Seminar 1

FATE 2010
Automatic Transmission
Technical Seminar
PRESENTED
BY
Mike Souza
ATRA Technical Advisor
FATE 2010
Automatic
Transmission
Technical Seminar
Mercedes 722.7 ......................................... Page 1
Renault/Peugeot/Citreon Al4 (DPO) ....... Page 59
Audi 01J ................................................... Page 116
Nissan RE5R05A ...................................... Page 178

Introduction
“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)
Wheel Speed
Shift Offset
Traction Status
Air Conditioning Control Module (N19)
A/C Compressor Torque
TCM Outputs
Instrument Cluster (A1)
Faults Detected (MIL light)
Transmission Ratio
Wheel Speed
ECM Control Module (N3/5)
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
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
Shift Engine Torque Engine Speed Engine Speed

Nm (ft. lb.) Gas Vehicles Diesel Vehicles
RPM RPM
1-2 0 - 30 (0 - 22.1) 3000 2500
2-3 0 - 35 (0 - 25.8) 3000 2500
3-4 26 - 50 (19.1 - 36.8) 3000 2500
4-5 25 - 50 (18.4 - 36.8) 3000 2500

Mercedes 722.7 6
Transmission Shift Adapts continued..........................
Adaptation for Downshifts
Accelerate to 3rd gear
Bring vehicle to a stop with light deceleration
Do not manually downshift with shift selector
Adaptation for Lockup Clutch (Filling Time)
Lightly accelerate to 3rd gear
Adaptation for Lockup Clutch (Low Load Range)
Accelerate to 5th gear @ 2000 rpm at an engine torque of 35 Nm
Maintain a constant for approx. 120 seconds (2 min.)
Adaptation for Lockup Clutch (High Load Range)
Accelerate @ 1500 rpm in 5th gear
Accelerate smoothly to 2500 rpm at an engine torque of 110 Nm
Adaptation for Deceleration
Accelerate @ 3000 rpm in 5th gear
Coast vehicle down to 1500 rpm
Limp Home Mode

General Function
Limp mode is provided to ensure safe driving conditions and prevent damage to the
transmission. The system will switch to Limp Home Mode when any critical malfunctions occur.
A fault code is designated to the malfunction and stored in memory.
Electrical Limp Home Mode
When an electrical fault or insufficient clutch pressure downstream of the regulating valves 14
and 3. Excessive high pressure downstream of regulating valve RS25R with a possible fault code
of P1886. The transmission control module (FTC) switches to electronic limp mode. All PWM
solenoids (electrically) and shift valves (hydraulically) are de-energized during limp mode.
Electrical Limp Mode Transmission Operation:
Shift selector in D (drive) the transmission will remain in 5th gear
Shift selector in R (reverse) the transmission will remain in reverse gear
Working (line) pressure will increase to maximum level
Torque Converter Lockup clutch will remain unlocked
Stop the vehicle (not necessary to turn engine off) shift to Park
Wait a minimum of 10 seconds
When shift selector is moved to D, 2nd gear will be available to make the vehicle more operable
When shift selector is moved to R, reverse will be available
Hydraulic Limp Home Mode
If a hydraulic or mechanical transmission fault is detected. The transmission control module
(FTC) (Y3/7n2) may initiate one of several different limp modes, depending upon the type of
fault that occurred. The program designated for a particular shift mode is selected per fault
detected. Each individual limp mode occurrence will set an assigned fault code that will be
stored in memory. The activated limp mode will remain until the fault is corrected or the fault
code stored is erased. Intermittent faults can be reset by the ignition being cycled Off/On.
Mercedes 722.7 7
Limp Home Mode continued..........................
Possible Fault Codes Stored:
P1887 1/4 or 2/5 shift valve stuck in the pressure position, shift valve pressure too high
P1888 1/4 or 2/5 shift valve stuck in the basic position, shift valve pressure too low
P1889 2/5R regulation valve pressure too low or 3 PWM solenoid valve (Y3/7y3) pressure too
high (trans slipping)
P1893 1/4 regulating valve, 3 regulating valve or 1/4 PWM solenoid valve (Y3/7y1) or 3 PWM
solenoid valve (Y3/7y3) pressure too high (incorrect clutch engaged)
Note: depending on which fault code is detected, they can be reset by cycling the ignition Off/On
so long as they have not occurred more than two times during a one drive cycle.
Hydraulic Limp Home Mode Diagnosis

Hydraulic Limp Mode 1:
P1887 1/4 or 2/5 shift valve stuck in the pressure position, shift valve pressure too high
Transmission operating state when fault is detected with the selector in Drive and current gear is
engaged.
Selector movement Transmission Action Transmission Engagement

No shift selector movement Transmission shifts to 3rd gear or Transmission will disengage until the
transmission disengages until 3rd gear shift programming will allow 3rd gear
is possible
Shift selector moved to D (drive) from Transmission shifts to 3rd gear or Transmission will disengage until the
any position transmission disengages until 3rd gear shift programming will allow 3rd gear
is possible
Shift selector moved to R (reverse) Transmission shifts to reverse
from any position

P1888 1/4 or 2/5 shift valve stuck in the basic position, shift valve pressure too low
Transmission operating state when fault is detected with the selector in Drive and current gear is
engaged.

No shift selector movement Transmission shifts 1-2 & 2-1 if shift is Transmission will disengage until the
possible or transmission will disengage shift programming will allow 1st or 2nd
if 1st or 2nd gear is not possible gear
Shift selector moved to D (drive) from Transmission shifts 1-2 & 2-1 if shift is Transmission will disengage until the
any position possible or transmission will disengage shift programming will allow 1st or 2nd
if 1st or 2nd gear is not possible gear
from any position
Mercedes 722.7 8
Hydraulic Limp Home Mode Diagnosis continued..........................
P1889 2/5 regulating valve pressure too low or 3 PWM solenoid valve (Y3/7y3) pressure too
high. (trans slipping) Transmission operating state when fault is detected with the selector in
Drive and current gear is engaged.

No shift selector movement Transmission shifts to 3rd gear or Transmission will disengage until the
transmission disengages until 3rd gear shift programming will allow 3rd gear
is possible
Shift selector moved to D (drive) from Transmission shifts to 3rd gear or Transmission will disengage until the
any position transmission disengages until 3rd gear shift programming will allow 3rd gear
is possible
from any position

P1893 1/4 regulating valve, 3 regulating valve or 1/4 PWM solenoid valve (Y3/7y1) or 3 PWM
solenoid valve (Y3/7y3) pressure too high (incorrect clutch engaged)
Transmission operating state when fault is detected with the selector in Drive and current
gear is engaged.
Selector movement Transmission Action

No shift selector movement The transmission is disengaged (electrically) to 3rd or 4th
gear if possible
Shift selector moved to D (drive) from any position The transmission is disengaged (electrically) to 3rd or 4th
gear if possible
Shift selector moved to R (reverse) from any position Transmission shifts to reverse
Mercedes 722.7 9
Direct Limp Home Mode
Direct Limp Mode
When an electrical fault is detected while driving with the shifter in the Drive (D) position, all
solenoid valves are electrically turned off by the FTC (transmission control module) Y3/7n2.
Continuous shift valve pressure (p-SV) from PWM Solenoid Valve Shift (Y3/7y5) “Falling
Characteristics” (inversely proportional low voltage high pressure) strokes the shift valves (SS 14 & SS
25) to the pressure position in 1st, 2nd, 3rd and 4th gears. These same valves are also held into the
pressure position in 5th gear hydraulically.
The 5th Gear Clutch (K5) is supplied maximum regulated Clutch Pressure (p-K5) via Working
Pressure (p-A) from Selector Valve (1) to the regulating valve (RS 25R) sent back through Selector
Valve (1) in the “D” Drive position.
PWM Solenoid Valve 2/5/R (Y3/7y3) “Rising Characteristics” (directly proportional low
voltage low pressure) is turned off exhausting Valve Pressure (p-V25R). The Regulating Valve (RS 25R)
is moved to the regulating position (right) by Supply Pressure (p-VD).
Direct Limp Mode 5th Gear Enagaged
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).
Shifter Placed Into Park For A Minimum Of 10 Seconds
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).
Shifter Placed Back Into Drive 2nd Gear Engaged
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
Mercedes 722.7 13
OBDII Code List continued.......................
Mercedes Code List
2000 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)
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
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
1 Electronic Ignition/Starter 2 ............ N/A............. 3 TNA Signal (gas vehicles)

Switch Control Module
4 Circuit 31 (ground) 5 Circuit 31 (sensor ground) 6 CAN Interior Bus (High)
7 Motor Electronics (ME SFI) 8 Circuit 87 9 ASR Acceleration Slip
Circuit 87 Voltage Regulation (model 168)
9 ETS Electronic Traction System 9 ABS Anti Lock Brake System 9 ESP Electronic Stability
(model 163) (model168) Program
10 ............ N/A............. 11 Automatic Clutch (model 168) 11 FTC Front Transmission

Control (model 168)
11 ETC Electronic Transmission 12 RD Radio Audio 10, 30 & 30 13 AB Airbag/Emergency

Control APS W/D2B (model 168) Tensioning Retractor
14 CAN Interior Bus (Low) 15 IC Instrument Cluster 16 Circuit 30 Voltage
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
1 Circuit 31 (ground W12 W15 (sensor ground) 2 Voltage Circuit 87 or 15z``
3 Voltage terminal 30 4 EDS Electronic Diesel System
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
6 ABS Anti Lock Brake System 6 ETS Electronic Traction Support
6 ASR Acceleration Slip Regulation 6 ESP Electronic Stability Program
7 EA Electronic Acceleration 7 ISC Idle Speed Control
7 CC Cruise Control/Idle Speed Control 8 BM Base Module
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
15 IC Instrument Cluster 16 HEAT Automatic Heater
16 Tempmatic A/C Air Conditioning 16 Automatic A/C Air Conditioning
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
19 DM Diagnostic Module I 20 PSE Pneumatic System Equipment model 140 Multifunction

Control Module model 210
21 CF Convenience Feature model 140 21 RST Roadster Soft Top model 129
22 RB Roll Bar model 129 23 ATA Anti Theft Alarm
24-25 ----------------N/A----------------------- 26 ASD Automatic Locking Differential model 202

Mercedes 722.7 17
27 ------------------- N/A ------------------------- 28 PTS Parktronic System model 140
29 ------------------- N/A -------------------------- 30 AB Airbag/Emergency Tensioning Retractor
31 RCL Remote Central Locking 32 ------------------- N/A -------------------------
33 RD Radio Audio 10 30 Audio 30 APS & COMAND w/D2B 34 ICS Information & Communication System
35 ------------------- N/A -------------------------- 36 STH Stationary Heater
36 HB Heater Booster 37-38 ------------------- N/A --------------------------
Connector Locations
Mercedes 722.7 18
Star Diagnostic Procedure
DAS Innovations Division Selections
Model Series/Type
Quick Test Control Modules Functions
Control Modules Group Main Function Groups
Individual Functions
Control Modules Selection
Measuring Test Steps System Control Module

Technology Control Module Version
Fault Codes
WIS Actual Values
Actuations
Control Module Adaptations
Overall List of Guided Tests
Overall List of Fault Codes
System Specific Assistance Troubleshooting by Complaint and/or Symptom
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).
Winter / Standard 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)
W Winter mode program vehicle starts out in
2nd gear (upshifts & downshifts occur @
higher throttle openings, vehicle & engine
speeds than in Standard position).
S Standard mode program (normal driving)
Instrument Cluster (A1) Touch Shift Gear Display (A1p12)
1234D Touch gear selected
+ Touch shift + (manual shift): upshifts one gear per
shifter movement. Note: The FTC will command (override) the
transaxle to the next higher gear when the vehicle reaches an
unsafe engine rpm.
– Touch shift -- (manual shift): downshifts one gear per
shifter movement. (gear range displayed in instrument
cluster A1p12) Note: The FTC will only command (override) the
transaxle to the next lower gear when the vehicle reaches safe
engine rpm.
Engaged Gear Display (A1p12)
DRNP Engaged gear selected
Fault Display “F” (A1p12)
Any transmission faults detected will also be displayed
in the instrument cluster (A1) at the A1p12 location
Mercedes 722.7 20
Shifter Assembly continued..........................
Floor Shifter Assembly
A61 Range Recognition Module

Y66/1 Backup/Parking Shift Lock Solenoid Valve
49 Shifter Detent
55 Shifter Pattern Display
56 Program Selector Switch (C/S/W)
58 Locking Pin
59 Pawl
60 Selector Lever (Shifter)
The Backup/Parking shift lock solenoid valve (Y66/1), is designed to prevent the shifter from
being removed from the Park detent or back into the Reverse detent until the Range Recognition module
receives the appropriate criteria from the ECM. Brake pedal signal information is provided for the
shifter release from Park and Vehicle Speed signal of 8km/h (5-7 mph) or higher would prevent the
shifter from being moved back into Reverse.
Range Recognition Module (A61)
A61 Range Recognition Module

84 Optoelectronics Gear Recognition Switch
85 Optoelectronics Touch Shift switch
86 Optoelectronics Program Selector Switch
The Gear Recognition module consists of a 6 Optoelectronics switch circuit board. Three
switches are designated for gear recognition, two switches are for determining the touch shifts operation
and one switch to detect the program switch operation (C/S/W). Each of the switch’s Photoelectic
barriers are closed when operated and the signal from GRM (A61) is transmitted to the instrument
cluster (A1) and FTC (Y3/7y2).
Mercedes 722.7 21
Updated Park Locking Assemble
Park Locking Assembly
Earlier model vehicles utilized a Dual Park Locking assembly that consisted of two locking
control cables. One Ignition Lock controlled and the other controlled by the Brake Pedal. Later models
discontinued the use of the Brake Pedal control cable and only use the Ignition Locking cable. The
updated Ignition Locking control cable passes through the Brake Pedal assembly then on to the
transaxle assembly. This change effects the transaxle case assembly and internals components as well.
Dual Park Locking Assembly

6 1
7
8
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
Y3/7y1 (1/4) “ON”

Y3/7y2 (3)
Y3/7y3 (2/5/R)
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
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
Y3/7y4 (KUB) “ON” Y3/7y5 “OFF”

(Lockup) (shift)
1 1
b b
2 2
a a
1: Electrical Contact p-V: Solenoid Valve Pressure

2: Shift Valve Housing (valve body) p-S/KUB: Solenoid Valve Pressure (lockup)
0: Exhaust (sump) p-VD Supplied Pressure
a: O-ring RS-VD Regulating Valve Oil
b: O-ring
Solenoid Apply Chart

Solenoid 1st Gear 2nd Gear 3rd Gear 4th Gear 5th Gear Reverse
Y3/7y1 Variable 0% 0% Variable 0% 0%
Y3/7y2 0% 0% Variable 0% 0% 0%
Y3/7y3 100 % Variable 100 % 100 % Variable Variable
Y3/7y4 Variable Variable Variable Variable Variable 0%
Y3/7y5 100 % 100 % 100 % 0% 0% 100 %
Variable: Variable actuation of the Solenoid Valve by the Transmission Control Module (FTC) Y3/7n2
0 %: No actuation of the Solenoid Valve by the Transmission Control Module (FTC) Y3/7n2
100 %: Maximum actuation of the Solenoid Valve by the Transmission Control Module (FTC) Y3/7n2
Mercedes 722.7 25
Starter Lockout Contact Y3/7s1 (switch)
The Starter Lockout Contact Y3/7s1 (contact switch) is designed to prevent the vehicle from
being started in the “D” Drive and/or “R” Reverse position. When the Selector Valve (1) is turned to the
Reverse or Drive position the Cam Track (1a) will move the Slide Valve (2) (spring loaded). The force
of the Spring (2a) will open the Contact (2b) disabling the vehicle from being started. The Y3/7s1 is
integral to the Electronic FTC Control Module (Y3/7)
Y3/7s1
1: Selector Valve (manual valve)

1a: Cam Track
2: Slide Valve (contact)
2a: Spring
2b: Contact
Y3/7: Electronic FTC Control Module
P/R/N/D: Shifter Detents
Transmission Output Shaft RPM Sensor Y3/7n1 (OSS)

The Transmission Output Shaft RPM Sensor Y3/7n1 (OSS) is a Hall Effect sensor integral to the
Electronic FTC Control Module (Y3/7). The Y3/7n1 (ISS) sensor monitors 5th gear tooth rotation rpm.
Each tooth signal is transmitted to the transmission control module (FTC) to calculate transmission
output speed.
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
1 Input shaft (Drive) 7 Thrust washer 13 Radial bearing

2 Thrust bearing 8 Thrust bearing 14 Radial bearing
3 3rd Gear 9 Radial bearing 15 K4 Pressure supply oil
4 Circlip 10 4th Gear 16 K3 Pressure supply oil
5 Thrust bearing 11 Thrust bearing K3 3rd Gear Clutch (multiplate)
6 Thrust washer 12 Spur gear (constant mesh) K4 4th Gear Clutch (multiplate)
K3 & K4 Clutch Endplay

Compress the Clutch Pressure Plate (2)
A B B A
towards the internal and external toothed clutch
1 1 plates.
Compress Compress Measure the distance between the Clutch
Pressure Plate (2) and the Selective Locking Ring
2
2 (1) (points A & B) with a feeler gauge or
compatible tool.
The correct K3 and K4 clutch end play is
K3 & K4 0.5 - 0.9 mm (0.019 - 0.035”). The Locking Ring
(1) is available in sizes 1.7, 2.0, 2.3, 2.6 and 2.9
mm (0.067, 0.078, 0.090, 0.102 & 0.114”).
1: Selective Locking Ring

2: Clutch Pressure Plate
Mercedes 722.7 28
Counter Shaft/K1, K2 & KR Clutch assemblies
15 14 13 12 11 6 5 3
19
21 20
18 17 K1 16 10 KR 9 8 K2 7 4 1 2
1 Counter Shaft 9 Thrust Washer 17 Thrust Washer

2 Circlip 10 Thrust Washer 18 Circlip
3 Constant Mesh Spur Gear 11 Reverse Gear 19 Oil Pressure Supply K1 Clutch
4 Thrust Bearing 12 Radial Bearing 20 Oil Pressure Supply K2 Clutch
5 2nd Gear 13 Thrust Bearing 21 Oil Pressure Supply KR Clutch
6 Radial Bearing 14 1st Gear K1 1st Gear Clutch (multiplate)
7 Thrust Bearing 15 Radial Bearing K2 2nd Gear Clutch (multiplate)
8 Thrust Washer 16 Thrust Bearing KR Reverse Gear (multiplate)
K1, K2 & KR 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 K1 & K2 clutch endplay is 0.5 - 0.7 mm (0.019 - 0.027”), KR clutch 1.0 - 1.2 mm
(0.039 - 0.047”). The Locking Ring (1) is available in sizes of 1.7 to 3.2 mm (0.067 - 0.126”) in
increments of 0.1 mm (0.004”).
K1 K2 & KR
Compress
2
1
A A 2 1
Compress
A A
B B
B B
1: Selective Locking Ring 1: Selective Locking Ring

2: Clutch Pressure Plate 2: Clutch Pressure Plate
Mercedes 722.7 29
Output Shaft/K5 Clutch assembly
1 3 11 10 2
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
1: Selective Locking Ring

2: Clutch Pressure Plate
Mercedes 722.7 30
Clutch Apply Chart
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
S Mode 63 - 82 km/h 40 -51 mph
Kickdown 63 - 82 km/h 40 -51 mph
S Mode 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
Downshifts (approx.)
S Mode 116 - 142 km/h 72 - 88 mph
Kickdown 134 - 174 km/h 83 - 108 mph
S Mode 81 - 105 km/h 50 -65 mph
S Mode 48 - 59 km/h 30 - 37 mph
S Mode 20 - 24 km/h 12 -15 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
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 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
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 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
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 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
7 Counter Shaft K1 Clutch K2 Clutch
K3 Clutch K4 Clutch K5 Clutch (Applied)
KR Clutch
Mercedes 722.7 37
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
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
Torque Converter Lockup Function

The Torque Converter Lockup Clutch is programmed to operate in a completely open or preset
slip rate. This is accomplished hydraulically by the Torque Converter Clutch (TCC) PWM solenoid
valve KUB (Y3/7y4) (lockup) and continuously adapting to driving conditions by the transmission
controller (FTC).
The (TCC) PWM Solenoid valve KUB (Y3/7y4) (lockup) directs oil pressure through the Input
Shaft (10) supported by the Stator Shaft (11) to the Piston (7) apply chamber (behind piston)
compressing the Clutch Plate Set (3) (multiplate).
The Clutch Plate Set (3) consists of an External (2) and Internal (4) toothed Clutch Discs. The
External toothed Clutch Disc (2) is connected to the Impeller (8) and Cover (6) assembly. The Internal
toothed Clutch Disc (4) is connected to the Turbine (1). Connecting direct engine torque to the
transmission between the Impeller (8) and the Turbine (1).
The Torsional Damper (5) is designed to cushion any engine or transmission vibrations that may
occur.
Mercedes 722.7 39
Torque Converter continued....................
Torque Converter Lockup Clutch Hydraulic Control
The TCC PWM solenoid KUB (y3/7y4) (lockup) “Rising Characteristics” is provided with
Supply Pressure (p-VD) (regulated line pressure) from the Supply Pressure Regulating Valve (RS-VD)
(pressure regulator valve). The TCC solenoid then regulates the oil pressure (p-S/KUB) to the Lockup
Clutch Regulator valve (RS-KUB) (TCC regulator valve) moving the valve to a lower or higher pressure
position. The TCC regulator valve (RS-KUB) controls the supplied Working Pressure (p-A) (line) to the
Lockup Clutch (KUB) assembly apply piston with regulated oil (p/KUB).
When the TCC regulating valve (RS-KUB) is in the lowering position, Lube Oil (C) passes
through the Torque Converter and the Transmission Oil Cooler (1) to the transmission the Lockup Clutch
is released (un-pressurized). With the TCC Regulating valve (RS-KUB) in the variable position
(regulating) the Torque Converter clutch is being applied (pressurized) in a slipping mode. Some Lube
Oil (p-Sm) is directed through the RS-KUB Annular Orifice Passage (b) past the Torque Converter going
directly to the Oil Cooler (1) then into the transmission. The remainder of the Lube Oil (p-Sm) is
transferred through Orifice (a) into the Torque Converter as clutch cooling oil and release pressure. This
is directly proportional, higher amperage higher solenoid pressure.
The Lockup command by the FTC Module is capable of being applied in any forward gear and
inhibited in reverse.
EXHAUST
Variable
1
E
a
b
1: Transmission Oil Cooler Y3/7y4: PWM solenoid KUB (lockup)

a: Orifice p-S/KUB lockup valve control oil
b: Annular Orifice Passage p/KUB: Lockup clutch regulated oil
E: Exhaust (sump) RS-KUB: TCC regulator valve
p-A: Working Pressure (line) A: Torque converter output
p-Sm: Lubrication Pressure (lube) B: Torque converter Input
p-VD: Supply Pressure (regulated line pressure) C: Lube oil (to transmission)
Mercedes 722.7 40
Shift Valve Housing Components (valve body)
R S3
1: Selector Valve (manual valve) 2: Shift Valve Housing (valve body)

RS-KUB: Torque Converter Lockup Clutch Regulator Valve RS-VD: Supply Pressure Regulating Valve
RS-Schm: Lubrication Pressure Regulating Valve RS-25R: Regulating Valve 25R
RS-pa: Working Pressure Regulating Valve (line) 74c: Spring
RS-3 Regulating Valve 3 74a: Working Pressure Regulating Valve Piston 1
74b: Working Pressure Regulating Valve Piston 2 RS/14: Regulating Valve 14
SS/14: Shift Valve 14 SS/25: Shift Valve 25
Valve Body Hydraulic Function

The Selector Valve (1) (manual valve) as mentioned previously controls the Starter Lockout
Contact Y3/7s1 (contact switch) function. The Selector Valve (1) also directs hydraulic pressure to Shift
Valve Housing (2) components depending upon what position the shift lever is placed.
Selector Valve (1)

Mercedes 722.7 41
Selector Valve (1) In The “P” Park Position
The Selector Valve (1) (manual valve) blocks Clutch Pressure (p-K) (line) from Regulating valve
25R (RS/25R). All clutch assemblies are dis-engaged (emptied) at this time and transmission power is
no longer available. Working Pressure (p-A) (line) is directed from Working Pressure Regulating valve
(RS-pA) to Shift valve (SS/25) in Limp Home Mode only.
SS/25: Shift Valve 25 p-K: Clutch Pressure

RS/25R: Regulating Valve 25R p-A: Working Pressure (line)
0: Exhaust (sump) RS-pA: Working Pressure Regulating Valve
Selector Valve (1) In The “R” Reverse Position

The Selector Valve (1) (manual valve) directs Clutch Pressure (p-K) (line) from Regulating valve
25R (RS/25R) to the Reverse clutch (KR) (multiplate). Working Pressure (p-A) (line) from the Working
Pressure Regulating valve (RS-pA) is shut off to Regulating valves 14 (RS/14), 3 (RS/3) and the KUB
(TCC clutch) Regulating valve (RS-KUB) . No forward gears are possible in this position.
KR: Reverse Clutch (multiplate) RS/3: Regulating Valve 3

RS/14: Regulating Valve 14 RS-KUB: TCC Regulating Valve
RS/25R: Regulating Valve 25R p-K: Clutch Pressure
p-A: Working Pressure (line) RS-pA: Working Pressure Regulating Valve
0: Exhaust (sump)
Mercedes 722.7 42
Selector Valve (1) In The “N” Neutral Position
The Selector Valve (1) (manual valve) blocks Working Pressure (p-A) (line) from the Working
Pressure Regulating valve (RS-pA) to Regulating valves 14 (RS/14), 3 (RS/3) or the Torque Converter
Lockup clutch (TCC) Regulating valve (RS-KUB). Clutch Pressure (p-K) is blocked from Regulating
valve 25R (RS/25R). All clutch assemblies are dis-engaged (emptied) at this time and transmission
power is no longer available.
RS/3: Regulating Valve 3 RS/14: Regulating Valve 14

RS-KUB: TCC Regulating Valve p-K: Clutch Pressure
0: Exhaust (sump) RS-pA: Working Pressure Regulating Valve
Selector Valve (1) In The “D” Drive Position

The Selector Valve (1) (manual valve) directs Working Pressure (p-A) (line) from the Working
Pressure Regulating valve (RS-pA) to Regulating valves 14 (RS/14), 3 (RS/3) and Torque Converter
Lockup clutch (TCC) Regulating valve (RS-KUB). When the transmission is shifted into 2nd and 5th
gear Clutch Pressure (p-K) from Regulating valve 25R (RS/25R) is directed to Shift valve 25 (SS/25)
which also prevents reverse gear engagement.
SS/25: Shift Valve 25 RS/14: Regulating Valve 14

RS-KUB: TCC Regulating Valve RS/3: Regulating Valve 3
p-K: Clutch Pressure RS-pA: Working Pressure Regulating Valve
0: Exhaust (sump)
Mercedes 722.7 43
Working Pressure Regulating Valve (RS-pA) (line pressure)
The Working Pressure Regulating Valve (RS-pA) regulates the primary pressure (line) of the
hydraulic system and supplies the Lubrication Pressure Regulating Valve (RS-pSchm) with surplus
(lube) oil. Working Pressure (p-A) (line) is regulated by the Working Pressure Regulating Valve (RS-
pA) in relation to the amount of Clutch Pressure produced by the corresponding clutches Regulating
Valve in use.
Example shown below; 3rd gear clutch is applied K3 Clutch Regulating Pressure Valve (RS-3)
produces the amount of boost pressure (p-K3) through Orifice (a) to increase Working Pressure (p-A)
(line) as required. The Working Pressure (p-A) increase and decrease during shifts is controlled by the
FTC depending upon Engine Load and gear command. The Working Pressure Regulating Valve (RS-
pA) Spring (1a) sets the minimum pressure level (basic). The Pistons (2a) and (2b) when moved to the
left increase Working Pressure (p-A).
RS-pA
p-A P p-A 1a 2a 2b
RS-pSchm
RS-14: Regulating Valve 14 RS-3: Regulating Valve 3

P: Oil Pump RS-pA: Working Pressure Regulating Valve
RS-25R: Regulating Valve 25R p-A: Working Pressure (line)
1a: Spring RS-pSchm: Lubrication Pressure Regulating Valve
2a: Piston 2b: Piston
a: Orifice p-K3: Clutch Pressure K3
Supply Pressure Regulating Valve (p-VD)

Supply Pressure (p-VD) is derived from Working Pressure (p-A) (line) and regulated by the
Supply Pressure Regulating Valve (RS-VD). The Regulated Supply Pressure (solenoid pressure) is
directed to the PWM Solenoid Valves (Y3/7y1, Y3/7y2, Y3/7y3, Y3/7y4 and Shift Pressure Solenoid
Valve (Y3/7y5). This pressure also works against Valve Pressure (p-V25R) at the Regulating Valve 25R
in Lime Mode.
RS-VD: Supply Pressure Regulating Valve

p-VD: Supply Pressure (solenoid supply)
p-A: Working Pressure (line)
0: Exhaust (sump)
Mercedes 722.7 44
Lubricating Pressure Regulating Valve (RS-pSchm)
The Working Pressure Regulating Valve (RS-pA) supplies surplus oil (lube) to the Lubrication
Pressure Regulating Valve (RS-pSchm), which is regulated as Lubrication Pressure (p-Sm) to supply the
transmission lubrication and cooling oil circuit, as well as the torque converter
RS-pSchm
RS-pSchm: Lubricating Pressure Regulating Valve

p-Sm: Lubrication Pressure
RS-pA: Working Pressure Regulating Valve
a: Orifice
Hydraulic Shift Operation 1st Gear and 4th Gear

The PWM Solenoid Valve 1/4 (Y3/7y1) is “Off” “Rising Characteristic” there is no pressure to
stroke the Regulating Valve (RS-14) to the left. With Regulating Valve (RS-14) in the Basic Position
(A) (no pressure) stroked to the right, Working Pressure (p-A) (line) is blocked from reaching the Shift
Valve (SS-14).
When the PWM Solenoid Valve 1/4 (Y3/7y1) is “On” “Rising Characteristic” there is Valve
Pressure (p-V14) to stroke the Regulating Valve (RS-14) to the left Regulating Position (B) (reg.
pressure). Working Pressure (p-A) (line) is now regulated clutch oil (p-K) to the Shift Valve (SS-14) as
well as orifice fed to the left side of the valve as balance oil. This is directly proportional, higher
amperage higher solenoid pressure.
Regulating Valve (RS 14) pressure is used to boost Working Pressure (p-A) see page 42).
A: Basic Position (no pressure)

B: Regulating Position (reg. pressure)
SS-14: Shift Valve 14
p-A: Working Pressure (line)
0: Exhaust (sump)
Y3/7y1: PWM Shift Solenoid Valve (1/4)
p-K: Regulated Clutch Oil
p-V14: Valve Pressure RS 14
Mercedes 722.7 45
Hydraulic Shift Operation 1st Gear and 4th Gear continued...............
The PWM Solenoid Valve (Y3/7y5) (shift) is “On” “Falling Characteristic” there is no
pressure to stroke the Regulating Valve (SS-14) to the right. With Shift Valve (SS-14) in the Basic
Position (A) (no pressure) to the left, unregulated Clutch Pressure (p-K1) from Regulating Valve (RS-
14) will apply the 1st Gear Clutch (K1) (multiplate).
When the PWM Solenoid Valve (Y3/7y5) (shift) is “Off” “Falling Characteristic” there is high
Valve Pressure (p-SV) to stroke the Shift Valve (SS-14) to the right, Pressure Position (B) (high
pressure). Unregulated Clutch Pressure (p-K4) from Regulating Valve (RS-14) will apply the 4th Gear
Clutch (K4) (multiplate).
Regulating Valve (RS-14) pressure also acts upon the Working Pressure Regulating Valve (RS-
pA) to raise Working Pressure (p-A) by stroking the valve along with the aid of Spring (1a) tension to
the left (line boost). (previously shown on page 42). This is inversely proportional, lower amperage
higher solenoid pressure.
p-SV
A: Basic Position (no pressure) SS-14: Shift Valve 14

B: Pressure Position (high pressure) p-V14: Regulated Valve 14 Oil
Y3/7y5: PWM Solenoid Valve (Shift) p-SV: Valve Pressure SS-14
K1: 1st Gear Clutch (multiplate) K4: 4th Gear Clutch (multiplate)
p-K1: Unregulated Clutch Pressure 0: Exhaust (sump)
p-K4: Unregulated Clutch Pressure RS-14: Regulating Valve 14
Mercedes 722.7 46
Hydraulic Shift Operation 3rd Gear
The Regulating Valve 3 (RS 3) in the Basic Position (A) (no pressure) to the right, Working
Pressure (p-A) (line) is blocked from reaching 3rd Gear Clutch (K3) (multiplate).
With the Regulating Valve 3 (RS 3) Valve Pressure (p-V3) moving the valve in the Regulating
Position (B) (reg. pressure) to the left. Working Pressure (p-A) (line) becomes Regulated Clutch Oil (p-
K) to apply the 3rd Gear Clutch (K3) (multiplate).
Regulating Valve (RS 3) pressure also acts upon the Working Pressure Regulating Valve (RS-
pA) to raise Working Pressure (p-A) by stroking Piston (2a) along with the aid of Spring (1a) tension to
the left (line boost). (previously shown on page 42). This is inversely proportional, lower amperage
higher solenoid pressure. Regulating Valve (RS 3) is controlled with Valve Pressure (p-V3) supplied by
PWM Solenoid Valve (Y3/7y2) “Rising Characteristics”. This is directly proportional, higher
A: Basic Position (no pressure) RS-3: Regulating Valve 3

B: Regulating Position (reg. pressure) K3: 3rd Gear Clutch (multiplate)
p-A: Working Pressure (line) p-V3: Valve Pressure RS 3
p-K: Regulated Clutch Pressure 0: Exhaust (sump)
Mercedes 722.7 47
Hydraulic Shift Operation 2nd & 5th Gear
Regulating Valve 25R (RS 25R) regulates Clutch Pressure (p-K) using available Working
Pressure (p-A) controlled by the amount of Valve Pressure (p-V25R) while also reacting upon the
Working Pressure Regulating Valve (RS-pA) to increase (boost) Working Pressure (p-A). Regulated
pressure from the Regulating Valve (RS 25R) strokes Piston (2b) to the left along with Spring (1a) to
increase (boost) Working Pressure (p-A) (previously shown on page 42).
With the Regulating Valve (RS 25R) in the Basic Position (A) (max. pressure) stroked to the left
with maximum Valve Pressure (p-V25R) on the right along with Supply Oil Pressure on the left side.
Working Pressure (p-A) is blocked.
In the Regulating Position (B) (reg. pressure) moving the Regulating Valve (RS 25R) to the right
with lower Valve Pressure (p-V25R) on the right and Supply Oil Pressure present on the left. Clutch
Pressure (p-K) increases as the Working Pressure (p-A) and Clutch Pressure (p-K) difference decreases.
The amount of Clutch Pressure (p-K) rise is inversely proportional to the amount of Valve Pressure (p-
V25R). Lower Valve Pressure (p-V25R) higher Clutch Pressure (p-K). Regulating Valve (RS 25R) is
controlled with Valve Pressure (p-V25R) supplied by PWM Solenoid Valve (Y3/7y3) “Rising
Characteristics”. This is directly proportional, higher amperage higher solenoid pressure.
A: Basic Position (max pressure) RS-25R: Regulating Valve

B: Regulating Position (reg. pressure) p-V25R: Valve Pressure RS 25R
p-A: Working Pressure (line) p-VD: Supply Oil Pressure
p-K: Regulated Clutch Oil 0: Exhaust (sump)
Mercedes 722.7 48
Hydraulic Shift Operation 2nd & 5th Gear continued.................
Shift Valve (SS 25) supplies the 2nd Gear Clutch (K2) (multiplate) and 5th Gear Clutch (K5)
(multiplate) assemblies with apply pressure in normal shift operation and in Limp Home Mode.
With Shift Valve (SS 25) in the Basic Position (A) (no pressure) stroked to the right by spring
tension. No Valve Pressure (p-SV) present, unregulated Clutch Pressure (p-K2) is directed to the 2nd
Gear Clutch (K2). PWM Solenoid Valve (Y3/7y5) (shift) is “On” (energized) “Falling Characteristics”
higher voltage lower pressure.
In the Pressure Position (B) (high pressure) Shift Valve (SS 25) moved to the left with high Valve
Pressure (p-SV) on the right, unregulated Clutch Pressure (p-K5) is directed to the 5th Gear Clutch (K5)
(multiplate). PWM Solenoid Valve (Y3/7y5) (shift) is “Off” (de-energized) “Falling Characteristics”
higher voltage higher pressure. Shift Valve Piston (SS25K) is only functional during Indirect Limp Home
Mode. This is inversely proportional, lower amperage higher solenoid pressure.
A: Basic Position (no pressure) SS-25: Shift Valve 25

B: Pressure Position (high pressure) K2: 2nd Gear Clutch (multiplate)
K5: 5th Gear Clutch (multiplate) p-SV: Valve Pressure SS 25
p-K5: Unregulated K5 Clutch Pressure Y3/7y5: PWM Solenoid Valve (Shift)
p-K2: Unregulated K2 Clutch Pressure SS25K: Shift Valve Piston
0: Exhaust (sump)
Mercedes 722.7 49
Hydraulic Gear Changes
Reverse Gear Engaged
With the Selector Valve (1) in the “R” Reverse Position, Reverse Clutch Pressure (p-KR) is
directed to the Reverse Clutch (KR) which is produce from Working Pressure (p-A). Some Clutch
Pressure (p-KR) is directed to the right side of the Regulating Valve (RS 25R) as balance oil pressure.
The PWM Solenoid Valve 2/5/R (Y3/7y3) “Rising Characteristics” regulates Working Pressure
(p-A) (line) to increase Clutch Pressure (p-KR). The Regulating Valve (RS 25R) is moved to the right by
increasing Supply Pressure (p-VD) and decreasing Valve Pressure (p-V25R). The higher the solenoid
pressure the lower the clutch pressure. This is directly proportional, higher amperage higher solenoid
pressure.
Regulating Valve (RS 25R) pressure is used to boost Working Pressure (p-A) see page 42).
Reverse
RS-25R: Regulating Valve 25R p-V25R: Valve Pressure RS 25R

KR: Reverse Clutch (multiplate) p-KR: KR Clutch Pressure
1: Selector Valve (manual valve) p-A: Working Pressure (line)
Y3/7y3: PWM Solenoid Valve 2/5/R a: Orifice
p-VD: Supply Pressure R: Reverse
Mercedes 722.7 50
Hydraulic Gear Changes continued...............
1st Gear Engaged
With the Selector Valve (1) in the “D” Drive Position, Working Pressure (p-A) is directed to
Regulating Valve (RS 14). K1 Clutch Pressure (p-K1) is directed to the 1st Gear Clutch (K1) through
Shift Valve (SS 14) in the basic position (left). K1 Clutch Pressure (p-K1) is produced from Working
Pressure (p-A) through the Regulating Valve (RS 14) in the regulating position (left), some K1 Clutch
Pressure (p-K1) is directed to the left side of the Regulating Valve (RS 14) as balance oil pressure.
The PWM Solenoid Valve 1/4 (Y3/7y1) “Rising Characteristics” regulates Working Pressure
(p-A) (line) to increase K1 Clutch Pressure (p-K1). This is directly proportional, higher amperage higher
solenoid pressure. The Regulating Valve (RS 25R) is moved to the left by increasing Valve Pressure (p-
V14). Regulating Valve (RS-14) pressure is used to boost Working Pressure (p-A) see page 42).
1st Gear Engaged

p-K2
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
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
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.
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.
2nd Gear Engaged
p-K1
0% Variable
p-A 0
K1: K1 Clutch (multiplate) p-K2: K2 Clutch Pressure SS 14: Shift Valve 14
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
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.
Shift Phase 2nd To 3rd

K3 K2
p-K2
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

K3: K3 Clutch (multiplate) p-K2: K2 Clutch Pressure p-K3: K3 Clutch Pressure
Y3/7y3: PWM Solenoid Valve 2/5/R Y3/7y2: PWM Solenoid Valve 3 p-VD: Supply Pressure
p-V3: Valve Pressure RS 3 1: Selector Valve (manual valve) D: Drive
a: Orifice 0: Exhaust (sump)
Mercedes 722.7 53
3rd Gear Engaged
Regulating Valve (RS 3). K3 Clutch Pressure (p-K3) produced from Working Pressure (p-A) is directed
to the 3rd Gear Clutch (K3) from Regulating Valve (RS 3) in the regulating position (left). Some K3
Clutch Pressure (p-K3) is directed to the left side of the Regulating Valve (RS 3) as balance oil pressure.
The PWM Solenoid Valve 3 (Y3/7y2) “Rising Characteristics” regulates Working Pressure (p-
A) (line) to increase K3 Clutch Pressure (p-K3) by increasing Valve Pressure (p-V3) moving the
Regulating Valve (RS 3) to the pressure position (left). This is directly proportional, higher amperage
higher solenoid pressure.
The Regulating Valve (RS 25R) is moved to the left by increasing Valve Pressure (p-V25R) to
maximum from PWM Solenoid Valve 2/5/R (Y3/7y3) “Rising Characteristics”. Supply Pressure (p-
VD) on the left side of the Regulating Valve (RS 25R) is overcome by the size difference between the
valve piston surface areas. With the Regulating Valve (RS 25R) moved to the left Clutch Pressure (p-K2)
is completely exhausted from the 2nd Gear Clutch (K2) through the Selector Valve (1) and Regulating
Valve (RS 25R) to sump.
3rd Gear Engaged

p-K2
Variable 100%
Y3/7y2

K3: K3 Clutch (multiplate) p-K3: K3 Clutch Pressure p-V14: Valve Pressure RS 14
Y3/7y3: PWM Solenoid Valve 2/5/R Y3/7y2: PWM Solenoid Valve 3 D: Drive
p-VD: Supply Pressure p-V3: Valve Pressure RS 3 0: Exhaust (sump)
1: Selector Valve (manual valve) a: Orifice
Mercedes 722.7 54
Shift Phase 3rd To 4th
The Shift Phase begins by deactivating the PWM Solenoid Valve Shift (Y3/7y5) “Falling
Characteristics” modulated off. This supplies the Shift Valve (SS 14) with maximum Valve Pressure (p-
SV) moving the valve towards the pressure position (right). This is inversely proportional, lower
In a specific amount of time controlled by the FTC (Y3/7n2) the PWM Solenoid Valve 1/4
(Y3/7y1) “Rising Characteristics” is energized in modulation. This supplies the Regulating Valve (RS
14) with Valve Pressure (p-V14) moving the valve to the regulating position (left). This is directly
proportional, higher amperage higher solenoid pressure. The 4th Gear Clutch (K4) is applied with Clutch
Pressure (p-K4) through the Regulating Valve RS 14 which is regulated Working Pressure (p-A) from
the Selector Valve (1).
When the specified amount of Clutch Pressure (p-K4) determined by the FTC Module (Y3/7n2)
has reached the 4th Gear Clutch (K4) the PWM Solenoid Valve 3 (Y3/7y2) “Rising Characteristics” is
turned off (de-energized) in modulation. The Regulating Valve (RS 3) is moved to the basic position by
spring tension (right) and Clutch Pressure (p-K3) is exhausted through the Regulating Valve (RS 3) to
the sump. The 3rd Gear Clutch (K3) is completely exhausted and the 4th Gear Clutch (K4) is fully
applied when the 4th Gear Clutch is capable of handling the torque.
Shift Phase 3rd To 4th
p-K4
p-SV
100%
Variable 0%
p-V14

K3: K3 Clutch (multiplate) p-K3: K3 Clutch Pressure p-VD: Supply Pressure
RS 14: Regulating Valve 14 p-A: Working Pressure (line) SS 14: Shift Valve 14
Y3/7y2: PWM Solenoid Valve 3 Y3/7y1: PWM Solenoid Valve 1/4 p-V14: Regulating Valve RS 14
Y3/7y5: PWM Solenoid Valve Shift p-V3: Valve Pressure RS 3 p-SV: Valve Pressure SS 14
p-K4: K4 Clutch Pressure 1: Selector Valve (manual valve) D: Drive
0: Exhaust (sump) a: Orifice
Mercedes 722.7 55
4th Gear Engaged
Regulating Valves (RS 3 & 14). K4 Clutch Pressure (p-K4) is directed to the 4th Gear Clutch (K4)
through Shift Valve (SS 14) in the pressure position (right). K4 Clutch Pressure (p-K4) is produced from
Working Pressure (p-A) through the Regulating Valve (RS 14) from Selector Valve (1). Some K4 Clutch
Pressure (p-K4) is directed to the left side of the Regulating Valve (RS 14) 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. The Shift Valve (SS
14) is moved to the pressure position (right).
The PWM Solenoid Valve 1/4 (Y3/7y1) “Rising Characteristics” is energized in modulation by
the FTC Module (Y3/7n2) according to vehicle load and required pressure of the 4th Gear Clutch (K4).
This is directly proportional, higher amperage higher solenoid pressure. Valve Pressure (p-V14) holds
the Regulating Valve (RS 14) in the regulating position (left).
With the PWM Solenoid Valve 3 (Y3/7y2) “Rising Characteristics” deactivated, Regulating
Valve returns to the basic position (right) with spring tension. 3rd Gear Clutch (K3) Clutch Pressure (p-
K3) will exhaust through Regulating Valve (RS 3) to sump.
4th Gear Engaged
p-K3
0% 0% Variable
p-V14
RS 3: Regulating Valve 3 p-SV: Valve Pressure SS 14 K4: K4 Clutch (multiplate)

Y3/7y2: PWM Solenoid Valve 3 Y3/7y1: PWM Solenoid Valve 1/4 D: Drive
Y3/7y5: PWM Solenoid Valve (Shift) p-V14: Valve Pressure RS 14 0: Exhaust (sump)
1: Selector Valve (manual valve) a: Orifice
Mercedes 722.7 56
Shift Phase 4th To 5th
The Shift Phase begins by deactivating the PWM Solenoid Valve 2/5/R (Y3/7y3) “Rising
Characteristics” modulated off. This is directly proportional, lower amperage higher solenoid pressure.
This lowers Valve Pressure (p-V25R) allowing Supply Pressure (p-VD) and spring tension to stroke the
Regulating Valve (RS 25R) towards the regulating position (right). The Clutch Pressure (p-K5) supplied
by the Regulating Valve RS 14 is created with regulated Working Pressure (p-A) transferred through the
Selector Valve (1) in the “D” Drive position.
The PWM Solenoid Valve Shift (Y3/7y5) “Falling Characteristics” remains deactivated. This
keeps both Shift Valves (SS 14 & SS 25) stroked in the pressure position. This is inversely proportional,
lower amperage higher solenoid pressure.
When the specified amount of Clutch Pressure (p-K5) determined by the FTC Module (Y3/7n2)
has reached the 5th Gear Clutch (K5) the PWM Solenoid Valve 1/4 (Y3/7y1) “Rising Characteristics”
is turned off (de-energized) in modulation. The Regulating Valve (RS 14) is moved to the basic position
by spring tension (right) and Clutch Pressure (p-K4) is exhausted through the Shift Valve (SS 14) and
Regulating Valve (RS 14) to the sump. The 4th Gear Clutch (K4) is completely exhausted and the 5th
Gear Clutch (K5) is fully applied when the 5th Gear Clutch is capable of handling the torque.
Shift Phase 4th To 5th
Variable 0% 100%
p-V14
RS 25R: Regulating Valve 25R p-SV: Valve Pressure SS 14 K4: K4 Clutch (multiplate)
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
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).
5th Gear Engaged
0% 0% Variable
RS 25R: Regulating Valve 25R p-SV: Valve Pressure SS 14 K4: K4 Clutch (multiplate)
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
1 Remove Lock pin (1);

Break off lock pin plate with suitable tool.
1
2 Remove remaining Locking pin (1) and Cap (2);

1
3 Fill transmission with recommended fluid (vehicle must be level)

MB ATF 001 989 2103 or Shell ATF 3403-M 115
NOTE: After rebuild fill with approximately 5.5liters (5.8 qt.) or after service 4.0 liters (4.2
qt.), before starting engine.
4 Start engine, allow to idle in Park;
Top off until to specified amount: total 6.3 liters after rebuild or 3.3 liters after service.
NOTE: Checking level and correct as necessary.
5 Shift transmission through all ranges at operating temperature;
After warm up wait approx. 2 minutes check fluid level in Park or Neutral.
6 Checking transmission fluid temperature with capable scan tool;
Apply park brake
When transmission temperature is cold 30 degrees C (86 degrees F) oil level indication must
be between marks at point A. At normal operating temperature 70 to 80 degrees (158-176
degrees F) oil level indication must be between marks at point B.

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FATE 2010

Renault/Peugeot/Citreon Al4 (DPO) ....... Page 59

Audi 01J ................................................... Page 116

Nissan RE5R05A ...................................... Page 178

Shift Engine Torque Engine Speed Engine Speed

1-2 0 - 30 (0 - 22.1) 3000 2500

2-3 0 - 35 (0 - 25.8) 3000 2500

3-4 26 - 50 (19.1 - 36.8) 3000 2500

4-5 25 - 50 (18.4 - 36.8) 3000 2500

Limp Home Mode

Hydraulic Limp Home Mode Diagnosis

Selector movement Transmission Action Transmission Engagement

Hydraulic Limp Mode 2:

Selector movement Transmission Action Transmission Engagement

Selector movement Transmission Action Transmission Engagement

Hydraulic Limp Mode 4:

Selector movement Transmission Action

Direct Limp Mode 5th Gear Enagaged

Shifter Placed Into Park For A Minimum Of 10 Seconds

Shifter Placed Back Into Drive 2nd Gear Engaged

1 Electronic Ignition/Starter 2 ............ N/A............. 3 TNA Signal (gas vehicles)

10 ............ N/A............. 11 Automatic Clutch (model 168) 11 FTC Front Transmission

11 ETC Electronic Transmission 12 RD Radio Audio 10, 30 & 30 13 AB Airbag/Emergency

14 CAN Interior Bus (Low) 15 IC Instrument Cluster 16 Circuit 30 Voltage

1 Circuit 31 (ground W12 W15 (sensor ground) 2 Voltage Circuit 87 or 15z``

3 Voltage terminal 30 4 EDS Electronic Diesel System

6 ABS Anti Lock Brake System 6 ETS Electronic Traction Support

6 ASR Acceleration Slip Regulation 6 ESP Electronic Stability Program

7 EA Electronic Acceleration 7 ISC Idle Speed Control

7 CC Cruise Control/Idle Speed Control 8 BM Base Module

15 IC Instrument Cluster 16 HEAT Automatic Heater

16 Tempmatic A/C Air Conditioning 16 Automatic A/C Air Conditioning

19 DM Diagnostic Module I 20 PSE Pneumatic System Equipment model 140 Multifunction

22 RB Roll Bar model 129 23 ATA Anti Theft Alarm

24-25 ----------------N/A----------------------- 26 ASD Automatic Locking Differential model 202

29 ------------------- N/A -------------------------- 30 AB Airbag/Emergency Tensioning Retractor

31 RCL Remote Central Locking 32 ------------------- N/A -------------------------

35 ------------------- N/A -------------------------- 36 STH Stationary Heater

36 HB Heater Booster 37-38 ------------------- N/A --------------------------

Quick Test Control Modules Functions

Control Modules Group Main Function Groups

Control Modules Selection

Measuring Test Steps System Control Module

Kickdown Switch (S16/6)

Winter / Standard Mode Six (6) Selector Lever Positions

A61 Range Recognition Module

A61 Range Recognition Module

Dual Park Locking Assembly

Y3/7y1 (1/4) “ON”

Y3/7y4 (KUB) “ON” Y3/7y5 “OFF”

1: Electrical Contact p-V: Solenoid Valve Pressure

Solenoid Apply Chart

1: Selector Valve (manual valve)

Transmission Output Shaft RPM Sensor Y3/7n1 (OSS)

1 Input shaft (Drive) 7 Thrust washer 13 Radial bearing

K3 & K4 Clutch Endplay

1: Selective Locking Ring

1 Counter Shaft 9 Thrust Washer 17 Thrust Washer

1: Selective Locking Ring 1: Selective Locking Ring

1: Selective Locking Ring

Torque Converter Lockup Function

1: Transmission Oil Cooler Y3/7y4: PWM solenoid KUB (lockup)

1: Selector Valve (manual valve) 2: Shift Valve Housing (valve body)

Valve Body Hydraulic Function