Rebuilds the clutch packs in the Mercedes 722.6 five-speed with new frictions, steels, sealing rings, O-rings and the molded pan gasket.
When a Mercedes 722.6 or a Chrysler, Dodge or Jeep NAG1 five-speed starts slipping on the 2-3 shift, flares between gears, or drops into limp mode and loses fifth and reverse, the clutch material is often what has worn out. This master overhaul kit is built for that rebuild. Beyond the seals it includes the friction and steel plates for the clutch packs, so a C-, E-, S-, ML- or CLK-class, a Sprinter, or a 300C, Charger, Magnum, Crossfire or Grand Cherokee can go back together with fresh clutches instead of reused ones. The manufacturer part number is MEI-QMP-I12J0068.
The 722.6 gets its five forward gears and two reverse ratios from three planetary gearsets held and driven by clutches and multi-plate brakes. Each pack stacks lined friction discs against plain steel plates; oil pressure squeezes the stack so one gearset member is driven or held. Every pack wears a little on each shift, and heat speeds that up. Once the lining burns or glazes, the pack slips, the transmission computer sees the ratio change too slowly, and it can latch into its limp-home gear. A master kit replaces the parts that wear: the friction and steel plates, plus the O-rings, sealing rings and molded pan gasket that keep each circuit sealed. The kit photos show the pan gasket with its round seals, the lip seals, the O-ring sets for each piston and the plate stacks.
Two other known 722.6 failures look similar and should be ruled out. Worn bores in the valve body, documented by Sonnax and Transmission Digest, cause 2-3 and 4-5 flare on upshifts and 5-4 and 3-2 flare on downshifts with healthy clutches. Conductor plate faults set solenoid codes P0748-P0753 or speed sensor code P0715 and trigger limp mode electrically.
Read the codes first: a stored solenoid or speed sensor code points at the conductor plate, not the clutches. A ratio or slip complaint with no electrical code, combined with burnt fluid, points at the packs. Pull the pan and inspect the debris before ordering. Our 722.6 common problems guide explains how the valve body vacuum test separates bore wear from clutch slip, and the E-Class shift problems guide goes through shift-by-shift diagnosis.
The kit is listed for the Mercedes-Benz 722.6 five-speed, including the Chrysler-group NAG1 versions sold as the W5A580 and W5A380. The family was produced over many model years and in several torque ratings, and clutch plate counts differ between them. Count the plates as you remove them from each drum and compare them with the kit before you start assembly. If you are unsure which unit you have, read the identification plate on the left side of the case or send us your year and VIN. More parts for this family are in the 722.6 and 722.9 collection.
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Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
A regular overhaul kit is gaskets and seals only. This master kit also includes the friction and steel plates for the clutch packs, so it is the one to buy when the clutches are burnt or worn.
Yes, it is listed for the 722.6 family including the NAG1 W5A580 and W5A380. Plate counts vary by torque rating, so count the plates from your drums and compare them with the kit, or send us your year and VIN.
No. The filter, conductor plate, bushings and torque converter are not in this kit. Replace the filter on every rebuild.
Not always. Read the codes first. P0748-P0753 or P0715 point at the conductor plate. Limp mode with no electrical code and burnt fluid is more likely clutch slip.
Use ATF approved to MB 236.14 unless your unit calls for a later spec, do not mix specs, and check the level hot on level ground. Reset or let the transmission relearn its adaptations after the rebuild.
