722.6 Banner Rebuild Kit, new and ready to install. Fits the 722.6. Ships fast from the USA.
Early five-speed Mercedes automatics from the late 1990s are now old enough that worn friction material and hardened piston seals are a normal finding. If your C-Class, E-Class, S-Class or ML from 1996 to 2001 slips, engages late or has fluid that smells burnt, this 722.6 banner rebuild kit supplies the soft parts for a proper overhaul. It combines a complete paper-and-rubber overhaul kit with all the frictions the rebuild calls for. Steels are not included, which keeps the price down when your original steel plates are still flat and clean.
The 722.6, also sold to Chrysler as the NAG1, went into production for the 1996 model year. It was one of the first five-speeds to use load-sensitive working pressure and electronically controlled clutch overlap, so each shift is a timed handoff between one clutch or brake releasing and another applying. That handoff only works when every friction pack and piston seal holds the pressure the valve body sends it. Worn frictions slip during the overlap, and leaking seals make the transmission control unit see longer shift times than it expects. This kit replaces the lined plates and every gasket, seal and sealing ring in a standard overhaul, so the hydraulic circuits and clutch packs are restored together. Depending on production batch, the friction module may come from Exedy, Raybestos or Borg Warner.
Be careful with one classic early 722.6 complaint. A flare on the 2-3 or 4-5 upshift, or a neutral feel on the 5-4 and 3-2 downshifts under load, is often caused by wear in the working pressure regulator valve bore or the overlap regulating sleeves, not by burnt clutches. Transmission Digest and Sonnax both document this valve body wear on early units. If that is your symptom, a banner kit alone may not fix it.
Check the fluid level the factory way, at the specified temperature through the fill tube, and read the stored codes before anyone opens the pan. Conductor plate and speed sensor faults, and the classic pin-connector oil leak, can mimic internal slipping and cost far less to fix. Our 722.6 common problems and fixes guide covers that order of checks, and the E-Class shift problems guide separates valve body flare from true clutch wear. If the pan shows heavy friction debris, the overhaul is the right call.
This kit is listed for 722.6 automatic transmissions from 1996 to 2001, automatic only. That covers the early five-speed Mercedes applications of that era, including C-, E-, S-Class and ML models. The 722.6 stayed in production for many years with changes along the way, so confirm the 722.6 code on your transmission ID plate and the build year before ordering. A 2002 or later unit is outside this kit's listed range. When in doubt, send your year and VIN before ordering. Every Mercedes kit and hard part we carry is in the 722 transmission parts collection.
| Fits | 722.6 |
| Part type | Banner Rebuild Kit |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
No. It is a banner kit less steels. You get the full overhaul gasket and seal kit plus all the frictions the rebuild requires. Reuse your steels only if they are flat and show no heat discoloration.
It is listed for 722.6 automatics from 1996 to 2001. Later 722.6 units are outside that range, so send us your year and VIN if you are not sure which you have and we will confirm before you order.
Not always. On early 722.6 units that flare is often caused by valve body wear at the working pressure regulator valve or overlap sleeves. Inspect or vacuum test the valve body during the rebuild rather than relying on new frictions alone.
Use the Mercedes fluid specification for your build. Early 722.6 units used 236.12 or 236.13 fluid and most later variants use 236.14. Check the fill level at the specified temperature through the fill tube.
Yes. Clear the transmission adaptation values with a capable scan tool and drive the car through all gears so the control unit can relearn shift timing on the new clutches.
