So I have a 85 w123.130(euro 300d non turbo sedan). With a busted 722.405 unit.
It is controlled by a Bowden cable.

Now I just drug home a rotten -but running--81 240d auto(722.117). It looks to be controlled by vacuum, and no cable.

So, could the vac controlled trans go into the 300d-that uses a cable?

The next question is would the gear ratios play nice?

If you move all the trans vacuum controls from the 616 to the 617, the shifting control can be made to work.
The internal gear ratios are very similar.

Hmm, I wonder if it can handle the power of another cylinder? Either way that .405 box sheared off the rivets. So why not right?

I wouldn't worry about the transmission being able to handle the extra power. Mercedes designed these boxes to be used in many different models from 4 cylinder diesels to big V8s. While some of them have differences I cant imagine Mercedes would use substandard quality materials in the 240D.

I have an 82 240D with the transmission you've mentioned. Shifting is completely controlled by vacuum. It is actually pretty simple once you've got everything hooked up. I would swap all the throttle linkage and vacuum components on top of the valve cover over with the transmission.

I'll give it a shot then. First thing is to change the fluid, and adjust/ tweak it gently to be certain it is worth swapping. It runs well,been sitting for 10 years. Sat in the passenger seat, the floor broke right through!

So a perfect candidate for parts. Never seen one this bad... Also needed a windshield, so it was quite a score!

if you'd like an easy way to get a sense of the transmission being an good you can disconnect vacuum to it all together. this will make it shift at the highest possible rpm and hard - but if any of the clutches are slipping or worn you'll know. Often times if the vacuum is dialed in just slightly incorrectly the transmission may appear to be slipping or have a flare when its actually fine.

Check to see how quickly it engages into reverse - this should take one or two seconds.

Obviously take a look at the fluid and see if the color is decent or if it looks or smells burnt.

The vacuum isn't working at moment( numerous leaks inside of doors). No big deal, will just plug off that line running inside for now.

It does take a bit to find reverse, finds drive instantly.. Now to be fair, it has sat for 10+ years, and the fluid is very brown-though not burnt.

So peak in the pan, and some new atf will be next.

At least it shifts. That other box freaked out after 1st.....

The 722.1 transmissions use a brake band for reverse and you can adjust it from the outside of the transmission if I remember correctly

Thanks for that.

I'm getting back to this. Have most of the parts on the way. I took this .117 box out of the donor 240d. Also the linkage, and whole driveshaft.

I will be using the 240d mount. Since th other car is a 5cly, it uses the rear mount holes...

Not certain if I need to swap the driveshafts yet. I'll measure things up. Have a new u joint ready.

I'll need to either carefully pull apart the wiring to hook up the older style parking switch. Or just wack the end off, and solder over what I need...

It will blow out the bands from the torque.

Well, since its a non turbo 300d I'll take my chances. Really have nothing to loose. The original box blew apart inside from a weak design. This older .117 box is much stronger.

So I got this trans in the 300d today. Since it isn't as long, I had to drill some extra holes in the 240d's trans mount. Thankfully the 300d drive shaft fits it just fine.

Next pain will be to wire up the older style of parking switch, and extending the cooler lines to the radiator. Gonna involve some size of metal brake line.... Wonder if the dip stick will be reachable now?

Comments that tend to impugn the strength of the 722.1xx series of transmissions are out of order. The 722.0/.1/.2 group of transmissions are all based on and share a common architecture, a common case, and common rotating components. The highest torque capacity versions were used with the 617 turbo engines, and the 4.5 & 5.0 L V8 engines. They differ in the width of the bands, and in the clutch packs. The .117/.118/.120 variants share bands & clutches. The .118 & .120 were used with the 617 turbo. The .117 differs from all other versions in using only vacuum modulation for all control functions. There is no mechanical link to the throttle, as there is in all other versions. The .117 is more than capable of handling a NA 617.

I got it mostly hooked up today. Left the vacuum stuff for another day. It feels great,shifts hard(because vacuum is unhooked). So thats good.

For what its worth I had to:

Drill holes in the 240d trans mount. Swap the wiring harness from near the pedal area. These are plug and play!

Had to bend by hand the 300d's cooler lines. Same for the .117 dip stick.

Lastly the shift linkage needed to be threaded down the rod more. Used a 10mm coarse die.

Might take a look and see if the change to the dipstick will affect how it reads.

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