I'm trying to find out how many get the Speedshift PFL to do one click of the paddle for one shift and if it gets better with the MCT?
The worst for me is the 1-2 shift, it needs two, sometimes even 3 clicks.
Also downshifting from cruising, probably two clicks for the first gear shifted, but then 1 for 1.
Also 2-3 is always 1 for 1 for me.
I'm thinking to re do the adaptations, what do you guys think?

 

Definitely not normal.
On my PFL it was always one click up and down irrespective of the gear.
If I clicked up one and immediately clicked up again, then it would only accept the first upshift.

 

 

And do you need to shift gears twice as well?
Sorry....

 

 

2014 MCT like BLKROKT one click 95% of the time, basically one click when the car allows the shift, if the car doesn't want to shift, then more than one click - it won't say shift 2 gears quickly you need to give it a little time between shifts. If you are doing 2 or 3 clicks just cruising and changing one gear, then something is wrong, maybe the switch is wearing out and not registering the click?

 

I'd like to see more speed shift guys post too.

So click when it allows means what? You click, wait for the shift, then click again , right?

For me 1-2, normal neighborhood speed, I'm trying to get into 2 without revving unnecessarily and it won't shift manually when I click the first time but will shift the second time 95% of the time. Then 2-3 shifts first click, no questions asked.
Shifting down, from cruising I just get ignored. Then second click works fine. I think I even get third in quick succession.
Because knowing this, I give the paddle 3-4 clicks to wake the car up. And it's like nothing- then two quick downshifts.
I think either I have to get the adaptations re done, which is a 2 man job, or maybe some of the solenoids are tired.
I was thinking about the switches in the paddles, but why only 1-2 doesn't take then 2-3 is fine ?
And no transmission codes either.

 

 

At what rpm are you upshifting? The tranny won't upshift if the revs are too low, unlike an H-pattern box which, of course, you can upshift into any gear at any revs.

 

I'm trying to upshift by 2500 rpm or so, with engine and transmission warmed up, as I commute through a neighborhood. It does seem that by the time it takes the shift with my second click, I'm doing more like 3000-3500 rpm.
The weird thing is that it outright denies to shift with my first click.
Now I'm thinking to take a look inside the paddle switch, based on something I saw on a posting from 2013.
At the moment am on vacation overseas, but when I return, this may be my first move.
Is there something I can read with what you're saying about a low rpm shift limit ? Some kind of tech review?

 

Not really...
It basically won't shift no matter how many times you click it if under 1500rpm in the first 3 gears.

 

Ok, I'll post as accurate of an RPM as I can of when the shift isn't and when it is.
Maybe this is a weird adaptation then.
Because if this was a solenoid, why does it shift on C mode just fine 1-2 at 1500-2000 rpm.

Anyway, I've been reading more about the shift solenoids, it matters which VGA you have.
The VGA number is disclosed in the printout of the VIN number options.
I have VGA3. I think VGA3 is the latest and greatest and means that for the transmission, one can replace only partials as far as conductor plate with no ECU or such.
But anyway, while servicing the transmission, while having the pan off, it seems that the steps required to take out the conductor plate with ECU and solenoids assembly are simple. Possibly only 5 more bolts.
Once that assembly is out, it is possible to put it on the bench and remove an individual solenoid by just pulling it out, having a look at the strainer filter and cleaning it and maybe even removing the solenoid plunger and cleaning it and reinstalling them really clean.
Supposedly the adaptation process of the Mercedes is very very slow. Takes thousands of miles. So if one improved conditions by cleaning key components, the initial effect can seem detrimental, as for long time afterwards maybe months the TCU slowly adjusts.

 

Regardless of how many command inputs you give it, the MCT transmission will only perform a shift when the shift you are requesting is within its allowable parameters. It will not upshift if the revs are too low or downshift if the revs are too high for the next available gear at the moment you pull the paddle, but given this limitation it will shift every time you pull a paddle, 100% of the time. It also won't queue shifts, (i.e. downshift from 5th to 2nd if you pull the paddle three times), but again, once a shift is completed and the next shift you are selecting is "safe" it will execute it every single time.

 

When you type MCT, you mean both MCT and Speedshift? And i know it does this stuff for the downshift.

However:
So with the downshifts, you click it and it downshifts if it doesn't think it will kill itself by over revving. So it calculates, takes some time, then executes, or not if you're cueing a downshift at 6900 rpm, then it won't execute. Or do you think it will wait indefinitely until your rpm drop to say 4000 and then, 5 minutes later it clunks the downshift when you least expect it and already forgot about wanting one?

Same for the upshift. And I did try to click and wait and even at 3000 rpm nothing happened.

Does anybody want to try the low rpm upshift in first, then if denied slowly rev to see if it happens anyway ?

 

MCT = Speedshift. The pre-facelift slushbox is called the 7G-Tronic, the facelift cars have the Speedshift MCT (which is a 7G-tronic with a wet clutch pack instead of the torque converter).

Yes, there IS A DELAY between the moment you pull the paddle and the transmission executes the shift if it determines that it is "allowable". It is noticeable and does take some getting used to (esp. seeing as this delay is longer than the time it takes the transmission to actually execute the shift), but if you compensate for it in your driving, it is manageable by simply adjusting when you pull the paddle. And no, the transmission will not queue the shift until the revs get to the "allowable" range. You pull the paddle at time 0. The TCU takes, say, 250 ms to calculate if what you are asking it to do is allowable based on engine speed and throttle input, and then executes the shift in another 100 ms (if you're in M or S+, slower if you're in S or C). If, when you pull the paddle, the parameters are outside of the allowable range, the TCU will not execute the shift, and it will not "queue" it either to execute when the parameters drop within the allowable range.

 

So I'm back home and started testing the shifts and this is totally true. Can't shift up if you don't have a little over 1500 rpm.
I think the gearing of the first gear being short, the revs rise quick and if you don't really watch the tach, it's hard to notice that 1500 is the limit, especially without the knowledge of this rule. Now with this knowledge I held it at 1400 rpm and sure enough, can't shift up in any of the first couple gears.
So this is normal after all. Also the sifts are reasonably responsive over 1500.

Now let me see what's going on with the downshifts requiring several clicks.
Maybe I'm impatient there.
Let me give it a click and wait.

 

Check and let us know. Maybe take a quick video as well