DIY Mercedes 190 gearbox repair

In detail: do-it-yourself repair of a Mercedes 190 gearbox from a real master for the site my.housecope.com.

We fight the lack of oil pressure and repair the gearbox

Fire! Now, someone's arms are growing out of the right place and in the right direction! :)

Greetings! You have a tidy with an electric oil sensor - you can put a mech.sensor in the tidy and that's it! Conduct the oil line to the panel. I thought all 190 dorestayls have mech.sensor.! Magistal is wrapped in a standard hole for the electronic sensor, maybe Will it help you ?! I liked the video very much, everything is clear and intelligible, it will help a lot!

Why did you choose exactly M103?

Hello, this video is very interesting, but I'm interested in automatic transmission, I have a problem with reversing it is not present))) and the fourth slides to the third, what could be the reason M102 e 190, 2.0

Hello! Do not tell me how to replace the bearing of the front shaft of the box, it howls when you squeeze out the clutch, and when I press it disappears but not hard, they thought it was a clutch release, but there is no bearing, here's how to remove and replace it?

I am glad that you are doing the repairs yourself, on other channels it is disgusting to watch people in cars do not understand, but they climb about the cars. Any consumable to change they go to a car service, they shoot a video from there, not knowing how the details are called. stick it into this thing and go on. and I am also glad that the video quality is fire

help find the reason for the manual transmission 717-412 Mercedes speeds turn on perfectly do not fly out in the morning I start in the manual transmission silence warms up a little trrr appears I press the high-speed lever without clutch release in the box silence all bearings have been changed what is the reason

Video (click to play).

I just unhooked the rods, the same crap rumbles

Manual for maintenance and repair of cars Mercedes 190D (124 body).

The shaft seals are located in the front and rear covers of the gearbox. If the inside of the gearbox is so dirty that oil even gets on the clutch disc, the front oil seal must be replaced. The same is true if oil is lost at the propeller shaft flange - the rear oil seal must be replaced.

Dismantle the transmission. Remove the release bearing and remove the clutch lever from the ball pin. Unscrew the 6 screws on the front cover of the gearbox and pull off the cover from the input shaft. Pay attention to the shim. Press out the sealing gland with a screwdriver and insert a new one.

Install a new cover seal, lubricate the inside of the O-ring. Apply a long-lasting elastic sealant to the fastening screws and tighten opposite screws (20 Nm) alternately. Install the clutch lever, clutch release bearing and mount the transmission.

This laborious work requires, along with skill, a workplace adapted for this, preferably with an assembly pit, since the box is dismantled from below. Remove battery earth terminal. Install a metal sheet or board in the engine compartment between the engine and the body wall. During further operation, the engine will rest against this wall, while the insulating material should not be damaged.

Remove the lower noise protection cover. Support transmission with a jack. Unscrew the gearbox support from the cross member To do this, unscrew the hexagon head screw under the propeller shaft flange on the gearbox. Unscrew the cross member from the underside of the vehicle.

Unscrew the bracket for the exhaust system from the box and the clamp on the exhaust pipe. Remove the heat shield over the muffler from the underside of the vehicle. Loosen the clamping nut (SW 4) at the intermediate bearing for the propshaft so that the propshaft can be moved slightly later.Loosen the screws securing the intermediate bearing. Continue reading →

Your Mercedes can be fitted with three different types of gearboxes: four-speed, five-speed or automatic. All gearboxes are shifted from the middle (neutral) position. To lighten the weight of the box, its body is made of a light alloy with a drink under pressure. Large cavities in the crankcase and gears with a large number of teeth ensure low noise levels during transmission.

Internal combustion engines develop their optimum power only within certain rpm ranges, so something (gearbox) is needed to adjust the engine rpm to the constantly changing rpm of the drive wheels. This should take into account the instantaneous demand for power, depending on air resistance, acceleration, road lift, road conditions or the type of tires.

To ensure the lowest cost, we mainly settled on 4 or 5 different gear stages in the gearbox. Actually, there should be more of them in order to constantly be able to optimally change to the next gear and to really cover all possible road conditions. Just think of modern bicycles that are up to 10 or 12 speeds. Continue reading →

Checking the clutch wear.
Using a template that can be inserted into a slot on the plastic end of the slave cylinder, the wear of the linings can be determined. The pusher from the working cylinder piston to the clutch lever has a variable section. Depending on how much the pusher is extended as the clutch linings wear, the template moves to different depths. If the marks on the template do not disappear inside the cylinder, then the wear of the linings has reached a critical level. From the original thickness of 3.8 mm, only 2 mm is left for one pad. The clutch will start to slip soon.

Dismantle the transmission. Make a mark on the pressure plate and the flywheel to re-fit the pressure plate in its original position.

Loosen the screws securing the pressure plate one and a half turn in order to relieve stress on the disk. Unscrew the fastening screws completely. Remove pressure and clutch discs. Wipe off the dust from the friction linings with a cloth soaked in alcohol. Attention, dust may contain asbestos! Place the driven disc on the flywheel.

Press down pressure plate and screw in the retaining screws until the clutch plate is slightly clamped. The driven disc should now be centered in relation to the ends of the diaphragm spring petals so that later the splines of the input shaft can easily enter the spline hub of the driven disc. In a repair shop, a centering mandrel is used for this, but with a little patience and a good eye, you can do without it. Tighten the fastening screws with a torque of 25 Nm. Install the gearbox. Continue reading →

If this happens unexpectedly on the way, this should not mean that further movement is impossible. At a minimum, the nearest chain or repair shop can be reached without disengaging the clutch. In this case, it is even possible to change gears. Subject to delicate handling of the gas pedal and the gear lever, especially when downshifting.

Continue reading →

We fight the lack of oil pressure and repair the gearbox

Fire! Now, someone's arms are growing out of the right place and in the right direction! :)

Why did you choose exactly M103?

I just unhooked the rods, the same crap rumbles

We fight the lack of oil pressure and repair the gearbox

guys help me greetz mator I have 2.3 mechanic without an air conditioner I drowned out the petsku made with prama and seches all the same greetz who knows if kago had such a pable say zaraniya thank you

Hey! Tell me what kind of oil to pour into the manual transmission 190d box? According to the manual, they write what is the same as in gur ATF red is. And some say that it's just normal for a fur. Box? When I took the car and checked the oil in the box, it was some kind of yellow .. But not ATF

Can you fix the automatic transmission if necessary?

we would have such an auto mechanic. You are the best. I give you a like.

could the bearings in the gearbox be changed at once or not?

on the press under the spring beam and on the jack the thread and crackers on the thread, screw it on when he pushed it back, it will return the beam easier)))))))

how butoh gears mesh

+ Vladimir Andreev when the backlash was changed were the bearings measured?

I just unhooked the rods, the same crap rumbles

+ Is Vladimir Andreev so rattling in neutral?

+ Vladimir Andreev see the adjustment of the backstage rods. there is a neutral position from it and dance)))

I completely agree, freaking auto affairs, how many bloggers right now, and everything can only be done with a brush, the collars are the same and can only crush the trigger. But all of myself

Alexander Yarovoy Rok temu

Can you fix the automatic transmission if necessary?

we would have such an auto mechanic. You are the best. I give you a like.

could the bearings in the gearbox be changed at once or not?

Mihail Kuzmenkov 2 lat temu

on the press under the spring beam and on the jack the thread and crackers on the thread, screw it on when he pushed it back, it will return the beam easier)))))))

Vladimir Andreev 2 lat temu

how butoh gears mesh

+ Vladimir Andreev when the backlash was changed were the bearings measured?

Vladimir Andreev 2 lat temu

I just unhooked the rods, the same crap rumbles

+ Is Vladimir Andreev so rattling in neutral?

Vladimir Andreev 2 lat temu

+ Vladimir Andreev see the adjustment of the backstage rods. there is a neutral position from it and dance)))

To everyone and about everything 2 lat temu

I completely agree, freaking auto affairs, how many bloggers right now, and everything can only be done with a brush, the collars are the same and can only crush the trigger. But all of myself

Mercedes produces automatic transmissions on its own. This is done to make the cars and their behavior more in line with the company's vision of what a luxury car should be. Among modern competitors, the latest Mercedes automatic transmissions are quite reliable, but not at all eternal, like some Toyota ones. And if they fail, their repair is always very expensive and problematic. This is due to the complexity of the automatic transmission design and the very high cost of spare parts for cars of this class.

Automatic transmission Mercedes does not like aggressive driving, frequent shifting of the gear selector and dirty oil. These cars are designed for comfortable and imposing travel around the city and highway. Despite the powerful engines, these cars are anything but sporty.

These four- and five-speed automatic transmissions were produced until the mid-nineties for Mercedes S, C and E class in 140 and w 124 bodies with engines up to 6 liters. Automatic transmission 722 5 version for Mercedes in 140 and w124 bodies differs from 3 only in the presence of the 5th gear and mechanisms for its provision. For the four-stage variation, the automatic transmission repair of such a Mercedes was rarely required.

Unfortunately, the introduction of 5th gear in 140 and w124 bodies has significantly reduced gearbox life. The fifth gear in 140 and w124 bodies was the most unreliable place of this automatic transmission. Friction discs and some other paper-coated parts took 10-12 years to wear out completely, then they just crumbled. By modern standards of life, automatic transmission is still very good. In such a situation, one of the speeds usually stopped working. For the third version, the repair of the Mercedes 124 automatic transmission was rarely required before the expiration of these 10 years. The same goes for the newer 140 bodywork.

The pressure regulator in 140 and w124 bodies, if damaged, could squeeze the transmission fluid into the intake. Repairing these transmissions for the 140 and w124 bodies is so expensive that it was easier to buy a new one, especially now when parts are no longer easy to find. So it's better not to look at old Mercedes in 140 and w124 bodies without new boxes, repairs can easily exceed a couple of thousand dollars. Spare parts for them are rare and expensive.

Four-stage version of the 722.3 box for small engines of Mercedes E class. Their designs have very similar breakdowns: crumbling clutches, a pressure modulator, a centrifugal pressure regulator, if it breaks down, then the selector knob does not allow the first gear to be engaged.

This five-speed gearbox was created to replace previous generations of gearboxes.

According to experts, this box is the most problematic of the entire line of Mercedes, since in almost all cases it requires a major overhaul. Sad statistics arose due to the frank dampness of the development and from the fact that many parts from the factory were of insufficient quality. The main reasons for the failure of these boxes are the rupture of the clutch band and the failure of the hydraulic plate.

Sliding bush. Until 1999, the slide bushings were the weakest point of the box, they broke one after another.The more powerful the engine was, the faster it collapsed and stopped connecting the input and output shafts, immobilizing the car. At first, a backlash formed, without any symptoms and signs, then the sleeve collapsed along the way, contaminating the entire box with its remnants.

Automatic transmission 722 6 series for Mercedes S, E and C class

After 2001, Mercedes engineers, trying to fit the automatic transmission under the new label of maximum efficiency, made it work faster. This was achieved by reducing the thickness of the friction discs, which now easily broke together with the gearbox at the slightest slip.

Factory defects of the spool led to slippage when changing the first gears. The input and output shaft sensors became a headache; The automatic transmission was taken out of emergency mode without being removed, however, not for long. The sensors still needed to be changed.

Spare parts for this automatic transmission will not be cheap. It is better not to buy used or reconditioned ones. Shafts and bearings that have worked will no longer have the strength with which they were released at the factory.

This is a five-speed automatic transmission, installed on Mercedes A class, w168, for example. Their design differs markedly from the rest of the line of automatic transmissions familiar to Mercedes. The w168 box resembles a three-shaft mechanic. Automatic transmission for w168 is the first of the Mercedes ECU developments. The unit was placed in the body of the automatic transmission itself and combined with a hydraulic plate (almost mechatronic). This "ingenious" decision led to the fact that in the event of failure of any component of the valve body, it was necessary to change it entirely in the body of the w168. Now inside the valve body there were: an electronic control unit, solenoid valves, sensors, etc. The more complex the mechanism, the easier it breaks.

Mercedes W168 with automatic transmission 722 7 series

The variator was installed on Mercedes A and B class. The electronic control unit fails, microcracks appear in the pump.

The seven-speed electro-hydraulic automatic transmission, which replaced the 722 of the sixth version, has been installed since 2005 on Mercedes E, S, and C class, for example, in the body of 211. The first series for the 211 body was so crude that not a single transmission was finalized before the end of the warranty period. Unlucky Mercedes 211 car owners, who rarely operated their executive class cars and drove their 40,000–60,000 km, were forced to repair them at their own expense after the warranty expired. Spare parts for 211 bodies are very expensive. After reworking almost all the mechanical parts for the 211 bodies, the transmission became quite reliable.

Valve body for automatic transmission 722 9 series for Mercedes E, S and C class

The body electronic control unit 211 is, according to the new concept, located next to the valve body. An immobolizer is mounted in it, which controls the ability to start the engine and change gear, which greatly complicates the repair. The electronic control unit is the most problematic place of the new 722. They generate a lot of software control errors and firmware, solenoids, speed sensor malfunctions or breakage of connecting lines. The interruption of the communication lines of the solenoids on 211 occurs directly on the integrated microcircuit, which is impossible to fix - everything is so small that it is simply impossible to find or solder the interrupted fragment with the help of human hands and eyes. The control unit has proven to be so technologically advanced that hackers now have the ability to hack it and erase the binding to cars. Fortunately, such control units were discontinued after 2010 for the 211 body.

The main malfunction of the mechanical part is the destruction of the rubber coating of the first gear clutch piston, which leads to slippage when the selector is switched in first and second gear. In second place is the destruction of the planetary gear set and sun gear.

Torque converter for automatic transmission 722 9 series

Less problematic, but still of poor quality, is the torque converter.Or rather, its frankly weak rivets on the damping system. Diesel versions of Mercedes have big problems when the torque converter lock is working, jerking and jerking when picking up speed, these problems arise due to the slip of the lock, which turns on immediately at the start of the movement, at this time the motor torque is very large and it abrades it. Locking wear can be determined by the loss of dynamics at speeds over 80 km / h. When the blocking is erased, the automatic transmission control unit, based on the sensor readings, will clamp the power without signaling any malfunctions.

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This four-speed automatic transmission was installed on Mercedes Vito 638 and W168. Automatic transmissions Mercedes Vito 638 and W168 have two main faults. The first is the resolution of the sun gear bearings. The second main malfunction of the Mercedes Vito 638 and W168 automatic transmission is the failure of the torque converter lock and the subsequent breakdown of the oil pump and hub.

Automatic transmission ZF 4HP 20

Over time, automatic transmissions Mercedes Vito 638 and W168 wears out the turbine sliding support washer. Its remains contaminate and disable the valve body on the Mercedes Vito 638 and W168 automatic transmissions. The pressure regulator fails next and on the automatic transmission Mercedes Vito 638 and W168 3 and 4 speeds disappear.

In some cases, reverse gear disappears on automatic transmissions Mercedes Vito 638 and W168

Automatic transmission Mercedes Vito 638 and W168 is not serviced and does not imply an oil change. The owners of Vito 638 and W168 as a result regard these boxes as "eternal", but this, of course, is not so.

After the symptoms of abnormal behavior of the Vito 638 and W168 boxes become obvious, it is too late to go to the service and repair the Mercedes automatic transmission.

Automatic transmissions from Mercedes are of their own production and differ from their counterparts. They are considered difficult to diagnose and repair, especially new ones. It is often difficult to find a service station that will take care of repair work or carry it out properly. The repair itself costs about the same as for other automatic transmissions, but the cost of spare parts is always very high. Each Mercedes automatic transmission comes with a comprehensive instruction describing the principle of operation of the box, its mechanisms and basic repair procedures, which is a significant advantage. If the car owner has the necessary knowledge and the right tool, he can try to repair the automatic transmission on his own, but it is better to leave it on the shoulders of experienced professionals. Even if the motorist had solid experience in self-repairing the mechanical part of the car, he is unlikely to be able to repair the valve body on his own. You can only carry out an oil change on your own and take the box out of emergency mode.

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koschmar 03 May 2014

Prompt or give a link to the manual. I can't find information in any way

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pirsa 03 May 2014

Post has been editedpirsa: 03 May 2014 - 17:15

PDF manual on operation, maintenance and repair of Mercedes-Benz 190, 190E, 190D in W201 body

Content:
Introduction
Gas engine
Ignition system
Engine lubrication system
Engine cooling system
Engine power system
Fuel injection system
Exhaust system
Diesel engine
Diesel engine lubrication system
Diesel engine cooling system
Diesel engine preheating system
Diesel engine power system
Diesel exhaust system
Clutch
Transmission
Gear shifting mechanism
Automatic transmission
Front axle
Rear axle
Steering
Brake system
Body
Heating system
Electrical equipment
Lighting system
Devices
Glass cleaner
Maintenance regulations for mercedes 190 cars
Electrical circuits

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