Swapping my old 722.626 gearbox
Swapping my old 722.626 gearbox
A better used from 320cdi or from some 5L v8? Or should I pick something else?
I have now cured the trans overheating but it was too late for my current box.
Recipe:
Om606.962
Holset Hx40 Super 16
Dieselmeken 8mm 190cc
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Cars currently owned:
1993 Mercedes Benz 300TDT W124
1992 Mercedes Benz 500E W124
Hello I now run a 722.626 trans from 320cdi, I have probably been running it too hot a few times and I'm now experiencing slipping. What is the most suitable transmission I should source.
A better used from 320cdi or from some 5L v8? Or should I pick something else?
I have now cured the trans overheating but it was too late for my current box.
Recipe:
Om606.962
Holset Hx40 Super 16
Dieselmeken 8mm 190cc
------------------------------------------------
Cars currently owned:
1993 Mercedes Benz 300TDT W124
1992 Mercedes Benz 500E W124
(06-24-2017, 06:15 PM)NW124 Rebuild your box and get a PCS TCU system and custom valve body from whipplem104. It's nice having 900NM probably a lot more to be honest at the wheels and not having to worry about the transmission.
Thx I'm already running ole controller. And I am very pleased with it
I don't think I'm in the moot for a modified transmission just yet :-)
------------------------------------------------
Cars currently owned:
1993 Mercedes Benz 300TDT W124
1992 Mercedes Benz 500E W124
(06-24-2017, 06:15 PM)NW124 Rebuild your box and get a PCS TCU system and custom valve body from whipplem104. It's nice having 900NM probably a lot more to be honest at the wheels and not having to worry about the transmission.
Thx I'm already running ole controller. And I am very pleased with it
I don't think I'm in the moot for a modified transmission just yet :-)
------------------------------------------------
Cars currently owned:
1993 Mercedes Benz 300TDT W124
1992 Mercedes Benz 500E W124
Whipplem104 is also finishing up his 722.6 trans brake. Looks like the first real trans brake in a 722.6 in the world so I'm excited to add that to the car for more aggressive launches.
You can throw in a 722.6 and get a basic controller and make it drivable. But with an auto box pressures hold power and two cars both running 600whp one with stock valve body and one with substantially higher valves will yield two different results when put head to head. When you just raise pressures through a controller and the valve body is stock the gains are minimal. Raising max pressure alone will get you firm shifts most often jerky shifts but don't be fooled into think that the power is being properly held and you having longevity on your side. Raising max line pressure on a stock valve body? Minimal gains. Performance application the auto box has more clutches, proper valve body and a proper TCU system that's tuned correctly. So I'll stick with having my transmission shift like a 2017 E-Class, perform and last like one also.
Whipplem104 is also finishing up his 722.6 trans brake. Looks like the first real trans brake in a 722.6 in the world so I'm excited to add that to the car for more aggressive launches.
"New valve body testing showing 150psi on k3 for a 3-4 gear change. This is from my new vb set at a 50% increase over stock pressures. Also in the works are an increase in tq converter lock up pressures for those that need it and I am working on some new modifications for the 3-4 gear change for those with high power and no tq management. The problem with this shift has always been filling the k3 clutch fast enough while not draining b2. In my current list of mods I open one of the ports to promote faster filling while keeping a pressure spike from occurring in the valve body. This works well but I am limited by other ports that are not so easy to modify without causing problems. I will be working this out in the next few weeks. The goal is to have a valve body that is able to meet the demands of any racer. They will be able to be custom tailored to some extent for the needs of the car. All while maintaining the proper balance of pressures inside the valve body that keep proper control over the overlap process, rather than putting shims or nuts into it and just bind a spring up for more pressure where it is not needed.
Just an FYI. I will probably be moving into only supplying valve bodies that are fully rebuilt OE units and then working on those. This will greatly reduce the possibilities of problems from worn out valves and dirt. The nice thing is that they will include all new solenoids and the conductor plate."
Whipplem104:
"New valve body testing showing 150psi on k3 for a 3-4 gear change. This is from my new vb set at a 50% increase over stock pressures. Also in the works are an increase in tq converter lock up pressures for those that need it and I am working on some new modifications for the 3-4 gear change for those with high power and no tq management. The problem with this shift has always been filling the k3 clutch fast enough while not draining b2. In my current list of mods I open one of the ports to promote faster filling while keeping a pressure spike from occurring in the valve body. This works well but I am limited by other ports that are not so easy to modify without causing problems. I will be working this out in the next few weeks. The goal is to have a valve body that is able to meet the demands of any racer. They will be able to be custom tailored to some extent for the needs of the car. All while maintaining the proper balance of pressures inside the valve body that keep proper control over the overlap process, rather than putting shims or nuts into it and just bind a spring up for more pressure where it is not needed.
Just an FYI. I will probably be moving into only supplying valve bodies that are fully rebuilt OE units and then working on those. This will greatly reduce the possibilities of problems from worn out valves and dirt. The nice thing is that they will include all new solenoids and the conductor plate."
I don't think I'm ready too spend the $$ just yet for a modified trans. A used .626 box is still cheap enough to gamble with, I'll just source a box with low mileage, and try keep it as cool as possible.
I'm only running around 400whp (my guess) so it should be able to take it at least for a another 2years, perhaps longer since I've cured the overheating.
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Cars currently owned:
1993 Mercedes Benz 300TDT W124
1992 Mercedes Benz 500E W124
Thx for your replys this is my daily driver as well as my "burnout at the local car meet" car. The .626 box was working a treat in the beginning and is still more than drivable.
I don't think I'm ready too spend the $$ just yet for a modified trans. A used .626 box is still cheap enough to gamble with, I'll just source a box with low mileage, and try keep it as cool as possible.
I'm only running around 400whp (my guess) so it should be able to take it at least for a another 2years, perhaps longer since I've cured the overheating.
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Cars currently owned:
1993 Mercedes Benz 300TDT W124
1992 Mercedes Benz 500E W124
(06-26-2017, 04:49 PM)erx(06-26-2017, 12:05 PM)-Mackan- Any benefit from choosing a box from a w211 rather than a w210?
Later boxes have improved conductor plate and some bushes are replaced with bearings, actually there are 4 generations of 722.6 boxes. 210 boxes are also ok.
Awesome thx man!
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Cars currently owned:
1993 Mercedes Benz 300TDT W124
1992 Mercedes Benz 500E W124
(06-26-2017, 04:49 PM)erx(06-26-2017, 12:05 PM)-Mackan- Any benefit from choosing a box from a w211 rather than a w210?
Later boxes have improved conductor plate and some bushes are replaced with bearings, actually there are 4 generations of 722.6 boxes. 210 boxes are also ok.
Awesome thx man!
------------------------------------------------
Cars currently owned:
1993 Mercedes Benz 300TDT W124
1992 Mercedes Benz 500E W124
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