional Damper 11 Stator Shaft
6 Cover
EXHAUST
Variable
1
E
a
b
R S3
RS-pA
p-A P p-A 1a 2a 2b
RS-pSchm
RS-pSchm
p-SV
Reverse
Variable 100%
p-A
RS 14: Regulating Valve 14 p-V25R: Valve Pressure RS 25R K2: K2 Clutch (multiplate)
K1: K1 Clutch (multiplate) p-K1: K1 Clutch Pressure p-V14: Valve Pressure RS 14
RS 25R: Regulating Valve 25R p-A: Working Pressure (line) SS 25: Shift Valve 25
Y3/7y3: PWM Solenoid Valve 2/5/R Y3/7y1: PWM Solenoid Valve 1/4 p-K2: K2 Clutch Pressure
p-VD: Supply Pressure SS 14: Shift Valve 14 0: Exhaust (sump)
1: Selector Valve (manual valve) D: Drive a: Orifice
Shift Phase 1st To 2nd
The Shift Phase starts by a drop in the Valve Pressure (p-V25R) to the Regulating Valve 25R
(RS 25R) this regulated pressure is controlled by the PWM Solenoid Valve 2/5/R (Y3/7y3) “Rising
Characteristics” via the FTC Module. The pressure difference between the Supply Pressure (p-VD) and
the Valve Pressure (p-V25R) at the Regulating Valve 25R (RS 25R) moves the valve to the right.
The 2nd Gear clutch (K2) is applied with Clutch Pressure (p-K2). When a certain amount
Clutch Pressure (p-K2) has reached the 2nd Gear Clutch (K2) the PWM Solenoid Valve 1/4 (Y3/7y1)
“Rising Characteristics” is deactivated in modulation. This causes the Regulating Valve 14 (RS 14) to
move to the basic position (right) and Clutch Pressure (p-K1) to the 1st Gear Clutch (K1) is reduced.
The 1st Gear Clutch K1 is deactivated completely only when the activating 2nd Gear Clutch (K2) is
capable of transmitting full torque.
Mercedes 722.7 51
Hydraulic Gear Changes continued...............
2nd Gear Engaged
With the Selector Valve (1) in the “D” Drive Position, K2 Clutch Pressure (p-K2) is directed to
the 2nd Gear Clutch (K2) through Shift Valve (SS 25) in the basic position (right). K2 Clutch Pressure
(p-K2) is produced from Working Pressure (p-A) through the Selector Valve (1), from Regulator Valve
RS 25R. Some K2 Clutch Pressure (p-K2) is directed to the right side of the Regulating Valve (RS 14) as
balance oil pressure.
The PWM Solenoid Valve 2/5/R (Y3/7y3) “Rising Characteristics” regulates Working Pressure
(p-A) (line) to increase K2 Clutch Pressure (p-K2). This is directly proportional, higher amperage higher
solenoid pressure. The Regulating Valve (RS 25R) is moved to the right by decreasing Valve Pressure
(p-V25R). Supply Pressure (p-VD) on the left side moves the Regulating Valve (RS 25R) to the right
increasing Clutch Pressure (p-K2). The lower the solenoid pressure the higher the clutch pressure.
Regulating Valve (RS 25R) pressure is used to boost Working Pressure (p-A) see page 42).
With PWM Solenoid Valve 1/4 (Y3/7y1) “Rising Characteristics” deactivated. The Shift Valve
(SS 14) and Regulating Valve (RS 14) return to the basic position (SS 14 left & RS 14 right) by spring
tension. The 1st Gear Clutch (K1) Clutch Pressure (p-K1) will exhaust through both valves to the sump.
p-K1
0% Variable
p-A 0
RS 14: Regulating Valve 14 p-V25R: Valve Pressure RS 25R K2: K2 Clutch (multiplate)
K1: K1 Clutch (multiplate) p-K2: K2 Clutch Pressure SS 14: Shift Valve 14
RS 25R: Regulating Valve 25R p-A: Working Pressure (line) SS 25: Shift Valve 25
Y3/7y3: PWM Solenoid Valve 2/5/R Y3/7y1: PWM Solenoid Valve 1/4 a: Orifice
p-VD: Supply Pressure 1: Selector Valve (manual valve) 0: Exhaust (sump)
D: Drive
Mercedes 722.7 52
Hydraulic Gear Changes continued...............
Shift Phase 2nd To 3rd
The Shift Phase begins by activating the PWM Solenoid Valve 3 (Y3/7y2) “Rising
Characteristics”. This is directly proportional, higher amperage higher solenoid pressure. The Valve
Pressure (p-V3) at the face end of the Regulating Valve 3 (RS 3) increases. Regulating Valve (RS 3) is
moved from the basic position to the regulating position (left). The 3rd Gear Clutch (K3) is applied with
Clutch Pressure (p-K3).
When the correct amount of Clutch Pressure is available in the 3rd Gear Clutch (K3), the PWM
Solenoid Valve 2/5/R (Y3/7y3) “Rising Characteristics” increases the Valve Pressure (p-V25R) to
maximum. The Regulating Valve (RS 25R) is moved to the left by the size difference between the valve
piston surface areas. The Clutch Pressure (p-K2) to the 2nd Gear Clutch (K2) is decreased. The 2nd Gear
Clutch (K2) is released completely only when the 3rd Gear Clutch (K3) is capable to transmitting full
torque.
Regulating Valve (RS 25R) pressure is used to boost Working Pressure (p-A) see page 42).
SS 25 1
p-A
0
p-K3 p-A
0% Variable
RS 3
RS 25R
p-V3 a a
0 0 p-A
Y3/7y2 Y3/7y3
p-V25R
p-VD
Variable 100%
Y3/7y2
p-K4
p-SV
100%
Variable 0%
p-V14
p-K3
0% 0% Variable
p-V14
Variable 0% 100%
p-V14
RS 25R: Regulating Valve 25R p-SV: Valve Pressure SS 14 K4: K4 Clutch (multiplate)
K5: K5 Clutch (multiplate) p-K4: K4 Clutch Pressure p-VD: Supply Pressure
RS 14: Regulating Valve 14 p-A: Working Pressure (line) SS 14: Shift Valve 14
Y3/7y3: PWM Solenoid Valve 2/5/R Y3/7y1: PWM Solenoid Valve 1/4 SS 25: Shift Valve 25
Y3/7y5: PWM Solenoid Valve (Shift) p-V14: Valve Pressure RS 14 p-V25R: Valve Pressure RS 25R
1: Selector Valve (manual valve) D: Drive a: Orifice
0: Exhaust (sump)
Mercedes 722.7 57
Hydraulic Gear Changes continued...............
5th Gear Engaged
With the Selector Valve (1) in the “D” Drive Position, K5 Clutch Pressure (p-K5) is directed to
the 5th Gear Clutch (K5) through Shift Valve (SS 25) in the pressure position (left). K5 Clutch Pressure
(p-K5) is produced from Working Pressure (p-A) at the Regulating Valve (RS 25R) fed through Selector
Valve (1).
The PWM Solenoid Valve 2/5/R (Y3/7y3) regulates Clutch Pressure (p-K5) “Rising
Characteristics” by lowering Valve Pressure (p-V25R). This is directly proportional, higher amperage
higher solenoid pressure. Supply Pressure (p-VD) moves the Regulating Valve (RS 25R) to the
regulating position (right). Some K5 Clutch Pressure (p-K5) is directed to the right side of the
Regulating Valve (RS 25R) as balance oil pressure.
The PWM Solenoid Valve Shift (Y3/7y5) “Falling Characteristics” is modulated off (de-
energized). This is inversely proportional, lower amperage higher solenoid pressure. Valve Pressure (p-
SV) moves Shift Valve (SS 25) to the pressure position (left) allowing Clutch Pressure (p-K5) to apply
the 5th Gear Clutch (K5). The Valve Pressure (p-SV) also moves Shift Valve (SS 14) to the pressure
position (right). This allows Clutch Pressure (p-K4) to exhaust through Shift Valve (SS 14) to the
Regulating Valve (RS 14).
The PWM Solenoid Valve 1/4 (Y3/7y1) “Rising Characteristics” is deactivated which allows
the Regulating Valve (RS 14) to move to the basic position (right) by spring tension. The Clutch
Pressure (p-K4) from Shift Valve (SS 14) can now exhaust to sump.
Regulating Valve (RS 14 & RS 25R) pressure is used to boost Working Pressure (p-A) see page
42).
0% 0% Variable
RS 25R: Regulating Valve 25R p-SV: Valve Pressure SS 14 K4: K4 Clutch (multiplate)
K5: K5 Clutch (multiplate) p-K5: K5 Clutch Pressure p-VD: Supply Pressure
RS 14: Regulating Valve 14 p-A: Working Pressure (line) SS 14: Shift Valve 14
Y3/7y3: PWM Solenoid Valve 2/5/R Y3/7y1: PWM Solenoid Valve 1/4 SS 25: Shift Valve 25
Y3/7y5: PWM Solenoid Valve (Shift) p-V25R: Valve Pressure RS 25R D: Drive
1: Selector Valve (manual valve) a: Orifice 0: Exhaust (sump)
Mercedes 722.7 58
Fluid Level Check & Fill Procedure
MAX
B
MIN A: Cold 30 degrees C (86F)
B: Normal 70-80 degrees C (158-176 F)
MAX
MIN A Transmission Service 3.3 Liters
Transmission Rebuild 6.3 (Dry Fill)
Dipstick Tool # 168 589 01 21 00