I've got almost all that already. There is a very nice spring compressor that you can buy which looks really handy.
Yes, the 722.4 and .3 are very similar. They are covered in the same ASTG rebuild manual that I bought... http://www.atsg.biz/cgi-bin/shopper.cgi?search=action&category=EIMP&keywords=all&pricecode=&passsubnum= So, you obviously rebuilt a 722.4 - did you have any trans rebuilding experience before you did it? Did you use a manual to guide you through? If so, which one? It's amazing that the clutch disks last as long as they do. Now that I have a bit of a clue how the automatic trans works, I've changed my view on them a bit. They don't really "break at 200,000 miles" the wear pieces just wear out. Of course, the hard parts can break, but that is not usually the case, it seems. '85 300SD 241K mi/'92 Dodge B-350 Ram Wagon/'75 240D/'80 300SD/'83 240D/'84 300Dt/'85 300Dt Cali (parting out)/'87 190E 2.3 (parting out) --- On Fri, 1/16/09, Tony Wirtel <tony.wir...@gmail.com> wrote: > From: Tony Wirtel <tony.wir...@gmail.com> > Subject: Re: [MBZ] transmission repair "factory PDF" > To: mercedes@okiebenz.com > Date: Friday, January 16, 2009, 12:33 PM > > > > Subject: Re: [MBZ] transmission repair "factory > PDF" > > To: Mercedes Discussion List > <mercedes@okiebenz.com> > > Message-ID: <4970b9a7.2060...@striplin.net> > > Content-Type: text/plain; charset=ISO-8859-1; > format=flowed > > > > dont forget all the special tools you will need > > > > > Not sure how many special tools you'll need- the only > one I can remember is > a 3/4" drive 1 3/16 socket (12 point) that worked > quite nicely on the output > shaft nut. Already had that, thanks to my Dad who used to > use it on olde > Beetle rear hubs. Was the first time I'd used that, > though! > > You will need an assortment of internal/external ring > pliers and an > assortment of pics (think dental instruments). Used some > pipe fittings to > compress the ~ 16 springs that are part of the front pump. > While this was > all on a 722.4xx box I don't think the .3xx is much > different, other than in > how the governor locking mechanism works- a rotating paw in > the .3xx, an > internal clip on the .4xx > > There are special tools to establish proper gaps in each of > the clutch > packs. The new friction discs are a set thickness but you > set the exact gap > by replacing the steels- these are available in variable > thicknesses. On > mine the B3 discs (reverse) were the most worn. In that > set there was > perceptable wear in the steels- of the total increase in > gap of the whole > set about 15% was due to wear of the steels. But since > there was no > excessive discoloration of the steel I reused them. My > thought was that OK > this time the tranny may only go another 200k instead of > the 300k it went > the first time. And there was a differance- reverse took > about a half > second to engage instead of being nearly instantaneous. > But given that it > USED to take 3-5 seconds I was OK with that! > > Tony Wirtel > -------------- next part -------------- > An HTML attachment was scrubbed... > URL: > <http://okiebenz.com/pipermail/mercedes_okiebenz.com/attachments/20090116/fe556c75/attachment.html> > _______________________________________ > http://www.okiebenz.com > For new and used parts go to www.okiebenz.com > To search list archives http://www.okiebenz.com/archive/ > > To Unsubscribe or change delivery options go to: > http://okiebenz.com/mailman/listinfo/mercedes_okiebenz.com _______________________________________ http://www.okiebenz.com For new and used parts go to www.okiebenz.com To search list archives http://www.okiebenz.com/archive/ To Unsubscribe or change delivery options go to: http://okiebenz.com/mailman/listinfo/mercedes_okiebenz.com
