ML 722.6
ML 722.6
I have a few questions in regards to 722's, mainly from the ML series. I dont as of yet have the Merc EPC yet, so can't check things out.
1) Does the ML270CDI run the same bolt pattern as the OM606? Ole has said that it should do, but just wondered if anyone can confirm. Not questioning Ole, but whilst he was fairly certain, he wasn't 100%. So thought it worth the question
.2) There's a few places that list the ML270CDI Auto using the W5A580. Is this the case? There's also a few forums where people say it's the 300. So I'm not 100% sure. Can anyone help here to?
Many Thanks!
Hi Guys.
I have a few questions in regards to 722's, mainly from the ML series. I dont as of yet have the Merc EPC yet, so can't check things out.
1) Does the ML270CDI run the same bolt pattern as the OM606? Ole has said that it should do, but just wondered if anyone can confirm. Not questioning Ole, but whilst he was fairly certain, he wasn't 100%. So thought it worth the question .
2) There's a few places that list the ML270CDI Auto using the W5A580. Is this the case? There's also a few forums where people say it's the 300. So I'm not 100% sure. Can anyone help here to?
Many Thanks!
I have however just found this which is contradictory too:
Just cant seem to find a definitive answer.
Yeah, as you said, the engine does sit somewhere around the 400NM mark. However, some still insist it runs a 300 box according to the EPC. But to me, that doesn't seem very Mercedes ... to under spec a gearbox!
I have however just found this which is contradictory too:
Just cant seem to find a definitive answer.
whipplem104
08-28-2015, 07:53 AM #8Honestly the torque ratings are pretty mute. THe maximum difference in these transmissions from the weakest to the most powerful cars is 2 maybe 3 clutches in a couple of clutch packs. Which can be changed at will. Buy the best core you can and build to suit.
(08-28-2015, 07:53 AM)whipplem104 Honestly the torque ratings are pretty mute. THe maximum difference in these transmissions from the weakest to the most powerful cars is 2 maybe 3 clutches in a couple of clutch packs. Which can be changed at will. Buy the best core you can and build to suit.
The differing ratios will probably also pay a role in the strength change. The slightly taller ratios in 1/2 of the 580 will mean it has less teeth but bigger ones on the gear so they're able to take more abuse.
(08-28-2015, 07:53 AM)whipplem104 Honestly the torque ratings are pretty mute. THe maximum difference in these transmissions from the weakest to the most powerful cars is 2 maybe 3 clutches in a couple of clutch packs. Which can be changed at will. Buy the best core you can and build to suit.
The differing ratios will probably also pay a role in the strength change. The slightly taller ratios in 1/2 of the 580 will mean it has less teeth but bigger ones on the gear so they're able to take more abuse.
We run in excess of 900lb/ft of torque to the wheels in large nag versions, so say 1100+ at the motor. With peak flash torque at higher numbers than that. So I would comfortably say that you could run in the neighborhood of at least half that and really probably 2/3 to 3/4 of that through a small nag. Since the input shaft is normally what breaks from peak torque. This is also in 4000+ lb vehicles.
whipplem104
08-28-2015, 10:25 AM #10It is true that the small nag will have an inherent weakness to a large nag. But honestly I do not think anyone here is going to find the limit of the gear sets. I have run a small nag1 stock transmission that had glycol contamination from a c230 behind 400bl/ft of torque with drag tires and daily driving for years in the past. It was still working fine when I removed it and k3 clutch pack was getting near the end.
We run in excess of 900lb/ft of torque to the wheels in large nag versions, so say 1100+ at the motor. With peak flash torque at higher numbers than that. So I would comfortably say that you could run in the neighborhood of at least half that and really probably 2/3 to 3/4 of that through a small nag. Since the input shaft is normally what breaks from peak torque. This is also in 4000+ lb vehicles.
whipplem104
08-28-2015, 06:30 PM #12Are you asking about the lock up converter slipping? If so the main determining factor is how much pressure you are running and when you try and lock it up. If you try to lock it up while it is still in stall under high power you will burn it up. Lock it up at high rpms and keep it locked as you shift.
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