722.608 replacement
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Joined: Apr 2008
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1999 E300 TD
722.608 replacement
E300TD is starting to show some signs that the tranny is getting a little old. Sometimes it has some hard shifts, and sometimes doesn't like to upshift. So (now that I started managing a tranny shop) I thought about getting another core, having my guys rebuild it so I have it ready when this one takes a dump.
does it have to be a 722.608? I assume that the .608 shares the case and hardware with several others with the main differences being calibration and controls. Are there others in the family that will work with .608 guts in them, or am I limited to just the .608 as a core to start with?
Any common upgrades for reliability?
And I have to ask the dumb question... I have access to a 717.46 out of an SLK. Any chances of it going in without a buttload of fabrication/modification? I don't think there was a manual option in any of the US W210s was there?
does it have to be a 722.608? I assume that the .608 shares the case and hardware with several others with the main differences being calibration and controls. Are there others in the family that will work with .608 guts in them, or am I limited to just the .608 as a core to start with?
Any common upgrades for reliability?
And I have to ask the dumb question... I have access to a 717.46 out of an SLK. Any chances of it going in without a buttload of fabrication/modification? I don't think there was a manual option in any of the US W210s was there?
Last edited by curtis73; Jul 5, 2009 at 04:29 PM.
Thread Starter
Junior Member
Joined: Apr 2008
Posts: 57
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1999 E300 TD
I think the biggest issue would be the computer management. The SLKs had the 717 and the 722 both as options, so I'll try to find examples of both of those cars and get them up in the air to see what was different. Its possible that they are similar enough that it will work. I've done several conversions in American cars but was wondering if anyone had done the research concerning W210s. Some cars the only main difference was stuff like the driveshaft and the tranny mount, but sometimes they have completely different floorpans and bellhousing patterns. Fortunately since its a diesel I have a little more leeway when it comes to computers since I don't have to smog it.
I certainly don't think it will be as easy as swapping a T56 in an 85 El Camino, but worth a look anyway. If her 722 is going to be out for a couple days it might be worth it to put a 717 in its place.
I certainly don't think it will be as easy as swapping a T56 in an 85 El Camino, but worth a look anyway. If her 722 is going to be out for a couple days it might be worth it to put a 717 in its place.
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Joined: Jun 2008
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From: Bay Area, CA
09' E320
I'd change fluid first (especially if you don't know when it was last changed)to the newest 236.14 product for the 722.9's which is backward compatible. Each newer fluid (x2) is said to have better friction properties than the prior versions.
The check the Euro boards for which manual trans was avail there in the W210. If you swapped in the correct manual the software stuff would probably be included in SDS to tell your ECU/TCU to recognize it......?
The check the Euro boards for which manual trans was avail there in the W210. If you swapped in the correct manual the software stuff would probably be included in SDS to tell your ECU/TCU to recognize it......?
Thread Starter
Junior Member
Joined: Apr 2008
Posts: 57
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1999 E300 TD
Great to hear, thanks. I'm going to use this as a really off-handed excuse to travel to Germany for some first-hand research 
Maybe I'll come home with some clutch pedals and a shifter
My wife is going to Australia for two weeks to visit a friend. Why can't I go to Germany to research a car project
Maybe I'll come home with some clutch pedals and a shifter My wife is going to Australia for two weeks to visit a friend. Why can't I go to Germany to research a car project
