The Mercedes 722.4 (or W4A020) 4-speed automatic transmission was produced by the company from 1982 to 1997 and was installed on rear-wheel drive models with engines up to 2.8 liters. This transmission is essentially a smaller version of the 722.3 transmission and is rated for 270 Nm of torque. The 4G-Tronic family also includes the 722.3.
Specifications
| Type | automatic transmission |
| Number of gears | 4 |
| Type of drive | rear |
| Engine volume, l | up to 2.8 |
| Torque output, Nm | up to 270 |
| Recommended oil | ATF MB 236.6 |
| Oil capacity, liter | 6.6 – 7.3 |
| Partial replacement, liter | 5.5 – 6.2 |
| Maintenance | every 60 000 km |
| Gearbox lifespan, km | ~400 000 km |
| Weight, kg | 70 |
At the very end of 1982, a new 4-speed automatic transmission debuted on the Mercedes 190. It was essentially a simplified and scaled-down version of the then-popular 722.3 automatic transmission. These transmissions were not particularly different in design, lacking an electronic control unit, torque converter lockup, and other components typical of modern transmissions. The entry-level version was simply paired with less powerful engines with displacements up to 2.8 liters.
Gear ratios Mercedes 722.4
Using the example of a 1988 Mercedes 190 with a 2.0 liter engine:
| Main | 3.46 |
| 1st | 4.25 |
| 2nd | 2.41 |
| 3rd | 1.49 |
| 4th | 1.00 |
| Reverse | 5.67 |
Using
The transmission was installed on:
- Mercedes C-Class W201 in 1982 – 1993; C-Class W202 in 1992 – 1996;
- Mercedes E-Class W123 in 1982 – 1986; E-Class W124 in 1984 – 1997; E-Class W210 in 1995 – 1996;
- Mercedes S-Class W140 in 1993 – 1996;
- Mercedes SL-Class R129 in 1993 – 1996.
Disadvantages of the Mercedes 722.4 gearbox
- This simple and reliable transmission, without any electrical components, has a very long service life, but after 200,000 km, the valve body can simply become clogged with wear debris. If the automatic transmission hasn’t reached the end of its service life, a simple flush may be sufficient.
- This automatic transmission is controlled by a centrifugal pressure regulator, which naturally doesn’t last forever, but the vacuum modulator is far more often the culprit of transmission malfunctions: its diaphragm (membrane) usually bursts, or the vacuum supply line cracks.
- Complaints about the short-lived kickdown cable and lubricant leaks are common on specialized forums. There are also cases of the reverse package failing, with the springs weakening and popping out.
