722.6 Valve Body 2001-2003, used and ready to install. Fits the 722.6. Ships fast from the USA.
A 2001, 2002 or 2003 Mercedes-Benz with the five-speed 722.6 automatic that flares between second and third, slips into neutral for a moment on the 3-2 downshift, or sits stuck in second gear limp mode is a common sight in independent shops. This used 722.6 valve body comes from that 2001-2003 production window, referenced to an E320, and gives you a complete, known-working hydraulic unit at a fraction of the cost of a remanufactured one.
Mercedes builds the 722.6 control unit as one stack: the valve body casting, the shift plates, and an electrical conductor plate that carries the three shift solenoids, the modulating pressure and shift pressure regulator solenoids, the converter clutch solenoid and two internal speed sensors. The modulating pressure signal from the solenoid is fed to the working pressure regulator valve, which sets main line pressure for every clutch and band apply. That regulator moves constantly, and over many miles it wears its own bore. When it does, the modulating signal oil leaks past the end of the valve, working pressure drops or wanders, and the shifts that need the most pressure start to slip first.
Do not condemn the hydraulics until the electrical side is clear. The 722.6 is known for transmission fluid wicking up through the 13-pin connector into the wiring harness and toward the control module, and for the conductor plate speed sensors failing, and either can force limp mode on a perfectly good valve body. Read the stored codes with a Mercedes-capable scan tool, check the connector and adapter for oil, and use our 722.6 speed sensor guide to test the sensors. If the electrical checks pass and the flares follow the shifts described above, the 722.6 valve body symptoms and testing guide explains which bore causes which complaint. The 722.6 common problems guide is a good starting point if you are still sorting out where the fault lives.
This body is listed for 722.6 transmissions from 2001 through 2003 and was matched to an E320. The 722.6 was used in a long list of C, E, S, ML and other Mercedes-Benz models, plus Chrysler and Jeep NAG1 versions, and the castings and conductor plates were revised during its life. Early 1999-and-earlier bodies used a different two-valve regulating bore with its own spring fracture problem, which is one reason not to assume any 722.6 body will drop in. Compare the casting numbers and conductor plate in the photos with your old unit, or send your year, model and VIN before ordering. Other years, including the 2000-2004 remanufactured version, are in the 722.6/722.9 collection.
The valve body comes out after dropping the pan and filter and releasing the 13-pin connector adapter from the case. Replace the adapter O-rings while you are there, since a leaking adapter is what wicks fluid into the harness. Transfer your conductor plate only if you are sure it is good; otherwise use the one that came with this unit. Torque the valve body bolts lightly and evenly to factory spec, fit a new filter and pan gasket, and fill with an MB 236.14-approved ATF through the fill tube, checking level hot with the proper dipstick tool. Because this is a used unit, reset the transmission adaptation values with a scan tool afterward so the module does not carry over corrections learned on your worn body. If any solenoid is weak, a 2001-2005 722.6 solenoid kit is an inexpensive addition, and a high-mileage unit with burnt fluid may need an overhaul kit as well.
| Fits | 722.6 2001-2003 |
| Part type | Valve Body |
| Condition | Used |
| Brand | OEM |
| Reference | E320 |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
It was matched to an E320 in the 2001-2003 window, so a 2002 E320 is the closest match. Compare the casting and conductor plate in the photos with your old unit, or send your VIN and we will confirm.
Check the photos for exactly what is attached. On the 722.6 the conductor plate carries the solenoids and the internal speed sensors, so if you are reusing your own plate, test it first.
That is limp mode. It can come from valve body wear, but it is just as often caused by oil in the 13-pin connector and harness or a failed speed sensor on the conductor plate. Check those before replacing the valve body.
Use an ATF approved to MB 236.14 for the 722.6. Do not use the 236.15 fluid meant for the seven-speed 722.9.
For a driver car where the fault is a worn working pressure regulator bore, a known-good used body is a cost-effective fix. If your fluid is burnt or full of clutch material, the clutches need attention too and a valve body alone will not solve it.
Yes. Reset the transmission adaptation values with a Mercedes-capable scan tool so the control module relearns shift fill times for this valve body.
