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  #16  
Old 07-28-2014, 06:48 PM
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Some weaknesses in the 722.6 design that got rectified in the later years. Things like the dreaded conductor plate and wire connections. And MB coming to the realization that "sealed for life" in a transmission was a fallacy.

The 722.6/OM606 turbo combination in a W210 can not be beat in my book when properly maintained. The spring perch issue and body rust problems are the only flaws in an otherwise beautifully engineered and executed vehicle.

Some say the last 124 - 95 E300 - is the best Diesel MB ever made. I contend it is the 96-99 W210. The W210 design was baked before the Chrysler merger took hold, and to me represents the last of the models MB was allowed to design for reliability and not for cost.

Technology was racing forward in the early 90s, and many new techologies were incorporated in the W210, that were ahead of their time compared to other makers of that era, and not available when the 124 was designed in the early 80s.

- CAD design - the car was completely CAD modeled and the tooling produced on CNC machines. Totally standard today for even a KIA but back in the early 90s most were still doing it the old fashioned way. The W124 had some rudimentary computer FEA runs done to determine body strength, but the vast majority of that car was designed on a hand drawing board and the tooling created by hand off the drawings.
- Electronically controlled transmssions - not that many 5 speed auto transmissions available in the mid 90s. Even fewer that were electronically controlled.
- CAN bus body control - again another thing that even KIAs do as standard today but groundbreaking in the early 90s. Compare the way the 124 and 210 handle body control functions. Everything in the 124 is straight wired from fuse to switch to device. In the 210 everything communicates over CAN bus.

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  #17  
Old 07-28-2014, 06:53 PM
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Quote:
Originally Posted by shertex View Post
What were the issues that the 1997-1999 models had?
1997, 1998, 1999 had roller bearing failure bringing down the planetary gear requiring full teardown. At that point it's useless to rebuild the transmission and cheaper acquiring a reman. or used.

Another stupid easy repair that the model years get are pressure regulator springs that break inside the valve body. Very common, and a 5-10 minute job and about $20.00 to do.

Not including leaking connectors at the conductor plate. Simple to fix. Just don't let it go.
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  #18  
Old 07-28-2014, 08:50 PM
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Quote:
Originally Posted by jake12tech View Post
1997, 1998, 1999 had roller bearing failure bringing down the planetary gear requiring full teardown. At that point it's useless to rebuild the transmission and cheaper acquiring a reman. or used.

Another stupid easy repair that the model years get are pressure regulator springs that break inside the valve body. Very common, and a 5-10 minute job and about $20.00 to do.

Not including leaking connectors at the conductor plate. Simple to fix. Just don't let it go.
Are these the type of issues that manifest themselves early....or could they occur at any point?
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  #19  
Old 07-28-2014, 09:06 PM
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Quote:
Originally Posted by jake12tech View Post
1997, 1998, 1999 had roller bearing failure bringing down the planetary gear requiring full teardown. At that point it's useless to rebuild the transmission and cheaper acquiring a reman. or used.

Another stupid easy repair that the model years get are pressure regulator springs that break inside the valve body. Very common, and a 5-10 minute job and about $20.00 to do.

Not including leaking connectors at the conductor plate. Simple to fix. Just don't let it go.
Interesting stuff. To add on to Shertex...

...are you aware how many cars had those issues? 20%? 10%?

...did the 722.6 in the refresh resolve those issues and can a pre-facelift tranny be replaced by a post-facelift tranny?
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  #20  
Old 07-28-2014, 10:23 PM
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Quote:
Originally Posted by shertex View Post
Are these the type of issues that manifest themselves early....or could they occur at any point?
Yes, the tranny will let you know before hand. When the roller bearings start to go it sounds like metallic rattling under the car.

When the pressure regulator spring breaks, it isn't the end of the world. It will cause a harsh shift between gears 2-3 and 3-4. Something to get around to, but isn't going to cause any kind of catastrophic failure like roller bearings.

Jooseppi,
I have seen about 75% of the W210s I have diagnosed with transmission failure with this issue. It isn't limited to just W210 Diesels as any car from this era with the 722.6 gearbox can have these issues.

Facelift gearboxes rectified the roller bearing failure of the 722.6 including pressure regulator spring problems. However leaking at the harness and the conductor plate connector did not resolve in facelift gearboxes.

Last edited by jake12tech; 07-28-2014 at 10:45 PM.
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  #21  
Old 07-29-2014, 07:44 AM
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Quote:
Originally Posted by jake12tech View Post
Yes, the tranny will let you know before hand. When the roller bearings start to go it sounds like metallic rattling under the car.

When the pressure regulator spring breaks, it isn't the end of the world. It will cause a harsh shift between gears 2-3 and 3-4. Something to get around to, but isn't going to cause any kind of catastrophic failure like roller bearings.
Thanks. Actually, what I meant was are these the kinds of failures that typically occurred early in the life of the tranny....or have they occurred somewhat evenly spaced over the last 15 years?
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  #22  
Old 07-29-2014, 09:04 AM
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Quote:
Originally Posted by shertex View Post
Thanks. Actually, what I meant was are these the kinds of failures that typically occurred early in the life of the tranny....or have they occurred somewhat evenly spaced over the last 15 years?
Between 100-150K miles I have experienced seems to be the norm.
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  #23  
Old 07-29-2014, 09:34 AM
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Originally Posted by jake12tech View Post
Between 100-150K miles I have experienced seems to be the norm.
Well, we'll see how I make out.....98 has 83k and 99 has 153k....both extremely well taken care of fluid and filter wise.
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06 E320 CDI "Rutherford", Black on Tan, 160k mi, Stage 1 tune, tuned TCU
91 300D "Otis", Smoke Silver, 139k mi, wastegate conversion

19 Honda CR-V EX 46k mi
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  #24  
Old 07-30-2014, 10:13 AM
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Quote:
Originally Posted by Zulfiqar View Post
you have a rabbit diesel with a giles built pump?? sweet.....................

some videos please
I'd need to get it running before videos will happen. Currently the project is pushed to the side as I have little free time. Work 7 days a week, nightshift. I think I'm going to can the idea of an IDI and just drop an ahu (or and alh, if I can find one) with a mechanical pump. This would net just as much HP, more torque and not stress the motor as much. I also canned the idea of the VNT as the DIY controllers are never perfect. I have a freshly rebuilt t25 from my 300d that sould more then suffice.


Back on topic:


I think I'll let this one go, as it's rusty. It's a shame though, the motor sounded great and it drove nice. I think I'll be looking for a different 210 or a 124. I really liked my 124 and I really miss the way a mercedes feels.


Thanks everybody!
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  #25  
Old 07-30-2014, 11:14 AM
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the front shaft bearing failure in the early NAG-1 transmissions usually happened due to lack of fluid and filter changes (stupid life long fluid recommendation from MB)

Sonnax make the bearing inserts for replacement.
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  #26  
Old 07-30-2014, 01:06 PM
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1995 E300D

Quote:
Originally Posted by Monomer View Post


I think I'll let this one go, as it's rusty. It's a shame though, the motor sounded great and it drove nice. I think I'll be looking for a different 210 or a 124. I really liked my 124 and I really miss the way a mercedes feels.

Thanks everybody!
Although our '96 E300D (W210) has been very reliable, I personally prefer the '95 E300D (W124) as it's easier to work on. As the last of the 124 diesels, the '95 has all of the upgrades and improvements of the ten-year series but also has a couple of unique parts that can make repairs challenging. Fewer than 3000 '95 E300Ds were imported into the US of A.

Jeremy

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