Threads into the sealed fill port on Mercedes 722.6/722.9 and BMW 6HP/8HP transmissions and uses shop air to push the old ATF out, no dipstick needed.
Changing the fluid in a Mercedes 722.6 or 722.9, or in a BMW with a ZF 6HP or 8HP, is not like servicing an old domestic automatic. None of these units has a dipstick you can pull, the fluid level is set at a fill or overflow port with the transmission at a specific temperature, and pulling the drain plug only empties part of the oil. This kit gives you three threaded adapters, one for the Mercedes 722.6/722.9 port, one for the ZF 6HP and one for the ZF 8HP, plus an air line with an inline gauge and a release valve, so you can push old ATF out with regulated shop air instead of waiting on gravity. It is aimed at owners and shops working on cars such as the SL600, SLK230, C230, 330i, 525i and 530i who want a cleaner exchange than a plug pull gives.
All four of these transmissions keep a large share of their fluid outside the pan: in the torque converter, the cooler and lines, and the valve body passages. Mercedes' own 722.6 workshop procedure for a complete change drains the pan with the oil at about 80 C, fits a new filter, and then exchanges the remaining fluid through the cooler line in roughly 3-liter batches with the engine running, for a total of about 14 liters. That tells you how much oil a simple pan drop leaves behind. The adapter seals into the port, the gauge lets you keep the air pressure low and steady, and the air moves trapped fluid out through the hose into your drain container. The release valve vents the line before you unscrew anything, so the adapter never comes off under pressure.
The gearboxes differ in the details. Early 722.9 units built through June 2010 use red MB 236.14 fluid, while later ones use blue 236.15 or, on some applications, 236.16, and the level is set by an overflow pipe inside the pan. ZF sets the level on the 6HP and 8HP by filling until oil runs out of the filler hole at a set temperature. The adapters only move fluid; they do not change how the level has to be checked afterward.
Fresh fluid helps a tired transmission shift the way it was calibrated, but it will not repair a failed conductor plate, a worn valve body or a slipping clutch pack. Scan for stored transmission codes first; a speed sensor or solenoid fault code points to an electrical repair, not a service. Look at the fluid color and smell and at the pan contents, and check for leaks at the electrical connector and pan gasket, which are common on these Mercedes units. Our 722.9 fluid change cost guide and 722.6 fluid change cost guide lay out what a full service involves and what it should cost, so you can decide whether doing it yourself with this kit makes sense.
The kit is listed for the Mercedes-Benz 722.6 five-speed and 722.9 seven-speed (7G-Tronic) automatics, including cars such as the SL600, SLK230 and C230, and for the ZF 6HP and 8HP automatics in BMWs such as the 330i, 525i and 530i. Those are examples, not a complete list; many other Mercedes, BMW and ZF-equipped vehicles share these transmissions. Before you order, confirm which transmission is in your vehicle from the identification tag or your build data, and if you are unsure, send us the year and VIN and we will check it. You can browse the rest of our Mercedes parts on the 722.6/722.9 collection page.
One practical note from a buyer: the male air coupler on the hose is not the common US style, so plan to swap in a 1/4-inch NPT coupler that matches your compressor if your shop runs standard industrial fittings.
| Includes | Air hose with pressure gauge, air release valve, Mercedes 722.6/722.9 adapter, BMW 6HP adapter, BMW 8HP adapter |
| Fits (Mercedes) | 722.6 and 722.9 (7G-Tronic) - SL600, SLK230, C230, and other applications |
| Fits (BMW) | ZF 6HP and 8HP - 330i, 525i, 530i, and other applications |
| Drain method | Shop air pressure (gauge-regulated) |
| Item weight | 3.35 lb |
| Package dimensions | 15.74 x 9.05 x 3.14 in |
| Storage | Fitted carrying case |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Its job is getting the old ATF out under controlled air pressure. You still need a way to put new fluid in through the fill or drain port, such as a hand transfer pump or a fill adapter, because none of these transmissions is filled from the top like an older dipstick unit.
The kit includes separate adapters for the ZF 6HP and the ZF 8HP. Identify your transmission from the tag on the case or your vehicle build data first, since BMW used both families across models such as the 3 and 5 Series.
Keep it low and let the inline gauge guide you. The aim is a steady flow of fluid out of the hose, not pressure on the seals, so start with the regulator turned all the way down and raise it slowly until fluid moves.
Only if aged or incorrect fluid is the cause. A failing conductor plate, worn valve body bores or a slipping clutch will not be cured by new oil. Scan for codes and inspect the pan contents before you assume a service is the fix.
It depends on the generation. Units built through June 2010 use red MB 236.14, later ones use blue 236.15 or, on some applications, 236.16. Confirm the spec for your transmission and never mix them.
One buyer reported the male coupler is not a common US style. If your shop uses standard 1/4-inch NPT industrial couplers, swap a matching fitting onto the hose before you start.
