722.6 Pump 1997, new and ready to install. Fits the 722.6. Ships fast from the USA.
If your Mercedes C-Class, E-Class or ML with the 722.6 five-speed whines in Park and Neutral in step with engine rpm, goes into Drive later and later once the fluid is hot, or keeps weeping ATF out of the bellhousing after a new front seal, the front oil pump belongs on your suspect list. This is a new replacement front pump for the 722.6 from 1997 on, the same pump family Chrysler, Dodge and Jeep used in their NAG1 (W5A580) applications. It is a new aftermarket unit, not a used core, and it is listed against the factory pump numbers 2202770320, 1402770220, 1402700197 and 7222700197.
The 722.6 front pump is a gear pump turned directly by the torque converter hub, so it spins whenever the engine runs. Everything else in the unit depends on it: working pressure for the clutches and brakes, converter charge and lockup oil, and the cooler and lube flow that keeps the geartrain alive. The pump housing carries a bushing that centers the converter hub, and that bushing is the first thing to wear. Once it does, the hub runs off center, the front seal starts leaking, and in bad cases the bushing spins in its bore and scores the housing. Because the 722.6 has no external pressure taps, a tired pump rarely announces itself with a clean test number, which is why the symptom pattern matters.
Start with the fluid. Check the level the factory way, on the wheels and at operating temperature, because a low level on a 722.6 produces the same lazy engagement and whine as a worn pump. Then scan for codes: speed sensor or solenoid codes such as P0715 and P0748-P0753 point to the conductor plate, not the pump, and that is a far cheaper repair (our NAG1 conductor plate with speed sensor covers it). Valve body bore wear can also cause hot flare. Our 722.6 pump failure symptoms guide walks through separating a pump from valve body and converter look-alikes, and the 722.6 common problems guide covers the rest of the unit's usual failures.
This pump is listed for the Mercedes 722.6 five-speed automatic from 1997 onward, including the Chrysler, Dodge and Jeep NAG1 versions of the same transmission. The 722.6 was built in many variants across car, SUV and van lines, so before ordering, compare the number cast or stamped on your old pump with the numbers above, or send us your year and VIN and we will check it for you. If you have a seven-speed 722.9, use our dedicated 722.9 pump listing instead. You can browse every part we carry for this family on the 722.6 and 722.9 parts page.
If the pan shows heavy clutch material along with the pump wear, plan on a full refresh instead: the 722.6 master rebuild kit supplies the frictions, steels, seals and gaskets you will want while the unit is apart.
| Fits | 722.6 1997 |
| Part type | Pump |
| 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.
It is listed for the 722.6 five-speed from 1997 on, which covers those vehicles in general, but the 722.6 had many variants. Match the number on your old pump to 2202770320, 1402770220, 1402700197 or 7222700197, or send us your year and VIN to confirm.
Yes, the NAG1 (W5A580) used in Chrysler, Dodge and Jeep vehicles is the same 722.6 design and is included in this pump's listed fitment. Confirm the pump number before ordering.
Always a new front seal and pump O-ring, fresh fluid and filter, and a cooler flush. Inspect the converter hub; if it is scored, the converter needs attention too, or the new pump bushing and seal will wear quickly.
Conductor plate failures usually set speed sensor or solenoid codes such as P0715 and P0748-P0753 and put the car in limp mode. A worn pump more often shows as an rpm-linked whine, slow hot engagement and slip in every gear without those codes.
Mercedes 722.6 units take MB 236.14 approved ATF, filled with about 5 liters before the first start and then set to the correct level on the wheels at operating temperature. Chrysler-built NAG1 vehicles follow their own owner's manual fluid spec.
The pump itself has no electronics, but if the transmission was rebuilt at the same time, clearing adaptations with a capable scan tool and doing a gentle drive cycle helps the shifts settle.
