722.6 Valve Body 2009-2017, remanufactured and ready to install. Fits the 722.6. Ships fast from the USA.
By the 2009-2017 span, Mercedes-Benz had started moving several passenger-car lines over to the newer 7-speed 722.9, but the 722.6 kept working hard in the Sprinter van and in Chrysler, Dodge and Jeep NAG1-based applications built on the same transaxle family through this same era. If your 2009-2017 Sprinter or 722.6-equipped Mercedes-Benz is shifting harsh, hesitating into gear, or has thrown a stored pressure or solenoid code, this valve body is remanufactured to the casting used across that span.
The valve body works as the transaxle's hydraulic switchboard. Pump pressure flows through a bank of precision-bored passages and spool valves, with each passage feeding one clutch pack or band at the moment the transmission control module calls for it. The shift and pressure control solenoids bolt directly to this casting on the electronically controlled 722.6, so as a bore wears or a solenoid seat weakens, pressure control gets inconsistent well before the unit fails outright - which is exactly why shift quality on a higher-mileage van or sedan from this era is such a common complaint.
Scan for codes before ordering, since a worn bore and a failing electrical connection on this transaxle produce overlapping symptoms. Our 722.6 pressure control (EPC) solenoid symptoms guide helps separate a solenoid-only fault from a hydraulic one, and the 722.6 valve body symptoms and testing guide covers the vacuum-test method used to isolate which bore inside the body is actually leaking pressure.
This valve body is remanufactured to the casting Mercedes-Benz used for the 722.6 across the 2009-2017 span, which includes the Sprinter van's extended production run on this transaxle as well as the Chrysler, Dodge and Jeep NAG1-based vehicles built in the same window. Confirm your transmission tag and connector pin count against the listing photos before ordering, or send your year and VIN - a casting built for a van application does not always share every detail with a passenger-car build from the same years. The 722.6/722.9 transmission parts collection carries narrower year-specific listings if you want an exact match instead.
Drop the pan and filter at the same time as the valve body so wear debris from the old unit does not circulate into the new one, disconnect the solenoid harness connector before pulling the mounting bolts, and run those bolts back down in a crossing pattern so the separator plate and check balls do not shift out of position. Refill with MB 236.14/236.15 approved ATF and check the level at operating temperature through the fill plug, since this transaxle has no dipstick. Clear the stored codes and run the adaptive relearn through a mix of light and moderate throttle shifts before judging the new shift feel - a Mercedes-Benz full system scan tool makes that relearn and any TCM adaptation far easier to confirm. If the clutch drum was already worn from the slipping that led you here, check the 722.9 clutch drum as well.
| Fits | 722.6 2009-2017 |
| Part type | Valve Body |
| Condition | Remanufactured |
| 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's remanufactured to the 722.6 casting used across the 2009-2017 span, covering the Sprinter van and Chrysler/Dodge/Jeep NAG1-based vehicles built in the same window. Confirm your transmission tag and connector count against the photos, or send your VIN so we can match the exact build.
Harsh or flared shifts (especially 2-3 and 4-5), slipping between gears or no upshift under load, torque converter clutch shudder at cruise, or limp mode with a stored solenoid or ratio code.
Mercedes-Benz kept the 722.6 in Sprinter vans well after several passenger-car lines moved to the newer 7-speed 722.9, and the van and sedan castings don't always share every connector or mounting detail even from the same model years.
MB-approved 236.14 or 236.15 ATF, checked at operating temperature through the fill plug rather than a dipstick.
Fresh fluid and filter at minimum. A scan tool capable of TCM adaptation makes the post-install relearn easier to confirm, and the clutch drum is worth checking if the transmission was slipping under load before these symptoms started.
This is a remanufactured valve body with a 1-year warranty.
