Mercedes-Benz Service

7G-TRONIC (722.9) in the Workshop

Tips and Tricks
Service Information Brochure

DaimlerChrysler AG, GSP/TI, HPC R 822, D-70546 Stuttgart

Order no. 6516 1356 02 – Printed in Germany – 09/07
 Mercedes-Benz Service

7G-TRONIC (722.9) in the Workshop

Tips and Tricks
Service information brochure

DaimlerChrysler AG · Technical Information and Workshop Equipment (GSP/TI) · D-70546 Stuttgart

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© 2007 by DaimlerChrysler AG
This document, including all its parts, is protected by copyright.
Any further processing or use requires the previous written consent of
DaimlerChrysler AG, Department GSP/TIS, HPC R822, W002,
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Image no. of title image: P00.01-3517-00

Order no. of this publication: 6516 1356 02

09/07
 Contents

Preface 5

Introduction

Function and design 6

Functions from customer perspective 8

Design of transmission 10

Useful information

Complaints 14

Work tips

Transmission number 24

Adaptation types 25

Shift adaptation 26

Adaptation data changes 30

Torque converter lockup clutch (KÜB) 31

Wear debris patterns 32

Oil level 34

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 3

 Contents

Questions and answers

Transmission 722.9 36

Oil pan, oil filter and magnets 36

Electrohydraulic controller unit 36

Converter object number 37

Torque converter lockup clutch shutoff 37

Shift adaptation 37

List of abbreviations 38

Index 39

4 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Preface

Dear reader,

This brochure is intended as a tool to answer any All the technical data and remedies listed in this
questions you may have and to help you in your day- brochure are valid as of the copy deadline in July 2007.
to-day work on transmission 722.9 in the passenger
Before performing a repair, confirm and, if necessary,
car model series.
modify the procedure described in this document by
The function descriptions are structured in a familiar comparing it to the currently valid documents in WIS
way but also contain explanations of customer experi- for your market.
ences which will help you to explain the background to
the functions to the customer.
This brochure is also intended to help you diagnose
and repair technical problems and to explain the inter-
relationships between problems and remedies.

DaimlerChrysler AG
Technical Information and Workshop Equipment
(GSP/TI)

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 5

 Function and design
Introduction

Transmission 722.9

This section provides an explanation of the most

important functions of transmission 722.9 and its i Note
interrelationships with other components to allow you A complete function description of transmission
to better understand the functions in the transmission 722.9 and of the intelligent servo module can be
or intelligent servo module (ISM). found in WIS.
An understanding of the function and technology of GF00.01-Z-9997AC
the transmission will allow you to explain customer
experiences more easily. This will prevent the
customer from having to wait while an enquiry is
processed by the technical workshop support team.

Transmission 722.9

6 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Function and design

Introduction
Automatic transmission and intelligent servo Start-off gear
module

Shift line displacements: Transmission 722.9 engages the start-off gear

depending on the transmission mode and vehicle
A shift line displacement takes place when the control
model. The following start-off gear strategy currently
unit logic changes the shift points so that an upshift to
applies for MB passenger cars (does not apply to
the next gear up does not take place at the time
AMG):
expected by the customer but "later" i.e. at a higher
engine speed. • S-mode, vehicle always starts off in 1st gear
• C-mode diesel engine, 1st gear
A shift line displacement can be triggered by the
• C-mode gasoline engine, 2nd gear
following factors:
• Offroad vehicles in high-range, 1st gear
• Change in driving resistance • Offroad vehicles in low-range, 2nd gear
(e.g. due to road surface incline)
• Increased aerodynamic drag
(e.g. due to roof rack)
• Increased vehicle load (e.g. trailer)
• High transmission oil temperatures; in this case
the shift is delayed to reduce heat development in
the transmission.
• Detection of sporty driving style based on high
cornering speeds and/or rapid accelerator pedal
changes. This function is only active in S-mode.
• Requests from other control units
(e.g. for temporary rpm increase to ensure proper
operation of emission control system)
These factors can also cause the transmission to
downshift "earlier" to the next gear down during decel-
eration i.e. the transmission also shifts down at higher
engine speeds than expected.

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 7

 Functions from customer perspective
Introduction

Customer statement "Transmission stopped Customer statement "I was no longer able to
shifting" shift"

Customer statements of this type can have various The intelligent servo module (ISM) and gearshift lever
causes. are part of a shift-by-wire system. The shift pulses for
changing the gear range (P, R, N, D) are transferred to
• There is a malfunction in the transmission. In
the ISM as electrical signals where they are imple-
this case, event codes and/or fault codes will be
mented after a plausibility check.
stored in the transmission control unit. This does
not necessarily mean that the transmission is If a system fault occurs, the driver is notified of this by
defective. The malfunction may also have been means of a display message. The driver should then
caused by missing CAN signals. The transmission drive to the next workshop without changing gear
fault codes as well as the engine and ESP fault range, if possible. The next time the driver attempts to
codes must always be processed in this case. change gear range, it is possible that only "P" will be
• Shift line displacement has taken place. The able to be engaged in the ISM by means of an emer-
customer may perceive a shift line displacement as gency mechanism. It would then no longer be possible
a failure to shift if, for example, the shift line has to continue driving the vehicle.
been displaced significantly and the customer is
This does not necessarily mean that a component of
reluctant to accelerate any further.
the system is defective. The malfunction may also
• The vehicle does not switch to 7th gear under
have been caused by a missing signal. It is therefore
full load because the "6-7 full load" shift point
important to follow the respective test steps and pay
cannot be reached.
attention to the fault codes of other control units when
This predominantly occurs on vehicles with less
processing the stored fault codes.
powerful engines. On road surfaces with a slight
incline or on flat road surfaces, the maximum Under the following conditions, the ISM automatically
speed may be reached under full load in 6th gear performs a gear change without storing a fault. These
before the shift rpm is reached. The transmission functions are system safety functions and not
only shifts to 7th gear when the accelerator pedal malfunctions:
is released or when the vehicle can accelerate • Ignition key is removed, "P" is engaged
further due to a reduction in driving resistance
(downhill slope).

8 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Functions from customer perspective

Introduction
Prerequisite:
Driver did not previously shift to "N" himself/herself: If the driver previously shifted to "N" himself/herself,
"N" remains engaged after the driver door is opened
• Engine OFF and driver door is opened, "P" is
(washing facility, towing).
engaged (KEYLESS-GO)
• Engine OFF and driver door is opened, "P" is • Engine OFF in gear range "D" or "R", "N" is engaged
engaged (as of SA code 808) (as of SA code 808)

Design, shown in range selector lever position "N"

30 Main motor 36 Angle sensor
31 Emergency motor 37 Electronic systems
32 Slider 38 Connector plug
33 Threaded spindle 39 Drive gears
34 Eccentric shaft 40 Eccentric shaft position sensor
35 Range selector lever

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 9

 Design of transmission
Introduction

Basic features

This section only describes important basic features This table can also be used to derive interrelationships
of the transmission design to enable you to better between components e.g. for adaptation or repair
understand the interrelationships between customer purposes.
complaint, cause and remedy.

Example:
Actuators
The transmission only shifts as far as 2nd gear,
Multidisk clutches (K1-K3) and 3rd gear cannot be engaged, the transmission
multidisk brakes (B1-B3, BR): switches to limp-home mode and a fault code is
stored. If no remedy has been published for the
To engage a gear in the transmission, 3 actuators
symptom, the table can be used to determine that
must be actuated i.e. closed. The following table shows
multidisk clutch K1 is the new actuator that is
the actuators which must be closed to engage the
engaged for 3rd gear. The initial diagnosis would
respective gears. Refer to WIS for the associated
therefore be that multidisk clutch K1 is defective.
power flow diagrams.
The 2nd reverse gear can only be engaged on vehicles
which, according to the start-off gear strategy (see
"Start-off gear" in the "Function and design" chapter),
can also start off forwards in 2nd gear. This high-
geared reverse gear is however only engaged if "C"-
mode was already active when gear range "R" was
engaged or if the vehicle is in low-range mode. The
gear ratio cannot be switched over once gear range
"R" has been engaged.
Changing from one gear to the next gear up or down is
only ever performed by changing one actuator i.e. one
actuator is disengaged and another is engaged.

10 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Design of transmission

Introduction
Actuated actuators

K1 B1 B3 K3 K2 B2 BR

1st gear
z z z
2nd gear
z z z
3rd gear
z z z
4th gear
z z z
5th gear
z z z
6th gear
z z z
7th gear
z z z
Neutral
z z
1st reverse gear
z z z
2nd reverse
gear
z z z

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 11

 Design of transmission
Introduction

Torque converter lockup clutch (KÜB)

In addition to the actuators for performing gear The torque converter lockup clutch is controlled based
changes, there is also a multidisk clutch for reducing on many input factors that cannot be checked in the
converter slip inside the torque converter. workshop. This document therefore does not include
a description of the exact times and conditions under
The multidisk clutch is fitted with 2 or 3 coated disks
which the lockup clutch is engaged. Generally, the
depending on the engine in the vehicle and the
torque converter lockup clutch is engaged to optimize
production date.
fuel consumption as of the 1st gear. However, its
• M113 2 coated disks engagement is also dependent on transmission oil
• M156 3 coated disks temperature, rpm, engine torque, operating environ-
• M272 2 coated disks ment (altitude) etc. Generally, the torque converter
• M273 initially 2 coated disks, switchover to lockup clutch is only engaged if this allows energy
3 coated disks in 02/2007-06/2007 together with consumption in the converter to be avoided. If the
introduction of additional transmission cooler transmission oil temperature becomes so high that no
• OM629 3 coated disks more heat should be absorbed by the oil, the lockup
• OM642 initially 2 coated disks, switchover to clutch switches to minimum slip mode.
3 coated disks in 02/2007-06/2007 together with
introduction of additional transmission cooler

12 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Design of transmission

Introduction
Torque converter lockup clutch (KÜB)
1 Drive shaft 16a External disk carrier
2 Turbine wheel 16b Internal disk carrier
3 Stator 16c Disk pack
4 Impeller 16d Piston
8 Stator shaft 16e Torsional damper
17 Torque converter housing

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 13

 Complaints
Useful information

Dealing with transmission 722.9 in the workshop

To allow you to deal with transmission 722.9 more reli- Is there an actual malfunction or just a lack of
ably in the workshop, this chapter provides you with understanding ("Vehicle starts off in 1st gear
useful information about handling customer com- even in C, something is wrong")?
plaints, defects and remedies.
You must first understand the customer complaint
before you can decide whether there is an actual mal-
What is the problem ("Vehicle jolted while function or whether the customer is simply not aware
driving...")? of a particular function. The "Function and design"
chapter specifies a number of functions which may be
You must obtain a precise description of the problem perceived as malfunctions by the customer.
from the customer in order to be able to rectify the
If it is not possible to clarify in the workshop whether
customer complaint in the workshop. For complaints
the issue at hand is a malfunction or an intended func-
that only occur in certain situations, it is often benefi-
tion, consult with the technical workshop support
cial to have the customer demonstrate the problem to
team before attempting any repairs.
you during a test drive.
This will allow you to identify which shift operations
are affected and record the boundary conditions.
These data will help you to find a remedy and also to
check whether the work that has been performed has
actually eliminated the customer's problem.
This makes a significant contribution to customer sat-
isfaction because it avoids repeat workshop visits.

14 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Complaints

Useful information
Eliminating complaints Example 1:

If it is determined that the complaint is caused by a An rpm sensor inside the transmission stops transmit-
malfunction, continue with diagnosing and repairing ting data to the control unit. The control unit software
the problem. Always consult the current documents can therefore no longer monitor the transmission for
(TIPS, WIS, test steps in Star Diagnosis) and process proper operation and switches to limp-home mode.
the instructions they contain where necessary. The Since the rpm sensor fault is an internal system fault,
following descriptions differentiate between 2 types of a fault code is stored.
complaints:
• With fault codes
• Without fault codes Example 2:

The engine control unit does not transmit all required

data to the transmission control unit. The transmis-
Complaints with fault codes/event codes
sion can continue to operate but, for example, the
shift quality may suffer due to the missing data. In this
Fault codes and/or event codes are stored in the
case, an event code indicating which data is missing
transmission control unit either if there is a malfunc-
(CAN) is stored. There is initially no need to perform
tion in the actual system (transmission) or if the sys-
any action on the transmission. Event codes are also
tem cannot react as normal e.g. due to missing data
stored if the control unit is not operational due to a
from other systems.
missing coding. In this case, no parts must be
replaced but the control unit itself must be coded.

i Note i Note
The general rule to follow is that fault codes should The following section specifies certain fault codes
be processed first (e.g. shift complaints may be and their remedies. Please note that the list is not
caused by fault codes). complete and is not updated. Please refer to the
information media TIPS, WIS and Star Diagnosis
for the full, up-to-date documentation.

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 15

 Complaints
Useful information

Rpm sensor faults Faults in torque converter lockup clutch

(KÜB)

Fault codes: 0717, 0718, 0722, 0723, 2200, 2201, Fault codes: 2511 or 2783
2204, 2205, 2206, 2207, 2767, 2768; transmission in
With this fault code, the controller cannot adjust the
limp-home mode (occasionally)
lockup clutch to the specified slip that has been calcu-
There are two possible types of rpm sensor fault: lated.
• If the sensor itself is defective, the entire electro- The cause of this may be:
hydraulic controller unit must be replaced because
• The disks of the lockup clutch are worn.
neither the sensors nor the control unit with
• The friction value of the disks has changed.
sensors can be replaced individually.
• Hydraulic actuation is not possible.
• The rpm sensor (magnetic ring or pulse ring) is
defective or is not in the specified position. Since it If there is a significant amount of wear debris in the
is rarely possible to find an incorrectly positioned transmission oil pan (see picture), it must be assumed
sensor ring, the first step to take for this fault that the torque converter lockup clutch is already seri-
profile is to replace the electrohydraulic controller ously damaged.
unit. In this case, it is recommended that the entire transmis-
sion including torque converter be replaced because the
shavings will have spread out within the transmission. In
addition, the oil cooler must be flushed. If an addi-
tional oil cooler with thermostat is installed, this must
also be replaced because it cannot be flushed (ther-
mostat does not open until temperature of approx.
85 °C is reached).

i Note
The control unit with sensors cannot be replaced
individually because the characteristics of all
valves are determined and stored in it during pro-
duction. This is also the reason why individual
valves cannot be replaced.

Oil pan with significant wear debris

16 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Complaints

Useful information
If the wear debris pattern in the oil pan is not unusual:
1 Remove the converter return flow strainer
(installed on transmissions up to sequence number
467 000)
2 Clean the fine-mesh filter of the torque converter
lockup valve (electrohydraulic controller unit
removed, remove torque converter lockup valve,
carefully clean fine-mesh filter with lint-free cloth)
3 Perform an oil change
4 Erase all adaptation data in the transmission
control unit (in future it will be possible to erase the
torque converter lockup clutch adaptation data
separately)
Clean valves:
1 Unscrew bolt 1 Converter return flow strainer
2 Remove tension spring Electrohydraulic controller unit removed,
3 Remove both valves (torque converter lockup front of transmission housing, on left in direction of
travel
clutch valve and working pressure control valve)
4 Carefully remove particles from fine-mesh filter
using a cloth
5 Insert valves
6 Insert tension spring
7 Tighten bolt to 9 Nm

1 Torque converter lockup clutch valve

2 Bolt
3 Working pressure control valve
Clean torque converter lockup clutch valve and
working pressure control valve

Valve
1 Fine-mesh filter

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 17

 Complaints
Useful information

Faults in control solenoid valve Faults in actuators

Fault codes: 2110, 2111, 2112, 2113, 2114, 2115, Fault codes: 0894, 2502, 2505, 2711; and transmis-
2116, 2117, 0748, 0778, 0798, 2716, 2725, 2734, sion in limp-home mode (occasionally) or no power
2759, 2810; individual gears not available, transmis- transmission
sion in limp-home mode (occasionally)
These fault codes are always generated when the soft-
It is not possible to check the control solenoid valves ware detects a malfunction via the rpm sensor signal
for proper operation via the control unit or software. monitoring function. The cause of the malfunction can
Only the electrical resistance of the valves is checked sometimes be determined based on the symptom.
by means of a voltage and current strength monitoring
If one or more of these fault codes are stored but there
function.
is or has been no complaint of this type then no action
If there are any deviations from the specified values, is required.
there is a short circuit or open circuit and the electro-
hydraulic controller unit must be replaced.

i Note i Note
The valves cannot be replaced individually Only fault code entries combined with one of the
because the characteristics of all valves are deter- symptoms "Transmission in limp-home mode"
mined and stored in the control unit during pro- (even occasionally) or "Occasionally no power
duction. transmission by transmission" are dealt with here.

18 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Complaints

Useful information
Example 1: Example 2:
If these fault codes occur when shifting from 2nd to If the above-specified fault codes occur in combina-
3rd gear (also see Actuators) or if 3rd gear is entered tion with significant wear debris, there is mechanical
in the freeze frame data of the fault codes, multidisk damage inside the transmission or torque converter.
clutch K1 is malfunctioning. In this case, the transmission and torque converter
must be replaced and the oil cooler must be flushed as
The cause may be located in the area from the valve to
per the current documentation. If an additional oil
the hydraulic duct including seals through to the pis-
cooler with thermostat is installed, this must also be
ton. As a result, the probable faults that have been
replaced because it cannot be flushed (thermostat
found to be associated with this type of symptom are
does not open until temperature of approx. 85 °C is
specified as causes in the current documents with cor-
reached).
responding remedies.
A pattern of wear debris in the oil pan which corre-
In this case, replacement of the entire multidisk clutch
sponds to the picture "Oil pan with normal wear
K1 would be specified as the remedy.
debris" does not justify replacement of the transmis-
sion because this is normal wear debris which collects
in the oil pan during operation.
See the TIPS and Star Diagnosis documentation for fur-
ther possible causes and remedies for this fault profile.

i Note
In this case, multidisk clutch K1 is replaced due to
a probable leak at the piston. The piston itself is
not available as a separate part because the seal-
ing lips vulcanized on to it can be easily damaged
during transport and handling.

Oil pan with significant wear debris Oil pan with normal wear debris

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 19

 Complaints
Useful information

Faults in actuators Complaints without fault codes/event codes

With comfort-related complaints, the functional pro-

Fault codes: 0894, 2502, 2505, 2711; in combination cesses in the transmission control unit are not inter-
with shift quality complaints. rupted and the controller cannot detect any malfunc-
tion. For this reason, no fault or event codes are
If you find that one or more of these fault codes are
stored for shift quality complaints as long as the target
stored when diagnosing shift quality complaints, these
gear is engaged within the specified time.
codes probably have no effect on the complaint.
The shift quality is nevertheless monitored by compar-
You can therefore still process the diagnostic tree for
ing the rpm patterns inside the transmission with ideal
shift quality complaints in this case.
patterns during the shift operation. If the controller
detects deviations from the specified shift operation
patterns, parameters are changed to match the pat-
tern to the ideal pattern. These changeable parame-
ters are the adaptation data (see Adaptation types).
Complaints without fault codes can also include, for
example, possible leaks or noise complaints that
occur in certain driving conditions. In this case, it is
essential that you know the conditions under which
the fault occurs before processing the fault - either
based on a detailed description or, ideally, by repro-
ducing the complaint yourself. Otherwise, you will not
be able to check whether your repairs have been suc-
cessful.

20 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Complaints

Useful information
Shift quality complaints (gear change) Comfort-related complaints in torque
converter lockup clutch (KÜB)
This type of complaint occurs when the change from
one gear to another deviates so far from the ideal shift If the vehicle jolts during driving operation when the
pattern that the vehicle jolts during driving operation. torque converter lockup clutch engages and not dur-
To eliminate the problem, process the currently valid ing gear changes, the fault must be processed differ-
diagnostic tree step-by-step until the complaint is ently.
remedied.
If you have trouble determining whether the problem
This document does not include a detailed illustration is caused by shift operations or by uncomfortable
of the full diagnostic tree. See the respective informa- torque converter lockup clutch engagement, the
tion media (TIPS, Star Diagnosis) for the current diag- example below may help you to make the decision.
nostic tree.
Example:
If the jolting generally occurs at the same time as the
1-2 shift operation, during the next attempt limit the
shift range to the first gear using the selector lever or
steering wheel gearshift buttons.
If the jolt is still noticeable just after starting off even
though the transmission has not shifted up, the prob-
lem is highly likely to be related to torque converter
lockup clutch engagement.

START

Fault codes for One or more of the One or more of the

yes no no no Other
transmission present? following fault FC 2512 on following fault codes
fault codes
(Always print out all codes present: 2502, 2505, model series present: 1629, 1632, 1633,
present?
adaptation data) 0894, 2711? 171? 1634, 1636?

DAS printout
example 1
yes yes yes yes

no Perform SW update
Perform SW update Perform SW update Process DAS
and transmission SCN
and transmission SCN and transmission SCN test steps
coding with DAS.
coding with DAS. coding with DAS.
Also see TIPS
DAS printout Damage code Damage code
GI27.60-P-036675
example 2 5455390 5455390
Damage code: 5455390

yes Complaint
still
present?

Example: Shift quality complaints on automatic transmission 722.9

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 21

 Complaints
Useful information

Noticeable engagement of torque converter Rubbing or humming/droning in torque

lockup clutch (KÜB) converter lockup clutch (KÜB)

The first step is to perform full adaptation of the If engagement of the torque converter lockup clutch is
torque converter lockup clutch (see "Adaptation of not perceived as a jolt, but rather as a "rubbing noise",
torque converter lockup clutch"). Engagement and the cause of the problem is highly likely to be related
control of the torque converter lockup clutch can also to changes in the friction values of the disk linings in
be influenced by adaptation data to compensate for the torque converter.
deviations in engine torque or changes in friction val-
If the complaint has occurred without any parts being
ues.
replaced, adaptation is not necessary. However,
If the problem cannot be eliminated by adapting the changing the oil or flushing the transmission with
torque converter lockup clutch, the transmission oil transmission oil may eliminate the problem.
pan must be checked for wear debris. If the wear
If the transmission oil change does not solve the prob-
debris pattern corresponds to the pattern in the pic-
lem, the torque converter must be replaced even if the
ture but no fault codes are stored, the torque con-
typical pattern of wear debris in the transmission oil
verter must be replaced and a transmission oil change
pan is not present.
must be performed.
Replacing the electrohydraulic controller unit when
If the wear debris pattern in the transmission oil pan is
these symptoms are present will not solve the prob-
normal, the electrohydraulic controller unit must be
lem.
replaced.

i Note
This step may also be necessary after the adapta-
tion data are reset if, for example, the torque con-
verter was replaced or the adaptation data were
lost due to replacement of the electrohydraulic
controller unit.

Oil pan with significant wear debris

22 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Complaints

Useful information
Transmission leaks Work tips

Theoretically, leaks can occur at all seals and sealing This chapter is intended as an information source and
surfaces of the transmission. In this case, it is particu- describes complicated procedures with background
larly important to localize the leak in order to be able information.
to rectify the cause. It may be necessary to clean the
area contaminated with oil and then spray the area
with leak detector spray to narrow down the area of
the leak during a test drive.
Example:
The front area of the transmission is contaminated
with oil. The oil might have escaped from the torque
converter housing (leaky oil drain screw on torque
converter, leaky radial shaft sealing ring on oil pump)
or from the front edge of the oil pan gasket.
After cleaning and whitening the contaminated areas,
you are able to determine that the oil pan gasket is
leaky during a test drive.
The oil pan gasket is then replaced to remedy the
problem. It is important to ensure that the seal is fitted
to the oil pan in a "dry" state i.e. free of oil.

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 23

 Transmission number
Work tips

The transmission number (not the MB object number)

The transmission number is a 14-digit number which It allows the engine and, if relevant, displacement
indicates both the transmission variant and transmis- variant which the transmission is intended for to be
sion sequence number. identified at a glance.
Example:

722 9 04 01 114777
Sequence number: This is the 1 114 777th transmission
with this sales designation

Variant of transmission for engine/vehicle

01 for engine M113

02 for engine OM642

03 for engine OM629

04 for engine M273

06 for engine M272 E35

07 for engine M156/M113 E55

98 for engine M272 E25

99 for engine M272 E30

60 for engine M272 4MATIC (model series 221)

61 for engine M273 4MATIC (model series 221)

62 for engine OM 642 4MATIC (model series 221)

Sales designation

Designation for MB passenger car automatic transmission

24 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Adaptation types

Work tips
The "3 types of adaptation"

Adaptation = Adjustment. But what are we adjusting Shift adaptation

the transmission to?
The process of shift adaptation for optimizing gear
There are 3 different types of adaptation for the trans- change operations also takes place continuously in
mission control unit: the control unit. However, the shift operations must
take place under certain conditions (engine rpm and
Control unit adaptation
load) in this case. This means that the driving style
Control unit adaptations (or settings/adjustments) affects how often the transmission is adapted. As a
are required to match the control unit to the respec- result, this adaptation can be initiated by deliberately
tive vehicle. The "Control unit adaptations“ menu in reproducing the relevant conditions while driving.
Star Diagnosis summarizes the various options e.g.
The procedure is described in the following chapter
teach-in to drive authorization system, variant codings
(shift adaptation).
or teach-in of selection range sensor. These adapta-
tions are performed once and do not change automat-
ically.
Shift line adaptation
During driving operation, the software monitors and
controls adaptation of the shift program and thus of
the shift line displacement. Displacements can be trig-
gered by driving resistance and driving style etc. (see
"Shift line displacements"). This process of adapting
to the driving situation takes place continuously and
the settings are erased when the ignition is switched
off (or if "normal" driving conditions return first).

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 25

 Shift adaptation
Work tips

Fundamentals of shift adaptation

The shift adaptation process, which runs during every Each of these adaptation values is determined for 3
shift operation that meets the conditions, determines temperature ranges. If values for a temperature range
correction values for the basic data set in the control are not yet available, the existing values for other
unit with the intention of producing the ideal shift pat- temperature ranges are converted. Transfer of the
tern. correction values determined during adaptation to the
read-only memory (E²PROM) takes place cyclically,
Various types of adaptation data are obtained during
every 10 min at the latest. As a result, the engine must
the process, two of which are described here:
be left running for 10 min before the ignition is
Fill time adaptation (FZA): switched off after an adaptation test drive for a faulty
Correction of time value for filling the actuator being shift type or the adaptation process in Star Diagnosis
engaged (displayed in Star Diagnosis, values in cycles must be properly terminated with the engine running
(=10 ms)) (the results page for the adaptation test drive is
displayed).
Application pressure adaptation (ADA):
The following graphic provides a schematic illustration
Correction of pressure value for applying the actuator of the influence of the adaptations types on the pres-
being engaged (displayed in Star Diagnosis, values in sure curve of an actuator being engaged (shift pattern
mbar). of an acceleration upshift).

Shift adaptation
A Pressure 1 Fill time
B Shift operation 2 Application pressure
C Time

26 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Shift adaptation

Work tips
Performance of shift adaptation

If a shift operation is subject to complaint and in need Acceleration downshifts:

of adaptation, the adaptation must be selected in the
Shift operations to the next gear down when the vehi-
transmission adaptation menu of Star Diagnosis.
cle is accelerated again or further by depressing the
After selecting transmission control, the shift type accelerator pedal can be adapted here. This type of
which is faulty and needs to be adapted must be adaptation must also be used for downshifts which are
selected. initiated by tapping the gearshift lever or steering
wheel gearshift buttons. Direct adaptation is not pos-
Always pay attention to the safety information about
sible for these acceleration downshifts/selector lever
performing adaptation in Star Diagnosis.
downshifts. As a result, the shift element being
Upshifts: engaged must be adapted during an acceleration
Shift operations to the next gear up can be adapted upshift. Star Diagnosis automatically switches to the
here. adaptation menu for the 1-2 upshift if the 3-2 acceler-
ation downshift is selected.
Downshifts:
Shift operations to the next gear down when the vehi-
cle is decelerated with or without braking can be
adapted here. The accelerator pedal is not actuated.

i Note i Note
It is only necessary to reset the adaptation data if For the 3-2 acceleration downshift, multidisk brake
mechanical repairs (adjustment operations or B1 engages under load. This is also the case for
component replacement) were performed on the the 1-2 upshift, which is why the same adaptation
actuators. If only one adaptation needs to be per- values apply.
formed, the data must not be erased first because
this would mean that data collected over several
thousand kilometers is lost.

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 27

 Shift adaptation
Work tips

Step-by-step performance of an upshift adaptation

1 Select the shift operation for adaptation in the The next Star Diagnosis screen shows the values from
menu. before and after the adaptation so that the changes
2 The transmission oil temperature threshold of are documented. When you switch to this screen, the
60 °C must be exceeded. adaptation values are permanently stored.
3 Using the selector lever or steering wheel gearshift
buttons, restrict the transmission to the start gear
of the shift operation. For a 2-3 adaptation, restrict
to "2".
4 Drive and bring both indicators (torque and rpm)
into the green range.
5 Initiate the upshift using the selector lever or
steering wheel gearshift buttons.
6 Pay attention to the acoustic and visual adaptation
feedback; adaptation was only completed if
feedback was given.
7 Repeat steps 3-7 a total of 5x, then evaluate the
change.

Shift quality after Good Better, but not yet good No change or worse
5 adaptations:

Further measures: Store data Perform 5 more adapta- Adaptation (ADA, FZA) is
tion shift operations not cause of problem

i Note
On vehicles with the "M" shift program, this pro-
gram may not be used because the adaptation
function is disabled in this case (sporty driving
style).

28 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Shift adaptation

Work tips
Step-by-step performance of a downshift
adaptation

1 Select downshift menu Vehicles which only perform the 2-1 downshift at
2 The transmission oil temperature threshold of standstill will not reach 1st gear unbraked. In this
60 °C must be exceeded. case, the vehicle must be braked "normally" from 2nd
3 Adjust transmission to the upper gear of the shift gear to standstill, as described in Star Diagnosis.
operation subject to complaint and allow vehicle to
Manually downshifting to first gear will not result in
roll unbraked until the problematic shift operation
successful adaptation.
takes place.
4 Pay attention to the acoustic and visual adaptation Example:
feedback; adaptation was only completed if To adapt the 4-3 shift operation, accelerate the vehi-
feedback was given. cle to 4th gear and then allow it to roll until 3rd gear is
5 Repeat steps 3-7 a total of 5x, then evaluate the reached.
change.
The next Star Diagnosis screen shows the values from
before and after the adaptation of all downshifts so Step-by-step performance of an acceleration
that the changes are documented. When you switch to downshift adaptation
this screen, the adaptation values are permanently
stored. This is performed in the same way as an upshift
because Star Diagnosis switches to the corresponding
screen for the respective upshift.

Shift quality after Good Better, but not yet good No change or worse
5 adaptations:

Further measures: Store data Perform 5 more adapta- Adaptation (ADA, FZA) is
tion shift operations not cause of problem

i Note
On vehicles with the "M" shift program, this pro-
gram may not be used because the adaptation
function is disabled in this case.
(sporty driving style)

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 29

 Adaptation data changes
Work tips

What if there is no "beep"?

If a shift operation is performed in the green range (or Engine torque

a downshift without braking) and there is no confirma-
3 The engine torque during the shift operation was
tion beep from Star Diagnosis, this can have various
too high or too low although the bar of the engine
causes, both simple and complicated.
torque indicator was in the green area.
The list below is intended to explain the possible Explanation: Star Diagnosis can only display the
causes and demonstrate possible solutions. engine torque on the screen but the control unit
performs calculations based on the turbine torque
which is usually similar but can be different.
No change in adaptation data
Solution: Perform the shift operations in the red
1 The adaptation data were not changed because the areas at the edge of the green area and not in the
current adaptation data for the shift operation are green area.
ideal.
Explanation: Star Diagnosis cannot determine Deactivation of transmission control unit
whether a computation cycle has taken place in
4 Adaptation was deactivated in the transmission
the control unit, it can only detect whether there
control unit.
has been a change within the adaptation data
Explanation: Transmission control deactivates the
range. This check monitors the entire data range
adaptation function on vehicles with diesel engine
meaning that, for example, an audible beep will still
if, for example, diesel particulate filter purging is
be output in the menu of the 2-3 shift operation if
active because there can be signal deviations
a downshift adaptation takes place. It is not
during this period.
possible to restrict monitoring to the selected shift
Solution: Wait for purging cycle to end (purging is
operation.
complete when the exhaust temperature upstream
of the diesel particulate filter in the partial-load
Star Diagnosis speaker
range is less than 250 °C). Adaptation can then be
2 The Star Diagnosis speaker is switched off or too performed again.
quiet.
Solution: Activate speaker

Engine torque indicator

i Note
1 Engine torque
A message is currently being added to Star Diag-
nosis to indicate if a purging cycle is active during
adaptation.

30 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Torque converter lockup clutch (KÜB)

Work tips
Adaptation of torque converter lockup clutch Adaptation via coolant temperature:
(KÜB)

Just as shift operations can be adapted, the torque 1 Perform cold start
converter lockup clutch can also be adapted. This is 2 Engage gear range "D"
necessary when there are comfort-related complaints 3 Move steering wheel to straight-ahead position and
when the torque converter lockup clutch engages brake vehicle for 30 s with service brake
because components such as the torque converter 4 Drive until the coolant temperature has risen by
were replaced previously approx. 20 °C
(also see the "Complaints without fault codes" sec- 5 Repeat steps 3 and 4 until the operating
tion). temperature of 80-90 °C is reached.
Always pay attention to the safety information about
performing adaptation in Star Diagnosis.
Adaptation in 3 torque windows:
There are 2 procedures for adapting the torque con-
verter lockup clutch: 1 Transmission oil temperature must be over 60 °C
• Adaptation via coolant temperature 2 Gears 3 to 5 are best suited for the following steps
• Adaptation in 3 torque windows (if necessary limit the transmission to these gears
with the gearshift lever) as is driving on a level road
surface at a speed between 40 and 80 km/h.
3 Drive within the torque range of 20-40 Nm (speed
between 1,500 and 2,500 rpm) and maintain for at
least 5 s (menu for 2-3 upshift suitable for display).
If it was not possible to maintain the torque range
for 5 s, repeat this step.
4 Drive within the torque range of 40-80 Nm (speed
between 1,500 and 2,500 rpm) and maintain for at
least 5 s (menu for 5-6 upshift suitable for display).
If it was not possible to maintain the torque range
for 5 s, repeat this step.
5 Drive within the torque range of 80-150 Nm (speed
between 1,500 and 2,500 rpm) and maintain for at
least 5 s (menu for 6-7 upshift suitable for display).
If it was not possible to maintain the torque range
for 5 s, repeat this step.

i Note
Menu-assisted adaptation of the torque converter
lockup clutch (KÜB) is currently being added to
Star Diagnosis. The manual procedure is
described here nevertheless.

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 31

 Wear debris patterns
Work tips

Evaluation of wear debris patterns in oil pan

Wear debris in the form of metallic particles (shavings) We currently recommend replacing the transmission if
can collect in the oil pan, even in a transmission that the following damage is present:
has only been in operation for few kilometers. This
• Oil pump has seized in housing
wear debris comes from metallic parts in the transmis-
• Rear planetary gear set is defective
sion which move into or against each other e.g. from
• Torque converter lockup clutch is worn (very large
disk supports which are gently impacted by disks dur-
amount of shavings in transmission oil pan without
ing operation.
any visible transmission defects)
This wear debris collects in the oil pan and does not
The pictures on the page opposite show examples of
represent any risk to the electrohydraulic control sys-
various types of transmission damage. Naturally, the
tem because the oil filter filters the particles out.
transmission can also be damaged even if no wear
If a complaint is received, it is necessary to differenti- debris has been produced.
ate between this type of shaving and elongated shav-
ings and between a "normal" pattern of wear debris
Picture 1-2
and excessive wear debris accumulation.These elon-
gated shavings are also filtered out by the filter but they These pictures show examples of transmissions which
are caused by a damaged component and may there- are obviously mechanically damaged.
fore be related to the complaint. As a result, if elon-
gated shavings are found (3-10 mm in length) it is Picture 3-6
important to determine their origin and replace any
defective components. If the replacement of compo- These pictures show examples of transmissions where
nents is not cost-effective, it may be necessary to it is not possible to conclude that the transmission is
replace the transmission. damaged based on the pictures.

32 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Wear debris patterns

Work tips
Transmissions with obvious mechanical damage

Picture 1 Picture 2

Mechanical damage not visible based on pictures

Picture 3 Picture 4

Picture 5 Picture 6

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 33

 Oil level
Work tips

Measuring/adjusting oil level

When should an oil level check be performed? Is the oil level too low if no oil flows out when
the drain screw is opened?
The oil level must always be checked when there are
indications that the transmission may be underfilled. Possibly, but not necessarily.
These include:
If the oil drain screw is removed at 45 °C as per
• Visible leaks AR27.00-P-0100W on transmissions with a sloped
• After work is performed on the transmission transmission oil pan, at least a small quantity of oil will
cooling system flow out (oil that was in tube). If no further oil flows out
• If there are complaints which mainly occur when after this small quantity, this only means that the oil
the transmission is very cold level is below the top edge of the tube. If the oil level
• If there are complaints which occur on steep is only a few millimeters below the edge, the oil level
uphill/downhill slopes and/or during rapid is still OK because it is within the tolerance.
cornering
It is not necessary to always check the oil level in the
event of shift quality complaints.

i Note
Unfortunately, there is no way of measuring the
distance between the oil level and the upper edge
of the tube. Experiments with bent dipsticks were
not successful because they could not be read off
accurately.

Oil level check

1 Oil level OK 2 Oil level not OK

34 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Oil level

Work tips
It is therefore not possible to evaluate the oil level by The transmission oil level is then adjusted to the
removing the drain screw. In case of suspicion that the center of the tolerance range. If the oil level was previ-
oil level is too low, 0.5-1 l of transmission oil must be ously at the OK level on the drawing, it is possible that
poured into the transmission as described in AR27.00- only 0.1-0.2 l of transmission oil was added. In this
P-0100W and then the excess oil must be drained off case, the transmission was not underfilled previously
until only a small quantity runs out (arrow b). even though no oil ran out.
It is only possible to determine the top-up quantity If more than 0.3 l of oil is required to reach the state
once this excess oil has been collected and measured. indicated by arrow b, the oil level was outside the tol-
erance.

Inspect oil level, adjust to correct level if necessary

a Transmission oil level is OK with this flow rate c Transmission oil level must be corrected and re-
b Transmission oil level is OK with this flow rate checked with this flow rate
3 Oil drain screw

Oil level after correction

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 35

 Transmission 722.9
Questions and answers

General Is the correct electrohydraulic controller unit

installed?

This chapter provides answers to a small number of Electrohydraulic controller units (EHS) have often
frequently asked questions. Unfortunately, it cannot been replaced because the one that was installed had
cover every question and there will always be ques- a different object number to that specified in EPC or
tions whose answer cannot be found here. WIS.
However, the documentation cannot be used to make
this decision. Both the EPC and SI documents which
Why were new oil pans, oil filters and include object numbers for installation only specify
magnets introduced? the object number which has to be installed if replace-
ment is necessary.
The oil pans were first changed to a deeper version at
the start of 2004 (these can be identified by the This means that an EHS with a different object number
sloped rear end). The new oil pan optimizes oil supply which is already installed is not necessarily incorrect.
to the transmission in all driving situations. Nor is it necessarily the case that a higher object
number means that the component is newer.
In addition, the oil filter has been optimized several
times to improve the filtration of the transmission oil.
Since the new filters also have different dimensions,
the oil magnets may have to be repositioned or
replaced depending on the type installed.
See SI27.56-P-0001A for more information.

Oil pan (deeper version with slope)

36 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Transmission 722.9

Questions and answers

Where can I find the number of the installed Why can't I shut off the torque converter
converter? lockup clutch?

Unfortunately, the converter object number is not The torque converters of transmission 722.9, espe-
documented and must be read off the converter. cially on vehicles with diesel engine, have a very "soft"
Generally, it is possible to read off the number of an design. This means that there would be a great deal of
installed converter through the cutouts in the converter slip if the torque converter lockup clutch
converter housing. It may be necessary to turn the was not engaged.
motor/converter until the number is visible.
Significant converter slip also produces a great deal of
heat which cannot be monitored in the converter and
would cause damage.
Why does the steering wheel have to be in the
straight-ahead position during torque
converter lockup clutch adaptation (coolant
temperature)?

During this type of adaptation, a comparison of the

torque signals is performed in the control unit. All
sources of interference must be eliminated to perform
this comparison as accurately as possible. Since the
steering angle influences the engine torque even when
the vehicle is at a standstill, adaptation is only
performed in the straight-ahead position (steering
angle sensor).

Why is there no beep during shift adaptation?

This topic is described in detail in the "Work tips"

chapter.

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 37

 List of abbreviations

ADA FZA
Application pressure adaptation Fill time adaptation

ATF ISM
Automatic Transmission Fluid Intelligent Servo Module

CAN KÜB
Controller Area Network Torque converter lockup clutch

EHS SI
Electrohydraulic controller unit Service Information

ESP WIS
Electronic Stability Program Workshop Information System

38 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks

 Index

A F
Acceleration downshift . . . . . . . . . . . 27 Faults
Acceleration downshift adaptation . . . . . . 29 in control solenoid valves . . . . . . . . . 18
in hydraulic actuators . . . . . . . . . 18, 20
Actuators . . . . . . . . . . . . . . . . . 10 in rpm sensors . . . . . . . . . . . . . 16
Adaptation in torque converter lockup clutch . . . . . 16
in 3 torque windows . . . . . . . . . . . . 31 Fill time adaptation . . . . . . . . . . . . 26
of torque converter lockup clutch . . . . . . 31
via coolant temperature . . . . . . . . . . 31
M
Application pressure adaptation . . . . . . . 26
Multidisk clutch . . . . . . . . . . . . . 12

C
O
Complaints
about torque converter lockup clutch . . . . . 21
Oil level
with fault codes/event codes . . . . . . . . 15 adjusting . . . . . . . . . . . . . . . 34
without fault codes/event codes . . . . . . . 20 checking . . . . . . . . . . . . . . . 34
Shift quality . . . . . . . . . . . . . . . 21
Control unit adaptation . . . . . . . . . . . 25 P
Converter return flow strainer . . . . . . . . 17 Problem
Vehicle jolted while driving . . . . . . . . 14
Customer statement Vehicle starts off in 1st gear even in C . . . 14
I was no longer able to shift . . . . . . . . . 8
Transmission stopped shifting . . . . . . . . 8
S
D Shift adaptation . . . . . . . . . . . . . 25

Dealing with customer complaints . . . . . . 14 Shift line adaptation . . . . . . . . . . . 25

Downshift adaptation . . . . . . . . . . . . 29 Shift line displacements . . . . . . . . . . . 7

Start-off gear . . . . . . . . . . . . . . . 7
E
Electrohydraulic controller unit . . . . . . 17
Eliminating complaints . . . . . . . . . . . 15
Engine torque display . . . . . . . . . . . . 30

7G-TRONIC (722.9) in the Workshop - Tips and Tricks b 39

 Index

T W
Torque converter lockup clutch . . . . . . . 12 Wear debris patterns in oil pan . . . . . . . 32
Transmission Work tools . . . . . . . . . . . . . . . . 23
Function . . . . . . . . . . . . . . . . . 6
Interrelationships . . . . . . . . . . . . . 6
Transmission leaks . . . . . . . . . . . . 23
Transmission number . . . . . . . . . . . 24

U
Upshifts . . . . . . . . . . . . . . . . . 27
Upshift adaptation . . . . . . . . . . . . 28

40 b 7G-TRONIC (722.9) in the Workshop - Tips and Tricks