I’m not finding much that’s specific to the ‘96 E300 722.4 transmission.

I’ve inspected all the vacuum lines. No breaks or leaks...that can be easily detected. The transmission just doesn’t want to let go of each gear. When it DOES shift, it is a smooth shift. The problem is that I have to stay into the accelerator and wind it out to get it to shift. Letting off the accelerator does nothing to help it shift. Don’t even think about engaging the kick down switch! You’ll be up to 80 mph before it will ever let go and go into 4th hear. Low speed shifts are completely non existent.

I’m very familiar with adjusting the VCV and Bowden cable/pressure control cable on a w124 and a W126, but this w210 has an unfamiliar set up to me. Would appreciate some pointers from those who have experience with the ‘96 E300. Thanks! Kevin

Is there a way to adjust the cable on the ‘96 w210 E300? I’m missing it if there is.

It should be the same control pressure cable setup. It routes to the area of the brake master cylinder where it meets a cable from the accelerator pedal.

Have you checked fluid level?

Sixto
98 E320s sedan and wagon
02 C320 wagon

The fluid level is correct and the fluid great! There’s no adjustment “nut” on the cable like you’d find on an OM601/602/603. Information is also very scarce on this particular setup.

Fluid level is correct and fluid is nice and clean. When the transmission shifts it is a nice clean shift. Moderate to heavy acceleration produces fairly decent shift times. Light acceleration causes the transmission to wind out to shift. This is very annoying in traffic and around town. I’ve inspected every vacuum component under the hood for leaks. The control cable with the vacuum actuator holds vacuum. I read that it should. I’m not finding any diagnostic procedures for this particular setup. I can lengthen/shorten the control cable up at the accelerator linkage located near the brake booster. Adjusting the cable does nothing to alter the shift points.

If the modulator is holding vacuum it's adjusted too far, in operation it should bleed away vacuum otherwise the plunger will stay put - posted info on checking recently, (click user name).

__________________
David


1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)

The upper end of the cable at the vacuum control valve. Cable length can be adjusted by loosening the bolt that is circled (pic 1). No change when adjusted. I am very familiar with adjusting the cable for previous years on the 606, 603, 602, and the 601. I also know the procedure for the 617. I'm familiar with adjusting the vacuum control valve on the above mentioned models. I'm familiar with testing and adjusting the modulator on the aforementioned models.

This particular car has the electronically controlled accelerator pedal/cable. It has a vacuum actuator on the control pressure cable at the lower, transmission end. The vacuum is routed through some other electronic controls underneath the antilock brake "brain" that's mounted on the left front fender.

This system is not just a cable to the trans and a vacuum line to the modulator. I've tested the vacuum actuator that is part of the control cable assembly. From what I found in researching, the actuator is supposed to hold vacuum. It does! I'm at a loss as to how to run any diagnostic procedures on this system to eliminate components. If it was just the good old Bowden cable, vacuum control valve, and a modulator then I'd know where to go from here. There's not much info out there for the '96 E300 with the 722.4.

Pic #2 is a googled pic of the control cable/vacuum actuator assembly. The white arrow shows the cable. The yellow arrow shows where the vacuum line connects.

Attached Thumbnails

   

The 722.4 operates the same in the W210 as it does in the W124. The control pressure cable adjusts how late the shifts occur. The tighter it is, the later the shift. The vacuum adjusts how firm the shift is. More vacuum = softer shift for lower speeds and to prevent clunks on downshifts as you slow down.

If the shifts are all at the high RPM, check that the kickdown button isn't stuck. You might also try unplugging the solenoid on the transmission to see if it makes any difference. If the solenoid is stuck open, or if something is shorted keeping it energized, the shifts will all be at very high RPM as if you have it floored.

__________________
Current stable:
1995 E320 149K (Nancy)
1983 500SL 120K (SLoL)

Black Sheep:
1985 524TD 167K (TotalDumpster™)

Gone but not forgotten:
1986 300SDL (RIP)
1991 350SD
1991 560SEL
1990 560SEL
1986 500SEL Euro (Rusted to nothing at 47K!)

So explain the vacuum actuator on the cable assembly shown in the picture. There's also an upshift delay "transducer" in the mix with regard to the cable vacuum actuator. I own a '95 E300. Not the same set up. Not at all.

Get yourself a service manual for the car in question and find the section for adjusting the transmission and accelerator linkages. The tranny itself is mechanically the same as all 722.3 and 722.4 units before. The control section for the W210 is necessarily different since there is no direct connection to the accelerator pedal.

__________________
Current stable:
1995 E320 149K (Nancy)
1983 500SL 120K (SLoL)

Black Sheep:
1985 524TD 167K (TotalDumpster™)

Gone but not forgotten:
1986 300SDL (RIP)
1991 350SD
1991 560SEL
1990 560SEL
1986 500SEL Euro (Rusted to nothing at 47K!)

So you’re saying they’re different. LOL

No. The transmissions are the same. The input to the transmissions are the same. You just have a different linkage setup up-top. You need to find out if you have a stuck kickdown switch and/or solenoid, or if your control pressure cable is actually doing what its supposed to.

__________________
Current stable:
1995 E320 149K (Nancy)
1983 500SL 120K (SLoL)

Black Sheep:
1985 524TD 167K (TotalDumpster™)

Gone but not forgotten:
1986 300SDL (RIP)
1991 350SD
1991 560SEL
1990 560SEL
1986 500SEL Euro (Rusted to nothing at 47K!)

This looks like a cross over year when 210's were fitted out with hybrid 124 parts including a 722.4 box - the second photo appears to be a 722.427 which also appeared in UK during W202 crossover, although not 210's to my knowledge.

It depends on how much of the 210 stuff you have, is the IP fully electronic matted to OM606.962?

The 722.4 only has the two forms of input mentioned above, need to figure out where the input is taken for bowden cable substitute.

__________________
David


1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)

The IP is fully electronic. The transmission end of the pressure control cable in my ‘95 looks nothing like the one in the ‘96. I wish I knew what the vacuum actuator integrated into it does. The ‘95 has just a basic PCC in the transmission and can be adjusted with the plastic nut adjuster at upper end. I can’t see how the kickdown switch could be stuck. The transmission shifts relatively well with medium to heavy acceleration. It will NOT upshift under light acceleration. I’m searching for a manual, but haven’t found one yet.

It could be you have a speed sensor down but because of the hybrid electronics fault codes maybe absent.

The later 210 relies heavily on four speed sensors located on each wheel, rear ones are heat shrink and subject to breaking although you would normally expect to see other fault lights, ABS, ASD ..

TPS would be another point of call, check output measures correct accelerator position.

__________________
David


1996 Mercedes S124 E300TD - 129k - rolling restoration project -

1998 Mercedes W210 300TD - 118k (assimilated into above vehicle)