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  #1  
Old 07-25-2015, 02:41 AM
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Join Date: Oct 2004
Posts: 3,225
722.6 build

Inspired by another members install of a 722.6 into a 126ch car I decided to do the same in my 300CE. There isnt anything wrong with the 722.3 currently in the car but I'm covetous of the later trans' .83 overdrive. Not to mention its ability to take a real pounding. I spent a mint building the 722.3 in my turbo 4-matic wagon and it would still barely handle what my builder core is rated for stock.

Future plans for the coupe include an unreasonable amount of boost and having a built 722.6 already behind the motor just seems like good sense. Wanting a good foundation I grabbed up a 722.628. This is the WA580 found behind the M137 in the 220ch. While 580 NM is a goodly amount power handling ability I always subscribe to the more is better philosophy. Hence a thread about building up this trans by increasing the amount of clutches in all of the forward driving gearsets.

First up is the B1 brake. The .628 has 4 friction discs and 3 steels in B1as well as a backing plate and apply plate. Looking for room in the drum I noticed that the moulded apply piston wouldnt lend itself to being clamped in the lathe chuck nor was there much to be gained by trying. .2 ~ .3mm at the most. B1 drums can have the retaining snap ring located at different heights but the .628 is already near the top of the drum. Its tempting to try to cut the groove higher but there is a tricky stress relief cut that I doubt I could duplicate. That leaves the clutch pack itself to find the room. I noticed that the 722.6 versions with single sided cluches dont use the apply plate. That saves 1.8 mm out the box. I also noted that a pair of single sided clutches is thinner than a traditional friction and steel. Lastly I gained 1.2 mm by swapping the backing plate with one of the steels. These changes along with the thinnest selective snap ring allowed me to fit 10 single sided clutches (5 internal teeth, 5 external teeth) in the B1 drum with 1.4 mm clearance.

In the pics you can see the B1 drum on the early inline bellhousing and a closeup of the clutch pack with the new setup.

More to come.... next up K1.
Attached Thumbnails
722.6 build-img_0321.jpg   722.6 build-img_0320.jpg  
__________________
90 300TE 4-M

Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs, 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197 intake cam w/20 advancer
4 ignition advance
PCS TCM2000 running 722.6 trans, 600W PWM fan, water injection
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff
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  #2  
Old 07-25-2015, 09:44 AM
whipplem104's Avatar
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If you do not mind I might make some suggestions.
1st off a standard stock v8 v12 transmission will hold a lot of power. Somewhere around 500-550 whp/tq.
Do not get rid of the belleville spring washers. They promote even distribution of the piston pressure to the clutch pack.
I will kind of go over all this quickly. B1 really is not a huge problem to begin with because it only holds power in 5th gear. Simply there is no torque left. If you want to upgrade it you can get a different piston all together. It has shorter teeth on it. Unless it you get one with 3 clutch packs in it and are planning on making 1000hp do not get to upset about it.
The key points to focus on in the transmission are the k3, k2, and b2.
K1 again if it is really low on clutch count and you are going to make a lot of power.
If you need to modify for more clutches there are literally dozens of different assemblies. Normally the v8 transmission have more than enough.
B2 is the hardest to do anything with. Unless you are making north of around 700w/tq do not worry about it.
K2 there are quite a few different pistons. It is pretty easy to get the clutch count up to 6 total with the right combination of steels. If you want more than that you can machine the piston.
k3 you want to get the v12tt k3 clutch housing. It holds 6 frictions or 12 singe sided.
I use single sided clutches on all my builds now except the ones that are not available and have absolutely no issues.
And lastly again I mean this. The stock transmissions are pretty good. I ran around 3-350whp through a bone stock used transmission that was a glycol replacement from a c230k for quite a few years with the standalone.
I run 400+hp/tq through a stock v8 transmission now and probably will never have to replace it.
I will say that tightening up the clearances was a good thing to do when using the standalone.
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  #3  
Old 07-25-2015, 01:12 PM
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Of course I dont mind, and in fact was hopeful you would contribute to this thread. Your knowledge and experience with this trans is unrivaled. I do realize that I could have simply swapped the bellhousing and called it a day. That's just soooooo not my style. Heck, replacing the free wheel sprags and reinforcing K2 would have sounded reasonable. Meh. Nuclear proofed and headed into a car currently making 200hp...... thats my kind of WTF lifestyle.

On to the build...K1 is next in the stack. My .628 had 6 frictions, 5 steels, and 1 each apply and backing plates. It also has an aluminum apply piston and a fair bit of room to whack some off of it. Into the lathe and goodbye to a few mm. K1 and B1 share the same clutches and steels so I moved over a friction and steel and also swapped the backing plate for a 2.8 mm steel from B1. This setup gives me 7 frictions and 1.6 mm clearance with the thinnest snap ring.
Attached Thumbnails
722.6 build-img_0322.jpg  
__________________
90 300TE 4-M

Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs, 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197 intake cam w/20 advancer
4 ignition advance
PCS TCM2000 running 722.6 trans, 600W PWM fan, water injection
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff
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  #4  
Old 07-25-2015, 05:02 PM
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Posts: 3,225
After K1 is of course K2. I've always heard K2 is the weak link in these trans. I don't know if that's because of the bushing failure that destroys the planetaries or if the clutch pack actually is weak at holding. The K2 friction is rather narrow compared to the others but they are also larger around. Without doing the math and calculating the area it would seem like a wash. But I digress.

The .628 has 6 frictions and 5 plates with the usual apply and backing plates in the K2 drum. On inspection it was clear there was room to cut the apply piston down quite a bit. The piston is steel and a pretty tough steel at that. The lathe was really working to take a few mm off. Another friction and 2 steels were ordered in along with various thickness snap rings. The clutch pack now has 7 frictions and 1.8 mm clearance with the 2nd thinnest snap ring.

That's where I'm at right now. I'm going to look into Whipple104's suggestion regarding the K3 basket. There is very little room in the K3 clutch pack. I had planned to source the early thinner friction discs and squeeze an extra one in. The catch is that MB no longer supplies this part and is only available in the aftermarket. The budget will likely determine the course taken.

Here is a pic of the K2 with 7 frictions.
Attached Thumbnails
722.6 build-img_0323.jpg  
__________________
90 300TE 4-M

Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs, 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197 intake cam w/20 advancer
4 ignition advance
PCS TCM2000 running 722.6 trans, 600W PWM fan, water injection
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff
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  #5  
Old 07-26-2015, 03:02 PM
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Join Date: Aug 2005
Location: Napa Valley
Posts: 349
I definitely would believe the info on this forum over Wikipedia, the article on there states the 722.6 (5G tronic) is rated at 796ft/lbs and the 7G was dropped to 550 but the V12 still uses the 5G to handle the torque. Some clarification for us beginners would be much appreciated.
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  #6  
Old 07-26-2015, 04:50 PM
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Join Date: Oct 2004
Posts: 3,225
That I'm aware of the 722.6 was offered with the following torque ratings : 280, 300, 330, 400, 580, 800, 900, and 1000 NM. Mercedes did indeed keep the 722.6 in the high power cars for several years after the introduction of the 722.9 seven speed trans.
__________________
90 300TE 4-M

Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs, 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197 intake cam w/20 advancer
4 ignition advance
PCS TCM2000 running 722.6 trans, 600W PWM fan, water injection
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff
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  #7  
Old 07-26-2015, 11:06 PM
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Location: Napa Valley
Posts: 349
1000NM being 737ft/lbs I guess that article isn't as far fetched as I thought.
What a monster!
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  #8  
Old 07-27-2015, 01:02 AM
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Join Date: Oct 2004
Posts: 3,225
Dont forget that 1000 NM is its continuous rating, with a momentary rating of 35% more.



Looking around I may be wrong about there being an 800NM version. I may have mis-remembered that one.
__________________
90 300TE 4-M

Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs, 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197 intake cam w/20 advancer
4 ignition advance
PCS TCM2000 running 722.6 trans, 600W PWM fan, water injection
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff
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  #9  
Old 07-27-2015, 06:21 AM
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is the hemi powered charger a nag 1 which is a 722.6xx ?
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  #10  
Old 07-27-2015, 08:26 PM
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I looked into the K3 clutch housing today. As luck would have it I had a V12tt first thing this morning. I plugged its VIN into EPC and it spit back out the same part I already have in the .628. Granted this basket is taller than one from a W5A330 and the snap ring groove is quite a bit higher but I'll be hard pressed to squeeze in a 6th friction. The pic is a comparison of the two.

When I plug the .628 into the EPC there is an option for a later model K3 housing with a 220 part number. However when I use the V12tt vin it doesn't even give that option.

Any guidance on this?
Attached Thumbnails
722.6 build-img_0325.jpg  
__________________
90 300TE 4-M

Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs, 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197 intake cam w/20 advancer
4 ignition advance
PCS TCM2000 running 722.6 trans, 600W PWM fan, water injection
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff
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  #11  
Old 07-27-2015, 10:06 PM
whipplem104's Avatar
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Location: seattle
Posts: 1,166
It should be 140-270-39-28. It is actually in some old transmissions as well.
It has to be a rated 900nm trans.
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  #12  
Old 07-27-2015, 10:56 PM
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Yeah thats the basket I have. It came with 5 frictions with little room for more. It looks like I can cut about .7 mm off of the piston. I can also get another .5 mm from the snap ring. The rest will have to come out of the clutchpack itself. I want to avoid aftermarket clutches although it appears there is an "early" 1.6 mm friction plate available. So far I've avoided using any of the 1.8 mm apply plates except in the apply positions. Its tempting to order enough in to fill the clutchpack .

Decisions, decisions....
__________________
90 300TE 4-M

Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs, 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197 intake cam w/20 advancer
4 ignition advance
PCS TCM2000 running 722.6 trans, 600W PWM fan, water injection
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff
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  #13  
Old 07-28-2015, 12:31 AM
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Are you using the double sided frictions? If so. Yes you would have to use a lot of the 1.8mm steels. Just put the single sided frictions in everything you can.
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  #14  
Old 07-28-2015, 08:18 PM
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This .628 was all double sided. I went for single sided in B1 to get a little more room and to pilfer its parts to put in K1. In K3 I'm leaning towards using the early double sided frictions. I crunched the numbers for a few different ways of setting up the clutchpack. Using 6 of the 1.6 mm frictions with the original 2.8 mm steels will keep it near the 2/3 ratio of friction to steel that the original setup had. Using 1.8 mm steels puts it near a 1/1 ratio. Perusing a few other forums discussing building trans for mega power the consensus was thinner frictions are fine for big power but thin steels are to be avoided.

While waiting for the K3 clutches I'm going to work on B2. It looks like I'm going to take the 6.5 mm backing plate out, add a friction and steel and double stack two 1.8 mm apply plates as the backing plate. This setup looks real loose so I'm going to measure it and see if a thicker snap ring will get a decent clearance.
__________________
90 300TE 4-M

Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs, 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197 intake cam w/20 advancer
4 ignition advance
PCS TCM2000 running 722.6 trans, 600W PWM fan, water injection
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff
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  #15  
Old 08-03-2015, 08:05 PM
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Posts: 3,225
I got my package of K3 frictions today. Pretty miffed that they subbed the 2.1 mm frictions without notification. They advertised 1.6 mm specificly, which is what I ordered.

In the meanwhile I got the last of my parts from the dealer. My B2 brake is now set up with an additional friction and steel. Swapping out the thick backing plate for two apply plates gives the extra room and with the thinnest snap ring I get 1.25 mm clearance.

B2 is a strange beast. The steels rotate with the drum and the frictions are stationary. The weird part is that the frictions are stationary and the apply and backing plates are stationary. Therefore the frictions next to those plates don't do any work on one side. Cant help but wonder why it was designed that way.
Attached Thumbnails
722.6 build-img_0333.jpg   722.6 build-img_0334.jpg  
__________________
90 300TE 4-M

Turbo 103, T3/T04E 50 trim
T04B cover .60 AR
Stage 3 turbine .63 AR
A2W I/C, 40 LB/HR
MS2E, 60-2 Direct Coil Control
3" Exh, AEM W/B O2
Underdrive Alt. and P/S Pulleys,
Vented Rear Discs, .034 Booster.
3.07 diffs, 1st Gear Start

90 300CE 104.980
Milled & ported head, 10.3:1 compression
197 intake cam w/20 advancer
4 ignition advance
PCS TCM2000 running 722.6 trans, 600W PWM fan, water injection
Sportline sway bars
V8 rear subframe, Quaife ATB 3.06 diff
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