The Mercedes 722.7 (W5A180) 5-speed automatic transmission was produced by the company from 1997 to 2005 and was installed in front-wheel drive models such as the A-Class and the Vaneo compact van based on it. The transmission is a hybrid of a hydromechanical automatic and a three-shaft manual. The 5G-Tronic family also includes the 722.5 and 722.6.
Specifications
| Type | automatic transmission |
| Number of gears | 5 |
| Type of drive | front |
| Engine volume, l | up to 1.9 (2.1) |
| Torque output, Nm | up to 180 (205) |
| Recommended oil | ATF MB 236.12 |
| Oil capacity, liter | 6.3 |
| Partial replacement, liter | 3.3 |
| Maintenance | every 60 000 km |
| Gearbox lifespan, km | ~250 000 km |
| Weight, kg | 67 |
In 1996, Mercedes introduced its first automatic transmission for front-wheel drive vehicles with a transverse engine, developed specifically for the A-Class. This transmission is a hybrid of a classic automatic and a manual transmission, meaning it has a torque converter, oil pump, and valve body, but instead of planetary gears, it has shafts with gears like those found in a conventional manual transmission: primary, secondary, and intermediate.
Gear ratios Mercedes 722.7
Using the example of a 2001 Mercedes A-Class with a 1.6 liter engine:
| Main | 3.76 |
| 1st | 3.625 |
| 2nd | 2.090 |
| 3rd | 1.314 |
| 4th | 0.902 |
| 5th | 0.721 |
| Reverse | 3.67 |
Using
The transmission was installed on:
- Mercedes A-Class W168 in 1997 – 2004;
- Mercedes Vaneo W414 in 2001 – 2005.
Disadvantages of the Mercedes 722.7 gearbox
- This automatic transmission was Mercedes’ first attempt at creating something resembling a mechatronic system: the control board, valve body, solenoids, and input shaft speed sensor were combined into a single unit and placed inside the automatic transmission, where it regularly overheats. The control board fails so frequently that it costs more than an automatic transmission without it.
- A common problem with automatic transmissions is the failure of the first-gear clutch drum. First, a crack appears along the retaining ring, and then it simply breaks. Several methods for strengthening the problematic unit can be found on specialized forums.
- Remaining transmission failures are associated with contamination of the valve body with wear debris, and the most common faults are the valve spools, channels in the valve body, and the torque converter lockup solenoid. There are also complaints of oil leaks and failures of the electronic gear selector.
